TRACK STANDARDS

RC-0506-02TRK
May 2018
 GO TRANSIT TRACK STANDARDS
RC-0506-02TRK

Publication Date: June 2016

Revision Date: May 2018

COPYRIGHT © 2018

Metrolinx,
an Agency of the Government of Ontario

The contents of this publication may be used solely as required

for and during a project assignment from Metrolinx or for and
during preparing a response to a Metrolinx procurement
request. Otherwise, this publication or any part thereof shall not
be reproduced, re-distributed, stored in an electronic database or
transmitted in any form by any means, electronic, photocopying
or otherwise, without written permission of the copyright holder.
In no event shall this publication or any part thereof be sold or
used for commercial purposes.

The information contained herein or otherwise provided or made

available ancillary hereto is provided “as is” without warranty or
guarantee of any kind as to accuracy, completeness, fitness for
use, purpose, non-infringement of third party rights or any other
warranty, express or implied. Metrolinx is not responsible and
has no liability for any damages, losses, expenses or claims
arising or purporting to arise from use of or reliance on the
information contained herein.
 GO TRANSIT TRACK STANDARDS

PREFACE
This is revision 1 of the GO Transit Track Standards RC-0506-
02TRK May 2018. It is adapted from CN Engineering Track
Standards as per the agreement between Metrolinx and CN on
March 28, 2013. In accordance with the agreement, Metrolinx is
authorized to affix the name of Metrolinx/GO Transit to the CN
Standards, shall remove all references to CN and update/ modify
the standards to Metrolinx/GO Transit Standards.

The purpose of the GO Transit Track Standards is to ensure that

Metrolinx and GO Transit owned and operated track is
constructed and maintained utilising safe, cost effective and
efficient methods to meet project delivery timelines, and meet
on-time operational performance goals. Furthermore, a
consistent approach in the application of GO Transit owned track
standards shall reduce disputes during the design and
construction phases of a project, enhance the long term safety,
reliability and extend the useful service life of the track
infrastructure.

The technical content within the GO Transit Track Standards

RC-0506-02TRK was modified/developed by the Metrolinx / GO
Transit Track Standards Committee which includes specialized
subject matter experts.

Note

The GO Transit Track Standards RC-0506-02TRK documents’

most current version is intended for use by suitably qualified
professionals. It is not a substitute for coordination and
compliance with all applicable local codes, standards, manuals,
and approvals for fire protection, life safety, and security
measures that are part of the planning, design and
implementation of a railway.

Suggestions for revisions and improvement

Suggestions for revision or improvement can be sent to the

Metrolinx / GO Transit Track Standards Committee, Attention:
Corridor Maintenance (CM) Senior Manager of Track and
Structures who shall introduce the proposed changes to the
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Metrolinx Track Standards Committee. The CM Senior Manager

of Track and Structures ultimately has the deciding vote. Be sure
to include a description of the proposed change, background of
the application and any other useful rationale or justification. Be
sure to include your name, company affiliation (if applicable), e-
mail address, and phone number.

GENERAL REQUIREMENTS
1. The maintenance and construction standards and
practices contained herein shall apply to all track and
rights-of-way owned or operated by GO Transit (“the
Railway”), and UP Express, which are divisions of
Metrolinx, and are intended as the requirements but not
intended to replace or supersede the Transport Canada
Rules Respecting Track Safety.
2. Changes in railway standards or practices that do not
conflict with TC standards may be implemented on a
phased schedule or program, at the Corridor
Maintenance (CM), Senior Manager of Track and
Structures discretion.
3. All new or modified materials or equipment shall be
subjected to a service test, unless otherwise directed by
the CM Senior Manager of Track and Structures.
4. Under the requirements of these Standards, and where
appropriate, the CM Senior Manager of Track and
Structures may delegate their authority to a designated
individual.
5. Designated Authority, as described above, shall be
summarized at the end of this document.
6. The most current version of the GO Transit Track
Standards and all applicable bulletins shall be located on
the Metrolinx internal MYLINX intranet website at:
mylinx/sites/RailServ/en/Pages/Track-Standards.aspx,
under title “GO Transit Track Standards”.

These standards are effective as of May 14th, 2018

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CONTENTS
Section 1 Requirements ........................................................... 1-1

1.1. General ................................................................... 1-1

1.2. Track Standards ..................................................... 1-1
1.3. Recommended Methods ........................................ 1-2
1.4. Miscellaneous ......................................................... 1-2
Section 2 Definitions ................................................................. 2-1

Section 3 Electrified Territory ................................................... 3-1

3.1. General ................................................................... 3-1

3.2. Tools and Equipment.............................................. 3-1
3.3. Impedance Bonds ................................................... 3-1
3.4. Rail Return Bonds .................................................. 3-1
3.5. Insulated Joints ....................................................... 3-2
3.6. Track Work ............................................................. 3-2
3.7. Vegetation .............................................................. 3-3
Section 4 Rail ............................................................................ 4-1

4.1. Rail Identification .................................................... 4-1

4.2. General Requirements ........................................... 4-4
4.3. Plug Rail ................................................................. 4-5
4.4. Handling and Unloading Rail .................................. 4-7
4.5. Laying Rail .............................................................. 4-9
4.6. Rail Wear .............................................................. 4-12
4.7. Continuous Welded Rail ....................................... 4-14
4.8. Maintenance of Thermal Stress in Rail ................ 4-16
4.9. Destressing Rail ................................................... 4-18
Recommended Method 3205-0: Destressing CWR ......... 4-23
4.10. Failures in CWR.............................................. 4-26

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4.11. Repairing Pull-Aparts ...................................... 4-30

4.12. Repairing a Track Buckle ................................ 4-31
4.13. Track Buckling Causes and Prevention .......... 4-32
4.14. Remedial Action for Broken Rail or Defect...... 4-35
4.15. Defective Rails ................................................ 4-38
4.16. Crushed Heads or Localized Surface Collapse
and Rail End Batter........................................................... 4-39
4.17. Authorizing Movements over Rail Breaks and In-
Service Rail Failures ......................................................... 4-40
4.18. Defects at CAD Welds and Pin Brazing .......... 4-43
Recommended Method 1303-0 – Classification of Rail ... 4-45
Recommended Method 3700-3 - Unloading Rail ............. 4-50
Section 5 Joints ......................................................................... 5-1

5.1. General Information ................................................ 5-1

5.2. Conventional Joints ................................................. 5-1
5.3. Insulated Joints ....................................................... 5-5
5.4. Compromise Rails and Joints ................................. 5-7
5.5. Weld Repair Bars .................................................... 5-8
Recommended Method 3700-0 – Drilling Holes in Rail...... 5-9
Section 6 Rail Grinding and Milling ........................................... 6-1

6.1. Rail Grinding with Self Propelled Grinding Machines6-1

6.2. Frog and Switch Grinding and Milling ..................... 6-3
6.3. Rail Grinding and Milling near Bridges and Structures6-4
Section 7 Rail Lubrication ......................................................... 7-1

7.1. Wayside Lubricators................................................ 7-1

7.2. Lubricating Products ............................................... 7-4
Section 8 Field Welding ............................................................ 8-1

8.1. General Information ................................................ 8-1

8.2. Thermite Welding .................................................... 8-5

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8.3. Flash Butt Welding ................................................. 8-6

8.4. Arc Welding ............................................................ 8-7
8.5. Cold Weather Welding............................................ 8-7
8.6. Additional Safety Requirements ............................. 8-9
8.7. Welding on Bridges .............................................. 8-10
Section 9 Ties ........................................................................... 9-1

9.1. Timber Tie Installation and Maintenance ............... 9-1

9.2. Transition Ties ........................................................ 9-9
9.3. Concrete Tie Installation and Maintenance .......... 9-11
9.4. Concrete Tie Repair Procedure ............................ 9-16
9.5. Steel Tie Installation and Maintenance ................ 9-17
9.6. Composite Tie Installation and Maintenance ....... 9-18
9.7. Other Types of Ties .............................................. 9-19
Section 10 Plates, Fasteners, and Other Materials ................ 10-1

10.1. Tie Plates ........................................................ 10-1

10.2. Rail Anchors.................................................... 10-2
10.3. Derails ............................................................. 10-6
10.4. Track Spikes ................................................. 10-14
10.5. Timber Lag Bolts (Timber Screws) ............... 10-17
10.6. Rail Clips ....................................................... 10-17
10.7. Bumping Posts .............................................. 10-18
Section 11 Ballast ................................................................... 11-1

11.1. Ballast Conditions ........................................... 11-1

11.2. Ballasting ........................................................ 11-1
11.3. Clearances ...................................................... 11-3
11.4. Bridges ............................................................ 11-3
11.5. Public Crossings ............................................. 11-3
11.6. Undercutting ................................................... 11-4
Recommended Method 3706-2: Ballast Unloading ......... 11-5
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Section 12 Surfacing and Lining ............................................. 12-1

12.1. Surfacing and Lining........................................ 12-1

12.2. High Risk Locations and Clearances .............. 12-4
12.3. Precautions ..................................................... 12-5
12.4. Surfacing Concrete and Steel Ties ................. 12-7
Section 13 Installation and Maintenance of Turnouts ............. 13-1

13.1. General ............................................................ 13-1

13.2. Installation of Turnouts .................................... 13-2
13.3. Destressing at Turnouts ................................ 13-10
Recommended Method 3205-2A: Destressing at Turnouts13-13
13.4. Maintenance of Turnouts .............................. 13-14
13.5. Maintenance of Spring Frogs ........................ 13-18
Recommended Method 3500-6: Adjustment of #22 Switch
Stands ............................................................................. 13-21
Recommended Method 3500-7: Switch Point Guard
Adjustments .................................................................... 13-23
Section 14 Crossings .............................................................. 14-1

14.1. At-Grade Rail-to-Rail Crossings ...................... 14-1

14.2. At-Grade Road Crossings ............................... 14-2
14.3. Construction of Roadway Crossings ............... 14-5
14.4. Crossing Surfaces ......................................... 14-14
14.5. Destressing at Roadway Crossings .............. 14-15
Recommended Method 3205-2B: Destressing at Roadway
Crossings ........................................................................ 14-18
14.6. Construction/Temporary Crossings ............... 14-19
14.7. Temporary Planking of Tracks ...................... 14-21
14.8. Inspection and Testing of Railway Crossing
Warning Devices (RCWS) .............................................. 14-22
Recommended Method 2700-0: Construction and
Reconstruction of Grade Crossings in Wood and Concrete
Tie Territories .................................................................. 14-24
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Section 15 Track Inspection ................................................... 15-1

15.1. Class of Track ................................................. 15-1

15.2. General Information ........................................ 15-1
15.3. Frequency of Inspections ................................ 15-4
15.4. Methods of Inspection ..................................... 15-5
15.5. Areas for Inspections ...................................... 15-6
15.6. Walking Curve Inspections ............................. 15-9
15.7. Joint and Joint Bars ...................................... 15-10
15.8. Ballast Inspections. ....................................... 15-12
15.9. Direct Fixation Track ..................................... 15-13
15.10. Derails ........................................................... 15-15
15.11. Bumping Posts .............................................. 15-15
15.12. Culverts and Drainage .................................. 15-16
15.13. High Water and Spring Run-Off Inspections 15-17
15.14. Gas Welded Rail Inspection Policy ............... 15-19
15.15. Record of Track Inspections ......................... 15-19
15.16. Extreme Cold Weather Inspections .............. 15-20
15.17. Cold Weather Speed Restrictions ................ 15-21
15.18. Icing Conditions under Rail ........................... 15-21
15.19. Hot Weather Inspections .............................. 15-22
15.20. Hot Weather Speed Restrictions .................. 15-23
Recommended Method 3100-0: Track Inspection
Recommended Checklist ............................................... 15-26
Section 16 Track Geometry .................................................... 16-1

16.1. Track Geometry Maintenance Standards ....... 16-1

16.2. Track Geometry Conditions ............................ 16-3
16.3. Application of Slow Orders for Defective Track16-12
16.4. Responsibility ................................................ 16-12
Section 17 Turnout, Crossing and Special Track Work Inspection17-1

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17.1. General Information......................................... 17-1

17.2. Types of Inspections ....................................... 17-1
17.3. Frequency of Inspections ................................ 17-1
17.4. Record of Inspection ....................................... 17-2
17.5. Walking Turnout Inspection ............................. 17-2
17.6. Detailed Turnout Inspection ............................ 17-9
17.7. Failures in Spring Frogs ................................ 17-14
17.8. Diamond Inspection....................................... 17-16
Recommended Method 3500-0: Joint Inspection of Power
Operated Turnouts.......................................................... 17-18
Recommended Method 3500-1: Turnout Inspection ...... 17-27
Section 18 Electronic Track Inspection ................................... 18-1

18.1. General Information......................................... 18-1

18.2. Types of Test Methods .................................... 18-2
18.3. Frequency of Testing....................................... 18-3
18.4. Rail Flaw Detection (Ultra-Sonic) .................... 18-4
18.5. Track Geometry Testing .................................. 18-9
18.6. Rail Wear Testing .......................................... 18-10
18.7. Vehicle Track Interaction (V/TI) ..................... 18-10
Section 19 Track Construction ................................................ 19-1

19.1. Minimum Construction Standards ................... 19-1

19.2. Construction Tolerances ................................. 19-3
19.3. Track Clearances and Centres ....................... 19-3
19.4. Curve Design ................................................... 19-5
Recommended Method 1305-0: Determining Superelevation,
Spiral Length and Maximum Train Speed on Curves ..... 19-11
Section 20 Drilling and Excavating Around and Under Tracks20-1

20.1. Excavation ....................................................... 20-1

20.2. Monitoring ........................................................ 20-3
20.3. Tunneling and Boring ...................................... 20-6
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Section 21 Bridges and Structures ......................................... 21-1

21.1. Guard Rails ..................................................... 21-1

21.2. Restraining Rails ............................................. 21-3
21.3. Roadbed and Drainage................................... 21-4
21.4. Installation of Culverts .................................... 21-6
21.5. Clearances ...................................................... 21-8
Section 22 Signals and Communications and Power ............. 22-1

22.1. Precautionary Measures ................................. 22-1

22.2. Underground Cables ....................................... 22-1
22.3. Working within Crossing Circuits .................... 22-4
Section 23 Platforms............................................................... 23-1

Section 24 Fire Prevention ..................................................... 24-1

24.1. Precautionary Measures ................................. 24-1

24.2. Job Briefings ................................................... 24-5
Appendix A – Class of Track ....................................................... 1

Appendix B – Track Inspection Frequencies ............................... 2

Appendix C – Priority Defects ...................................................... 6

Appendix D – Urgent Defects ...................................................... 8

Appendix E – Allowable TSO for IRIS Truck Defects –

Passenger .................................................................................. 11

Appendix F – Allowable TSO for IRIS Truck Defects – Freight . 13

Appendix G – Rail Wear Limits.................................................. 15

Appendix H – Rail Defect Descriptions...................................... 17

Appendix I – Remedial Action for Rail Defects .......................... 26

Appendix J – Speed Restrictions for Track Work ...................... 34

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Appendix K – Authorizing Movements over Rail Breaks ........... 37

Appendix L – Continuous Welded Rail Thermal Expansion Chart38

Appendix M – Effective Length Added For Curves Chording

Inward ......................................................................................... 41

Appendix N – Curve and Vmax Tables ........................................ 44

Appendix O – Minimum Construction Standards ....................... 52

Appendix P – Rail Usage Guidelines ......................................... 55

Appendix Q – Standard Rail Head Profiles ................................ 56

Appendix R – Spiking Patterns .................................................. 59

Appendix S – Recommended Tie Plate Usage.......................... 60

Appendix T – Typical Ballast Profiles ......................................... 61

Appendix U – Crossing Surfaces ............................................... 62

Appendix V – Temporary Construction Crossings ..................... 65

Appendix W – Excavation Limits Adjacent to a Railway ............ 66

Appendix X – GO Transit Heavy Rail Clearance Envelopes ..... 68

Appendix Y – Grapple Ability by Make and Model ..................... 75

Miscellaneous Recommended Methods .................................... 77

Recommended Method 3708-1: Application of Granular Salt77

Recommended Method 1802-0: Covering the Acceptance of
New Material and Conducting an In-Service Test of New
Material ................................................................................ 80
Conversion Tables for Units of Measure .................................... 83

Designated Authority .................................................................. 84

NOTES ....................................................................................... 85
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Section 1 Requirements
1.1. General
1. The Standards, practices, and procedures contained
herein MUST be followed to ensure the safety of the
Railway and/or to comply with regulation, or action
MUST be taken to protect the condition, as in Section
1.2 below.

1.2. Track Standards

1. The black text within this document is the requirement
for constructing, inspecting, and maintaining track owned
and operated by GO Transit (“The Railway”), and UP
Express, which are divisions of Metrolinx. Conditions on
track must meet or exceed the minimum requirements
laid out in this document. Where conditions on track do
not comply with these requirements, immediate action
must be taken to:
a. Bring the track back into compliance as per the
standards (e.g. protect, repair, slow order, etc.);
or,
b. Remove track from service until the minimum
required repairs can be completed.
c. In addition to the above requirements, the CM
Manager of Track shall be notified immediately.
2. All employees responsible for the maintenance and/or
inspection of track owned and maintained by GO Transit,
must be trained and pass a qualifying test in these Track
Standards at least every 3 years.
3. A qualified and certified track inspector must have a
minimum of 2 years railway experience as determined
by the CM Senior Manager of Track and Structures.
4. All employees responsible for the inspection, installation,
adjustment, or maintenance of CWR track must be
trained and pass a qualifying test on CWR Procedures.
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5. The testing standard as per the requirements in clause

2, 3, and 4 as noted above, will come into effect within
three years from the issuance of this document. Until
such date, the Canadian National Railways Track
Inspection Guidelines, and Continuous Welded Rail
qualifications are acceptable.
6. Safety is the most important aspect of any job.
Understanding and following safety rules and safe work
practices is a condition to work on GO Transit and
Metrolinx property. When in doubt, employees must take
the safest course of action.

1.3. Recommended Methods

1. The blue text within this document contains the
Recommended Methods, which shall be used as a
guideline for performing the work described.
2. All employees responsible for the maintenance and/or
inspection of track owned and/or maintained by GO
Transit, must be familiar with the Recommended
Methods contained herein.

1.4. Miscellaneous
1. For all new track construction and track rehabilitation
projects, the horizontal and vertical deviation, and
geometry tolerances shall meet or exceed those found in
Appendix O – Minimum Construction Standards.
2. For all existing track, all track geometry maintenance
parameters shall meet or exceed the requirements of
Track Standard Section 16 Track Geometry.
3. Track and signals maintenance personnel require
access to the track, signals, and wayside infrastructure
with road vehicles. Emergency vehicles also require
access to the rail corridors at times. Where practical,
provision shall be made for roadway access in the layout
of track, utilities and railway related infrastructure, within
the rail corridors.
4. Tracks designated for maintenance use only (MOW)
should be considered in the design of track. A pocket
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track of 1,200 ft. (365.8 m) in length is recommended to

be installed on a case by case basis per each project
and subdivision.
a. These MOW tracks and locations must have
adequate access by vehicles;
b. Locations must be reviewed by the CM,
Manager of Track.
5. Prevention of fires on railway property and structures
must be considered at the beginning of each task when
working on the right-of-way. See Track Standards
Section 24 .

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Section 2 Definitions

1. Adjustment Length - The amount that rail is to be

adjusted based on the length of rail removed.
2. Alignment – The measurement used to describe the line
uniformity (straightness) of the rails in a horizontal plane.
The measurement for alignment shall be the maximum
mid ordinate, (positive or negative), in inches, of a 62 ft.
(18.9 m) or 31 ft. (9.5 m) chord measured at the gauge
point. On a curved track the high (outside) rail is used as
the line rail.

3. Andian Vehicle – A type of Light Geometry Inspection

Vehicle, used regularly on GO Transit owned corridors.
4. Battered End - A flattening down and widening of the rail
head at the end of a rail.
5. Bolt Hole Break - a crack across the web, originating
from a bolt hole, and progressing on a path either
inclined upward towards the rail head or downward
towards the base
6. Broken Base - any break in the base of a rail
7. Bumping Post - A device at the end of a stub track to
prevent rolling stock from going off the ends of the rails.
8. Categories of Yard Track
a. For the purposes of these Track Standards, all
Yard tracks shall be maintained to Class 1
maintenance standards.
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9. Class of Track – The allowable train speed on a

subdivision, or portion thereof, shall be used to
determine the class of track per the table in Track
Standard Appendix A – Class of Track
10. Clearance Point - The location between two adjacent
tracks beyond the frog of a turnout at which a specified
clearance is provided between the tracks.
11. Compromise Bars - Rail joint bars connecting rails of
different heights and sections.
12. Continuous Welded Rail (CWR) - Rail that is welded into
lengths of 400 ft. (122 m) or greater, including fixed
points between such lengths.
13. Cross Level - The measurement for cross-level shall be
the difference in elevation, in mm or inches, between the
grade rail and the other rail, measured with a level
board.
14. Crossover – A track or two turnouts connecting two
generally parallel adjacent tracks, which allow rail
vehicles to cross from one track to another.
15. Crushed Head / Flattened Rail - a short length of rail, not
at a joint, which has flattened out across the width of the
rail head. Flattened rail occurrences have no repetitive
regularity and thus do not include corrugations, and have
no apparent localized cause such as a weld or engine
burn
16. Damaged by Defective Rolling Stock - Rail that has been
nicked on the head, base or web by flat wheels, broken
wheels, or dragging equipment. Rail defects caused by
damaged rolling stock will have defect codes which
reflect the type of defect the damaged rolling stock
created.
17. Damage by Derailment - Rail that has been broken,
bent, nicked or otherwise damaged by derailment of
equipment. Rail defects caused by derailments will have
defect codes which reflect the type of defect the
derailment created.
18. Damaged Rail - Any rail broken or damaged by wrecks,
broken, flat, or unbalanced wheels, slipping, or similar
causes, as well as by track units or off-track equipment.
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19. Defective CAD Weld - The detail fracture from a welded

bond connection is a progressive transverse defect that
develops and expands from the point on the rail head
where a head bond is attached.
20. Defective Gas Weld - A progressive crosswise fracture
starting from a nucleus in the vertical centre of the weld
where the two rail ends meet during the welding
process.
21. Defective Weld - a field (DWF) or plant (DWP) weld
containing any discontinuities or pockets, exceeding 5
percent of the rail head area or 10 percent in the
aggregate, oriented in or near the transverse plane, due
to incomplete penetration of the weld metal between the
rail ends, lack of fusion between weld and rail end metal,
entrainment of slag or sand, under-bead or other
shrinkage cracking or fatigue cracking.
22. Destressing Rail - The operation of removing or adding
steel in continuous welded rail, to make the longitudinal
thermal stress equal (within specified limits) to what it
would be if laid stress free at the preferred rail laying
temperature.
23. Diamond - An intersection of two tracks at grade with no
connecting route between the two tracks.
24. Direct Fixation Track – (DFT) An “open” track-form with
nearly all of the major components easily visible and
accessible for inspection and maintenance. As
compared to traditional ballasted track, DFT is fixed
directly to a concrete slab eliminating the requirement for
ballast and ties.
25. Double Slip Switch - A combination of a movable-point
crossing and two turnouts interconnected into one
assembly. The turnout switches are located between the
end frogs of the crossing.
26. Engine Burn - Damage to the running surface of the rail
caused by a slipping wheel.
27. Fire Watch – A person assigned to observe a location
during and after hot work.
28. Flange Wear (Gauge Wear) – Is the reduction in head
width of the rail on one side compared to the nominal rail
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section. It is measured 5/8 in. (16 mm) below the top of

the rail head.
29. Flash Butt Weld –A process of fusing rail ends together
using electric current. Flash butt welds provide a weld
superior to thermite welds and are always to be
preferred over thermite welds where practical.
30. Frequency of Inspection
a. Twice Weekly - a minimum of two inspections
each week (Sunday to Saturday), with no more
than 3 days between inspections
b. Weekly – A minimum of one inspection per
week, with no more than 10 days between
inspections
c. Twice Monthly – A minimum of two inspections
st
each month (1 of the month to the last day) and
with no more than 20 days between inspections
d. Monthly – A minimum of one inspection per
month with no more than 40 days between
inspections
e. Quarterly – A minimum of one inspection each
quarter (Jan 1 - Mar 31, Apr 1 – June 30, Jul 1 –
Sept 30, Oct 1 – Dec 31), with no less than 60
days between inspections, and no more than
100 days between inspections
f. Three times annually – a minimum of one
inspection each 4 months (Jan 1 – Apr 30, May
1 – Aug 31, Sept 1 – Dec 31) with no less than
90 days between inspections, no more than 180
days between inspections
g. Twice Annually – a minimum of one inspection
every 6 months (Jan 1 – Jun 30, Jul 1 – Dec 31),
with no less than 120 days between inspection
and no more than 225 days between inspections
h. Annually – one inspection per year ( Jan 1 – Dec
31), with no less than 180 days between
inspections and no more than 400 days between
inspections

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31. Frog - A track structure in a turnout or track crossing

used at the intersection of two running rails to provide
support for wheels and passageways for their flanges,
thus permitting wheels on either rail to cross the other.
32. Gauge – The perpendicular measurement between the
gauge faces (inner sides) of the two running rails taken
at 5/8 in. (16 mm) below the centre of top of rail head.
Standard gauge is 56½ in. (1,435 mm) on tangents and
curves up to 14°. Refer to Track Standard Section 4.5
standard gauge of curves over 14°.
33. Grade Crossing - is an intersection where a road, path,
or railway crosses railway tracks at the same level.
Grade crossings are also known as level crossings,
railway crossings or train crossings.
34. Grade Crossing Standards - Road/Railway Grade
Crossings: Technical Standards and Inspections,
Testing and Maintenance Requirements, established by
the Department of Transport (Transport Canada), as
amended from time to time.
35. Guard Rail – (GTS-1108) Rail installed on bridges, high
embankments and other designated locations as a
safety appliance. They are intended to contain and guide
a derailed truck, keeping the vehicle upright on the track
structure. Guard rails are also installed on turnouts to
protect the frog.
36. Harmonics (Rock and Roll) – The motion on rolling stock
created through a series of low staggered joints.

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37. Head-Web Separation - A progressive fracture

longitudinally separating the head and web of the rail at
the fillet under the head.
38. Head Wear (Vertical Wear) – Also known as loss of
vertical height, is the reduction in the total height of the
rail compared to the nominal rail section, measured in
the centre of the head of the rail.
39. Horizontal Split Head - A horizontal progressive defect
originating inside of the rail head, usually one quarter
inch or more below the running surface and progressing
horizontally in all directions, and generally accompanied
by a flat spot on the running surface. The defect appears
as a crack lengthwise of the rail when it reaches the side
of the rail head.
40. Hot Work - Any activity which involves cutting, grinding,
welding, or open flames.
41. Impedance Bond – An electrical apparatus at code
change points in electric traction areas to separate
signal and traction current.
42. In Service Rail Failure - An occurrence of any type of rail
break or rail weld failure in normal service.
43. Insulated Joint - A rail joint in which electrical insulation
is provided to stop electrical current from flowing from
one rail to another, separating sections of track into
distinct circuits for signal shunting and operation of
signal system and crossing protection.
44. Interlocking – An arrangement of interconnected signals
and signal appliances for which interlocking rules and
special instructions are in effect.
45. IRIS – Integrated Rail Inspection System – A GO Transit
heavy truck outfitted with equipment having the
capability to test track geometry under loaded
conditions, rail wear, and rail flaw testing.
46. Joint - Locations where two rail ends meet and are
connected with a joint bar, or by other means. Jointed
rail shall be laid with staggered joints.
a. Permanent Joint – are fully drilled and bolted.
For all joints in CWR, every tie is box anchored
for a minimum of 200 ft. (61 m) in each direction
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and spiked to pattern D for 19 ft. 6 in. (5.9 m) on

both sides of joint.
b. Temporary Joints – are joints which are
expected to be removed from track, or are
intended to be welded. In CWR, all holes are
drilled except those nearest the rail ends.
c. Supported Joint – are joints (not including
insulated joints) that have the centre of the joint
located over a tie plate. Supported joints cannot
be welded without moving the tie.
d. Suspended joint – have the centre of the joint
located between ties.
47. Localised Surface Collapse - A flattening down and
widening of the rail head other than at the end of a rail,
not associated with any internal defect in the rail.
48. Match Marks - Marks placed on the base and tie plate,
used when destressing rail to ensure that rail has moved
the required amount.
49. MGT (Million Gross Tons) – The total weight that travels
over a section of track.
50. Mill Defect - Deformations, cavities, laps, seams, scabs,
burnt steel, or foreign material found in any portion of the
rail.
51. Ordinary Break - a partial or complete break in which
there is no sign of a fissure, and in which none of the
other defects described in this paragraph are found.
52. Overhead Contact System (OCS) – The part of the
electric traction system comprising the overhead
conductor(s), aerial feeders, support structures, and
other assemblies, which delivers electrical power to the
train engine.
53. No Test Rail (NTR) is rail that the rail flaw detector car is
unable to test.
54. New Rail – is rail that has never been in service
55. Partial Worn rail (PW) – (occasionally known as second
hand rail - SH) is rail that has been in service and
removed for any cause

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56. Piped Rail - a vertical split in a rail, usually in the web

due to failure of the shrinkage cavity in the ingot to unite
in rolling.
57. Preferred Rail Laying Temperature (PRLT) – The target
installation temperature of welded rail in a particular
area.
58. Preferred Rail Laying Temperature Range (PRLTR) –
The tolerance or range for the PRLT.
59. Rail – a long rolled steel section used as a running
surface for equipment and track units.
a. Compromise Forged Rail – A special rail rolled
to different rail sections at each end for joining
two rails of different size.
b. Transition Rail – A special rail which has its rail
head reduced through grinding or other means
in order to provide an adequate transition
between new and worn rail. This is occasionally
referenced as a shaved rail.
60. Rail Laying Temperature (RLT) – The actual rail
temperature at which the CWR is installed.
61. Rail Neutral Temperature (RNT) – The actual rail
temperature at which the rail is neither in tension or
compression.
62. Railway – GO Transit. A company (CN, CP and TTR)
that operates and/or dispatches trains within their
corresponding right-of-way.
63. Reference Marks - a pair of vertical lines located on the
field side web of the rail, each placed to a minimum of 5
ft. (1,524 mm) away from a joint or planned rail cut, at
opposite ends of a rail repair, used to check whether rail
was added or removed from track.
64. Restraining Rail – rail installed on the gauge side of the
low rail through a high degree curve to improve vehicle
curving performance. Their primary function is to prevent
wheel climb and reduce accelerated rail wear on the
high rail by restraining the lateral movement of the
wheels from riding up the high rail.

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65. Restricted Crossing - Is any crossing that is not included

in the definition of an Unrestricted Crossing.
66. Running Rail – Rail carrying all vertical loads of railway
vehicles and equipment.
67. Runoff – When surfacing track, or when surfacing to a
fixed structure, Runoff is the elevation difference in the
track structure over a 31 ft. (9.5 m) section.

68. Shelly Rail – A progressive horizontal separation that

may crack out at any level on the gauge side, generally
at the upper gauge corner. It extends longitudinally not
as a true horizontal or vertical crack, but at an angle
related to the amount of rail wear.
69. Special Track Work - A general term used to describe all
track hardware that is not standard tie-and-ballast track.
Special Track-work includes, turnouts of all sizes, single
and double slip switches, expansion joints (sliding rail
joints), and crossings (diamonds).
70. Split Web – a lengthwise crack along the side of the web
and extending into or through it
71. Spot Tie Replacement – A maximum of 5 ties replaced
in a 39 ft. (11.9 m) track section with no more than 3
consecutive ties.
72. Superelevation – The amount by which the outer rail of a
curve is banked above the inner rail.
73. Surface – The vertical alignment or the surface
uniformity in the vertical plane. The measurement for
surface shall be the maximum positive or negative mid-
ordinate, in inches (mm), of a 62 ft. (18.9 m) chord
measured along the top surface of the rail.

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74. Surfacing:
a. Spot Surfacing – Restoring of the track surface,
cross-level and alignment through short
stretches of track, not more than 19 ft. 6in (5.9
m) in length, when a continuous raise is not
necessary
b. Out-of-face Surfacing – The continuous raising
of track to restore track surface, cross-level, and
alignment.
75. Temperature
a. Ambient Temperature – the air temperature as
measured by a thermometer, not including
humidity or wind chill.
b. Rail Temperature – The temperature of the rail.
Rail temperature in cold weather is typically
equal to the ambient temperature. As a
guideline, in hot weather, the rail temperature is
equivalent to the ambient temperature plus 30ºF
(16ºC).
i. Note: Rail temperature must be
physically measured periodically
throughout the day with an approved
accurate thermometer, according to the
manufacturer’s specifications.
Measurements shall be taken away from
all sources of natural and artificial heat
and cold including but not limited to the
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sun, wind, rain, etc. Measurements are

typically taken from on the web near the
base of the rail.
76. Thermite Weld - A process of welding the ends of two
rails together by pouring molten steel between the rail
ends causing fusion.
77. Track Buckling – The lateral misalignment of the track
structure due to excessive compressive forces in the rail.
78. Transverse Defect - Any progressive fracture occurring
in the head of the rail and has a transverse separation.
79. Turnout - A track structure by means of which vehicles
are diverted from one track to another.
80. Turnout Inspections
a. Routine Inspection – A visual inspection to
assess the general turnout condition and to
identify any defects. This inspection is done
each time the turnout is traversed.
b. Walking Inspection – An inspection performed
on foot to assess the general condition of a
Turnout or other special track work. This
condition is checked against a set checklist
(Recommended Method 3500-1: Turnout
Inspection), approved by the Railway, and
includes gauge and clearances between switch
point and stock rails, and the recording of
exceptions and remedial actions taken
c. Detailed Inspection – A thorough and detailed
inspection performed on foot to assess the
condition of all components in each turnout or
other special track work. Hand operated
switches are to be operated to all positions
during this inspection. This type of inspection is
further defined in Track Standard Section 17.6
Detailed Turnout Inspection
81. Ultrasonic Rail Flaw Testing – Is a non-destructive
method of testing the internal structure of rail through the
use of high-frequency sound waves.
82. Unrestricted Crossing - A public grade crossing or a
grade crossing whose road is one of the following:
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a. A recreation road or trail or a pedestrian or

bicycle path maintained by a club, association or
other organization, including a snowmobile or
hiking trail;
b. A road or a pedestrian or bicycle path of a
commercial or industrial establishment, including
a business operated from a residential or farm
property, that is used in connection with the
establishment by persons other than employees
of the establishment;
c. A road that serves three or more principal
residences;
d. A road that serves three or more seasonal
residences access to which is not controlled by
a gate equipped with a lock;
e. A road that connects two public roads; or
f. A road maintained by a resource company, such
as a company involved in forestry or mining
activities;
83. Vertical Split Head - a vertical split, through or near the
middle of the head, and extending into or through it. A
crack or rust streak may show under the head close to
the web or pieces may split off the side of the head.
84. Vmax – the maximum speed permitted based on the
degree of curve, superelevation, and imbalance.
85. Weld Repair Bars – Temporary use bars, with slotted
bolt boles and relief to accommodate welds, for the
purpose of aligning rail ends at field welds to allow the
passage of trains. Often known as banana bars.

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Section 3 Electrified Territory

3.1. General
1. The requirements in this section apply in electrified
territory, or in territory being under construction for future
electrification.

3.2. Tools and Equipment

1. All tools used in electrified territory must have insulated
handles.
2. Equip cranes and booms with protective measures such
as insulated shields. All equipment used in electrified
territory must be bonded and grounded.
3. Specify the size of maintenance of way equipment
based upon updated OCS clearances as defined in from
Chapter 2 of Performance Specifications for Structures
Passing over Electrified Corridors and GO Electrification
Enabling Works ET Standards

3.3. Impedance Bonds

1. Impedance bonds shall be specified according to the
voltage and current carried by the traction return circuit.
Properly sized dc bonds may be used within territory that
carries both ac and dc currents; ac bonds should not be
used in dc territory.
2. Impedance bond arrangement shall be established with
input from signal and traction return designers.

3.4. Rail Return Bonds

1. Rail bond conductance and size should be in
accordance with the OCS conductance and size. For
example, for 350 MCM contact wire and 500 MCM
messenger wire (850 MCM total for OCS), 2x250 MCM

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rail bonds per rail (1,000 MCM total return) should

suffice.

3.5. Insulated Joints

1. Insulated joint material specifications are not
substantially different for signalized or electrified track
apart from the installation of impedance bonds as
discussed above.
2. Pre-service testing of insulated joints should be
conducted per AREMA 3.8.7.3.2 Megohmmeter Test.

3.6. Track Work

1. In electrified territory, prior to removing joint bars, cutting
rail, or repairing a discontinuity in the rail, a temporary
return path for electric traction current must be created.
Before the rail is disconnected, a temporary bond across
the track each side of the section of rail to be removed
must be installed either through the installation of a
temporary rail jumper or cross bonding. A minimum 4/0
AWG cable should be used for jumpers along with an
approved rail clamp. Ensure that no insulating rail joints
interfere with the cross bonding circuit.”

Figure 1. Method of applying temporary rail jumper in

electrified territory

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Figure 2. Method of applying a temporary rail jumper in

electrified territory when removing rail with a connection to
an impedance bond.

3.7. Vegetation
1. Vegetation in electrified territory must be regularly
trimmed to meet electrical clearance requirements and
to maintain visibility of signage and access to rail
equipment and facilities at all times.

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Section 4 Rail
4.1. Rail Identification
1. Rail branding is the raised letters and numbers along the
web of the rail. Rail stamping is on the opposite side of
the web and has indented letters and numbers.
2. Branding identifies the rail weight or section,
manufacturer, manufacturing method, year and month rolled.

Figure 3. Branding descriptions

3. Stamping identifies heat, ingot, and rail sequence in the

manufacturing process.

Figure 4. Stamping description

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4. The branding code in Table 1 identifies the

manufacturing process of rail.
Table 1 Branding Codes

Branding Manufacturing Process

MACKIE, MRC, RC Control Cooled
CC Control Cooled
CH Control Cooled and End
Hardened
BC Control Cooled Blooms
VT Vacuum Treated – Control
Cooled
OP Other Practices
OH Open Hearth

5. Rail identified as alloy rail, with stamping as in Table 2,

MUST NOT be put back into track.
Table 2 Alloy Rail Information

Manufacturer Stamping Chemistry

Cr Chrome
CrV Chrome / Vanadium
ALGOMA
Chrome / Vanadium /
CrVMo
Molybdenum
Colorado Fuel and Iron CROMO Chrome / Molybdenum
Company
(CF&I) HI SI High Silicon
Chrome / Silicon /
Hayange (HAY) SACILOR – CrSiV
Vanadium
Klockner - AL Blank Chrome / Vanadium
Krupp – AL Blank Chrome / Vanadium
Sydney (pre 1976) HS High Silicon
Sydney (post 1976) CS High Silicon
SYSCO – CrCb Chrome / Niobium
SYSCO – CrMo Chrome / Molybdenum
Sydney
Chrome / Silicon /
SYSCO – CrSiV
Vanadium
Thyssen – AL Blank Chrome / Vanadium
Wheeling Pitt WR Chrome / Silicon

6. Rail Manufacturers and brands of non-alloy rails shown

below in Table 3, can be reused in track.

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Table 3 Rail Manufacturer Information

Manufacturer Stamping Type Manufacturer Stamping Type

MT DH 340 IH
(ARCELORMITTAL STN SS / HH
USA) Nippon Steel & DH 370 HH
SDI (Steel Sumitomo
SDI SS / HH Metal HE 370 HH
Dynamics)
DH 390 HH Corporation HE 400 HH
SS SS HEX HH
TZ (Czech /
RMSM, ERMS, ISHH IHHS TZ SS
Moravia)
EVRAZ HCP HH International Blank SS
Steel Group
OCP HH Blank HH
(ISG)
Blank SS KLOCKNER Blank SS
Algoma ALGOMA SS KRUPP Blank SS
FT FHT Blank SS
Lackawanna
Bethlehem Steel HH HH Blank SS
MH SS NHH HH
NKK
British Steel FT HH SP HH
PST (Penn
IS HH PST SS
Colorado Fuel and Steel)
Iron Company HH HH PST (HH) PST HH
(CF&I) DH 390 HH SYDNEY Blank SS
SS SS TATA Blank SS
Colorado Blank SS TENNESSEE Blank SS
Dominion Blank SS HH HH
THYSSEN
Dosco Blank SS Blank SS
HAY (Hayange) Blank HH Vilru Blank SS
ILLINOIS Blank SS WP (Wheeling
MH SS
INLAND Blank SS Pitt)

7. Rail Hardness is identified by branding or stenciling as

shown in Table 4.
Table 4 – Rail Hardness Branding Information

Branding Rail Hardening Branding Rail Hardening

Standard Strength Int. Hardness High
Blank IHHS
(310BHN) Strength (350BHN)
Standard Strength Head Hardened
SS HH
(310BHN) (370BHN)
Standard Strength Fully Head Hardened
3HB FHH
(310BHN) (370BHN)
Intermediate Strength Deep Head Hardened
IH DHH
(350BHN) (370BHN)

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8. Recommended Method 1303-0 – Classification of Rail

covers the criteria used in the classification and usage of
rail that will be either welded into CWR or remain as
jointed rail. This can be found at the end of this section.

4.2. General Requirements

1. See Track Standards Section 3 for further requirements
within electrified territory.
2. Rails used for spot renewals should be selected to have
the same average wear and metallurgy as the rail in
track.
3. Scrap rails must be clearly marked with an X of red paint
at regular intervals to differentiate them from reusable
rails.
4. Scrap rail less than 4 ft. (1,219 mm) in length must be
immediately removed from the railway Right-of-Way.
5. Rails used in main track tangents must not be less than
15 ft. (4.6 m) long. Rails used in main track curves must
not be less than 19 ft. 6 in (5.9 m).
6. When cutting rail the saw cut must be made:
a. With a saw properly secured to the rail.
b. Square and perpendicular to the rail axis with a
variation not to exceed 1/8 in. (3 mm) and all
burrs removed
c. Centred in the crib, if possible, at least 4 in (102
mm) from the side of the tie.
d. No closer than 3 ft. (914 mm) to a plant or field
flash butt weld, except as identified in Track
Standards Section 8.1.5.
e. No closer than 6 ft. (1,829 mm) to a thermite
weld, except as identified in Track Standards
Section 8.1.5.
f. No closer than 4 in. (102 mm) from any torch
mark or bond / bolt hole in the rail except as
identified in Track Standards Section 8.1.9.

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g. If a field or flash butt weld is being cut out, make

the cut at least 3 inches (76 mm) away from the
weld to remove the heat affected zone.
7. All PW rail that is saw cut will have the exposed ends
tested for longitudinal defects with dye penetrant (DP)
this includes rail currently in track.
8. Rail having cuts or holes made with an oxy-acetylene
torch, an electric arc, or thermal methods must not be
used in track unless being cropped for use per Track
Standard Section 8.1.9.
9. Rail must not be struck with a spike maul, steel hammer
or similar tool.
10. All holes newly drilled in rail must be deburred as per
Recommended Method 3700-0 – Drilling Holes in Rail.
11. Rail for replacements and relay programs will be in
accordance with Appendix P – Rail Usage Guidelines.

4.3. Plug Rail

1. Rail will be graded to determine the suitability for future
use. Rail removed which is planned for local reuse will
be graded by the Track Supervisors for use in specific
tracks.
2. The Track Supervisor shall save select rail from rail
relays for suitable plug rails. Rails kept for spot renewals
shall:
a. Have the last UTT date and estimate tonnage
since the test, if known, written on the web of the
rail.
b. Have the vertical and gauge wear values written
on the top of the head of the rail.
c. Be neatly stacked by rail section and metallurgy.
In material storage yards, clearly identify each
rail stand with signs for each. For rail stands
along the right of way, ensure the area allows
accessibility year round but doesn’t interfere with
operations.
d. Rail which has not been UTT tested must be
segregated from rail which has been tested or is
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planned to be scrapped. If required, space rail

adequately to allow for UTT testing as per Track
Standard Section 18.4. Rail that has been UTT
tested must be clearly marked.
3. Rail used for replacement or plugs in main track and
controlled sidings will:
a. Have gauge face and vertical head wear
mismatch within maximum allowable limits
identified in Track Standard section 4.6 and
Appendix G – Rail Wear Limits.
4. When removing rail defects by replacing with a plug rail,
the following conditions must be adhered to on main
tracks containing CWR:
a. The plug rail must be Rail Flaw tested and
marked per Track Standard Section 18.4.
i. If not, a class 2 speed restriction must
be placed until it has been tested.
ii. All PW rail that is saw cut will have the
exposed ends tested for longitudinal
defects with dye penetrant (DP).
b. Gauge face and head wear must be within the
limits prescribed in the Transport Canada Rules
Respecting Track Safety and Appendix G – Rail
Wear Limits Table A and Table B whichever is
more restrictive.
c. Must have gauge face and vertical head wear
mismatch within maximum allowable limits
identified in Track Standard section 4.6 and
Appendix G – Rail Wear Limits.
d. Must be a grade equal to, or better than, the
parent rail (e.g. if the replacement is in a curve
and the parent rail is head-hardened rail, then
the plug rail must also be head-hardened)
i. The following rail chemistries must not
be reinstalled on any main track or
controlled siding unless authorized by
the CM Senior Manager of Track and
Structures.

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• British, Workington, Vilru, or

Bethlehem FT.
• Any of the alloy rails listed in
Table 2
• “A” rails (rails with the letter “A”
in the heat number
• “OH” rails (Open-Hearth)
e. Types of rail are:
i. Standard carbon (referred to as 3HB or
310 Brinell Hardness).
ii. Intermediate hardness. (350 Brinell
Hardness)
iii. Head-hardened. (370 Brinell Hardness)
iv. Note: Type of rail does not apply to
insulated glued joints.
f. If the correct type of rail is unavailable, item c of
the above standards shall be modified as
follows:
i. A plug rail of a different type may be
installed on a temporary basis. This
temporary plug rail must not be welded
into track.
ii. The temporary plug rail must be
removed within 180 days (6 months) of
installation and replaced with a plug rail
meeting the condition criteria of a, b and
c above.

4.4. Handling and Unloading Rail

1. Only approved grapples can be used for loading,
unloading, and distributing rail.
a. Refer to Appendix Y – Grapple Ability by Make
and Model for details on approved grapples.
2. Dragging rail along the track is prohibited unless ALL of
the following conditions are met and permission is

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obtained from the CM Senior Manager of Track and

Structures:
a. A thorough job briefing and field level
assessment is conducted;
b. Have readily available a list of phone number for
fire-fighting agencies;
c. Any open deck bridges will be wetted down prior
to making the move;
d. At least two employees will remain on site to
monitor the site until they are certain there is no
fire risk*;
e. The employees are equipped with water and fire
extinguisher foam;
f. The employees have a means of radio or cell
phone communication;
g. The rail is not dragged faster than 3mph; and
h. Steel on steel contact shall be avoided while
dragging.
i. Inspect for damage to spikes, anchors or clips
behind the movement, especially in curves
locations.
j. Rail shall not be dragged through turnouts
without protection of turnout components.
k. Note: it is permissible to place rail on an open
deck bridge for the purposes of installation
provided the above is adhered to.
* In areas where the rail is to be dragged over more than
one bridge and the bridges are in close proximity, the
two employees can be used to patrol the area.
3. Dragging rail greater in length than 80 ft. (24.4 m) shall
be done only with appropriate rail dragging devices.
4. When using rail tongs to drag rail under 80 ft. (24.4 m) in
length, the rail tongs shall be 8 tonne or greater.
5. When dragging rail over crossings or other similar
locations, rollers shall be used.
6. Rail loaded in gondolas with tongs for reuse should be:
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a. Loaded with the rail standing upright and orderly

b. Loaded to the capacity of the equipment or less.
The 70 ton gondola capacity, by rail section, is
as per Table 5
Table 5 - Rail Capacity of 70 Ton Gondolas

136RE 132RE 115RE

3,154 lin. ft. 3,250 lin. ft. 3,680 lin. ft.

(961.3 lin. m) (990.6 lin. m) (1,121 lin. m)

7. Where unloaded rail presents a walking hazard it shall

be covered by a General Bulletin Order (GBO).
8. Recommended Method 3700-3 - Unloading Rail covers
the procedures to be followed when unloading CWR
from a rail train. Metrolinx and GO Transit requires a
written procedure for unloading CWR from a rail train
prior to commencement of work.
9. The owner of the equipment and the operator are
responsible for ensuring that all rail unloading equipment
and hardware is in good working condition.
10. Rail should be unloaded by use of a crane with magnets,
approved rail grapples or tongs, skids or threader and
must not be dropped.
11. Rail must be centre marked to balance the lift. Tag lines
will be used when lifting rail with tongs.

4.5. Laying Rail

1. Rail of different metallurgies shall not be mixed in any
given stretch of track
2. The gauge of track after laying must be uniform. Rail
must be laid to the gauge shown in Track Standard
section Table 6.
3. The Rail Laying Temperature (RLT) shall be written on
the web of the rail, and shall not be removed until
destressing is completed.

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4. Any curve to be designed or constructed greater than 8

degrees must be approved in writing by the CM Senior
Manager of Track and Structures.
a. The Senior Manager will also review that the
proposed curve design can be safely negotiated
by the fleet of rail equipment.

Table 6 – Gauge for High Degree Curves

Gauge in Gauge in
Degree of Curve inches mm

Up to 14°00’ 56-1/2 1435

14°01’ to 16°00’* 56-5/8 1438

16°01’ to 18°00”* 56-3/4 1441

†
18°01’ to 20°00’* 56-7/8 1445
†
20°01’ to 22°00’ * 57 1448
†‡
22°01’ to 24°00’ * 57-1/8 1451
†‡
24°01’ and over * 57-1/4 1454
* Metrolinx regulatory inspection vehicles (IRIS) cannot
traverse curves greater than 14 degrees.
†
All curves over 18 degrees also require review by external
stakeholders that have running rights on GO Transit /
Metrolinx territory and must be approved in writing by the
CM Senior Manager of Track and Structures.
‡
GO Transit bi-level coaches specify a min. horizontal
radius of 250 ft. (76.2 m) equivalent to a 23° curve.

5. Any curve approved to be constructed greater than 8

degrees must:
a. Identify train handling requirements;
b. Reduce train operating speed as required;
c. Use forged plates (eg. MSR);
d. Be fully spiked and lagged;

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e. Use concrete ties, steel ties. or 9 ft. (2.74 m)

Grade #1 creosote treated hardwood ties that
are 100% end plated. Hardwood and Steel ties
shall be spaced at 18 in. (457 mm) on centre.
Concrete ties shall be spaced at 20 in. (508 mm)
on centre.
6. In order to maintain correct gauge, at least every fourth
tie must be gauged on tangents and every third in curves
greater than 2º. Where poor tie conditions exist,
additional gauging may be required.
7. On completion of the rail laying, cribs must be filled and
the track must be surfaced and lined, within forty eight
hours.
8. Jointed rail shall be laid with staggered joints. See
section 5.2.10
9. The rail temperature shall be measured periodically
throughout the day with an approved accurate
thermometer and recorded.
10. Joint bars shall be applied, lubricated, and bolts
tightened before the rail is spiked. See Track Standards
Section 5.2
11. Where different sections of rail are being joined, one of
the following methods must be used:
a. The appropriately sized compromise rails.
b. Compromise welds only where applicable. See
Approved Track Welding Manual for further
instructions.
c. Compromise joints only where applicable. See
Track Standards Section 5.4
12. When newly laid rail joins rail previously in track, the old
rail should be built up by welding at the joint, if
necessary, to protect the end of the newly laid rail.
13. Where rail end mismatch exceeds 1/8” (3 mm) on the
top or the gauge side of a rail joint, it shall be repaired
promptly by grinding, welding or replacement of the rail.
Until such time as these repairs are made, movements
over the mismatch shall not exceed the speed for the
appropriate class of track, as prescribed by Table 7.

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Table 7 - Rail End Mismatch

Maximum Maximum
Class of
Mismatch Mismatch on
Track
On top of Rail Gauge Side of Rail
1 1⁄4” (6 mm) 1⁄4” (6 mm)
2 and 3 3/16” (4.5 mm) 3/16” (4.5 mm)
4 and 5 1/8” (3 mm) 1/8” (3 mm)

14. Rail ends with excessive flow will be repaired by slotting.

Crushed or battered rail ends will be repaired by
welding.

4.6. Rail Wear

1. When rail wear reaches the increased monitoring limits
as defined in Appendix G – Rail Wear Limits, the rail
must be monitored and measured quarterly and noted
on inspection documents.
a. Measure at least 3 locations throughout the
curve
b. The locations should be roughly 400 ft. (122 m)
– 600 ft. (183 m) apart (shorter spacing for short
curves)
c. Mark the rail at the measurement points to
ensure repeatability.
2. Rail on curves at approximately 95% of their rail wear
limits must be inspected via a walking inspection on a
weekly basis.
3. Rail shall not be transposed in main track. In no case will
the low rail be transposed to the high side.
4. If rail is continued in service beyond the vertical wear
limits in Table 8, high clearance joint bars must be used
on the gauge side of rail for new construction, repairs
and spot replacements.

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Table 8 – Rail Wear for High Clearance Joint Bar Requirement

Rail Size 141 lb. 136 lb. 132 lb. 115 lb. 100 lb. 100 HF 85 lb.

17 mm 14 mm 10 mm 8 mm 7 mm 6 mm 5mm
Rail
Wear 11/16” 9/16” 3/8” 5/16” 1/4” 1⁄4 3/16”
(0.6875) (0.5625) (0.375) (0.3125) (0.25) (0.25) (0.1875)

5. Appendix G – Rail Wear Limits Table A and Table B

identifies the wear limits when rail should be removed
from the track. If rail is worn to or beyond the urgent
limits in this table and must be left in the track, the CM
Senior Manager of Track and Structures or their
designate must be notified. A speed restriction may be
placed and additional inspection frequency specified at
the discretion of the CM Senior Manager of Track and
Structures. Condition of rail (e.g., shells, spalls,
corrugation) must also be taken into consideration.
6. If the worn rail is on a bridge, overpass or tunnel, the
wear limits are only 75% of the wear limits shown in
Appendix G – Rail Wear Limits Table B
7. The underside of the rail head must be physically
inspected when either one of the following conditions
exists:
a. Rail wear is at the increased monitoring limits or
greater of the urgent limit; or
b. Rail head shelling, spalling, or corrugation is
present.
8. Should the CM Senior Manager of Track and Structures
decide to leave the worn rail in the track, the speed
restriction to be applied shall be as near as possible to
the equilibrium speed, not exceeding the maximum
allowable speed for that class of track, until the rail can
be changed out. If rail change-out cannot happen within
30 days (or 60 days on class 2 track), then a further
speed restriction of 10mph must be applied.

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9. Where rail wear has resulted in joint bars being impacted

by wheel flanges, until the rail can be replaced, the joint
must be welded or a high clearance bar or compatible
worn bar must be applied. Train speed must be
restricted to the equilibrium speed.

4.7. Continuous Welded Rail

1. All track forces must properly protect and promptly report
any unusual and/or unsafe conditions observed
developing in CWR to the CM Manager of Track.
2. All supervisory personnel, including the Track Foreman
and Track Inspectors on whose territory CWR is laid,
must be familiar with the causes, high risk conditions,
work and inspection procedures, and speed restriction
requirements to avoid track buckling.
3. All employees responsible for the installation,
maintenance and inspection of CWR must be trained
and qualified in the maintenance of CWR.
4. The Current PRLT (Preferred Rail Laying Temperature)
is outlined in Table 9.
a. The PRLTR (Preferred Rail Laying Temperature
Range) is outlined in Table 9.

Table 9 - Preferred Rail Laying Temperature and Range

PRLT PRLTR

100 ºF 90 - 115 ºF
(37.7 ºC) (32.2 – 46.1 ºC)

5. CWR will be installed and anchored within the PRLTR

without further adjustment. CWR installed outside the
PRLTR must be destressed as soon as possible after
laying.
a. A speed restriction will apply if destressing
cannot be completed before the rail temperature
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increase is greater than 40 ºF (22 ºC) above the

RLT. See Track Standard Section 4.9.22.
6. CWR must be destressed using proper procedures.
Heaters and/or expanders must be used to bring the rail
to the correct length. The CWR Thermal Expansion
Chart is contained in Appendix L – Continuous Welded
Rail Thermal Expansion Chart.
7. Newly installed track-work in CWR territory MUST be
destressed within the timelines prescribed in Track
Standards Section 4.9.24.
8. CWR will not end on open deck bridges or closer than
200 ft. (61 m) from the back-wall of the bridge.
9. A list of the rail temperatures marked on each string, the
string numbers, alloy (if any) mileage and date of laying
or adjusting shall be compiled and kept up to date by the
Track Supervisor with copies to the GO Transit CM
Manager of Track. The actual rail laying temperature will
be marked at the end of each string of CWR installed.
10. Use six-hole joint bars with four bolts installed on
standard joints that are planned to be eliminated through
field welding. To facilitate welding, the hole nearest the
end of the two abutting rails must not be drilled. A joint
gap not exceeding 3/8 in. (9.5 mm) is to be left. All
temporary joints must be welded prior to the onset of
winter as defined by the CM Senior Manager of Track
and Structures. Any temporary joints that are unable to
be welded prior to winter shall be fully drilled, bolted and
every tie will be fully box anchored for 200 ft. (61 m) in
both directions and spiked to pattern D for 19 ft. 6 in.
(5.9 m) on both sides of joint.
11. On completion of the day’s work, all rail laid, or ties
inserted, must be spiked with a minimum of two rail
holding spikes per plate in a cross pattern (on curves
greater than 2 degrees, three rail holding spikes are
required at a minimum), bolted and anchored per
standard. The gang must then return to spike the ties to
the applicable spiking pattern in Appendix R – Spiking
Patterns.

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12. The CM Manager of Track or his designate will make a

decision on whether or not to adze ties and will record
this information in the resulting contract.
13. CWR strings may be left between the rails until the next
shift (overnight) provided that:
a. The CWR string height does not exceed 1 in.
(25 mm) above the top of the running rail
b. Deflectors are placed at each end of rail
c. The CWR rail ends are bypassed and secured
at the ends with spikes.

4.8. Maintenance of Thermal Stress in Rail

1. Detailed guidelines on destressing CWR are contained
in Recommended Method 3205-0: Destressing CWR,
Recommended Method 3205-2A: Destressing at
Turnouts, and Recommended Method 3205-2B:
Destressing at Roadway Crossings. Guidelines on
handling rail failures in CWR are contained in Track
Standard Section 4.10.
2. Precautions must be taken to monitor the length of rail
installed during rail changes and repairs. Whenever
practicable, rail will not be added to CWR track.
3. See Track Standards section 4.10.9.c. for information on
reference marks.
4. When a rail is to be changed, reference marks will be
made on the web of the rail prior to cutting the CWR.
They will be on each side of the location where the cut is
to be made and where the mark will not be covered by
joint bars or removed by changing the rail.
a. All previously made reference marks shall be
painted over.
5. The reference marks and the measured distance
between them will be written with paint stick or other
permanent marker.
6. When addressing a failure in CWR:
a. If the rail ends have pulled apart, the distance of
separation of the two rail ends will be noted. The
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distance recorded on the rail shall then be the

measured distance between the reference
marks minus the separation of the rail ends.
b. If the rail ends bypass each other, the distance
recorded on the rail shall be the measured
distance between the reference marks plus the
amount the rail ends bypass.
c. After the rail has been changed, measure the
distance between the reference marks. If the
distance changes over the original measured
distance, the amount of rail added or removed
will be marked on the rail and the information will
be forwarded to the Track Supervisor, who shall
inform the CM Manager of Track.
7. The Track Supervisor will be responsible for the
locations and amounts of rail that is added or removed.
8. Continuous welded rail must be maintained so that it is
in a state of zero thermal stress in between the PRLTR.
a. Continuous welded rail may drift into tension or
compression, so that it is stress free at some
temperature outside the preferred rail laying
temperature range, as a result of such activities
as track surfacing, tie renewals, ballast cleaning,
track lining, and curve rail renewal. Even if the
track is not worked on, the rail can shift and go
out of destress as a result of rail breaks,
emergency brake applications, worn or defective
anchors, poor quality or insufficient ballast,
Permanent Slow Order locations, or soft
subgrade. On vertical curves and gradients, rail
is generally seen to move slowly downhill,
resulting in an excessively low stress-free
temperature at the bottom and an excessively
high stress-free temperature at the top.
9. Any locations where rail is added below the PRLTR, the
rail shall be destressed prior to a rail temperature
increase greater than 40 ºF or 22 ºC above the RLT.
a. When ambient temperatures exceed this range,
and 1 inch (25 mm) or more rail within 1,000 feet
(304.8 m) has been added, and adjustments
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 GO TRANSIT TRACK STANDARDS

have not been made, then a speed restriction

shall apply as per Track Standard Section
4.9.22.
10. Except in the case of emergencies, no surfacing and
lining, rail replacement or tie renewal will be performed if
the rail temperature is above the PRLTR unless
approved by the CM Senior Manager of Track and
Structures or designate.
11. Track Maintenance activities that disturbs track and
could potentially cause a track buckle must be protected
by the appropriate speed restriction. The tables in
Appendix J – Speed Restrictions for Track Work contain
the speed restriction and the appropriate timeframe for
removing them on CWR track.
12. Refer to Track Standard section14.16 and 14.17 for hot
weather related inspections and speed restrictions.
13. See Track Standards section 4.14.10 for information on
direct fixed track.

4.9. Destressing Rail

1. Rail must be laid and anchored within the PRLTR. If this
cannot be achieved, the rail must be destressed.
2. When destressing, the adjusting temperature is to be
marked on the rail and all previous temperature
markings shall be painted over.
3. When it is evident that the stress free temperature of a
section of rail has decreased to a level that a track
buckle may occur, the stress-free temperature should be
adjusted back to the Preferred Rail Laying Temperature.
The method of destressing involves removing rail
anchors, cutting the rail and removing rail to achieve the
correct rail laying temperature.
4. Prior to cutting the rail the following MUST be
completed:
a. Rail anchors may have to be tightened for at
least 200 feet (61 m) on each side of where the
rail is to be cut.

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b. All ties must be fully box anchored at least 200

feet (61 m) beyond the rail being destressed
prior to making the cut.
c. In concrete tie territory chording clips and risers
must be distributed, tie pads and insulators if
required.
d. Reference marks must be made with a paint
stick on the field side web of the rail at a
minimum of 5 ft. (1,524 mm) away from both
sides of the joint or planned rail cut.
e. Starting at the reference marks, match marks
MUST be made with a paint stick on the gauge
side base of the rail extending onto the tie plates
or concrete ties on unanchored ties intervals
throughout the length to be destressed about
every 100 ft. (30 m).
5. The rail shall be cut and may need to be trimmed or
placed in a position that will permit the rail ends to
bypass each other.
6. The rail anchors/rail clips shall be removed for the length
of rail being destressed to allow for the free movement of
rail.
7. The rail must be raised from the tie plates or tie pads on
all tie types and placed on risers or elevating rollers.
a. For rail replacements, the use of power vibrators
shall be permitted when used in conjunction with
heaters.
8. Unless authorized by the CM Senior Manager of Track
and Structures, on all tie types, risers must be placed
every 12 to 15 ties to ensure base of rail is free.
9. In concrete and steel tie areas all rail clips and insulators
must be removed and chording clips must be installed
approximately every 20 ties on curves up to 4 degrees
and every 15 ties on curves 4 degrees and over.
10. Following the completion of items 4 through 10, the rail
now in the raised position on risers, or fully power
vibrated, is stress free at the current rail temperature as
it is totally unrestricted.

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a. When the rail is stress free (rail has been

allowed to freely move), the Rail Laying
Temperature at this location must be clearly
marked on the web of the rail along with the date
and the gang ID.
11. Knowing the length of rail being destressed, the PRLT
and the present rail temperature, the calculations can
now be made as to the adjustment requirement.
12. Prior to making the adjustment, check the anchors on
the 200 feet of rail that was fully box anchored beyond
the rail that was being destressed for movement.
a. If this rail is the last 200 feet of CWR before
jointed rail, it must also be destressed.
13. Make the adjustment and check the match marks to
ensure that proper movement has been achieved.
14. Remove risers. Tap down the raised spikes and apply
rail anchors/rail clips. In concrete and steel tie areas,
apply insulators and clips. The chording clips are not
removed until they are encountered when the clip
installation reaches their location.
15. Paint adjacent to the rail laying temperatures that had
previously been painted on web of rail, the "destressed"
temperature (rail anchoring temperature), which should
be within the PRLTR.

Figure 5. Rail markings for destressing

16. Destressing reports must be created and forwarded to

the CM Manager of Track and to the Track Supervisor
on the prescribed GO Transit Destressing Form.

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17. The total length of tangent rail that may be destressed at

any one time shall be 3,000 ft. (914 m). Under this
scenario, the cut is made at 1,500 ft. (457 m) and the
two ends pulled together.
a. During the winter months as defined by the CM
Sr. Manager of Track and Structures, the
maximum length of tangent rail that may be
destressed at any one time shall be 1,600 ft.
(487m). Under this scenario, the cut is made at
800 ft. (244 m) and the two ends pulled together.
b. For destressing curve rail, the maximum length
of rail that may be destressed at any one time
shall be determined by the CM Sr. Manager of
Track and Structures.
18. For destressing of road crossings, refer to Track
Standards section 14.5.
19. For destressing of turnouts and other special track work,
refer to Track Standards section 13.3.
20. Destressing should be scheduled and completed when
the rail temperature is at or below the preferred rail
laying temperature.
21. When the rail temperature is above the PRLT and there
are signs of a potential track buckle, the rail must be cut.
Record temperature of rail, limits of rail movement,
amount of rail cut out, and width of joint gap when bolts
and bars applied. Report this information to the CM
Manager of Track and the Track Supervisor for further
instructions.
22. If rail cannot be destressed prior to a rail temperature
increase greater than 40 ºF or 22 ºC above the RLT,
then a speed restriction must be applied until such time
as the rail is destressed. The speed restriction shall be
30 MPH. See Appendix J – Speed Restrictions for Track
Work.
23. In order to accurately maintain a record of the Neutral
Rail Temperature at any given time, the Rail Laying
Forms MUST be submitted to CM Manager of Track
within 24 hours of rail installation.
a. The RLT shall be written on the web as per
Track Standard section 4.5.3 and 4.9.10.a.
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24. Newly installed track-work in CWR territory MUST be

destressed within 48 hours from the date the track is
placed in revenue service, unless otherwise approved in
writing by the CM Senior Manager of Track and
Structures. Speed restrictions shall apply as per Track
Standard Section 4.9.22.
25. The CM Senior Manager of Track and Structures may
apply a speed restriction if required in locations where
destressing information is unavailable, deficiencies may
exist, or in areas of known conditions.
a. Should a speed restriction be placed through
this item on an existing contract where the track
is disturbed, cut, installed, or in any way affected
the qualified track contractor responsible for that
Contract will correct this deficiency within 48
hours.

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 GO TRANSIT RECOMMENDED METHODS

Recommended Method 3205-0: Destressing CWR

1. Destressing may be done by means such as:

a. heaters
b. hydraulic rail pullers
2. Before destressing any location, the following
information must be known:
a. the PRLT
b. the length of CWR to be destressed
c. the present rail temperature
3. In most instances the following tools, equipment, and
material will be required to carry out a destressing
program:
a. At least two rail thermometers or pyrometers
b. chording clips
c. paint stick
d. 120 ton hydraulic rail puller or rail heater
e. rail saw
f. rail drill
g. non-conducting fibreglass or collapsible wood
measuring tape at least 50 feet in length, or rolling
measuring wheel
h. Thermite welding equipment, with proper kits for rail
weights
i. additional bolts, spikes, anchors, tie plugs, Pandrol
clips, pads, insulators
j. a vibrator or a dead-blow hammer
k. risers (spike, long bolt, pipe, special design tool)
l. claw bars
m. spike mauls
n. sledge hammers
o. track jack

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p. track wrenches and torque wrench

q. anchor applicator wrench if required
r. rail slotter if welders not available
s. one or two pieces of rail of the same weight, section,
metallurgy, and degree of wear as the rail in track,
15 feet (4.5 m) long or longer (19 ft-6 in. or 5.95 m
on curves)
t. rail tongs
u. rail positioner / rail seater
v. clip applicator
4. Two examples are provided below:
Example 1:
Rail anchored hot; rail ends pull apart
Length of CWR being destressed 3000ft

PRLT 100°F
Current rail temperature Degrees 65°F (100-65°F)

temperature below PRLT 35°F

Gap required as calculated 8.4 in. (3000*35*.00008)

Multiply the gap

Gap required per tables 8¼ in. for 1000 ft. by 3

NOTE: If the rail separates away from each other upon cutting more than 8.4 in.
the rail was at a stress free state at a temperature higher than the
PRLT.

Adjustment required: 8¼ in

Actual Gap measured in the

9 in.
field:
Difference: (8¼”-9”) ¾ in. less rail than required
One standard weld will add 1 in. steel material

Length of rail to be added (¾”-1”) -¼ in.

When the ¼ inch of rail is removed and the 1” of weld material added, the rail
would be stress free when the rail temperature is at 100°F.

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The Approved Track Welder Manual should be consulted for the proper
procedures.

Example 2:
Rail anchored cold; rail ends
bypass

Length of CWR being destressed 3,000 ft.

PRLT 100°F
Present rail temperature Degrees 65°F
(100-65°F)
temperature below PRLT 35°F

Rail ends bypass 3 in.

Gap required by calculation 8.4 in. (3000*35*.00008)

Multiply the gap for

Gap required by tables 8¼ in. 1000 ft. by 3

NOTE: If the rails bypass each other when the rail is cut or the gap is less than
8.4 in. the rail was in a stress free state at a temperature lower than 65°F
as identified in this example.

Adjustment required: 8¼ inches

Actual Bypass: 3 inches

Difference: (8¼”+3”) 11¼ inches more rail than required
One standard weld will add 1 inch steel material

Length of rail to be cut off (11¼”+1”) 12¼ inches

12¼ inches of rail will be cut off leaving a 9¼ inch gap. The rail is then to be
pulled back 8¼ inches and welded. (Note 1” gap is left for the weld)
This rail would now be stress free when the rail temperature is 100°F. (PRLT)

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4.10. Failures in CWR

1. Service failures of CWR include broken rails, pull-aparts,
buckles or other rail damage. Any service failure and the
associated remedial action must be reported promptly to
the CM Manager of Track or designate.
2. In electrified territory, prior to approaching a broken rail
or any rail discontinuity as well as prior to conducting
any repairs, install jumpers or cross-bonds around
failures.
3. Joints in CWR will be treated as follows:
a. Temporary joints in CWR that cannot be
immediately welded will be drilled and joint bars
applied to allow for future thermite welding,
leaving a joint gap not exceeding 3/8 in. (9.5
mm). Only the outer four holes are to be drilled
and used. All temporary joints should be welded
prior to the onset of winter as defined by the CM
Sr. Manager of Track and Structures. Any
temporary joints that are unable to be welded
prior to winter shall be fully drilled, bolted and
every tie will be full box anchored.
b. Permanent joints in CWR which are not
intended to be welded will be fully drilled and
bolted, joint bars applied, and the rail fully box
anchored 200 feet (61 m) each side of the joint
on every tie, and spiked to pattern D for 19 ft. 6
in. (5.9 m) on both sides of joint.
4. Where CWR has pulled-apart, broken, or is cut for
removal of defect or track panel installation, a record of
pre-cut / break neutral temperature will be made when it
can be determined. This must be submitted to the CM
Manager of Track within 24 hours. The information
required is:
a. Subdivision, track number, mileage, GPS
coordinates, tangent or curved track, rail side of
break (which rail), and remedial action

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b. Rail and ambient Temperature at the time of

break, pull-apart, or cut
c. Gap size, Offset
d. Defect type (if identifiable)
e. Rail weight, manufacturer, rolling year, vertical
and horizontal wear measurements.
f. If a weld, the date of the weld, weld number, and
welder identification, as well as the rail wear
measurements on both sides of the weld.
g. Anchor or clip pattern and type.
h. Fastener pattern and type
i. Proximity to fixed locations and/or previous cuts
j. Tie type
k. Ballast condition
5. For rail breaks, a clear photo of the broken rail ends,
both side views and bottom, will be taken and submitted
to the CM Manager of Track, including 6 in. (152 mm) of
the physical broken rail ends.
a. Rail ends will be sprayed with penetrating
lubricant or equivalent to prevent oxidation.
b. For longitudinal failures, longer pieces may be
required
c. Have the subdivision, milepost, rail side, date
and direction written in paint marker on all
pieces. See Figure 6.
d. Where rail breaks into multiple pieces, attempt
to reassemble the rail, then place match
markings from the pieces to the surrounding rail.
Include all pieces with the shipment.

Figure 6. Marking a Broken Rail

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6. Broken rail ends will be retained for 2 weeks in case it is

determined to send them off-site for further examination.
7. Four types of failures can be detected in CWR:
a. Visually detected failures
b. Ultrasonically detected failures
c. Signal detected failures
d. Magnetic particle detected failures.
8. Immediate repairs are required for the following:
a. Certain rail defects, weld defects, and breaks as
per Appendix I – Remedial Action for Rail
Defects
b. Pull-aparts
c. Track buckles
d. It is essential that any type of failure receives
prompt attention and action to maintain safe
movement of traffic.
9. Prior to cutting rail, reference marks MUST be made on
the web of the rail. The marks should be on either side of
the proposed cut and should be of sufficient distance
apart so as not to be obscured by joint bars. The
distance between the marks shall be measured and
noted on the rail prior to the cut being made. This will
create a reference to confirm whether any rail was
added or removed during the repair. The use of
reference marks includes:
a. Install jumpers or cross-bonds around any
discontinuity, pull-apart, rail flaw defect, etc.
b. Marking the location where rail is to be cut.
Centre this mark in a crib
c. Place reference marks no less than 5 ft. (1524
mm) outside the intended saw cut locations on
the field side web of the rail.
d. Write the following information on the parent rail
immediately beyond the reference marks. Do
NOT write within the 5 ft. (1,524 mm) on either
side of the cut location. This area is reserved for
the welder’s information. See Figure 7.
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i. The actual distance between the

reference marks minus any gap. If the
rail grows and must be trimmed, then
measure the growth and add to the
reference mark distance.
ii. Gap distance
iii. Rail temperature at the time of the rail
cut, pull-apart, or rail break
iv. Length of the rail added or removed
v. Foreman’s initials
vi. Date
10. Dye penetrant testing shall be performed on rail ends:
a. in the event of an in-service rail failure;
b. when a defect is visually detected; or
c. when one of the following defects was not
immediately removed from track after detection
by an ultrasonic test car:
i. Vertical Split Head
ii. Horizontal Split Head
iii. Head Web Separation
iv. Split Web
v. Piped Rail
d. Mark the rail “DP” when rail is tested with dye
penetrant.

Figure 7. Rail Markings for Repairs

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11. Note that it is possible for vertical split heads to carry

through plant and field welds.
12. See Track Standard Section 4.15 for further details on
defective rails.

4.11. Repairing Pull-Aparts

1. In electrified territory, install jumpers or cross-bonds
around failures prior to approaching and/or repairing
broken rail or any rail discontinuity.
2. When a pull-apart occurs corrective action must be
taken by either applying heat or expanders to bring the
rail ends together or by installing a temporary closure
rail.
3. Do NOT use rail heating rope for heating rail on open
deck bridges.
4. Make the repair with the use of a rail puller, or heat the
rail to close the gap.
5. Install new bolts to proper torque. See Track Standard
Section 5.2.
6. If possible, adjust the anchors for at least two hundred
feet. See Track Standards section 4.10.3 for further
instructions on joints in CWR for failures.
7. When the rail temperature is at or near the preferred rail-
laying temperature, the location must be checked to see
if destressing is required. This will be determined as per
Recommended Method 3205-0: Destressing CWR.
8. Ensure proper joint maintenance is performed and
anchor condition and pattern conforms to this Track
Standard.
9. If the pull-apart is greater than 3 in. (76mm), a temporary
repair should be made by cutting out sufficient rail to
allow a length of rail as specified in Track Standard
section 4.2.5 , to be installed.
10. Arrangements should be made to have the closure rail
welded in before the rail ends batter. Depending on
traffic levels, excessive batter may occur in as little as
two weeks.

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11. A minimum of one inch (25 mm) must be removed from

the closure rail for each thermite weld at the time of
welding.
a. Rail shall be destressed as per Track Standards
section 4.9.
12. Always record the amount of steel if added. This
information is necessary for making a permanent repair,
which should be completed as soon as possible, but not
longer than specified by the requirements in Track
Standards section 4.9.
13. The cause of the pull-apart must be determined, and
forwarded to the CM Manager of Track. Possible causes
include:
a. Insufficient crib and shoulder ballast
b. Insufficient, improperly adjusted or defective rail
anchors
c. Rail anchored above the preferred rail laying
temperature range and not destressed
d. Unstable road bed
e. Maintenance work performed with the rail
temperature above the PRLTR
f. Excessive tension due to extreme cold or a
sudden drop in temperature
g. Shearing the joint bolts (i.e. by dragging
equipment)
h. Ballast surfacing work being performed when
the rail temperature is high causing such things
as curves to be lined outward
i. Emergency application of train brakes

4.12. Repairing a Track Buckle

1. Whenever ambient temperature exceeds 30ºC (86ºF) or
during periods of significant seasonal increase in
temperature (i.e. Spring), hot weather track patrols are
required. Refer to Track Standard Section Hot Weather
Inspections 15.19.

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2. When a track buckle occurs one of the following

corrective actions must be taken:
a. Make cuts in the CWR near the buckle, remove
rail anchors 225 ft. (69 m) on either side of the
buckle allowing rail to run, line the track and
make a closure.
b. Place the track in the best possible alignment
where it will remain without further movement
and where it will provide proper clearance.
3. While under temporary repair, trains are to be operated
at a speed specified by the foreman in charge but not
exceeding 10 mph.
4. Permanent repairs may include applying new anchors,
adding ballast to shoulders and cribs, replacing defective
ties, tamp, line, surface track, and stabilize, cut out rail,
destress, and weld.
5. After the track is fully repaired, it will be treated as
disturbed track and protected by the appropriate speed
restriction indicated in the tables in Appendix J – Speed
Restrictions for Track Work, depending upon the rail
temperature.
6. In the event that a track buckle was repaired by lining
without cutting the rail, and the track was lined
exceeding one inch for one third of the length of the
curve or more, a temporary speed restriction must be
placed as per Appendix J – Speed Restrictions for Track
Work Table 56. The track must be destressed when the
permanent repairs are made.
7. Promptly notify the Track Supervisor and CM Manager
of Track of the temperature of the rail at the time of the
buckle.

4.13. Track Buckling Causes and Prevention

1. Track Buckling is a constant threat during times of high
or rapidly rising temperatures. It is a particular concern
on CWR territory in the spring and summer months,
generally between the hours of 11:00 and 20:00.

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2. Sufficient patrols will be arranged in order to cover the

track during these times.
3. Immediate remedial action will be taken by either placing
a speed restriction or adjusting the rail when any of the
following are apparent:
a. Rail running either through rail anchors or with
the anchors;
b. Rail lifting up under the spike heads (rail base
lifted out of seat);
c. Rail pushing against both shoulders of the tie
plates;
d. Canting rail on curves;
e. Short flat misalignments in curves;
f. Gaps or voids at the ends of the ties indicating
lateral movement of the track;
g. Track having a wavy or non-uniform alignment;
h. Tie movement;
i. Churning of ballast caused by tie movement or
bunching ties resulting in gauge and line kinks. ;
or
j. Longitudinal movement of switch point in relation
to the stock rail.
4. When surfacing near high risk locations Track Standard
Section 12.2 must be followed.
5. High risk locations include but are not limited to:
a. Curves;
b. Bridge approaches;
c. Grade crossings;
d. Crossings with other railways (diamonds);
e. Bottom of a heavy grade, or bottom of a sag;
f. Sink holes;
g. Rock cuts where rail temperatures may be
extremely high;
h. Areas having a history of lateral instability;
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i. Recently disturbed track (e.g. tie replacements,

surfacing, etc.);
j. Locations where track work was undertaken in
cold weather and rail has not been destressed,
rail anchors not applied, or ballast not restored;
k. Locations where rail was recently welded;
l. Previous track buckle not permanently repaired;
m. Track where pull-aparts or broken rails have
occurred during cold weather and it was
necessary to add rail to close the gap; and/or
n. Fixed locations such as turnouts, crossings, and
bridges, transition from wood to concrete ties. In
particular, pay special attention to locations
where rail has been observed to be moving
through a rail anchor towards a fixed location.
6. Before surfacing and lining a curve on main tracks, the
curve must be staked if the degree of curvatures is
greater than 3° and the rail temperature is greater than
50°F or 28°C below the Preferred Rail Laying
Temperature, or large temperature variations are
expected within the next 24 hours.
7. To stake a curve prior to surfacing and lining, place at
least 3 reference stakes uniformly spaced around the
curve with the middle stake located near the middle of
the curve. Additional stakes may be used due to the
overall length of the curve.
8. Inspect for curve movement periodically after the work,
especially during periods of large temperature
fluctuations. If the curve is found to have shifted inward
more than 1 in. (25 mm), it must be lined out or
destressed prior to ambient temperature reaching 70°F
(21°C). If the curve is not lined out or destressed, then a
speed restriction must be placed per Track Standard
Section 4.9.22. The effective rail length added to a curve
as a result of chording inwards is calculated in Appendix
B.

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4.14. Remedial Action for Broken Rail or

Defect
1. The track or signal maintainer that arrives to the location
of a broken rail first, must inspect the track for 300 ft. (91
m) in both directions from the break. Each maintainer
should be looking for pieces of equipment and for
damage to the rail or track structure (e.g. wheel marks).
2. The location of the rail break and findings from the
above inspection must be communicated to the CM
Manager of Track and Track Evaluation Officer. A report
must be submitted to the CM Senior Manager of Track
and Structures.
3. Each defective rail must be marked with a highly visible
yellow paint marking on both sides of the web and base
when possible.
4. When removing rail defects from track, careful
examination of the adjacent rail ends of the parent rail
must be performed to ensure that the defect has been
completely removed.
5. Minimum two 6 inch (152 mm) sections, each including
the broken portion shall be submitted to the CM
Manager of Track within 48 hours of the incident for
metallurgical testing. The ends of the rails with the
broken portion must be wiped with penetrating lubricant
to prevent corrosion.
6. The remedial action to be taken is dependent on the rail
temperature at the time of the repair.
7. When the rail temperature is at or near the PRLT:
a. If adjustment to rail is required and thermite
welds can be made at the time of repair, cut out
the rail including the defect (centred) within at
least the minimum length specified in Track
Standards section 4.2.5. Install a permanent
closure rail two inches shorter than the rail cut
out to account for the two welds required. All
permanent closure rails are required to be the
same metallurgy and approximate wear as the
rail removed.

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b. If welds cannot be made at the time of repair,

install a closure rail with temporary joints,
leaving no gap. Arrangements should be made
to have the closure rail welded in before the rail
ends batter. Depending on traffic levels,
excessive batter may occur in as little as two
weeks. One inch of rail, for each thermite weld,
must be removed from the closure rail at the
time of welding. When a temporary closure rail
is to be welded, the reference marks and original
measurements noted on the rail should be
consulted to ensure the appropriate rail length is
being maintained.
c. Always record the amount of steel added.
This information is necessary for making the
permanent repair, which should be completed as
soon as possible.
8. When the rail temperature is below the PRLT:
a. If welding is possible at the time of the repair cut
out the rail including the defect (centred) within
at least the minimum length specified in Track
Standards section 4.2.5. Install a permanent
closure rail two inches shorter than the rail cut
out to account for the two welds required. Bring
together rail ends using hydraulic rail pullers or
by heating so as to leave a 1” gap for each weld.
All permanent closures are required to be the
same metallurgy and approximate wear as the
rail removed.
b. If welds cannot be made at the time of repair,
install a closure rail with temporary joints.
c. The closure rail is to be the same length as the
rail cut out to allow for future welding.
d. The rail ends must be brought together with a
hydraulic rail puller or by heating so as to leave
no joint gap.
e. Arrangements should be made to have the
closure rail welded in before the rail ends batter.
Depending on traffic levels, excessive batter
may occur in as little as two weeks.
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f. One inch of rail, for each thermite weld, must be

removed from the closure rail at the time of
welding.
g. When a temporary closure rail is to be welded,
the reference marks and original measurements
noted on the rail should be consulted to ensure
the appropriate rail length is being maintained.
h. If it is expected that the joint will be under
significant tension (such as prolonged winter
exposure or an expected drop in temperature) or
if the joint is in a location with a history of pull-
aparts, the joint should be installed with all six
bolts and every tie will be fully box anchored for
200 ft. (61 m) in either direction.
i. If the rail ends separate more than three inches,
a temporary repair should be made by installing
a closure rail of a length equal to the opening
leaving a gap at each joint no greater than 3/8
in. (9.5 mm).
j. Always record the amount of steel if added.
This information is necessary for making the
permanent repair, which should be completed as
soon as possible
9. When the rail temperature is above the PRLTR
a. Box anchor every tie in both directions for 200
feet (61 m) start at a point 8 feet (2.4 m) on
either side of the defect and.
b. Refer to Track Standards section 8.1.9 for
details on torch cutting rail.
c. Temporary repair will be made by cutting out the
defect and any torched rail, and installing a plug
rail.
d. Drill the four outer holes and install joint bars
and bolts leaving no joint gap.
e. Record the amount of steel removed. This
information is necessary for making the
permanent repair.

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10. Extra care must be taken on Direct Fixation Track on

structures when a broken rail is found. Destressing
MUST occur immediately.

4.15. Defective Rails

1. When a rail in track contains a defect the following
procedure should be followed:
a. Identify the rail surface condition. Detailed
descriptions of rail surface irregularities can be
found in Appendix H – Rail Defect Descriptions
b. Check surface of rail and the underside of the
rail head with straightedge for indication of
surface collapse or crushed head. The remedial
action for these defects can be found in Track
Standard Section 4.16 and Appendix I –
Remedial Action for Rail Defects.
c. If spalling is present, measure depth of spall.
d. Visually check underside of rail head for
indication of crack-out in the upper fillet area.
e. Apply remedial action from Appendix I –
Remedial Action for Rail Defects and notify the
CM Manager of Track of the defect condition.
This remedial action does not apply to incidents
of spalls on switch points, frog points, or in rail
joint areas. Spalls at these locations are to be
welded in accordance with existing approved
procedures.
2. Note that whenever the ballast section is frozen, or when
the track structure is otherwise stiff, such as on bridge
structures or where concrete ties are installed, the
development of rail surface irregularities will escalate
rapidly.
3. When a rail in track contains any of the defects listed in
Appendix H – Rail Defect Descriptions, operation over
the defective rail is not permitted until:
a. The rail is replaced; or
b. The remedial action prescribed in the applicable
table is initiated.
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4. On Class 1, 2, and class 3 track with less than 20 MGT

annually, where no passenger trains operate, all defects
must be removed as soon as conditions permit but in no
case longer than the next ultrasonic test car run
5. Defective rails and rail breaks must be reported to the
Track Evaluation Officer and the CM Manager of Track.
6. When a defect is found on a Class 1, 2, or Class 3 track
carrying less than 20 MGT annually, refer to and apply
the appropriate remedial action codes A through I of
Table 52 in Appendix I – Remedial Action for Rail
Defects.
a. Any Class 3 track carrying passenger trains or
hazardous materials, regardless of annual
tonnage, refer to and apply the appropriate
remedial action codes 1 to 13 of Table 53 in
Appendix I – Remedial Action for Rail Defects.
7. Refer to and apply the appropriate remedial action codes
1 to 13 of Table 53 in Appendix I – Remedial Action for
Rail Defects, when a defect is found in:
a. Class 3 track carrying more than 20 MGT
annually, hazardous materials, or passenger
service; or,
b. Class 4 and 5 track.
8. Damaged rail and ordinary breaks will be handled
according to appropriate remedial action table.

4.16. Crushed Heads or Localized Surface

Collapse and Rail End Batter
1. The criteria in Table 50 of Appendix I – Remedial Action
for Rail Defects shall be used in restricting the operating
speed over crushed heads, surface collapse and rail end
batter until such time as they can be corrected.
2. During the winter months (as determined by the
Manager of Track and/or designate), Table 51 of
Appendix I – Remedial Action for Rail Defects applies to
in-track rail joints in Class 3 track and greater with an
annual MGT of 10 or greater.

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3. When rail end joint batter is over 1/8 in (3 mm) cross-

level measurements must be taken to ensure a profile or
warp situation is not evident. If a profile or warp condition
is found to be close to urgent conditions, the condition
must be protected as per the track standards.
4. Depth of crushed heads, localized surface collapse and
rail end batter shall be determined using a straight edge
and a 3/8 in. (10 mm) wide taper gauge as per the
following diagrams:

Figure 8. Examples of how to measure depth of crushed

heads, surface collapse, and batter

4.17. Authorizing Movements over Rail

Breaks and In-Service Rail Failures
1. This section expands upon practices outlined in Track
Standard Section 4.10 through 4.16 and has been
developed to provide specific criteria for a qualified
employee to authorize a train or engine to proceed
safely over rail breaks.

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a. For the purpose of this section, a rail break shall

be considered a complete break of the rail.
b. Thermite weld run-throughs produce conditions
similar to rail breaks. As such, the practice
contained herein for movements over rail breaks
may be equally applied provided approved weld
repair bars are applied.
c. A qualified employee for authorizing movements
over rail breaks must be trained in movements
over rail breaks as defined by Transport
Canada.
2. In electrified territory, prior to approaching a broken rail
or any rail discontinuity as well as prior to conducting
any repairs, install jumpers or cross-bonds around
failures.
3. A train or engine must not be permitted to operate over a
rail break when any of the following conditions exist:
a. The rail break is in a tunnel or on an open deck
bridge;
b. For supervised moves, the rail break is within
100 feet (30.5 m) of an unanchored open deck
bridge;
c. For unsupervised moves, the rail break is within
500 feet (152.4 m) of an unanchored open deck
bridge;
d. The ties on either side of the break are
defective, crushed, or split in the tie plate area;
e. Cracks are observed radiating from the broken
rail ends;
f. The rail break occurs in an area of unstable
grade;
g. The offset (overhang) is greater than 2 inches
(51 mm);
h. The gap is greater than 3½ inches (89 mm);
i. In the case of a joint area, the break extends
beyond the limits of the joint bar; or

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j. The break occurs in an area in which the CM

Senior Manager of Track and Structures has
specified that movements over rail breaks are
not permitted.
4. Where none of the above conditions exist and joint bars
are installed with at least one bolt through the centre of
the break trains or engines are allowed to operate over
the break at a speed not exceeding 10 miles per hour.
5. When none of the conditions outlined in item 2 exist, the
break is not on a ballast deck bridge and the gap size is
too small to allow for the installation of joint bars with
one bolt through the centre of the break (less 1 1/8” or
29 mm) trains may be permitted to operate over the
broken rail at a speed not exceeding 5 mph.
6. If the break is at a weld location and bolt holes exist,
joint bars, or weld repair bars should be installed
whenever possible, with at least one bolt in each rail
end.
7. The condition of rail breaks, joint bars, weld repair bars
and supporting track ties must be observed as
movements operate over the break.
8. The requirement in Item 7 may be waived if the rail
break is a significant distance from a location where the
employees’ vehicle can be cleared. For example, where
there is no other track, grade crossing or road nearby, or
where access by foot is impeded by adverse weather
conditions provided the following regulatory
requirements are met:
a. The rail break is either:
i. An ordinary break;
ii. A complete break in which there is a
sign of a transverse fissure or
compound fissure; or
iii. A complete break at a defective weld
b. The condition of the rail break, joint bars and
supporting track ties must be inspected prior to
each movement over the break

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c. Not more than 24 hours has elapsed since the

initial inspection of the defect, and
d. All unsupervised movements are recorded when
reporting the break to the Manager of Track.
9. Speed restrictions must be applied in accordance with
the applicable operating rules:
a. The Rail Traffic Controller, RTC, must be
notified, as to how the restriction is to be
applied. One of the following methods must be
used:
i. Flags placed in accordance with
CROR Rule 843;
ii. By the use of an approved rail break
sign; or
iii. When flags or an approved rail break
sign are not available, restrictions must
be applied between two identifiable
locations.
10. If the condition of the rail break, joint bars, and
supporting track ties, can be visually observed as the
train or engine operates over the break, use the flow
chart in Figure 38 in Appendix K – Authorizing
Movements over Rail Breaks to determine the
appropriate action.

4.18. Defects at CAD Welds and Pin Brazing

1. CAD welds may be used on GO Transit Territory,
however cannot be placed on the head of the rail.
2. Pin brazing may be used on GO Transit Territory but
cannot be placed on the head of the rail, except on
insulated glued joints.
3. Where defective CAD weld or pin brazed bonds have
been detected on the rail head between 0 and 20 per
cent, the following repair procedure applies:
a. Grind the field side of the rail head, containing
the defect (crack), carefully so as to ensure no
overheating of the rail head will occur.
Overheating and rapid cooling of the rail may
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cause the formation of martensite, which is a

very hard brittle microstructure easily
susceptible to cracking.
b. If more than 1/4 inch (6 mm) needs to be
ground, the rail must be removed.
c. The grinding must be tapered over a distance of
at least 12 inches (305 mm) on each side of the
defect so as to not cause an abrupt change in
the rail head section.
d. The defect shall only be considered as removed
if ascertained through a follow-up ultrasonic test.
e. If the defect is detected a second time by
ultrasonic means, then the defect must be
protected as per Appendix I – Remedial Action
for Rail Defects and removed from track.

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Recommended Method 1303-0 – Classification of Rail

1. When producing and using used rail drilled at one end

only, i.e. drilled at the left end, for butt welding,
determination of the left end or right end will be made
while facing the gauge side of the rail
2. All used rail received at a designated rail storage yard
must be classified by a qualified rail inspector.
3. Rail may be classified either on line or at designated rail
storage yards. Rail classified at rail storage yards must
be ultrasonically tested. All other used rail must be
ultrasonically tested as per the GO Transit Ultrasonic
Inspection Policy contained in Track Standard Section
18.4
4. The Track Supervisor or equivalent as designated by the
CM Senior Manager of Track and Structures will be
responsible for field classification of rail.
5. When rail is classified, it must be marked with white
paint on the web of the rail not more than 3 ft. (914 mm)
from the end and clear of the joint bars. The marking
must be in accordance with the requirements for various
classes shown in this Recommended Method and must
be placed on the side of the rail that will be the gauge
side when rail is laid in track.
6. When rail is reclassified, all previous classification marks
must be obliterated.
7. Rails, which when placed on a flat surface having their
ends higher than the centre (vertical bend), are
acceptable provided they contain a uniform sweep, the
middle ordinate of which does not exceed the following:

5” (127 mm) for 78’ (23774 mm) rail

4-1/4” (108 mm) for 72’ (21946 mm) rail
3 1/2” (89 mm) for 66’ (20117 mm) rail
3” (76 mm) for 60’ (18289 mm) rail
1-1/4” (33 mm) for 39’ (11887 mm) rail
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 GO TRANSIT RECOMMENDED METHODS

1-1/16” (27 mm) for 36’ (10973 mm) rail

7/8” (22 mm) for 33’ (10058 mm) rail
3/4” (19 mm) for 30’ (9144 mm) rail
5/8” (16 mm) for 27’(8230 mm) rail
1/4” (6 mm) for 18’ (5486 mm) rail

8. GO Transit standard rail sections only permit the use of

One Spot (Class 1) used rail on any GO Transit owned
track. Used rail shall be classified and marked according
to the following standards:
a. One Spot (Class 1), marked: ‘ • ‘
i. In addition to meeting the above requirements,
rails must be free of all physical defects. There
must be no sharp kinks in either line or surface
and the rail must be within the limits of length
and wear shown in Tables 1A and 1B of this
recommended method. Use of this rail in any
track is not limited.
b. Two Spot (Class 2), marked: ‘ •• ‘
i. Rails must conform to the requirements of One
Spot (Class 1) rail for physical condition. Rail
must be within the limits of length and wear
shown in Tables 1A and 1B of this
recommended method. Use of this rail in any
track is not limited.
c. Three Spot (Class 3), marked: ‘ ••• ‘
i. Rails may have minor imperfections of line
and/or surface, or minor physical defects that
will not interfere with the safe use of the rail
under traffic. Rails must be within the limits of
wear and length shown in Tables 1A and 1B of
this recommended method. Use of this rail will
be generally limited to main lines with less than
15 MGT annually on curves less than 2º, sidings
and all other tracks.
ii. Note: Rails that are shipped to the field in jointed
strings where loss of vertical height exceeds the
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 GO TRANSIT RECOMMENDED METHODS

values shown in Track Standard Section 4.6,

modified joint bars as shown in Standard Plan
TS-1209A/B must be installed to prevent wheel
flanges from striking joint bars.
d. Four Spot (Class 4), marked: ‘ •••• ‘
i. Rails may have minor imperfections in line
and/or surface, or minor physical defects that
will not interfere with the safe use of the rail in
yard tracks, industrial tracks and light density
spurs. Rails must be within the limits of wear
and length shown in Tables 1A and 1B of this
recommended method.
ii. Note: Rails that are shipped to the field in jointed
strings where loss of vertical height exceeds the
values shown in Track Standard Section 4.6,
modified joint bars as shown in Standard Plan
TS-1209A/B must be installed to prevent wheel
flanges from striking joint bars.
e. Scrap, marked: ‘ X ‘
i. Rails that do not satisfy the above requirements
of the classifications must be scrapped.
ii. All rails having horizontal split heads, vertical
split heads, pipes, cracked webs or broken
bases due to longitudinal seams or splits, or
surface defects that might cause damage to
wheels or rolling stock must be scrapped.
iii. Rail arriving at the rail storage yard painted red
or marked as scrap shall be immediately
scrapped.
f. Rails to be sawn, marked: ‘ S ‘
i. Rails must conform to the requirement of either
One, Two, Three or Four Spot in that portion of
the rail that would remain after sawing.
ii. When rail is sawn in the rail yard for
classification purposes, the cut must be made a
minimum of 4” (100 mm) from any torch cut and
a minimum of 6 inches either side of a thermite
weld. If bolt holes, batter, or other defects exist,

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sufficient rail must be cut off to remove the

defect.
iii. End cuts must be true and square, a variation of
not more than 1/32” being allowed. Rail which
has been snapped using a rail shearing head
and is intended for reuse, must be sawn.
• End must be sawn at a minimum of 6 ft.
(1.83 m) from the shear snapped end.

Table 1A – Classification Wear Limits Applicable on GO Transit

End Batter

1/16

1/16

1/16

1/16

1/16

1/16
(in)
wear)
(Sum of both
Total Wear

sides plus

1/16
(in)
3/8

3/8

3/8

1/8
¼
One side Other side vertical
Flange Wear

0
(in)

3/16

1/16
1/8
¼

¼
Vertical Height
Loss of

3/16

3/16

1/16

1/16
(in)

1/8
¼
Min length
(ft.)

27

27

27

27

27

27
Rail Section Class

•
141RE

136RE

132RE

115RE

100RA

85

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RC-0506-02TRK
Flange Wear Total Wear
Loss of (mm) (Sum of both
Min length End Batter
Rail Section Class Vertical Height sides plus
(m) (mm)
(mm) One side Other side vertical wear)
(mm)
141RE • 27 ¼ ¼ 0 3/8 1/16

136RE • 27 3/16 ¼ 0 3/8 1/16

May 2018
132RE • 27 3/16 ¼ 0 3/8 1/16

TRACK STANDARDS
115RE • 27 1/8 3/16 0 ¼ 1/16

100RA • 27 1/16 1/8 0 1/8 1/16

85 • 27 1/16 1/16 0 1/16 1/16

GO TRANSIT RECOMMENDED METHODS

Table 1B – Metric Classification of Wear Limits on GO Transit

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 GO TRANSIT RECOMMENDED METHODS

Recommended Method 3700-3 - Unloading Rail

CWR is transported and unloaded by specially designed rail

trains. Preparation is critical in unloading rail efficiently.
Unloading strings as close as possible to their final position in
the track reduces the amount of rail handling necessary.
The procedures described in this Recommended Method outline
the rail renewal process and the actions that must be undertaken
with the utmost regard for safety.
There are five major steps in the CWR delivery and unloading
process
1. Planning for Rail Renewal
a. Pre-project planning (conducted months prior to the
job) Includes emergencies, work environment,
materials required, project impediments, work site
access, etc.
b. Pre-project planning (conducted weeks before the
job) Includes track protection requirements and work
blocks
c. Pre-block planning (conducted prior to the work)
Includes material and equipment readiness, job
briefing, field level risk assessment.
2. Preparation
a. Overhead contact systems shall be de-energised
and grounded on each side of the working limits
prior to commencing the loading or unloading of any
rail.
b. Preparation is key to safely and efficiently unloading
rail. In addition, to all the planning and recognized
“Best Practices” involved, the following essential
preparation will help maintain a safe and productive
work environment. Unloading CWR has many
inherent risks associated with it. It is therefore
essential that a proper and thorough job briefing be
performed. The job briefing(s) and Field Level Risk
Assessment will include the entire unloading gang,
AND the work train crew. It is of utmost importance

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that all employees engaged in the unloading of CWR

have a clear understanding of:
i. The type of track protection and work limits
provided
ii. The work to be performed
iii. The roles and responsibilities of all employees
involved
iv. The identification of all immediate or potential
hazards and identifies controls to minimize the
risk associated with the identified hazards.
v. A communication plan must be established for
all personnel involved in the unloading process.
An understanding of this plan must be confirmed
with all employees
vi. Utilization of the proper tools for the job
vii. The proper procedures for unloading CWR as
outlined in this recommended method.
c. Ensure all hardware is present and inspected prior
to use
d. Ensure unloading area has been visited prior to
arrival of the rail train to evaluate any safety of other
site limitations
e. Rail Unloading Hardware

Figure 9. Rail shoe used to pull rail trough the threader

box

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Figure 10. Rail grip used to anchor rail to track structure

Figure 11. End of one rail connected to the beginning of

another being unloaded

Figure 12. DO NOT USE CHAINS OR PIGTAILS for rail

unloading; use nylon slings or steel cables.
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f. The equipment owner and operator is responsible

for ensuring that all rail unloading equipment and
hardware is in good working condition
g. Winch cables, clevises, turnbuckles, nylon slings, rail
grips, head pullers, and steel cables should be
present and in good working condition. Verify that
the electric impact wrench and generator are
operational on the anchor car. Also ensure that the
generator has fuel and that there is an extension
cord in place.
h. Ensure all location details are known, including:
i. List of unloading locations (should be previously
marked in field).
ii. Obstructions at unloading area (crossings,
bridges, turnouts, steep embankments, high-
degree curves, etc.). These items are to be
noted on the Field Level Risk Assessment
iii. Exact length(s) of rail required at each location
and side of track on which it is to be unloaded.
iv. Identify prior to the work block which rails
require holes to be cut into the ends to facilitate
rail shoes or clevis, this may have to be done at
both ends of the rail where multiple strings will
be unloaded in succession.
v. Single, double or multi-track territory
i. Welding Certification Requirements for
Manufacturing of Rail Unloading Hardware shall be
from the Canadian Welding Board Certification (all
positions)
3. Set up ramp and threader cars
a. In order to place the CWR beside the track, two
specialized cars are utilized to guide the rail into
position.
i. Ramp Car: Contains adjustable height rollers
(movable tables) to match the height of the tier
from which rail is being unloaded. This allows
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the proper angle to be maintained for rail fed

through the threader car. This prevents the rail
from binding or kinking.
ii. Threader Car: Used to guide rail off the rail train
to its final position on the shoulder of the track. It
does so by threading it through adjustable roller
“threader boxes” mounted on the sides of the
car.
iii. Anchor Car: The anchor car secures the rail in
place during transit. This car is located near the
mid-point of the train. The rail is held place on
the anchor car by a plate that is secured with
bolts. The electric impact wrench supplied in the
tool box on the anchor car can be used to
remove the bolts.
b. The following procedure is followed to thread rail
through the ramp and threader cars, prior to the
actual unloading of rail:
i. Step 1: Spot end of threader car at beginning of
desired rail-unloading location.
ii. Step 2: Attach rail shoe to leading end of the rail
to be unloaded.
iii. Step 3: Guide winch cable(s) through threader
box, through threader cone, over moveable
tables, and connect to rail shoe (which is already
attached to rail to be unloaded).
iv. Step 4: Remove bolts and plates (located at
anchor car) from leg of rail to be unloaded.
v. Step 5: Winch rail over adjustable tables, and
through threader cone. Ensure rollers are
adjusted for the size of the rail section.
vi. Step 6: Attach head-puller assembly onto rail
and winch through final threader box. Head
puller assembly may have to be reset to
complete this task.
c. In order to reduce the risk of personal injury,
unloading personnel must not be allowed on the
unloading cars or in the vicinity of the winch cables
while rail is being threaded. The only exceptions to
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 GO TRANSIT RECOMMENDED METHODS

this are the winch operator, and the employee

controlling the height of the adjustable tables.
4. Unloading Rail
a. The following procedure is applicable once the rail
has been threaded through the threader boxes (as
described in Part 3 above). If rail is being unloaded
on both sides, perform the following procedure for
each rail and unload rails simultaneously:
i. Step 1: Ensure end of threader car is located at
beginning of desired final rail location.
ii. Step 2: Attach rail grip to the rail base between
the ties of the “in-track” rail.
iii. Step 3: Attach cable and turnbuckle between rail
grip and rail being unloaded. Ensure turnbuckle
is adjusted to shortest position so that any
tension from the unloading process can be
released by lengthening it.
iv. Step 5: Slowly move train in the direction that
will pull the rail off the train. Unload slowly as to
not overheat rollers or cause unnecessary wear.
DO NOT EXCEED 10 MPH WHILE
UNLOADING RAIL. Considerations to height of
embankment, track curvature, etc. must be
considered when deciding upon an appropriate
unloading speed.
v. Step 6: Stop the train when the end of the
threader car reaches the end of the desired
unloading location.

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Table 10 - Rail Unloading Scenarios

If... Then...
The end of the leg being
Unload the entire leg, OTHERWISE cut the
unloaded is near (i.e.
rail with an oxy-acetylene torch to the
only a short piece is left
required length.
on the train)
Travel at slow speed with rail in threader box,
Next unloading area is
to next location. Threader box must be tight
close (No greater than 1
against the threader car, and rail secured
mile away)
if possible.

Cut hole in rail, install clevis to secure rail to

Next unloading area is side of threader car before moving to next
not close unloading area or if possible re- install the
anchors in the centre of the train.

vi. Step 7: When rail unloading is finished at a

particular location, the rail grip will be retrieved
by the employees who installed it. This is
accomplished by lengthening the turnbuckle to
remove any tension, then removing the rail grip
from the in-track rail.
b. If unloading more than one string of rail at a
particular location, insert this step between steps 5 &
6 of the instructions for unloading a single string of
rail (listed above).
i. Stop the train; do not try to connect the second
string until the movement has come to a
complete stop. An additional string can be
connected to the trailing end of a string being
unloaded. This connection is depicted in Figure
11 of this document.
ii. The speed of the movement while threading the
second or trailing rail must be slow and
controlled (not to exceed 5 mph).
iii. The rail shoe must fit entirely over the face of
the trailing rail. The length of cable or nylon sling
between two rails connected to be unloaded
must not exceed three feet. The operator of the
ramp car must ensure that the rail being pulled
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 GO TRANSIT RECOMMENDED METHODS

from the rail train is properly supported as it

approaches the threader car.
c. In some cases a complete string of rail is not
required at the location. This will require that the rail
will need to be cut in place utilizing an oxy-acetylene
torch. Should this be required follow these
recommendations:
i. Only qualified employees are to utilize oxy-
acetylene torches
ii. Perform supplemental Job Briefing and Field
Level Risk Assessment (conditions changed)
iii. Identify personnel required to be in the vicinity
and ensure all other employees are clear of the
area.
iv. Identify the “line of fire” of the suspended rail,
looking ahead to the point at which the cut is
complete, where will the rail fall, where will the
rail swing.
v. Designate and equip employees to watch for
sparks and extinguish embers, hot slag or fires
that may ignite.
5. Moving to the Next Unloading Location
a. The initial process of threading rail through the ramp
and threader cars is time consuming in comparison
to the time it takes to unload one string (generally in
the vicinity of 40 minutes to thread and 20 minutes
to unload per string). Therefore, it is advantageous
to keep rail threaded through the unloading cars as
often as possible. In some cases this may be done
while in a siding, waiting for track time. Proper track
protection must be in place.
b. Limiting the amount of travel between unloading
points, i.e. unloading rail at locations that are in
close proximity to one another, can greatly reduce
the amount of set up time required. However, DO
NOT leave rail in the threader boxes unless moves
are short. When traveling with rail in the threader
boxes, restrict speeds to a maximum of 15 mph if
train is making a reverse movement and 25 mph
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if train is making a forward movement. Please

ensure that the locomotive engineer is aware that no
sudden stops are to be made at any time. All
movements must come to a controlled stop. If rail is
fully on the racks (not in the threader box) and
anchors and plates applied, the train may travel at
track speed.

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Section 5 Joints
5.1. General Information
1. In conventional jointed track, each rail shall be bolted
with at least two bolts at each joint in Classes 2 through
5 tracks and with at least one bolt in Class 1 track.
2. In the case of Continuous Welded Rail (CWR) track,
each rail shall be bolted with at least two bolts at each
joint.

5.2. Conventional Joints

1. Proper drilling techniques must be exercised to protect
against the harmful effects created by unsuitable drilling
practices. Proper drilling techniques will also increase
the useful life of drill bits. See Track Standards Section
4.2.10 and refer to Recommended Method 3700-0 –
Drilling Holes in Rail for details.
2. Rail bolt holes will be located using the correct indexing
bar. The indexing bar will be placed so that the edge of
the indexing bar matches the end of the rail.
3. The diameter of the hole drilled shall be of the
appropriate size for the rail section. See Table 11 for
details.
4. Only joint bars of the correct design for the rail section,
drilling pattern, and bolt type will be used.
5. All joints in CWR territory must be inspected at a
minimum frequency of that shown in Appendix B – Track
Inspection Frequencies on Table 45.
6. In Class 3 track and above, joint bars that are broken,
cracked or allow vertical movement of either rail when all
bolts are tight shall be replaced immediately.

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 GO TRANSIT TRACK STANDARDS

Table 11 Drilling Data for Rails

Rail
A B C D E Spacing
Size
2 11/16 8 3/16 13 11/16 1 3/16 2¾ 2 11/16 : 5 ½ : 5 ½
100ARA
(68.25) (8.25) (347.75) (30.25) (70) (68.25 : 140 : 140)
3½ 9½ 15 ½ 1 3/16 2 7/8 3½:6:6
115RE
(89) (241) (394) (30.25) (73) (89 : 152 : 152)
132RE 3½ 9½ 15 ½ 1 5/16 3 3/32 3½:6:6
136RE (89) (241) (394) (33.25) (78.5) (89 : 152 : 152)

All units in inches, (mm)

When drilling for temporary joints, omit dimension for “A” hole

7. Joint bars that are cracked or broken between the

middle two bolt holes regardless of the class of track
must be replaced immediately.
8. Rail joints should be slotted to prevent flowed rail and
chipped joints.
9. Where 33 ft. (10 m) to 39 ft. (11.9 m) panels are installed
and three or more consecutive square joints exist, speed
will be limited to that of class 3 track.
10. When jointed rail is installed, the joint stagger shall be 12
ft. (3.7 m) with a tolerance of + 2 ft. (609 mm). See
Section 16.2.9.
11. Expansion space between rail ends, when laying bolted
rail or track panels, must be provided. Expansion space
of the proper dimension between rail ends can be
obtained through the use of shims of the correct
thickness as per Table 12 below. A lubricant shall be
applied on the rail within the area of the permanent joint
bar at time of installation. Temporary joints that are
planned to be welded are NOT to be lubricated.
Expansion shims must not be removed until the rail is
properly spiked, the bolts tightened, and rail anchors
applied.
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Table 12 - Expansion Gap Required for Rail Temperature

33 ft. (10.1 m) Rail Temp.

Expansion Gap
(ºF) (ºC)
5/16” (8mm) Below 10 Below -12
1⁄4” (6.5mm) 10 to 14 -12 to -10

3/16” (4.8mm) 15 to 34 -10 to 1

1/8” (3.2mm) 35 to 59 1 to 15

1/16” (1.6mm) 60 to 85 15 to 30

0 Above 85 Above 30

39 ft. (11.9 m) Rail Temp.

Expansion Gap
(ºF) (ºC)
5/16” (8mm) Below 6 Below -14
1⁄4” (6.5mm) 6 to 25 -14 to -4

3/16” (4.8mm) 26 to 45 -4 to 7

1/8” (3.2mm) 46 to 65 7 to 18

1/16” (1.6mm) 65 to 85 18 to 30

0 Above 85 Above 30

78 ft. (23.8 m) Rail Temp.

Expansion Gap
(ºF) (ºC)
5/16” (8mm) Below 35 Below 1
1⁄4” (6.5mm) 35 to 47 1 to 8
3/16” (4.8mm) 48 to 60 8 to 15
1/8” (3.2mm) 61 to 73 15 to 23
1/16” (1.6mm) 74 to 85 23 to 29
0 Above 85 Above 30

12. Rail joints will not be installed closer than:

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 GO TRANSIT TRACK STANDARDS

a. 20 ft. (6.1 m) from the edge of road crossings.

Short welded rails (SWR) should be used
wherever possible
b. 20 ft. (6.1 m) to the face of the back-wall of an
open deck bridge on the approach side, nor less
than 4 ft. (1.22 m) from the face of the back-wall
on the bridge side.
13. Joint bars must be applied and the bolts tightened before
the rail is spiked. Bolts in rail joints shall be tightened in
the following sequence:
a. The centre two bolts
b. The second bolt from the centre
c. The third bolt from the centre, where applicable
14. Tighten track bolts with track wrenches or power
wrenches set to the proper torque settings as per Table
13 below. Care must be exercised when tightening bolts
to avoid stripping threads.

Table 13 - Torque to be Applied to Rail Joint Track Bolts

Size of Bolt 7/8 1 1-1/8

Torque ft-lb 375 490 705
Torque N-m 508 664 955

15. At the end of each shift, all of the rail laid must be bolted
and anchored per standard and each plate must be
spiked as per Track Standard Section 4.7.11.
16. Rail joints should be slotted to prevent flowed rail and
chipped joints.
17. When secured to wood ties with spikes, have spikes
driven so spike heads hold the toe of the joint bar.
18. Both sides of the joint shall be supported by the same
composition of tie (hardwood, concrete, or steel as
required) and shall be separated from a different tie
composition by at least four ties.

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5.3. Insulated Joints

1. Continuous insulated joints are fully bonded.
2. Continuous (glued) insulated joints are to be used in
CWR.
3. Non-continuous insulated joints are not bonded. This
includes encapsulated insulated joints.
4. Encapsulated (coated) insulated joints are to be used in
jointed rail sections. Mitred glued joints shall not be
installed on main track.
5. Defective insulated joints must be repaired or replaced
immediately.
6. Continuous insulated joints must be tested by qualified
signals employees prior to installation.
7. Signal forces must report defective insulated joints to
track forces promptly.
8. Signal forces AND Electric Traction forces must advise
the track forces of the location of insulated joints for
proper signal operation. The location must not be
changed without the approval of the CM Manager of
Signals AND the CM Manager responsible for Electric
Traction.
9. Fibre bars may be used in light rail sections of 100ARA
or less. Fibre insulated joint bars are NOT permitted in
main track.
10. Plates must be used with all insulated joints on wood
track ties. As shown on Standard Plan GTS-1206,
insulated tie plates will be used on ties within 2” of the
end post of an insulated joint.
11. Proper insulated joint clip fully driven in place must be
used when Pandrol tie plates or concrete ties are used.
12. Insulated joints should be suspended (the end post
should not be over a tie).
13. Rail ends where insulated joints are to be installed must
conform to the following:

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a. The end face shall be saw cut and bolt holes

drilled to the proper size and location for the rail
section.
b. All rough edges and burrs shall be removed
from the end face and the bolt holes.
c. Batter shall not exceed 1/32 inch (0.75 mm).
d. The heights of the adjacent rails shall not differ
by more than 1/16 inch (1.6 mm).
14. All rust, scale, dirt or other foreign matter must be
removed from the rail joint area and from the joint bars
before the joint is installed.
15. If the end post projects above the top of rail, it must be
trimmed so that the top is below the top of rail, but not
exceeding 1/8 inch (3.2 mm) below.
16. Both sides of the insulated glued joints shall be
supported by the same composition of tie (hardwood,
concrete, or steel) and shall be separated from a
different tie composition by at least four ties.
17. Track near insulated joints shall be adequately
anchored.
a. Non-continuous insulated joints will be
considered as joints and will be fully box
anchored at every tie for 200 ft. (60.9 m) in both
directions.
18. Rail anchors must not be applied on the sides of ties
adjacent to bootlegs. Anchors removed from these
locations shall be relocated to the next available tie so
as to maintain total anchorage requirements.
19. Rail end overflow must be removed at insulated joints by
slotting in accordance with Standard Plan GTS-1113.
The gap should be filled with silicone sealer to prevent
the influx of dirt and grinding material.
20. After welding, insulation must not be replaced until the
rails have cooled.
21. Insulated joints that are no longer required, must be
removed from track within 72 hours.

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 GO TRANSIT TRACK STANDARDS

22. At insulated joints tie spacing shall not be less than 19½
in. (495 mm) for non-continuous insulated joints, and 18
in. (457 mm) for continuous insulated joints.
23. A series of eight 9 ft. (2.74 m) ties shall be used between
each pair of insulated joints.
a. This shall not be required within turnouts.
24. Insulated joints shall be staggered at a maximum of 4 ft.-
3 in. (1.3 m) for non-continuous insulated joints, and a
maximum 4 ft.-6 in. (1.37 m) for continuous insulated
joints. Final location of insulated joints shall be
confirmed with qualified signals personnel prior to
installation.
a. In electrified territory or in territory where stray
current is likely to be prevalent, insulated joints
shall be staggered a minimum of two (2) tie cribs
apart. A stagger of 39 in. (990 mm) is
recommended for continuously insulated joints
and 36 in. (914 mm) for non-continuously
insulated joints.

5.4. Compromise Rails and Joints

1. To determine the hand of the joint, face the joint from the
centre of the track. When the larger rail section is on the
left side of the joint, it is a left hand joint. When the rail of
larger section is on the right, it is a right hand joint.
2. A compromise joint consists of one gauge side and one
field side bar per set. The rail sections that the
compromise bar will fit are indicated at each end of the
bar.
3. Compromise joint bars must not be modified from their
initial design to fit a different rail section.
4. Compromise joints bars (except 132/136 RE) must not
be installed in, on, or within 20 ft. (6.1 m) of a turnout, an
open deck bridge, highway crossing, or railroad
crossing.
5. Compromise joint bars should be painted a colour
designated by the Senior Manager of Track and
Structures.
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 GO TRANSIT TRACK STANDARDS

6. Compromise joint bars are ONLY permitted in non-main

tracks unless otherwise authorised by the CM Senior
Manager of Track and Structures.
a. Existing 132/136 compromise joint bars shall be
scheduled for replacement where possible.
7. Compromise rails consist of a single piece of rail, with a
forged transition from one rail section to another.
Compromise rails may be universal or “handed”,
depending on the rail sections, and are identified just as
a joint would be.
8. Compromise rails will be fully supported and tamped
with the correct size tie plates under the corresponding
rail section.
a. The centre of a compromise rail or joint shall be
centred in a tie crib.

5.5. Weld Repair Bars

1. Weld repair bars are only to be used to temporarily bolt
around a broken rail, a failed weld, or a suspected weld.
See Section 4.17

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 GO TRANSIT RECOMMENDED METHODS

Recommended Method 3700-0 – Drilling Holes in Rail

Rail Drills:
The various models of rail drills or approved equivalent are
recommended to be used on GO Transit territory may be
classified into two categories, as outlined below;
1. Gas Powered Drills (Supplied by Modern Track
Machinery)
a. Model PR8 c/w speed bit advance
i. engine speed – 3600 rpm
ii. spindle feed rate – 130 rpm
iii. feed rate:
• low: 0.002” (0.04mm)/rev
• medium: 0.0049” (0.125mm) /rev
• high: 0.0098” (0.25mm) / rev
b. Model PR3AA-2S High precision automatic
advance/stop
i. engine speed – 3600 rpm
ii. spindle feed rate – 130 rpm for standard rail and
80 rpm for hardened rail
iii. feed rate: 0.0051” (0.130mm) / rev
iv. drilling time will vary:
• Standard Carbon Rail (275-320 BHN) 60-90
seconds
• Premium rail (321-360 BHN) 90-120
seconds
v. Note: this model is equipped with a manual
“over-ride” which, when activated allows the
operator to manually feed the drill bit to the rail.
Manual operation is not recommended except in
the case of a mechanical problem.
2. Hydraulic Drills (Supplied by Stanley Tool Company)
a. Model RD11 Stanley Rail Drill – used with flat drill bit

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 GO TRANSIT RECOMMENDED METHODS

i. set relief valve at power source to 2350 psi

ii. hydraulic working full load pressure: 2000 psi
iii. Max. back pressure: 250 psi
iv. oil flow: 5gpm or 10gpm (both acceptable)
v. spindle feed rate: 90 - 180 rpm
vi. drill time: 90 - 120 seconds
b. Model RD12 Stanley Rail Drill – used with carbide
tipped bits attached to a bit holder
i. set relief valve at power source to 2350 psi
ii. hydraulic working full load pressure: 2000 psi
iii. maximum back pressure: 250 psi
iv. oil flow: 10 GPM (critical)
v. spindle feed rate: 900 RPM
vi. drill time: 40 sec. (approx.)
Drill Bits:
GO Transit uses Carbide tipped coring drill bits as in Figure 13

Note: There are two carbide-titanium coated tipped bits on each

bit “holder”. Each carbide tip is designed with four cutting faces.
When a cutting edge is dull, (approximately 35 holes), the cutting
tip can be rotated 90 degrees to the next face, etc. Both cutting
tips should be rotated at the same time. The total number of
holes per set of cutting tips should be 140-200 holes. The tool bit
holder is estimated to last upwards of 2000 hole-drillings with
proper drilling techniques.

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Cutting Tips

Bit Holder

Figure 13. – Carbide Tipped Coring Bit

Lubrication:
When all other requirements for speed, feed and drilling times
are met, the expected life of a drill bit could be reduced by one
half, if proper lubrication is not provided. Lubrication must be
applied to the tip of the bit while drilling.

The following practices apply to lubrication while drilling:

1. A continuous flow of lubricant must be directed at the
drilling bit tip to be effective. Approved oil such as
“Castrol” or cutting machine oil should be used. Water
soluble coolant (can be diluted with water) is the next
preferred lubricant. Approved oil will outperform water,
and water will outperform dry drilling. Antifreeze works
well in cold weather.
2. When using an antifreeze mixture, remember to be
environmentally friendly and use a biodegradable brand
wherever possible.
3. Carbide tipped coring bits (RD12 drills) require
lubrication at all times and must not be permitted to drill
dry. It is recommended that a continuous flow of

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 GO TRANSIT RECOMMENDED METHODS

lubricant to the drill bit is ensured. The use of an

appropriate lubricant is recommended.
4. Intermittent cooling/lubrication using snow or water is not
permitted as it can be more damaging than dry drilling.
The whole area may become superheated and
quenched, increasing the hardness of the hole so much
that the drill bit will no longer cut properly.
5. Never throw snow or water onto drill bits. This will
introduce further problems associated with production of
brittle un-tempered martensite in the rail and drill bit.

Figure 14. – Typical Garden Weed Sprayer

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 GO TRANSIT RECOMMENDED METHODS

Drilling with Carbide Tipped Coring Bits:

The model RD 12 hydraulic rail drill (see Figure 15) is used with
carbide tipped coring bits. The following practices shall be
observed:
1. Wipe all hose connections with a clean lint-free cloth
before making connections.
2. Connect the hoses from the hydraulic power source to
the hose couplers at the tool. It is a good practice to
connect the return hose first and disconnect it last to
minimize or avoid trapped pressure within the drill.
3. Observe flow indicators stamped on hose couplers to be
sure that oil flow is in the proper direction. The female
coupler is the inlet coupler.
4. The RD12 rail drill is equipped with a separate coolant
assembly that is used to deliver coolant to the drill bit.
Ensure this is operating properly before drilling.
5. Connect the coolant assembly to the rail drill using the
supplied quick- disconnect coupler.
6. Make sure the carbide inserts on the drill bit have good
cutting edges. If the surfaces are worn or chipped,
unscrew the retaining screw and rotate the insert to a
good cutting surface.
7. Install the drill bit into the piston assembly then turn
clockwise.
8. RD12 Drills must be used with rail templates and hole
guides.
9. The drilling machine must be properly aligned with the
proper rail guide. Never use joint bars as a guide.
10. Ensure drill is level and very tight
11. When clamping the drill to the rail, double check to
ensure clamping pressure. If loose, the drill will skid
down the rail and bits will be destroyed.
12. Drilling speed shall be set at the requirements set out by
the supplier. The spindle feed rate for the RD12 is 900
rpm @ 10 GPM.

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13. Drilling speed and feed rates are very important. Drilling
speeds out of adjustment will affect the feed rate and
decrease the life of the carbide bit, increasing drilling
problems. Ensure drills are checked regularly for
recommended rpm’s, oil flow and pressures.
14. Feed rates are pre-set by the drilling speed. If drilling
speed is correct the feed rate will be correct as well.
15. Drilling must be closely timed using a stop watch or
other reliable method.
16. Watch the feed screw while the machine is drilling. If it
stops turning that means the drill bit is not cutting and
the machine should be stopped.
17. Drilling a hole with the RD 12 drills with carbide tipped
coring bits should take 40-60 seconds. Drilling times
longer than 60 seconds are generally a result of a dull or
chipped carbide bits and the bits should then be rotated.
18. Pay close attention to the drilling times previously
mentioned. The extra friction and heat produced by
exceeding the recommended drilling times can destroy
the cutting edge of the bit and result in poor surface
finishes and poor durability of the hole.
19. The tool bit holder must be inserted into the deepest
position of the chuck, properly seated and secured.
20. Do not run out of coolant. If this occurs, the drill bits will
only last approximately 10 seconds, the cutters will
break and the tool bit holder will be ruined and difficult to
remove.
21. Check cutters every 3 or 4 holes for condition. Cutters
should get approximately 30 holes before requiring
rotation.
22. Remove drill bit while in transit to avoid damage to the
cutters.
23. Remove tool holder out of spindle and place a rag in the
spindle for transit.
24. Use the correct template for the size of rail you are
drilling.
25. A qualified mechanic must check the condition of your
drilling machine at least once per year. Where a large
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 GO TRANSIT RECOMMENDED METHODS

number of drills are in use, a routine maintenance

program should be set up to allow for cycled
maintenance of the drills, and to ensure that all drills are
checked yearly.
26. Whenever cycled maintenance has been performed, drill
should be tagged with last maintenance date and next
due date.

Coolant Can

Knob and threaded Shaft

Adjustment Screw
for Hole Guide

Handle

Coolant
Connection Piston Machine Assembly

Figure 15. – RD12 Hydraulic Rail Drill

Safety Precautions:

1. Operators of drills must be familiar with prohibited work

areas such as excessive slopes and dangerous terrain
conditions.
2. Supervisors must ensure that proper training has been
received to ensure safe operation of drills by their
operators.

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 GO TRANSIT RECOMMENDED METHODS

3. Always wear safety equipment such as goggles, ear and

head protection, safety shoes and reflectorized apparel
while operating a drill.
4. Do not overreach. Maintain proper footing and balance
at all times.
5. Do not inspect, replace the drill bit or clean the tool while
the power source is connected. Accidental engagement
of the tool can cause serious injury.
6. Always connect hoses to the tool hose couplers before
energizing the hydraulic power source. Be sure all
connections are tight.
7. Never wear loose clothing that can get entangled in the
working parts of the drill.
8. To avoid injury or equipment damage, all drill repairs,
maintenance and service must be performed by
authorized and properly trained personnel.
9. Always check bits for damage and chips out of the chisel
edge points and roundness of the cutting edges before
each use. Any damage to the bits will affect the ability of
the bit to drill a hole. Damaged bits should be removed
from further use.
10. Keep hands and fingers away from rotating parts.
11. Handle drill bits with care. They are a precise cutting
tool. Avoid hitting of the drill bits against other surfaces.
12. If drilling time is beyond the 2.5 minute limit (or 1 min. for
the carbide tipped coring bits) STOP the machine and
change the drill bit or rotate cutters. Never let a dull bit
heat up the rail.
13. Record the number of holes drilled with each bit as well
as the drilling time. As time nears the maximum time
period it is time to change the drill bit.
14. Discard old flat bits that will not be re-sharpened so they
do not get used again. Coring bits can have the carbide
tips rotated or replaced. Do not discard these bits
15. Consistent and good lubrication is necessary. Dry drilling
is better than inconsistent lubrication in the case of PR8,
PR3AA and RD11 drills.

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 GO TRANSIT RECOMMENDED METHODS

16. RD12 Rail drills and bits must have good lubrication, dry
drilling is not permitted.
17. Always ensure manufacturer’s recommendations are
followed.
18. Ensure any burrs, fins and sharp edges are removed
after each drilling operation using an approved tool.

Quality Assurance:

If for any reason it is felt that a quality issue exists with new drill
bits ensure the following:
1. Drill (machine) is functioning properly.
2. Proper procedures have been followed.
3. Good lubrication has been provided.
4. Drill bit has not been damaged through rough handling.
5. Ensure hydraulic pump drive belt is properly adjusted.
If the above has been followed and problems still exist contact
your immediate supervisor.

Document all pertinent details and information for warranty or

claim.

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Section 6 Rail Grinding and Milling

6.1. Rail Grinding with Self Propelled
Grinding Machines
1. Where practical, crossing surfaces adjacent to the rails
should be removed. This will permit grinding and milling
across the entire rail head and applies to both the large
out-of-face grinders and milling machines and the switch
and crossing grinders and milling machines.
2. Rail segments through hot box detectors, wheel impact
detectors etc. shall not be ground or milled unless the
Signals Department has arranged to protect such
installations.
3. Wayside lubricator system actuators, ramps, wiping bars
and other parts which might be damaged must be
lowered or removed prior to rail grinding or rail milling
operations but must be placed back in service
immediately following grinding or milling.
4. Rail grinding and rail milling profiles and frequencies will
be as specified by the CM Senior Manager of Track and
Structures and found in Appendix Q – Standard Rail
Head Profiles.
5. Rail that is scheduled for removal shall be classified,
UTT tested, and ground prior to removal, to improve its
condition for the next position, if it is:
a. To be used for maintenance rail;
b. To be used for direct field cascading
6. Corrective grinding or milling should be undertaken
when:
a. Corrugation exists to the extent that the average
slope from peak to trough of the corrugation
exceeds 0.002 inches per inch (0.002 mm per
mm); or
b. The running band requires correction

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7. Before grinding commences, the following preparation

work must be done:
a. A complete survey of the rail condition shall be
made;
b. The track must be in good surface, gauge and
line;
c. To the extent possible, all replacement rail
should be installed and field welds made;
d. Engine burns, rail end batter, stock rail batter or
any other discrete defects which would be
deeper than 0.010” (0.25 mm) after the planned
grinding, should be repaired or removed prior to
grinding;
e. Areas that cannot be repaired economically, or
that habitually deteriorate at a rate greater than
that of the adjacent rail, should be removed and
replaced with permanent closures prior to
grinding.
8. A Grinding or Milling Supervisor shall accompany the
grinding or milling machine, and their responsibilities
shall include:
a. Performing pre-inspections of rail condition;
b. Ensure that there is adequate communication
between the control operators and the
conductor;
c. Ensure that the machine progress and
performance is optimum;
d. Ensure metal removal and levelling tests are
performed on a regular basis;
e. Coordinate fire patrols during the periods of the
year when such patrols are necessary and
communicate regularly with appropriate fire
protection agencies;
f. Keep a daily log of machine performance and
ensure that the daily reports are correct; and
g. Inspect around insulated joints, turnouts, and
other locations where filings could disrupt the
signal system.
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 GO TRANSIT TRACK STANDARDS

h. Ensure, when practicable, on-track lubricators

are applying grease to the gauge corner of the
high rail and to the top of the low rail on newly
ground curves prior to the passage of train
traffic.
9. After grinding or milling is complete the rail head should
be consistent with the designed and approved rail
profiles. See Appendix Q – Standard Rail Head Profiles
10. See Track Standard Section 24 – Fire Prevention.

6.2. Frog and Switch Grinding and Milling

1. When grinding or milling turnouts with a frog and switch
grinder or milling machine, the following procedures will
apply:
a. The frog shall not be ground or milled. The
grinding or milling wheels should be raised at
the last joint (or weld) before the frog and
lowered at the first joint (or weld) after the frog.
Pick up and set down points should be
consistent within 12” (305 mm);
b. Normally, point rails shall not be ground or
milled between the point end and the end of the
head side planning (except in the case of item c.
below);
c. When the difference between the vertical
dimension of the running surface of the switch
point and the stock rail, in the riser area, is
reduced by wear to 3/16 in. (5 mm) , the stock
rail and/or the switch point may be ground to
restore the ¼ in. - 5/16 in. (6-8 mm) dimension
(See Track Standard 17.5); and
d. At switches and crossings, grinding and milling
shall continue for 80 ft. (24.4 m) beyond the
point of switch and heel of frog. This ensures a
smooth transition zone.

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2. If necessary, the switch and crossing grinder may be

used to grind spots on tangents and curves that would
be otherwise uneconomical to grind with a large grinder.

6.3. Rail Grinding and Milling near Bridges

and Structures
1. Grinding is NOT to be performed within 50 feet (15.2 m)
on either side of any structure that is not scheduled for
grinding unless this area, including the first 200 feet (61
m) of the bridge deck, is wetted down with a fire
retardant foam/water mixture. In this case, grinding can
be performed to within 25 feet (7.6 m) on either side of
the structure.
a. This requirement is not applicable to steel and
concrete bridges.
2. Milling will be permitted to be performed within 50 feet
(15.2 m) of a bridge. During dry conditions and summer
months, the first 200 ft. (61 m) of the bridge deck must
be wetted down.
3. Whenever possible, rail grinding or milling on bridges
should be scheduled during winter months or under wet
weather conditions.
4. During the pre-grinding/milling survey inspections the
Grinding Supervisor along with the Track Supervisor will
establish and agree on a list of bridges to be ground
and/or milled.
5. The Track Supervisor or CM Manager of Track will then
contact the CM Manager of Bridges and Structures and
notify them of the bridge(s) to be ground and/or milled.
6. The CM Manager of Bridges and Structures must then
examine the structure(s) for fire hazards and provide an
assessment of the risks that are present. This
assessment will include:
a. A mitigation plan for each structure, which will
outline the precautions to be taken in terms of
additional fire protection. This mitigation plan
must also include the following:
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 GO TRANSIT TRACK STANDARDS

i. Requirements for post grind patrols.

ii. List of local fire department contacts
iii. Any specific fire suppression
requirements unique to a structure (i.e.
Presence of local Fire Department
required).
iv. Any special requirements for removal of
fire susceptible material near and under
the bridge.
7. Prior to grinding or milling, the Grinding/Milling
Supervisor must ascertain from the Track Supervisor
that:
a. All bridges on the grinding and/or milling list
have been inspected for fire hazards and
assessed by the Manager of Bridges and
Structures; and,
b. All fire precautions and patrols are in place as
outlined in the mitigation plan for the type of rail
head profile optimization method to be
employed.
c. If all these conditions cannot be ascertained,
then NO grinding and/or milling of the bridge(s)
shall be done.
8. The grinding train must not leave the structure until
either a patrol or the fire truck is physically in place. A
thorough job briefing must be performed and such
persons must understand their duties. They must have
suitable fire-fighting equipment (at least 3 Wajax cans
filled with water or preferably a water/foam retardant
mixture) and know how to operate them. The foam
mixture is much more effective than water alone.
9. The fire suppression systems on the grinding train must
be equipped with a fire retardant foam/water mixture.
10. Any timber structure is to be ground or milled must be
wetted down prior to grinding to reduce the risk of fire.
11. Grinding train ditch and tie sprays must be operated
continuously during the entire bridge grinding operation.

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12. A fire suppression system must accompany the milling

equipment to mitigate fire risk.
13. On timber structures, once grinding is complete, run the
grinding train with ditch and tie sprays operating over the
entire bridge including 200 feet (61 m) on each side at
least once to wet down any sparks that may have been
left by the grinding operation. This train movement
should be done at a constant speed without any sudden
stops to avoid dislodging slag and swarf from the
grinding train.
14. On timber structures, once the milling operation is
complete, run the fire suppression with ditch and tie
sprays operating over the entire length of the bridge
including 100 ft. (30.5 m) on each side at least once.
15. When grinding and/or milling in the area of timber
bridges and trestles, a fire inspection must be performed
after passing over these structures. This inspection
includes viewing the structure with thermal imaging
devices.
16. See Track Standards Section 24 – Fire Prevention.

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Section 7 Rail Lubrication

7.1. Wayside Lubricators
1. All new curves of 2º and greater in main line tracks shall
be protected by a wayside lubrication system at the
discretion of the CM Senior Manager of Track and
Structures.
2. All new main line curves over 6º must be protected by a
wayside lubrication system and be subjected to the
criteria stated herein. The CM Sr. Manager of Track and
Structures shall determine whether lubricators are
required for non-main line track.
a. All existing main line curves shall be upgraded
to comply with this Standard.
3. Locations for wayside lubricators shall be determined
through the following criteria:
a. Maintenance road and power access to the
location or as approved by the CM Senior
Manager of Track and Structures.
b. Wayside lubricators should be located away
from water-courses, road crossings, turnouts,
diamonds, open deck bridges, hot box detectors
and Signal & Communications installations.
c. Wayside lubricators shall be kept at least 100 ft.
(30.5 m) from insulated joints.
d. Wayside lubricators should be located away
from stopping points, and normal points of
sanding, sink holes, and frost heave areas.
e. Wayside lubricators should where possible be
installed no closer than ½ mile (800 m) from a
public road crossing.
f. Carrying properties of the grease;
g. Grade of track; and
h. The total central angle of curves

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i. Each curve will have a Total Central

Angle of Curvature calculated using the
formula:
𝐷𝐷𝑐𝑐 ∙ �𝐿𝐿𝑐𝑐 ∙ 1�2 ∙ (𝐿𝐿𝑠𝑠1 + 𝐿𝐿𝑠𝑠2 )�
𝑇𝑇𝑇𝑇𝑇𝑇 =
100
𝐷𝐷𝑐𝑐 = 𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑 𝑜𝑜𝑜𝑜 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐
𝐿𝐿𝑐𝑐 = 𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿ℎ 𝑜𝑜𝑜𝑜 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐
𝐿𝐿𝑠𝑠1 = 𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙ℎ 𝑜𝑜𝑜𝑜 𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠
𝐿𝐿𝑠𝑠2 = 𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙ℎ 𝑜𝑜𝑜𝑜 𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠
The coverage for a single wayside lubricator will
be determined when the sum total of TAC
values for successive curves reaches 600.
4. Track conditions at the location of the wayside lubricator
shall be as follows:
a. Rail wear should be such that the wiping bars
are not damaged by passing wheels.
b. Gauge at the lubricator must be maintained to
56½ in. (1,435 mm).
c. Wayside lubricators must NOT be installed on
concrete ties with worn insulators.
d. On wood ties, ties will be fully spiked for 30 ft.
(9.1 m) on either side of the lubricator.
e. All track ties within the limits of the applicator
bars must be sound and free of plate cutting.
f. All other track material, such as tie plates,
spikes, etc., must be in good condition.
g. Wayside lubricators shall be installed in
accordance with the manufacturer’s instructions.
5. Track will be covered with woven geotechnical fabric
designed for the specific application for a distance of 50
ft. (15.2 m) to either side of a wayside lubricator, and
installed per the manufacturer’s recommendations.
a. Every spring remove the fabric from the track to
inspect the track, noting ballast conditions, tie
conditions, plate or spike movement, etc., and
replace with new fabric.
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6. The type of wayside lubricators to be installed and their

locations shall be approved by the CM Senior Manager
of Track and Structures.
7. Electric wayside lubricators (solar powered or 120 Volt
AC) are recommended for all new installations.
8. The location of electric wayside lubricators should be
selected in consultation with the S&C department, which
will advise on electric power availability.
9. Electrical hook-ups to electric wayside lubricators must
be made by qualified personnel. Ground Fault Circuit
Interrupters must be used on all 120 Volt installations.
10. Solar panels for electric wayside lubricators must be
located and mounted according to manufacturer's
instructions, where the maximum amount of sunlight will
be obtained. The use of a protective shield is
recommended to prevent damage to the solar panels.
11. The batteries of electric wayside lubricators must be
protected from freezing in the event of a total discharge.
12. The exact locations of installation shall be determined in
the field.
13. Maintenance of the wayside lubricators shall include, but
not be limited to:
a. Wayside lubricators must be inspected on foot at
least once per month.
i. Any wayside lubricator found not
working shall be documented and
reported to the CM Manager of Track.
b. In track circuit territory, including but limited to
CTC territory or in a crossing approach, care
must be taken to ensure that no part of the
wayside lubrication system grounds or shorts
out the rails. This includes checking that metal
reinforced hoses do not contact the rails, and
ensuring that the lubricator does not interfere
with bond wires and temporary bond wires.
c. The lids of wayside lubricators must be kept
locked except when maintenance is being
performed.

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d. Hydraulic fluid levels in hydraulically activated

wayside lubricators must be checked and filled
according to manufacturer’s instructions.
e. Mechanical pump drive connections must be
inspected and lubricated on a regular basis.
f. All hold-down bolts, clamps, etc., kept tight.
14. Wayside lubricator actuators, ramps, wiping bars and
other parts which might be damaged must be lowered or
removed prior to rail grinding or milling operations but
must be placed back in service immediately following
grinding or milling.
15. As grease interferes with proper ultrasonic testing, all
wayside lubricators must be shut off sufficiently in
advance of any Ultrasonic Rail Testing to ensure no
grease is present. Wayside lubricators must be
reactivated immediately after testing.
16. The area immediately around wayside lubricators must
be kept as clean as possible. Packaging materials and
contaminated grease must be disposed of in an
approved manner.
17. With the exception with the lubrication specified for rail
grinding and milling, GO Transit does NOT permit any
top of rail lubrication.

7.2. Lubricating Products

1. Only approved grease is to be used in wayside
lubricators.
2. The grease must be puddled when the reservoir is being
filled.
3. The grease reservoir must never be allowed to pump
dry.
4. Summer and winter grade greases will be used during
the appropriate seasons.

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Section 8 Field Welding

8.1. General Information
1. All welding shall conform to the requirements specified in
the Approved Track Welding Manual
2. In electrified territory, temporary rail jumpers or cross-
bonds shall be installed prior to commencing joint
removal.
3. Prior to welding, rail must be visually examined for
physical defects, and must meet the criteria herein for
alignment and wear.
4. Thermite or field flash butt welds shall be located as
close as possible to the centre of tie cribs. In no case
may a field weld be situated over a tie plate.
5. Field Welds will not be made:
a. Within 6 ft. (1.8 m) of a thermite weld;
b. Within 3 ft. (910 mm) of a flash butt weld; or
c. Within 4 in. (102 mm) off the edge of a tie.
6. All rail ends must be saw cut. The cut must be square
and perpendicular to the rail axis, with a variation not
exceeding 1/8 in. (3 mm) and all burrs must be removed.
7. All PW rail that is saw cut will have the exposed ends
tested for longitudinal defects with dye penetrant (DP).
8. Joints intended to be welded in signalled territory, must
be supported with an approved signals work
methodology plan.
9. In case of emergency: torch cutting of the rail is
allowable provided that:
a. A minimum of 4 in. (102 mm) of rail must be
removed.
b. Movements over the torch cut are limited to 10
mph and supervised by a qualified employee
with established communication with the
movement.
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10. The distance from the end of rail to the nearest edge of
any drilled hole in the rail shall not be less than 4 in. (102
mm).
11. The Month, Year, Welder ID, and weld number of each
weld shall be identified with a tag or written with a paint
marker on the gauge side of the web within 3 ft. (914
mm) of the weld.
12. For the welding of insulated joints, standard joint bars
shall be applied on only one joint at a time. (Note that
when the insulated joint is on the closure rail, the
installation of standard joint bars may short the track
circuit).
13. Rail pullers MUST be used on all closure welds if the rail
temperature is at or below the PRLT.
a. Rail pullers must not be removed until the weld
has cooled below 700°F (372°C).
14. NO welding of switch points or stock rails on Class 3
track and above with the following exception:
a. In cases of emergency: Welding will be allowed,
following proper welding procedures and limiting
the speed over the weld repair to Class 2 track
until component is replaced.
i. Switch point welding must be conducted
by a qualified welding foreman as
determined by the CM Senior Manager
of Track and Structures.
ii. In NO case shall switch points be
welded if the defective area requires a
repair to exceed 12 in. (305 mm).
iii. Where welding is necessary and the
weld repair is equal to or greater than 4
in. (102 mm) in length, the total number
of times the switch point can be welded
is once.
iv. Where welding is necessary and the
weld repair is less than 4 in. (102 mm),
there is no restriction on the number of
times a point can be welded.

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15. Table 14 identifies the maximum allowable rail base

vertical offset for welding joints.

Table 14 Maximum Allowable Vertical Rail Base Offsets

for Welding Joints.

Rail Weights 100ARA 115RE 132RE / 136RE

Thermite Welds
Standard weld kit
or kit with equal Up to 3 mm Up to 3 mm Up to 3 mm
wear
Weld kit with
Not Allowed 3 - 5 mm 3 – 5 mm
sloped base plate
Flash Butt Welds
Standard FBW 3 mm 3 mm 3 mm
Grind ball to taper 2 mm ball / 3 mm 2 mm ball / 3 mm
Not Allowed
over 36 inches base base

16. Each weld will be labelled, in white permanent paint

marker, on the field side of the rail with the following:
a. Identification of welder (Thermite welders initial
or Welder number)
b. Date of weld / consecutive weld number / rail
added or removed
c. Rail temperature when welded / dye penetrant
(DP) if the rail was cut.

Figure 16. Weld Information Marking

17. All required weld information must be recorded on the

Rail Welding report.
18. Upon completion of the weld:
a. Ties under either side of the welded joint will be
firmly tamped under the rail.
b. Ties will have spike holes plugged and spikes
driven to the applicable pattern
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c. Anchors will be applied and tightened to the

applicable pattern 200 ft. (61 m) in each
direction.
i. Ensure anchors are no closer than 2” to
a weld.
d. Cribs will be filled with ballast and dressed to
standard
e. The area around the weld will be cleaned. This
includes the removal of all bolts, bars, slag,
molds, etc.
19. Welds will be ground to the tolerances in Table 15. Weld
dimensions outside the tolerances will be reground to
comply, or the weld will be removed.

Table 15 Weld Grinding Tolerances

Tolerance
Measurement Dimension Thermite FBW
(in.) (in.)
Crown: peak of rail at the 0.030 0.060
A
weld (0.76 mm) (1.52 mm)
Vertical Offset: Addition of
0.060
crown and vertical height A+C 0
(1.52 mm)
difference
Dip Camber 0 0
Horizontal Offset: head 0.015 0.040
B
difference on side of rail (0.38 mm) (1.01 mm)
0.030 0.030
Indent –Kink to field side D
(0.76 mm) (0.76 mm)
Indent – Crown inward 0.030 0.060
D
(peak) toward track center (0.76 mm) (1.52 mm)

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Figure 17. Weld Grinding Tolerance Diagrams

20. All track work nearby shall be stopped during the drop
and for the first 5 minutes following.
a. If the weld is near a crossing, road traffic should
be stopped for the same timeline as above.
21. Only trained, qualified, and certified personnel will be
allowed to weld.
22. Temporary bonds or rail bypass cables shall be applied
around a cut within a crossing circuit, as per Track
Standards section 22.3, to prevent the requirement for
deactivation and/or nuisance ringing.

8.2. Thermite Welding

1. Welding kits must be compatible with the type of rail
being welded.
2. Safety is everyone’s number one priority whenever
thermite welding. Extreme caution must be exercised to
prevent injury and to assure weld quality.
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3. Grinding of thermite welds will not extend into the parent

rail. Grinding and removal of posts shall conform to the
Approved Track Welding Manual.
a. Base risers shall be removed and ground flush
with the weld collar.
4. Thermite welding is not permitted within Road
Crossings.
5. Welding debris must be removed from Metrolinx property
within 48 hours of welding and NOT be buried in the
ballast.
6. Thermite welds are recommended to be performed in
dry weather conditions.
a. Thermite welding in light moisture conditions is
permitted, if and only if, the weld area, welding
material, and the finishing of the weld can be
protected from moisture.
7. When thermite welding in light moisture conditions, the
thermite weld must be covered immediately after
shearing until the weld cools below a temperature of
900°F (483°C).
8. Do not use thermite weld kits that have exceeded their 2
year maximum shelf-life. This includes the crucibles.

8.3. Flash Butt Welding

1. Following the flash butt welding procedure, the gauge
and field sides of the weld shall be ground to match the
rail profile.
2. The edges of the rail base AND the rail base shall be
ground to assure that there are no stress risers at the
edges and to allow rail to fit into the tie plates.
3. The web of the rail shall be ground to remove any shear
marks and to allow for magnetic particle testing.
4. Flash butt welding is permitted in moderate moisture
conditions such as rain, sleet, or blowing snow if the
following conditions are met:
a. The rail can and is kept dry with no weld head
clamp slippage.
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b. The welding equipment can be kept dry and

functioning properly.
5. In wet weather conditions, all flash butt welds must be
covered immediately after shearing until the weld has
cooled below 900°F (483°C).

8.4. Arc Welding

1. During the arc welding process, stray electrical current
can damage sensitive signal equipment. As such the
following precautions are applicable:
a. Avoid accidentally striking an arc while ground
clamp is attached to the opposite rail;
b. In locations of potential damage, notify the
Signals and Communications employee well in
advance in order that circuit fuses can be
installed to protect the equipment;
c. All electrical equipment must be grounded at the
source; and
d. No more than two single arc welding machines
may be operated within the limits of any track
circuit. This applies to territory having any
number of tracks.
2. Following the arc welding procedure, the gauge and field
sides of the weld shall be ground to match the rail
profile.

8.5. Cold Weather Welding

1. Cold Weather is defined as:
a. Windy or precipitation (snow or rain)
b. Temperature below 60ºF (15ºC)
2. If the above applies, the rail must be warmed up with a
turbo torch to 100ºF (37.7ºC) before or during the
preheating procedure.
a. The rail must be preheated before installing the
mould.

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3. A minimum of a 10 ft. (3.05 m) must be cleared of snow

around the weld area.
a. Where embankment constraints are present,
clear snow to edge of ballast section, as well as
a walkway to disposal area.
4. Rail pullers MUST be used during cold weather welding.
5. In NO case will thermite welding be allowed when
the temperature is below 5°F (-15°C).
6. In NO case will electric flash butt welding be allowed
when temperature is below -10ºF (-23ºC).
a. Low consumption electric flash butt welding
will be limited to between April 1 and
November 30 provided the rail temperature is
warmer than 32ºF (0ºC).
7. The length of rail to preheat varies according to the rail
temperature. See Table 16:

Table 16 - Length of Rail to Preheat

Rail Temperature Length of Rail to Warm

ºF (ºC) inches (mm)

16 to 60 (-9 to15) 30 to 36 (760 to 910)

5 to 16 (-15 to -9) 36 to 48 (910 to 1220)

8. Immediately after shearing, cover the weld with an

approved heat retarding blanket or a cooling box. Ensure
that the area is completely protected from the weather
for at least 10 minutes before grinding.
9. To prevent rapid cool down, an approved cooling blanket
or cooling box MUST be used. The weld must be
covered immediately following hot grinding and remain
covered until the weld has cooled below 900°F (483°C)
as shown in the Figure 18.

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Figure 18. Diagram of a Cooling Box

8.6. Additional Safety Requirements

1. Hot thermite material has the potential to become
explosive whenever it comes in contact with moisture.
The source of moisture can be in the form of snow or
frost on ballast, rain, sleet, and/or frost.
a. A 10 ft. (3 m) radius must be cleared of snow
around a weld. Where this is not practical due to
embankment constraints, snow must be cleared
to at least the edge of ballast. It may be
necessary to heat the ballast with a torch to
facilitate removal.
b. It is recommended to install an approved drip
pan with dry sand under the weld area to
prevent any excess molten metal from
contacting any moisture that may be present. It
may be necessary to heat the ballast with a
torch in order to facilitate the operation.
2. After igniting the charge, ensure that everyone is clear of
the weld area, until one minute after the reaction and
pour are complete. 40 ft. (12.2 m) is the required safe
distance.
3. All preheat and teardown times must be strictly adhered
to.

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a. Note: 5 minutes is the minimum time required

before the removal of slag pans, crucible and
normal demolding begins.
4. Where rail pullers are used, they shall not be removed
until the weld has cooled below 700°F (371°C).
5. A dry location must be secured to place waste material.
It is recommended to use a steel drum or a rack on the
back of a truck.

8.7. Welding on Bridges

1. Rail on a bridge requiring thermite welding or rail end
build-up shall be welded off the bridge when possible,
and then installed on the bridge after all work on the
weld is finished. However, when there is no alternative to
doing the welding on a bridge, follow the precautions
below:
a. Contact the CM Manager of Bridges and
Structures and the CM Manager of Track to
ensure they are aware and authorize the work
required to be performed.
b. Before any welding is undertaken, a site
inspection must be made to identify any
hazards, and in particular, anything that may
catch fire. Any loose combustible material, dry
vegetation, etc., must be removed. The entire
structure must be examined. DO NOT assume
that if no combustible is visible from above, the
bridge is fire safe;
i. A ballast deck timber trestle is as
combustible as an open deck timber
trestle and must be treated as such;
c. A thorough job briefing must be conducted with
all personnel involved, to determine what will be
done in case of accident or fire. Where sufficient
personnel and equipment are not available to
take care of any accident or fire that may occur,
welding must not be undertaken;
d. The area around the weld must be wetted down
to reduce the risk of fire;
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e. Bridge ties must be spread at the joint to be

welded
f. When thermite welding must be performed on
open deck bridges, a ¼ inch (6 mm) thick steel
sandbox partially filled with sand and placed
between the ties is required in case of a run
through. Bridge timbers will be spread by the
Bridges and Structures forces so that the box
may be installed. Welding shall not be
undertaken without the use of the box;
g. The wood ties and bridge timbers, plus the area
around the structure, must be wetted with a
water and fire retarding foam additive to lessen
the chance of fire from cutting, grinding or
welding.
h. During any cutting, welding and grinding, a
designated fire watch person(s) must be
assigned. The fire watch must be adequately
equipped to fight a fire, if it occurs.
i. Designated fire watch person(s) must be as-
signed. Such person(s) must understand their
duties and ensure that suitable fire-fighting
equipment is in position before the work
commences. Where the fire watch person(s) are
positioned under the bridge, fire-fighting
equipment must also be available on the bridge
deck; see Track Standards Section 24 for
details.
j. The fire watch will remain on site inspecting for
any smoldering fires, until the weld has cooled to
ambient temperature.
k. Additional precautions may be required as per
GO Transit Hot Work Requirements.
2. See Track Standards Section 24 – Fire Prevention.

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Section 9 Ties
9.1. Timber Tie Installation and Maintenance
1. Timber ties shall be made from hardwood and:
a. No. 1 Grade, 7 in x 9 in x 8 ft. 6 in (178 mm x
229 mm x 2591 mm) treated hardwood with
100% end plating on all main lines spaced at 20
3/8 in (517 mm) on center
b. No. 2 Grade, 6 in x 8 in x 8 ft. 6 in (152 mm x
203 mm x 2591 mm) treated hardwood with
100% end plating for spurs, industry and yard
tracks at a minimum and spaced at 21 ¼ in.
(540 mm) on center.
c. Installed perpendicular (square) with the rail and
centered with the track, with the end of the tie
approximately 18 ½ in (470 mm) from the field
edge of the rail base.
2. Crossing ties in CWR territory replaced as part of
crossing rehabilitation may all be changed in a single
pass provided that the:
a. Crossing surface is replaced immediately
following tie renewal;
b. Crossing approaches are restored and are of
sound condition;
c. The appropriate speed restriction is applied for
out-of-face surfacing;
d. Crossing ties should extend for 5 ties beyond
the end of the crossing surface;
3. Crossing ties shall be composed of 9 ft. (2.7 m) long
hardwood ties 100 % end plated unless otherwise
approved by the CM Senior Manager of Track and
Structures and shall be spaced at 18” (457 mm)
throughout the crossing.

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a. Crossing ties in concrete tie territory shall be

composed of 10 ft. (3.1 m) long hardwood 100%
end plated or composite ties.
b. Alternate tie types may be accepted upon
approval of the CM Senior Manager of Track
and Structures. See Recommended Method
1802-0: Covering the Acceptance of New
Material and Conducting an In-Service Test of
New Material.
4. Turnout ties installed will:
a. Be the correct length for the location to be
installed in the turnout per the appropriate
standard plan. Tie length required is to be
marked in the field.
b. Not be cut in order to get shorter lengths
i. Turnout ties may be field cut as long as
the cut ends are properly treated and
end-plated.
c. Be installed so that lacing of standard cross ties
does not occur at the end of the long tie
5. Turnout ties should be considered as replacement ties
for special locations such as heavily travelled road
crossings, hot box detectors, insulated joints, approach
ties, transition ties, swamp ties, or on curves where nine-
foot hardwood ties are used.
6. All timber ties shall be 100% end plated and composed
of a hardwood material.
7. Treated ties must not be handled with any tool that has
sharp points that will penetrate beyond the depth of the
treatment.
8. Creosote is the only accepted preservative on GO
Transit territory.
a. Other wood preservatives for ties may be used
only upon receipt of written direction from the
CM Senior Manager of Track and Structures.
9. When ties are re-spiked, the spike holes shall be
chemically plugged.
10. Ties must not be allowed to become centre-bound.
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11. When ties are being installed in turnouts, at insulated

joints, within the limits of signalised crossings, or
wayside equipment scanner locations, the work must be
coordinated with the Signals Group and Electrification
Group. See Track Standards Section 3 .
12. All ties must be examined early in the second quarter of
the year by the Track Supervisor or his designate and
defective ties will be marked for renewal.
13. The Track Supervisor or person designated by the CM
Senior Manager of Track and Structures must personally
inspect ties marked for removal and prepare a list
showing the number of defective ties.
14. On main track where defective ties to be replaced are in
excess of 300 ties per mile, consideration will be given
for installation by a mechanized production gang.
15. In preparation for a tie renewal program:
a. The Track Supervisor will prepare a list that will
show the number of defective ties in each track
mile to facilitate accurate distribution. The Track
Supervisor is to ensure that this is done, and
report the number of ties marked to the Track
Evaluation Officer;
b. The Track Supervisor will mark ties to be
th
replaced, and place a suitable marker every 20
th
or 25 tie prior to the unloading of the ties
depending on the bundled amount. Ties are to
be marked in a manner readily identifiable to the
operators of the tie equipment. In no case shall
ties marked in track exceed the number allotted
for the program.
c. Ties scheduled for installation by large
production tie gangs shall be unloaded and
properly distributed.
i. Avoid distributing ties along the right of
way on high fills. Place ties at the
nearest high ground or flat spot to avoid
losing ties down the banks or into
waterways.

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ii. Avoid distributing ties far in advance of a

tie program in residential areas.
d. The Track Supervisor shall determine the ballast
quantities required for a major tie program to
accommodate surfacing and to restore cribs and
shoulders to standard section (Standard Plan
GTS-2205).
e. The Track Supervisor will arrange to distribute
ballast prior to the arrival of a tie gang when
practicable. Ballast should be distributed along
the shoulders of the existing ballast section on
tangent track but only on the high side of curves
unless otherwise required. Unloaded ballast
must not bury spike heads.
f. Defective ties removed from track by a tie gang
will be stacked in piles of 25 to 40 and placed
parallel to the track. These piles must be on the
opposite side of the track from any wire line
where possible, and where they will not obstruct
the sight lines or affect drainage. Ties must not
be piled adjacent to timber trestle back walls,
high track embankments, rock cuts, or where
there is a possibility that they may slide into a
lake or river.
g. In NO case shall scrap ties be left in between
the rails or between tracks.
h. In NO case shall scrap ties remain on GO
Transit property over the winter.
i. Ties removed from the track must be disposed
of as directed by the CM Senior Manager of
Track and Structures.
j. Scrap ties shall be piled at the end of every shift
and disposed of weekly. In NO case shall any
scrap ties remain on GO Transit property 7 days
after the completion of the tie program.
16. The following definitions of defective ties will be used:
a. Broken Tie - Tie that is broken through the entire
depth of the tie

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b. Split Tie - Tie split end to end for the entire

depth and length of the tie.
c. Split Tie End - Tie end split into the spike holes,
or split the full depth and wide enough to permit
ballast to come through, resulting in poor
surface and gauge
d. Cut Tie - Tie that is rail or plate cut or adzed to a
depth of 2 in. (51 mm) or more on No. 1 ties, or
1 in. (25 mm) or more on No. 2 ties
e. Crushed Tie - Tie that has the bearing surface
under the rail crushed or splintered, 1 in. (25
mm) or more, to the extent that it cannot hold
surface, line or gauge.
f. Spike Killed Tie - Condition may be indicated by
numerous splits at the tie end, loose or high
spikes, rail or plate movement of more than 1/2”
(13 mm) or wide gauge (including dynamic wide
gauge).
g. Decayed Tie - Tie that is decayed and cannot
hold spikes, gauge or surface.
h. Damaged Tie - Tie that has been damaged by
derailment, dragging equipment, or fire to the
extent that it cannot hold surface, line or gauge.
i. Worn Tie - A tie worn or rounded on the bottom
from movement of the tie in the ballast, resulting
in poor surface and line and an inability to hold
spikes.
17. At least one tie at each rail joint with the centerline within
18 in. (457 mm) of the center of the joint must be sound,
a. In class 3 and above track, a second non-
defective tie must be installed within 30 days of
discovering the above condition. The second tie
must be within 24 in. (609 mm) of the center of
the joint
18. The number of non-defective ties in any 39 ft. (11.9 m)
length of track shall never be less than that indicated in
Table 17 and shall be so distributed as to effectively
support the entire 39 ft. (11.9 m) length.

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Table 17 - Number of Sound Ties Per 39 ft. (11.9 m)

Length

Minimum # of Non-Defective Ties per

Class of 39 ft. (11.9 m )
Track Tangent up to Turnouts and
2º curves more than 2º
5 12 14
4 12 14
3 10 10
2 8 9
1 5 6

19. A cluster (or spot renewal) program should be

undertaken when there is:
a. Four or more consecutive defective ties;
b. Three or more consecutive defective ties in a
curve greater than 2°; or
c. Defective ties in the joint area.
20. The maximum number of defective ties per mile shall in
no case exceed the numbers in Table 18.
a. A tie program MUST be planned prior to the
defective ties reaching the limits in Table 18.
b. Speed Restrictions shall be applied based on
the values in Table 17.

Table 18 - Maximum Number of Defective Ties per Mile

Class of Max # of Defective

Track Ties / Mile
5 930
4 930
3 1200
2 1400
1 1600

21. When renewing ties, regardless of method of installation:

a. Correct gauge where required;
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b. Where required, no more ballast than is

absolutely necessary should be removed from
the crib or shoulder;
c. All ties installed must be spiked and anchored,
the ballast shoulders restored, and the ties
properly tamped before the close of each day.
Any adjacent ties that may be left hanging
should also be tamped;
d. All ties installed must be perpendicular to the rail
and centred.
e. Tie spacing needs to be adjusted as new ties
are installed.
f. Do not adze new ties more than 1/8 in. (3 mm).
g. When necessary to allow trains to operate
through tie gang renewal areas during working
hours, not more than three consecutive ties on
tangent track or two consecutive ties on curved
track can be left un-spiked, when the 3 adjacent
ties are sound. Ties on either side of all joints
must be spiked, and the speed must be limited
to a maximum of 10 mph;
h. Any broken, damaged, defective, and
excessively worn (¼” or greater shoulder wear)
plates must be changed out; and
i. All new anchors installed are to be Improved
Fair type or equivalent as approved by the CM
Senior Manager of Track and Structures.
22. No ties will be installed when the temperature is
above the PRLTR unless directed by the CM Senior
Manager of Track and Structures, who must specify all
necessary precautions to be taken, including but not
limited to increased inspections, more restrictive speed
restrictions, mandating the use of a stabilizer, a
production tamper, or limiting work to emergency
applications.
23. The track must be left in good surface and line before
the end of each shift and of a tie renewal program.
24. The track will be protected by the appropriate speed
restriction as per Appendix J – Speed Restrictions for
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Track Work until track has been surfaced, backfilled and

consolidation has occurred.
25. To reduce temporary slow orders, production tampers
and dynamic track stabilizers shall be incorporated into
the production tie gangs.
26. Prior to moving from a work site, it is the responsibility of
the Tie Gang Program Supervisor to ensure that slow
orders associated with the tie installation are transferred
to the Track Supervisor. The Track Supervisor is then
responsible to monitor the slow orders and reduce or
remove them as conditions permit.
27. In CWR territory the maximum number of consecutive
track ties that can be renewed in a single pass shall be
as per Table 19:
Table 19 - Maximum Number of Consecutive Ties that
can be renewed.

# of Consecutive Ties
Tangent track up to
Greater than 2º
2º curves
With a Junior or
5 4
Production Tamper
With Hand tamping
3 2
or Hydraulic Tools
* Note that if more than 4 consecutive ties are renewed, the track will
also require gauging.

28. Turnout ties and track ties in a Control Location in CWR

territory may be replaced in a single pass provided the
appropriate speed restriction is applied for spot
surfacing.
29. Fibre optic cables and obstructions such as rail
lubricators, transponders, and guard rails for protection
of structures, or turnouts, which may be damaged, or
cause interference to the production gang must be
clearly marked or removed. (Note: If guard rails for
bridges, tunnels, or overhead structures are removed the
appropriate guidelines outlined in Track standards
Section 21.1 must be followed)

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30. Gauge rods shall NOT be used on GO Transit territory.

Any Gauge rods found shall be promptly removed and
the appropriate number of ties shall be installed.
31. Track shims can be installed on wood and concrete ties:
a. As the last option to correct surface during
frozen ballast conditions
b. Ensure the shims are the same size as the tie
plate and have holes corresponding to the tie
plate they are under
c. With the minimum number of shims installed to
correct the defect
d. So that the spikes penetrate at least 4 in. (102
mm) of the tie.
e. With all anchors removed through the area of
shimming
f. With shims installed per Standard Plan TS-2206
g. With shims removed within 30 days of the
Spring thaw and permanent repairs made.

9.2. Transition Ties

1. Transition tie sets in CWR territory may be changed out
in a single pass provided that:
a. The ties are being replaced in conjunction with
ballast rehabilitation work;
b. Upon completion of work, the ballast section is
fully restored with a minimum 12” (305 mm)
shoulder;
c. The appropriate speed restriction is applied for
spot surfacing;
2. Transition ties must extend far enough to ensure that
any rail joint, including bonded insulated joints, are
placed on the same composition of tie and the rail joint is
separated from another tie composition by at least four
track ties.
3. Where wood ties adjoin an open-deck bridge structure or
trestle, a set of approved transition ties must be
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installed. This set shall consist of two 9 ft. (2.7 m) ties,

two 10 ft. (3.0 m) ties, and two 11 ft. (3.4 m) ties spaced
at 20 in. (508 mm). Where ballast wall will not permit tie
lengths specified, use longest tie lengths possible. Use
Standard Plan GTS-1108;
4. Where concrete ties adjoin an open-deck bridge
structure, concrete ties must not be installed closer than
20 ft. (6.1 m) to the back-wall and a set of approved
transition ties must be installed. This set shall consist of
twelve 11 ft. (3.4 m) ties spaced at 20 in. (508 mm);
5. Where 10 ft. (3.0 m) crossing ties adjoin concrete ties, a
set of approved transition ties must be installed. This set
shall consist of five 10 ft. (3.0 m) ties spaced at 20 in.
(508 mm).
6. Where concrete ties adjoin wood ties, a set of approved
transition ties must be installed. Unless otherwise
approved in writing by the CM Sr. Manager of Track and
Structures, this set consists of four 9 foot (2.8m) ties,
four 10 foot (3.1 m) ties, and four 11 foot (3.4m) ties
spaced twenty inches (508 mm) apart. The spacing
between the last transition tie and the first concrete tie
shall be 20 inches (508 mm);
7. Where concrete ties adjoin a wood tie turnout, a set of
approved transition ties must be installed. This set
consists of four 9 foot (2.8m) ties, four 10 foot (3.1 m)
ties, and four 11 foot (3.4m) ties spaced twenty inches
(508 mm) apart. The spacing between the last transition
tie and the first concrete tie shall be 20 inches (508 mm);
8. Where steel ties adjoin wood ties a set of approved
transition ties must be installed. This set consists of four
9 foot (2.8m) ties, four 10 foot (3.1 m) ties, and four 11
foot (3.4m) ties spaced twenty inches (508 mm) apart.
9. Where steel ties adjoin concrete ties a set of approved
transition ties must be installed. This set shall consist of
forty 10 foot (3.1m) steel ties designed for that purpose.
The spacing of these ties shall be as per the
manufacturers recommended installation instructions or
as per the written direction of the CM Sr. Manager of
Track and Structures.

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9.3. Concrete Tie Installation and

Maintenance
1. Concrete ties shall be handled in such manner to
prevent chipping, spalling, cracking or other damage
during loading, shipping, unloading and stockpiling. Do
not drop or skid ties. Use only lifting devices appropriate
for handling ties.
2. Concrete ties shall be spaced at 24 in. (609 mm) on
center except as noted in Track Standards section 4.5.5
or in special track applications as directed by the CM Sr.
Manager of Track and Structures.
3. All components of the running rail fastening system shall
be of thread-less design.
4. The components required to be used with the standard
GO Transit concrete tie specification is as follows. Any
proposed replacement components must be approved
by the CM Senior Manager of Track and Structures prior
to their use.
a. Rail Clips
i. Only elastic spring rail clips are
accepted.
ii. Rail clip installation and removal shall
not damage the tie, shoulder, rail clip,
insulator or the rail
iii. Rail clips shall be galvanised at heavy
salt locations such as station platforms,
and road crossings.
b. Rail Tie Pads (Seat pads)
i. The rail tie pads shall have a minimum 5
mm thick polyurethane
ii. Rail tie pads shall be compatible with
the fastening system to minimize
abrasion of the rail seat area, reduce
wheel impact loads and vibration effects
on the track structure and provide
electrical insulation of the rail.

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iii. Rail tie pads shall provide a positive

means of preventing movement of the
pad parallel to the rail.
iv. Rail tie pads shall be manufactured from
natural rubber thermoplastics, to provide
the required chemical and physical
properties to resist effects of
temperature ranging from -40º C to +70º
C (-40º F to +160º F), as well as
oxidation, water, alkali, petroleum
products, synthetic lubricants, sunlight
and climatic conditions typical of
Southwestern Ontario, Canada.
v. Oil-extended rubber, reclaimed rubber,
or rubbers containing wax are not
acceptable.
c. Insulators
i. Insulators shall provide electrical
isolation, reduce abrasion, position the
rail to the required gauge and transfer
dynamic loading from the rail to the rail
clip to prevent relative motion in any
direction.
ii. Insulators shall be protected against
degradation from oxidation, water, alkali,
petroleum oils, synthetic lubricants, and
sunlight without having detrimental
effect on the performance and electrical
insulation properties of the insulator.
iii. Recycled materials are not acceptable.
d. Embedded Shoulders
i. Embedded shoulders shall be twin-
stem, thread-less, casted to provide and
maintain proper position and alignment
of the rail, rail clip, insulators, rail tie pad
and running rail base.
ii. Embedded shoulders shall be made of
ductile cast iron conforming to ASTM
A536 Grades 80-55-06 or 65-45-12.
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iii. Embedded shoulders shall not be

directly anchored to the pre-tensioned
steel.
5. When rail heaters are used during rail installation or
destressing, remove insulators prior to heating. Care
must be taken to keep the heater moving so as not to
damage the rail tie pads. Rail tie pads must be inspected
after the use of heaters.
6. To avoid damage to the insulator post or possible
shattering of plastic insulators, insulators must not be
forced into position by aggressive hammering. A rail
positioner tool must be used to provide a suitable gap
between the base of the rail and the embedded
shoulder.
7. If for any reason temporary joint bars are installed, they
must be removed as soon as possible and replaced with
field welds.
8. When changing out rail, the rail tie pads and the
concrete tie rail seat area must be closely inspected for
signs of rail seat abrasion.
a. Rail seat abrasion is erosion of the concrete
surface under the rail tie pad. It can cause wide
gauge and loss of rail cant. The surface of the
rail seat becomes rough in the early stages. If
not corrected, this condition will advance and will
result in the loss of several millimeters in depth
of concrete in severe cases. The Track
Evaluation Officer and the CM Manager of Track
must be notified promptly so that corrective
action can be planned.
9. Rail tie pads must be inspected for indentations, wear
and thinning, especially on the field side.
10. Field side insulators will be inspected for crushing or
wearing of the post section. Crushed insulators will be
replaced.
11. Track Geometry for any track with concrete ties shall be
maintained to a minimum of Class 4 track requirements.
12. When mechanically surfacing the track, the tamping
heads must be adjusted for the increased width and
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depth of the concrete tie. When using ballast regulators

on concrete ties, the plow should be modified to avoid
disturbing the rail clips. Track must be inspected for
missing rail clips after regulating by the operator or
Foreman.
13. Rail seat abrasion (degradation) occurs when the
concrete in the rail seat degrades over time. The
degradation erodes the surface of the tie under the rail
resulting in the loss of restraint by the rail clip, rail cant
and gauge widening.
14. Inspect for signs of rail seat abrasion (degradation).
These include:
a. Rail tie pads curling, squeezing out, or bleeding
at the sides of the rail seats.
b. Rail tie pads are worn through or indenting into
the surface of the rail seat.
c. Excessive rail cant
i. Each degree of cant is equal to 1/8 in. (3
mm) of gauge widening.
d. Signs of rail running through the rail clips or
missing clips.
e. Displaced or missing insulators.
f. Concrete dust or slurry adjacent to the rail tie
pad.
15. When signs of significant rail seat abrasion appear, a
more detailed inspection must be undertaken by
unclipping the rail and jacking to view the rail seat. The
CM Senior Manager of Track and Structures must be
notified immediately.
a. Defective ties shall be identified and marked for
replacement.
16. Ties with any of the following conditions shall be
considered defective:
a. Tie broken transversely under one or both rail
seats;
b. Tie broken transversely between the rail seats
and showing signs of further deterioration (loss
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of tension in pre-stressing wires, exposure of

wires, crumbling, etc.);
c. Tie broken longitudinally resulting in loss of
ability to hold cast shoulder(s) in place;
d. One or more embedded shoulders are loose;
e. Broken, damaged or worn embedded shoulders
such that the rail clips will not remain in place or
cannot be inserted;
f. Concrete worn from the bottom of the tie to the
lowest level of pre-stress wires;
g. In any 39 foot (11.9 m) length of track, there
must not be more than:
h. 7 defective ties on tangent track,
i. More than 5 defective ties on curves, and
j. No more than two defective ties in a row.
k. Special attention must be paid to areas of
derailment damaged ties for evidence of
progressive deterioration.
17. Ties must not be allowed to become centre bound
(transverse cracks in the middle third of the tie indicate a
centre bound condition).
18. About one inch (25 mm) of ballast should be left over the
tops of the depressed portion of the ties, but ballast shall
not be left around the rail clips and shoulders.
19. Broken or missing clips must be replaced as soon as
possible.
20. Concrete ties shall not be drilled or modified in any way
from their design.
NOTE: Cracked ties should not be confused with broken
ties. A tie is not broken until the crack extends
through the entire depth of the tie;
A tie can sustain substantial damage to the
concrete at the ends without seriously affecting the
performance of the tie. If the concrete ends are
damaged but the tie maintains gauge and the
embedded shoulders are not damaged or loose
the tie shall not be considered defective;
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Special attention should be paid to embedded

shoulders on the field side of the high rail in
curves. Hairline separations of the shoulder where
it enters the tie have occurred and can result in
several consecutive ties failing. Should one
broken embedded shoulder fail in this manner, the
adjacent ties should be well inspected.

9.4. Concrete Tie Repair Procedure

1. Ties with honeycombing and air voids are indicative of
conditions such as poor mixing, vibration, consolidation,
etc. cannot be repaired and they shall be rejected.
2. The surface of the rail seat shall have a smooth, formed
finish. Rail seat air voids in excess of ¼ in (6 mm)
diameter by 1/8 in (3 mm) deep are unacceptable.
3. Voids in the rail seat between 1/8 in (3 mm) diameter
and ¼ in (6mm) diameter may be repaired with high
strength epoxy paste.
4. At the tie ends, exclusive of tendon extending beyond
the end of tie, ties with any tendon exposed more than 1
in (25 mm) due to honeycombing, air voids, spalling,
corner and edge breaking must be repaired or they shall
be rejected.
5. Simple air voids in the side of ties (45 degree slopes
outwards below the rail seat) up to 3/8 in (10 mm)
diameter x ¼ in (6 mm) deep are acceptable. Voids
between 3/8 in x ½ in (10 mm x 13 mm) and ¾ in x ½ in
(19 mm x 13 mm) may not exceed 2 per tie, but may be
repaired with high strength epoxy paste. Air voids larger
than ¾ in x ½ in (19 mm x 13 mm) are to be rejected.
6. Tie corner / top / side / bottom breakage that exposes a
2 2
broken surface in excess of 10 in (645 cm ) shall be
repaired in accordance with approved repair material in
accordance with the manufacturers recommendations
for all breaks above the top row of wires.
2 2
7. Surface breaks less than 10 in (645 cm ) may need to
be patched, at the CM Senior Manager of Track and
Structures’ discretion, for any ties within 50 feet (15.2 m)

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of station platform limits, grade crossings, or pedestrian

crossings.
8. Tie patching should only be done on concrete breaks
2 2
that are greater than 10 in (645 cm ) and only when the
break has not structurally affected the tie.
a. Note that patching of the tie is for cosmetic
purposes only, and does not improve the
performance of the tie for the design loads.
9. It is recommended that for any patching of the concrete
ties Ardex TWP mortar mix is used. Other products must
be approved by the CM Senior Manager of Track and
Structures.
10. A latex binder is optional with the above specified mortar
mix. Where a latex binder is required, DA4 CHEM AD
Bond (J-40) or equivalent Dayton Superior Product.
11. Before mixing the patching materials, the proposed area
must be dry and free of dirt and loose materials. It is
recommended to use a wire brush or wheel, and a
propane torch to remove surface water.
12. Thoroughly spray the damaged area with the latex
binder, if applicable.
13. Mix ½ cup of water and 2 cups of mortar mix. Add small
amounts of water to achieve a consistency similar to wall
plaster.
14. Apply patching material in thin layers over the broken
area until the broken area is completely filled. If required,
spray additional latex binder to aid in finishing.
15. Cover the patched area with plastic during the curing
process.
16. Any repairs to concrete ties cannot be made when the
ambient temperature is below or is expected to dip
below 5°C (41°F).

9.5. Steel Tie Installation and Maintenance

1. Steel ties shall not be permitted on main line track,
unless permitted by the CM Senior Manager of Track
and Structures.

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2. Uninsulated steel ties shall not be permitted in electrified

territory or in signalised territory.
3. Steel ties shall only be permitted for yard use and within
the Union Station Rail Corridor.
a. Within the Union Station Rail Corridor, insulated
steel ties are permitted between the John St and
Jarvis St ladder tracks.
4. In areas of excessive winter salting, all connecting
hardware shall be galvanised.
5. Steel ties shall be installed on a pre-ballasted grade as
defined by Track Standard section 11.2.2.
6. Steel ties shall be installed as per the Manufacturer’s
Instructions (For example, when using Narstco ties, use
the Narstco Steel Tie and Turnout Set Assembly
Instructions).
7. Hollow steel ties are permitted for use at turnout
locations, and other locations as approved by the CM Sr.
Manager of Track and Structures.

9.6. Composite Tie Installation and

Maintenance
1. Installation locations for composite ties MUST be
approved in writing by the CM Senior Manager of Track
and Structures. See Recommended Method 1802-0:
Covering the Acceptance of New Material and
Conducting an In-Service Test of New Material
2. Traditionally these ties are only installed within
crossings.
3. Storage
a. Composite ties shall be stored un-banded, and
distributed only just prior to installation
b. Un-banded ties shall be supported evenly when
stored.
4. Installation
a. Both screw spikes and cut spikes are
acceptable.
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b. All spike / bolt holes must be pre-drilled.

c. Use only carbide tipped/laced drill bits.
d. Do not drill within 1 in (25 mm) of the outer
perimeter of the tie.
e. Ties must NOT be dapped or adzed or have any
portion of the outer surface machined away.
f. Screw Spikes (Bolts)
i. During the pre-drilling process, work the
drill bit in and out of the hole to remove
excess material.
ii. Ensure proper alignment by centring the
plate on top of the tie.
iii. Ensure that the hole is drilled straight.
iv. Do NOT over-torque the bolt. Once the
bolt is tight to the tie plate/tie, no further
torqueing is required. The material will
cool and harden around the threads of
the screw.
g. Cut Spikes
i. Follow the same pre-drilling process as
for the screw spikes (bolts)
ii. Pre-drill a 3/8 in. (9.5 mm) hole the
entire depth of the anticipated cut spike
insertion.
iii. Note that no pre-drilling is required for
steady compression installation.

9.7. Other Types of Ties

1. No other types of ties shall be permitted on GO Transit
territory without the written approval from the Metrolinx
Track Standards Committee and the CM Senior
Manager of Track and Structures.
2. Should a new type of tie be proposed to be used on GO
Transit territory, the appropriate procedures must be
followed. See Recommended Method 1802-0: Covering

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the Acceptance of New Material and Conducting an In-

Service Test of New Material

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Section 10 Plates, Fasteners, and Other

Materials
10.1. Tie Plates
1. Tie plates shall be installed on all hardwood and
composite ties. Tie plates will not be installed under
guard rails.
2. The use of new or second hand tie plates shall be as
directed by the CM Senior Manager of Track and
Structures, however:
a. Broken or damaged tie plates must not be
reused.
b. Tie plates with excessively worn spike holes, or
shoulders greater than the limits shown below
must NOT be reused:
i. spike holes worn more than ¼ inch (6
mm)
ii. timber screws holes worn more than ¼
inch (6 mm)
iii. Tie plate shoulders worn more than ¼
inch (6 mm)
3. Tie plates must be installed so that:
a. The tie plates have full, even bearing on the ties.
b. The field side tie plate shoulder is square
against the field side base edge of the rail.
c. The tie plate is centred on the tie.
d. The rail is canted toward the centre of the track.
e. Each tie plate has the same cant. (1:40)
i. Tie plates used for maintenance works
on the Galt subdivision shall match the
adjacent track tie plates. The use of
1:20 cant plates shall be permitted for
this purpose.
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4. In Classes 3 through 5 tracks where timber crossties are

used, there shall be tie plates under the running rails on
all ties.
5. Ensure that there are no metal objects that cause
concentrated loading solely supporting the rail between
the rail and the tie plate. This includes the tie plate
shoulders and spike heads.
6. Torch cutting of tie plates is not permitted.
7. Rolled plates shall not be installed or reinstalled in any
GO Transit owned track unless approved in writing by
the CM Senior Manager of Track and Structures.
a. Approved rolled plates shall be permitted in
turnout applications only as per the current
turnout Standard Plans.
8. Where forged tie plates are used, as per Standard Plan
GTS-0501, they shall be installed either on every tie or
on every other tie as directed by the CM Manager of
Track.
9. Tie plates shall be used in accordance with Appendix S
– Recommended Tie Plate Usage

10.2. Rail Anchors

1. Anchors shall be applied:
a. Uniformly along the rail firmly against ties.
b. Directly opposite of each other on the same
crosstie or turnout tie
c. On ties that are perpendicular to the rail.
Skewed ties shall be straightened before
anchoring.
d. On the gauge side of the rail unless otherwise
instructed. Rail anchors on stock rails are
applied, where allowable, on the field side
e. Using only the proper tools or machines when
applying or removing rail anchors in order to
avoid damaging the anchor or risk injury. The
use of a spike maul is prohibited.

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i. In electrified territory, all tools must have

insulated handles.
f. No closer than 2 in. (50 mm) from a plant or field
weld.
g. In a location where the application will not
interfere or damage signal wires
h. So that the rail anchor is fully engaged with the
base of the rail and so that the base of the rail is
just inside the lip of the rail anchor. Do not
overdrive the rail anchor.
2. When changing rail or renewing ties, all rail anchors
removed must be reapplied.
3. Sprung or damaged rail anchors will not be installed.
4. Rail anchors should be removed from the rail while the
rail is still in track.
5. Do not install rail anchors on the rail opposite joints.
6. Rail anchors are not to be used on shimmed track. Rail
anchors removed during shimming shall be replaced
promptly when shims are removed.
7. Rail anchors are not required on ties with elastic
fastening systems unless additional restraint is required.
8. Rail anchors can be slid along the rail base only with a
mechanical rail anchor squeeze / spreader
9. Rail anchors required to be manually adjusted shall be
removed and reapplied.
10. Rail anchors will only be removed using the approved
maul or removal machine
11. In jointed rail track, the minimum number of evenly
spaced rail anchors for maintenance use only per 39ft
(11.9 m) of track is indicated in Table 20.

Table 20 - Minimum Number of Evenly Spaced Anchors

Class of Track No. of Ties to Box Anchor

th
1 6 (every 4 tie)
2-5 10 (every other tie)

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12. For new construction of jointed rail track, rail anchors will
be installed in a box pattern on every other tie.
13. Turnouts should be fully anchored to the extent possible
in both jointed and CWR track.
14. In all CWR track, rail anchors will be installed in a box
pattern on every other tie except:
a. At permanent joints within CWR (joints that will
not be welded), then every tie will be box
anchored for a minimum distance of 200 ft. (61
m) each direction from the joint.
b. When jointed rail abuts CWR, a minimum of 200
ft. (61 m) of rail on either side immediately
adjacent to the joint will have every tie boxed
anchored.
c. At turnouts, non-glued insulated joints, diamond
crossing frogs, and/or a lift rail system, every tie
will be box anchored for a minimum distance of
200 ft. (61 m) each way from the turnout or joint.
d. At location of an open-deck bridge, every tie will
be box anchored 200 ft. (61 m) of rail in each
direction from the abutments
e. At locations where steel or concrete ties adjoin
hardwood ties, every tie will be box anchored
200ft. (61 m) of rail in the direction of the
hardwood ties.
f. At road crossings every tie will be box anchored
for a minimum distance of 200 ft. (61 m) each
direction unless the track through the crossing is
fully anchored.
15. When CWR is installed on a bridge with an open deck
span, the requirements outlined in Table 21 will be used,
where practical.
a. The CM Manager of Bridges & Structures to
identify fixed ends of spans prior to installing
CWR.
b. Prior to anchoring CWR on open deck steel
TPG, TT, and DT spans, the Manager of Bridges
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& Structures will confirm the requirements for

bridge traction bracing.
c. Rail anchor requirements and pattern should be
confirmed with the CM Manager of Bridges &
Structures.
d. Box anchor as per Track Standards section
10.2.14.d.
e. On timber span bridges, only box anchor the ties
that are attached to the span with boat spikes,
usually every other tie or as directed by the CM
Senior Manager of Track and Structures.
f. Movable spans will be anchored as directed by
the CM Senior Manager of Track and Structures.
g. Where elastic fasteners provide longitudinal
restraint, they will be considered equivalent to
anchoring.
16. CWR installed on a ballast deck bridge or span will be
box anchored a minimum of every second tie.
17. CWR installed on an effective 2% grade or greater shall
have every tie box anchored for the length of the grade.
Any effective grade that exceeds 2% must be approved
in writing by the CM Senior Manager of Track and
Structures.
18. Trains may operate over unanchored track at a speed
restriction not exceeding 10 mph under authorization
from the Track Supervisor. Such authorization should
include instructions to avoid unnecessary brake
applications through or near the work area.

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Table 21 - Anchor Requirements for CWR Track on an

Open Deck Bridge

Length of
Continuous Open Individual Rail Anchor Sliding Joint
Deck Portion Span Length Requirements Requirements
(ft.) (ft.)

100 ft.
(30.5 m) or All Spans No anchors None required
Less

Box anchor
None required
every second tie*
100 ft.
(30.5 m) or Or
Less
Sliding joint(s)
No anchors
required

Greater than
100 ft. Box anchor
(30.5 m) every second tie
None required
for 100’ from fixed
Greater than end of span*
100 ft.
(30.5 m) Or

Sliding joint(s)
No anchors
required

* Box anchors are to be applied only to ties that are hook bolted to the
span (generally every second tie). Box anchor spacing may be
extended to every third tie if required to match the bolt spacing. If rail
clips are used, every non-hook bolted tie should have a rail clip
without longitudinal restrain.

10.3. Derails
1. Derails must be installed:
a. Where there is any possibility of equipment that
has been left standing on tracks other than main
tracks or designated sidings, may be moved by

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gravity or weather so as to obstruct a main track

or siding;
b. At tracks used to tie up locomotives on a regular
basis. Through tracks so used must be equipped
with derails at both ends. Locations used to tie
up locomotives will be specified by the GO
Transit Operations Division;
c. At entrances and exits of Main and Running
Repair Shops. Derail must be applied to each
track not less than 40 feet from doors. Where
further safety measures are required, a derail pit
may be installed in accordance with drawing
Standard Plan TS-2212;
d. On tracks on which an industry will move cars or
equipment;
e. On mining and other bulk loading facility tracks
where equipment is dropped by gravity toward
the main or other track that is to be protected;
and
f. Where required to protect track conditions,
equipment or on track work where allowed by
Operating Rules.
2. Portable derails will be installed when protecting
temporary conditions, workers, and equipment, or
activities as prescribed in the CROR 841, and when it is
not possible to line and lock, with a private lock, a switch
to protect the work location.
3. Portable derails must be correctly installed to ensure
proper function. Portable derails will:
a. Be sized to fit the rail section on which to be
mounted.
b. Not be used where the speed of equipment to
be derailed will exceed 15 mph
c. Be of the correct hand to derail equipment away
from adjacent track, structures, stored material,
equipment, roadways, or environmentally
sensitive areas if possible
d. Not be installed on the inside of a curve

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e. Be placed with the graduated teeth firmly

against a sound tie on the gauge side of the rail.
Ballast may have to be removed to ensure the
proper fit of the derail.
f. Have the set screws and the locking screw
backed away so the block sits flat on top of the
rail. Once fitted, have the set screws tightened,
locking screw tightened to the ball of the rail and
a private (special) lock applied.
g. Be disposed of if involved in a derailment
h. Be stored, locked and secured, when not in use
to prevent theft or vandalism.
4. Permanent derails shall only be installed or removed as
directed by the CM Senior Manager of Track and
Structures or designate.
5. The Rail Services department must advise the CM
Senior Manager of Track and Structures of all
operational changes in writing which pertain to derail
placement. The CM Senior Manager of Track and
Structures will confirm whether or not said operational
changes require the installation of additional derails and
that adequate operating procedures are in place to
protect the situation. Whenever operational changes so
dictate, the CM Senior Manager of Track and Structures
must ensure that derails are installed in accordance with
10.3.1.
6. Whenever new tracks are designed or constructed, the
CM Senior Manager of Track and Structures must
determine if a derail is required in accordance with Track
Standards Section 10.3. CM Senior Manager of Track
and Structures must ensure that required derails are
installed prior to placing the track in service.
7. Consideration for the removal of derails will occur only
upon written request from the Rail Services department
to the CM Senior Manager of Track and Structures, with
a copy to the Director of CM. The written request must
include:
a. Details of proposed operating conditions that will
ensure protection from unattended movements;

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b. Confirmation that these operating conditions are

in place; and where necessary, operating
simulations may have to be carried out to
confirm that the derail is no longer required.
8. Only the following approved types of derails are to be
installed:
a. Hinge Type Derail, Hayes Model EB, Standard
Plan GTS-2208*
b. Sliding Type Derail, Hayes Model HB, drawing
Standard Plan GTS-2209
c. Double Switch Point Derail, drawing Standard
Plan GTS-2210
d. Western Cullen Hayes bi-directional derail
models SAEBX and HBXS*
e. Portable derail, Hayes Model LPTS, is approved
for use under CROR Rule 841. (Replaces model
TS). Derail to be appropriate for the tie
composition in section of track applied.
* Wheel crowders can be used in conjunction with hinge or
sliding type derails.
9. Older type Hayes cast derails of type A, AP, G, GP, and
D are not to be used.
10. Power operated derails shall be installed and maintained
in accordance with plans and instructions provided by
the CM Signals and Communications department.
11. The CM Senior Manager of Track and Structures will
approve the derail selection for each installation.
12. To eliminate the possibility of equipment running over
hinge and sliding derails without derailing, they must be
the proper model, size and hand (e.g. right or left hand)
to fit the running rail.
a. A right-handed derail is installed on the right-
hand rail and derails towards the right.
b. A left-handed derail is installed on the left-
handed rail and derails towards the left.
13. In the derailing position the derail block must cover the
ball of the rail, lie flat on the top of the rail throughout the
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underside of the derailing block surface, will bear directly

on sound ties, and have no excessive motion when
locked.
14. In the non-derailing position, for hinge and sliding type
derails, ensure that the derail is lower than the ball of the
rail to prevent contact with rolling equipment.
15. The direction of movement of the equipment to be
derailed determines whether a right or left-hand derail is
required.
16. The correct size of derail to be used on various rail
sections is as follows:
a. Size 6: 100 ARA
b. Size 7: 115 RE
c. Size 8: 132RE and larger
d. On heavily worn 115 RE rail a Size 6 derail may
be used at the discretion of the CM Sr. Manager
of Track and Structures.
17. A plywood or steel shim of the correct thickness with
holes punched or drilled for all fasteners may be
necessary under the derail to ensure the block lies flat
on the top of the rail. Shimming should be limited to ½ in.
(13 mm) before choosing the next derail size.
18. If the rail at the derail location is replaced, the derail
should also be replaced with one of the correct size for
the rail or shimmed within acceptable limits.
19. Operating stands of a rigid type (for example 31B, 36D
or 112E) must be used with switch point derails. Rigid
stands or Hayes operating stands must be used with
sliding type derails. All derails designated as Special
Derails in Special Instructions must be switch stand
operated.
20. Throw of switch point type derails is 5 inches (127 mm).
21. Throw of sliding type derails is 6¼ inches (159 mm)
22. Hinge and sliding derails must be painted yellow.
23. All derails not equipped with high operating stands shall
have a derail sign in accordance with drawing Standard
Plan GTS-720 mounted on a separate post, and erected
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adjacent to the derail as shown in Standard Plan GTS-

2208. Conventional switch targets and tips shall not be
used.
24. All derails equipped with high operating stands shall
have a derail switch target in accordance with Standard
Plan GTS-720 mounted on the mast of the operating
stand, as shown in Standard Plan GTS-2209 and GTS-
2210.
25. Derails designated as Special Derails in Special
Instructions shall have a special derail target installed in
place of the standard derail target in accordance with
drawing Standard Plan GTS-720. Special derails must
be operated by a switch stand.
26. When derail signs are mounted on the mast of high
operating stands, they shall be attached to the mast so
that they are visible when in the derailing position.
27. When directed by Special Instructions, derails protected
by signals (or otherwise marked), will not require derail
signs.
28. Targets and target tips, whether reflectorized or not,
shall not be used in connection with derails.
29. Tracks equipped with a derail shall have the switch
stand lever painted yellow.
30. Location for a derail is governed by local conditions such
as grade and length of track, but when practicable
should never be located less than 20 feet (6.1 m) behind
the fouling point and installed so as to derail equipment
away from the track being protected. Sufficient distance
should be allowed so that the derailed equipment cannot
continue to move and foul the track being protected.
31. When the derail must be located close to the clearance
point, a “bent type guard rail” must be installed between
the rails, as shown on Standard Plan GTS-2208, GTS-
2209 and GTS-2210, to provide additional assurance
that the derailed equipment will not foul the track being
protected.
32. Derails should not be installed on the inside of curves if it
can be avoided. If necessary to install a hinge type or
sliding type derail on the inside of a curve, a derail wheel
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crowder must be installed on the outside rail on the

same ties.
33. Where there are insulated joints, derails must be placed
far enough behind the insulated joints so that equipment
derails before fouling the track circuit. In CTC territory,
derail placement must comply with the associated Signal
SCP.
34. Maximum distances for derail placement shall be
calculated using the TPC simulation program with
263,000 lbs. (120,000 kg) equipment. Table 22 is
intended to be used as a guideline to assist field
personnel in determining the proper derail for a specific
location.

Table 22 - Guideline for Selection of Derail Type

Distance in which Free-Rolling Equipment

will achieve the following speed:
Gradient ft. (m)
(%)
8 mph 9 mph 12 mph 15 mph

1000 1280 2350 3800

0.30
(305) (390) (716) (1158)
485 615 1125 1805
0.50
(148) (187) (343) (550)
310 395 700 1090
0.75
(94) (120) (213) (332)
225 285 555 785
1.00
(69) (87) (169) (239)
155 190 330 510
1.50
(47) (58) (101) (155)
115 140 245 380
2.00
(35) (43) (75) (116)

35. The CM Senior Manager of Track and Structures will

specify where guard rails are to be used. Installations
must be in accordance with Track Standard plan.
36. Straight guard rails will be required where the derailing
point is:
a. On a high embankment;

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b. Near structures that could be struck by derailed

equipment; or
c. On a sharp curve.
d. Where possible equipment roll could foul the
track to be protected.
e. Refer to Standard Plans GTS-2208, GTS-2209
and GTS-2210 for details.
37. All derails must be equipped with an approved switch
lock that has been chained, or cabled, to the derail or
operating stand.
38. Derails and switch locks must be kept lubricated and
adjusted to maintain ease of movement.
39. Track ties to which derails are fastened must be sound
and well tamped, and have the top surfaces in the same
plane. Hardwood ties shall be used, unless otherwise
directed by the CM Sr. Manager of Track and Structures.
a. In steel tie construction, steel ties may be used
on sliding and hinge type derails with approval
from the CM Sr. Manager of Track and
Structures.
40. Sliding and hinge derails must be installed at right
angles to the rail. In new installations, the derail should
be fastened to the ties with 1 inch x 6½ inch (25 mm x
165 mm) lag screws as per Standard Plan GTS-1315.
a. Note that tie plates are to be removed at the
derail location.
41. Derails must be fastened with all available holes filled.
42. An interlocked derail must not be disconnected or
adjusted until the Signal Maintainer has been notified.
43. Derails must be inspected by the Track Supervisor or
other qualified track inspector per the frequency defined
in Appendix B – Track Inspection Frequencies in Table
46
a. Particular attention should be paid to track or
turnout tie, fastener, and ballast conditions.

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b. Check for any distortion, fractures, damage from

derailments or accidents, or unusual wear on the
derail.
c. The switch lock is in place, secured, and locked.
44. To prevent hinge derails from freezing to the top of the
running rail, a narrow weld bead may be added to the
underside of the derail body at the rail centre line.
45. A handle may be welded onto the body of a hinge derail
to make operating the derail easier.
46. Hinge and sliding derails may be installed where the
speed of equipment to be derailed will not exceed 15
mph.
47. On industrial track a wheel crowder will be installed
when:
a. A car mover is in use; or
b. Equipment speed could exceed 10 mph.
48. At locomotive and equipment repair facilities, wheel
crowders will be installed with Hinge or Sliding type
derails.
49. On industrial track a double switch point derail will be
installed when:
a. The speed of the equipment to be derailed could
exceed 15 mph;
b. A private locomotive is in use;

10.4. Track Spikes

1. Each rail shall be spiked as per the appropriate spiking
pattern in Appendix R – Spiking Patterns.
2. Ties plates with square holes will only be secured by cut
spikes. Tie plates with round holes will only be secured
with screw spikes or drive spikes.
3. Track and turnout ties will be spiked:
a. With the cross tie square to the rail and tie
plates centered on the tie.
b. With rail at uniform standard gauge
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c. With track spikes driven vertically with the throat

of the track spike in contact with the base edge
of the rail. Do not drive the track spike head onto
the rail base causing damage to the rail.
d. Using only standard spike mauls, pneumatic or
hydraulic spiking hammers, or with a spiking
machine. Do not strike the base of the rail while
spiking.
e. With track spike heads turned away from the
joint bars of insulated joints
f. At joints with toe-joint bars, so that the track
spikes are not driven into the spike holes of the
joint bar or within 2 in. (51 mm) of the end of the
bar.
4. Track spikes must be driven to a depth such that the
track spike head is within 3/16” (5 mm) of top of the rail
base. Every effort should be made not to overdrive track
spikes.
5. When pulling track spikes, a track spike lifter will be used
when track spikes cannot be loosened with a claw bar.
6. Track spikes between the running rail and guard rails, as
well as track spikes in tight areas around heel blocks
and frogs will be removed using a four-ball track spike
puller and claw-bar.
7. Claw bars will not be struck with mauls or other tools.
8. Plug spike holes with approved plugging material,
preferably an approved chemical compound, before re-
spiking.
9. Turnouts shall be spiked as per the pattern identified in
Figure 19.

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Figure 19. – Spiking Through Turnouts

39’-0”
12 m EC
Return Curve

39’-0”
12 m
Spike Pattern D

BC

End of Long Ties

Spike Pattern D
Point of Switch
39’-0”
12 m

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10.5. Timber Lag Bolts (Timber Screws)

1. Timber screw installation will require an 11/16 in. (17
mm) pilot hole drilled a minimum 6 in (152 mm) into the
turnout or track tie.
2. Timber screws will be run (turned) into turnout or track
tie and not driven.
3. Timber screws will NOT be used with washers.
4. Tie plates fastened with screw spikes or drive spikes will
have a screw in each hole of the tie plate.
5. Drive screw spikes can be either driven or turned into
the turnout or track tie.
6. Do not overtighten the screw or screw spikes.
7. Screws shall be removed using an impact wrench or
other power wrench. Screw spikes will be withdrawn
using either a claw bar or impact wrench.

10.6. Rail Clips

1. Rail clips must match the fastening system of the tie
plate or concrete tie. Rail clips must be replaced when
the rail clip is sprung or damaged.
2. Modified “E” 2063 A rail clips and modified 4277
insulators shall be used at insulated joint locations.
3. Care must be taken to drive the rail clips correctly
a. On concrete ties the “e” rail clips should be
driven so that the leg is flush with the shoulder.
The radius shall not contact the shoulder. There
should be a 3/8” clearance between the bend
and the rail clip housing.
b. On turnout plates on timber ties, rail clips must
be driven flush with the shoulder
c. On tie plates, rail clips will be driven so that the
radius in the clips does not contact the shoulder
portion of the plate used to house the rail clip.

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4. Where rail clips are installed by hand, care must be

taken not to strike the shoulder or tie with the striking
tool.
5. Where rail clips are installed by machine, the operator
must ensure that the machine is adjusted to insert the
rail clip horizontally into the hole without binding.
6. When fastening rail to concrete ties, ensure rail tie pads,
insulators, and rail clips are installed and in good
condition.
7. Do not attempt to nip or lift a tie using the rail clip.
8. When removing rail clips:
a. Use the removal tool for Safelok rail clips
b. Ensure rail clips are not allowed to fly freely
when released.
9. The appropriate rail clip type must be used in their
application. Insulated joints and joint bars use special rail
clips.
a. In concrete tie territory where a temporary joint
is required, before reopening track for service,
rail clips shall be removed from 1 side of the
concrete tie to prevent possible shunting of
signal system through the inside of the concrete
tie.

10.7. Bumping Posts

1. Unconnected ends of non-main tracks must be curved
away from adjacent tracks.
2. Where there is danger of injuring persons or property if
equipment should be run off the end of the track, a
bumping post or wheel stop, of an approved type as
determined by the CM Sr. Manager of Track and
Structures shall be provided.
3. For new construction, wheel stops shall not be used on
tracks used by passenger equipment.

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Section 11 Ballast
11.1. Ballast Conditions
1. Track must be supported by material which will promote
drainage of the track structure, and restrain the track
laterally and vertically under dynamic loads imposed by
railroad equipment and thermal stress exerted by the
rails.
2. Ballast must conform to the current version of the GO
Transit Crushed Rock Track Ballast Specification.

11.2. Ballasting
1. Ballast cross sections for new construction shall conform
to Standard Plan GTS-2205. For ballast on rail bridges
or structures refer to Metrolinx General Guidelines for
Design of Railway Bridges and Structures.
2. For all new construction, place and proof-roll a minimum
of 6 inch (152 mm) of pre-ballast.
3. For the unloading of track ballast using rail equipment or
hi-rail trucks, Recommended Method 3706-2: Ballast
Unloading shall be followed.
4. Ballast cross section shall have:
a. In wood tie territory, cribs filled to a minimum of
1 in. (25 mm) below the top of tie.
b. In concrete tie territory, cribs filled to a minimum
of 1 in. (25 mm) below the top of tie ends.
i. Ballast shall be up to 1 in. (25mm)
above the centre of the concrete tie.
c. No ballast left on top of track or turnout ties,
fasteners and tie plates, except as noted in
Track Standards section 11.2.4.b.i.
d. Shoulder ballast for jointed rail track to be
maintained to a minimum of 6 in. (152 mm) out
from the end of the tie before sloping at 2:1.
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e. Shoulder ballast for CWR track should be

maintained to a minimum of 12 in. (305 mm) out
from the end of the tie before sloping at 2:1.
f. On double main track and between main and
siding tracks, a ballast trough between tracks
should be maintained ensuring a proper 2:1
shoulder slope within the trough.
5. Ample clearance for rolling stock shall be provided when
distributing and dressing ballast. Remove ballast from
turnouts, switch points, flange-ways through frogs,
guardrails, and road and rail crossings at grade, which
will impede proper operation or passage of wheel
flanges.
6. When unloading ballast, only the amount of ballast
required should be unloaded and in the correct location
in order to reduce wasting ballast. Extra care should be
taken when unloading near open deck bridges or road
crossings. Car doors should be closed prior to any
movement across open deck bridges. Ballast shall not
be allowed to accumulate on road crossings.
7. When unloading ballast in the centre of the track, a plow
track or turnout tie may be used in order to evenly
spread ballast and prevent excessive rock from
accumulating on the rail and possibly derailing cars.
8. Remove any windrowed ballast such that it does not
extend more than 2½ in. (63 mm) above the top of rail.
This will prevent damage to the equipment on the IRIS
test trucks.
9. When unloading ballast, all cars must be completely
empty and doors closed and locked prior to releasing.
10. Care must be exercised when unloading ballast from
cars on one side or on curves with super-elevation. Prior
to movement, the load should be inspected and levelled,
as required.
11. The typical ballast profiles can be found in Appendix T –
Typical Ballast Profiles, for CWR track and jointed rail
track on concrete, steel, and timber ties.

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11.3. Clearances
1. For any work which will reduce the allowable clearances,
such as ballast stockpiling, permission must be obtained
from the CM Manager of Track
2. Any lifts or realignment that may affect clearances to
adjacent or overhead structures or OCS wiring must
receive prior approval from the CM Senior Manager of
Track and Structures, and when warranted, operational
bulletins issued restricting train movements.
3. Prior to releasing the track for railway movements the
OCS clearances shall be measured and confirmed with
the CM Senior Manager of Track and Structures.
a. In some instances, OCS adjustment and
realignment may be required prior to releasing
track.

11.4. Bridges
1. If bridges are within the section of track planned for re-
ballasting, plans must be made to undercut each bridge
approach for a sufficient distance to permit a safe and
smooth runoff.
2. Ballast on train crew walkways is to be removed to avoid
a tripping hazard and to protect the safe passage of the
public and traffic under the bridge.
3. Provide from the end of the train crew walkway a well
graded transition zone to the ballasted section
4. On ballast deck bridges, provide temporary barriers to
protect the public and traffic under the bridge from falling
ballast, during ballasting operations.
5. When ballasting adjacent to open deck bridges, care
shall be taken to prevent ballast from falling on or
collecting around the bridge seats.

11.5. Public Crossings

1. At public crossings, re-ballasting must be done without
risk or major inconvenience to the public. Well in
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advance of the planned work, advise the road authority

of the nature and extent of the work to be done. Arrange
for the installation of barricades, warning lights, and
other safety devices to protect people and vehicles from
using the crossing.

11.6. Undercutting
1. Take all necessary precautions to avoid track buckling.
Pay close attention to the temperature when planning to
use under-track plows, sleds, and other specialized
undercutting equipment. Fill cribs and restore shoulders
with new ballast as soon as possible, but must be
completed before train operation.
2. Prior to conducting an undercutting program a tie
condition survey shall be completed and all defective ties
shall be replaced.
3. The transitions or runoff off gradients must be made on
tangent track and must be fully tamped and level to
provide a smooth transition from newly ballasted track to
old ballast. In no case can the rate of runoff be more
than described in Track Standard Section 16.2.8.
4. Following an undercutting program, the track disturbed
shall be destressed including 200 ft. (61 m) in either
direction away from the disturbed section.

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Recommended Method 3706-2: Ballast Unloading

The following process description considers unloading ballast

from rail cars. Various unloading requirements (i.e. shoulders,
centres, one side) are considered.
There are 3 stages to the ballast unloading process:

1. Plan to Unload Ballast

a. There are three general levels of planning to be
considered to complete a ballast unloading project:

Table 23 – Levels of planning

Level Action
Pre-project planning (weeks to months prior to job)

• emergencies (safety)
1 • work environment
• ballast requirements
• project impediments
• etc.
Pre-job planning (done days ahead of the job)

• emergencies (safety)
2 • work environment
• ballast requirements
• production impediments
• etc.
Pre-block planning (done hours before the job)

• shortages of ballast delivered

3
• change of plans
• marshalling of train
• etc.

2. Prepare to Unload Ballast

a. Prior to unloading ballast, a series of preparation
tasks must be performed to ensure that the safety of
employees is considered, S&C or other installations
are not damaged, ballast is not unloaded where it is
not required (wasted) and all employees involved
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including the train crew are familiar with the locations

and unloading procedures.

Step Action
Ensure unloading employees are provided with proper
1
breathing apparatus
Provide train crew with list of unloading sites (should be pre-
2
marked in the field)
Ensure that there is enough ballast on hand to complete the
proposed work.
3
If enough ballast is unavailable, prioritize where unloading will
be done.
Job briefing by the unloading foreman, including:
• locations and how much ballast will be unloaded at
each
• obstructions
• direction of unloading
• whether you will be unloading centres, shoulders,
4 or both
• speed of unloading
• signals for shaking cars
• where employees will meet to leave the site and be
in the clear of trains.
• etc.
note: this should be done at each unloading site
Job briefing by train crew, including:
• the time available to unload ballast
• where trains will be cleared
5
• how track gradients may affect unloading process
• etc.
Note: this should be done at every unloading site

3. Unloading Ballast
The following is a general outline to follow when unloading ballast
from railcars.

Step Action
Ensure proper unloading bars/cranks available for old/new cars
1
Crack doors on Morrison/Knudsen ballast cars
Move ballast train into position ensuring that train is marshalled so
that:
• same car types are marshalled (should be done prior to
2 obtaining work block)
• only loaded cars will move over flooded track
• spreader is next to unit and train is “pushed” during
unloading (where possible)
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• unloading is in the direction away from obstructions

(where possible)
Unload ballast ensuring train travels at “walking speed” for
unloading employees.

Unload:
• between rails first
• on shoulder only after centres have been unloaded if
applicable

If it is necessary to unload toward obstructions, stop unloading a

few car lengths before the obstruction, unloading “heavier” near
the end (allow regulator to move excess closer to obstruction)

If unloading to strengthen weak shoulders, use 6-10 cars per mile,

unloaded on the shoulders approximately 3-4 inches (76-102 mm)
higher than the ties. Level off any ballast that is above top of rail.

If unloading to spot surface, unload light amounts of ballast on the

shoulders (often 3-5 cars per mile is sufficient)

If unloading for out-of-face surfacing, unload through centre doors

3 (3-4 inch (75-100mm) ridge above the ties for minimum surface
lift). A light unloading on the shoulders may also be required. Level
off any ballast that is above top of rail.

If more ballast is required on one side than on the other, unload in

several passes, and shake the cars periodically to ensure ballast
does not sit on one side of car. Never have two doors open on one
side without having at least one door open on the opposite side.
Unloading from one side only will cause the cars to become
unstable and possibly tip or cause a wheel climb derailment
particularly where track geometry is marginal.

Caution: When unloading ballast on curves with superelevation,

extreme care must be taken. Frequent visual inspections of the
car(s) to ensure the ballast is level or nearly level may be required.
If ballast is not level steps should be taken as per #5 below

Note: unloading to fill empty cribs on short spots is not

recommended since it may be too difficult to control the flow of
ballast. Allowances should be made to dump on shoulder and
regulate into centre.
Level ballast to top of rail
4 • use spreader nose; or
• plow ties under loaded car
Ensure ballast is level within the car. If it is not level, steps should
be taken to either level the ballast by hand or to shake the cars.
This is especially critical if traveling on curves with superelevation
5 or through turnouts.

Do not shake cars on:

• flooded track

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• open deck bridges

• turnouts, especially in switch area
• road crossings
• skeletonized track
When finished unloading, close ballast car doors

If using older enterprise cars, clean all ballast off centre doors and
6
close them, then clean side doors prior to closing.

Using Morrison-Knudsen, close chute and engage lever and lock

Clean any turnouts (especially in the switch area) , road
7 crossings, railway crossings at grade, flange-ways, etc. that may
be affected by ballast

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Section 12 Surfacing and Lining

12.1. Surfacing and Lining
1. Do not lift track more than is necessary to maintain
proper surface.
2. When track is lifted during surfacing operations, do not
allow the rate of change in surface, (e.g. the rate of
runoff), to be more than specified in Track Standard
Section 16.2.8.
3. Special attention is to be given to the surface and line of
track at approaches to bridges, culverts, turnouts, rail-to-
rail crossings, road crossings, and through tunnels.
4. During surfacing work, employees must check the
surface using a track level.
5. Any rail anchors removed must be replaced, rail anchors
adjusted, missing rail clips replaced, high track spikes
plugged and re-driven, and hanging track ties brought up
tight to the rail base. After all work is completed,
employees should check for missing rail clips.
6. On completion of surfacing, the surface must be in
compliance with Track Standard Section 16.2 and if
applicable, Track Standard Section 19 .
7. Prior to releasing the track for railway movements the
overhead and horizontal catenary clearances shall be
measured and confirmed with the CM Senior Manager of
Track and Structures.
a. In some instances, overhead catenary
adjustment and realignment may be required
prior to releasing track.
8. When tamping, only 16 in. (406 mm) on either side of the
rail is to be tamped.
9. The centre of the tie must not be tamped, except for
turnout ties, crossing ties, and steel ties.
10. When tamping transition ties, the entire length of the tie
outside the rail must be tamped.
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11. Steel ties must be tamped as per the manufacturer’s

recommendations.
12. When surfacing in concrete tie and steel tie territory:
a. Adjust the tamper head limits to ensure the
correct penetration of the tamping tools below
the tie
b. Adjust the ballast regulator plows to ensure no
impact to the fasteners
c. Fastening system must be inspected upon the
completion of the surfacing
13. Track raises in excess of 6 in. (152 mm) shall be
avoided.
14. Individual track lifts shall not exceed 3 in. (76 mm).
a. The final lift shall not exceed 1 in. (25 mm)
15. Dynamic stabilizers shall be used between each lift. Any
exemptions to this requirement must be approved in
writing by the CM Senior Manager of Track and
Structures.
16. Frogs should not be tamped without jacks set on the
side opposite tamper to help prevent tamper from
bending the base plate.
17. When surfacing through spring frogs, care must be taken
to ensure no lifting action is applied to any part of the
moveable wing rail or frog plate.
18. When regulating through a spring frog the frog must be
inspected on foot and cleaned to ensure there are no
obstructions in both flange-ways and the wing rail is
lubricated and free to move.
19. Track surfacing and lining which eliminates long line
swings or lines curves to the inside may generate
additional rail and should, when practicable be
monitored to determine if adjustment is needed.
Destressing is to be completed as per Track Standards
Section 4.9.
20. When surfacing curves in Class 2 track and above, a
minimum superelevation is required to be installed in the
track as per Track Standards Section 19.4.

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21. When surfacing track:

a. The rail temperature must be monitored, and
measured regularly.
b. Employees must regularly check the track
surface with a track level.
22. When rail has been added or the track lined inwards
within 400 feet (122 m) of a high risk location listed in
Track Standard Section 12.2 AND the rail temperature is
above the PRLT, the precautions in Track Standard
Section 12.3 must be followed.
23. When surfacing a turnout, any tie that cannot be tamped
mechanically to allow for 16 in. (406 mm) on each side
of the rail must have ballast firmly packed using hand
tamping tools. This includes but is not limited to the
head-block ties, ties adjacent to the rods, frog ties, guard
rail ties, point heel block ties, etc.
24. When surfacing operations affect signal related track
components, the CM Signal Manager must be notified in
writing and provided a work plan for review, in order to
perform needed adjustments, repairs, or inspections.
25. When surfacing around insulated joints, switch
machines, crossing protection equipment, or other signal
devices, care must be taken to prevent damage to bond
wires, conduits, or other signal connections to the track.
Particular attention is to be given to Hotbox Equipment,
Dragging Equipment, and Wheel Impact Load Detectors.
26. Surfacing at impedance bond locations shall be
completed under the direction from a qualified Signals
and Communications employee.
27. When surfacing adjacent or near passenger platforms,
special care must be taken to ensure that the distance
between the top of rail and the top of platform and
accessibility platform meet the requirements of Track
Standard Section 23
a. Where existing conditions do not permit both the
platform and the mini platform to meet these
requirements, the accessibility platform
tolerances shall take priority.

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i. This is not applicable to new

construction.
28. Ensure that the surfacing broom and regulating
operations do not damage adjacent property especially
at highway underpasses, pedestrian walkways, station
platforms and shelters, etc.
a. Any ballast that is left on a station platform or a
train-man’s walkway shall be swept off prior to
the next train or end of shift.
29. Whenever it is necessary to disturb the ballast to permit
surfacing and lining, whether it is manual or mechanical,
the ballast shoulder must be restored and the ballast
cribs must be filled before returning the track back to
train service.
30. When regulating ballast, the ballast section must adhere
to the requirements of Track Standard Section 11.2.4.
31. Do not pull dirt, fines, or vegetation into the track when
dressing shoulders

12.2. High Risk Locations and Clearances

1. Examples of high risk locations are as follows:
a. Bottom of a grade near a fixed track location
such as a bridge, turnout, road crossing or a rail-
to-rail crossing.
b. Known areas of heavy train braking at or near
fixed track locations.
c. Areas of insufficient rail anchors (non-compliant
to the GO Transit Track Standards).
i. Areas of insufficient rail anchors shall be
scheduled for correction.
d. Fixed track locations within a directional running
zone.
e. Any areas showing signs of high rail
compression.
2. When surfacing or lining track where vertical or
horizontal clearances are involved (e.g. electrified
territory, at tunnels, snow sheds, approaches to the ends
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of bridges, alongside signals, fueling stations, and

platforms), the general level of the track, its alignment,
its curve elevation, and its distance from adjacent tracks
must not be changed without the authority of the CM
Senior Manager of Track and Structures.
3. Where permanent reference points are situated to
indicate the location and elevation of the tracks (e.g.
tunnels, or at some road overhead bridges) these
reference points must be adhered to and before
commencing the surfacing and lining task, a work plan
shall be submitted for the review and approval of the CM
Senior Manager of Track and Structures or their
designate.
4. Particular attention must be paid to tracks adjacent to
station platforms where the Metrolinx Design
Requirement Manual (DRM) elevations between top of
rail and top of platform, gauge face of rail and edge of
platform measurements are provided.
5. Track Standards Section 23 , Table 41 summarizes the
requirements for station platforms. In the case of
discrepancies between the GO Transit Track Standards
and the Metrolinx DRM with respect to platform
clearances, the Metrolinx DRM governs.

12.3. Precautions
1. If possible, surface away from the fixed location and not
towards it.
a. If not possible, destress the both rails
immediately following the surfacing work. Follow
the requirements of Track Standards section
4.9, 13.3, and 14.5 for destressing.
2. When surfacing operations are required in a curve, the
entire curve must be surfaced from tangent to tangent.
3. Before surfacing and lining a curve on main tracks, the
curve must be staked if it is more than 3° or if the rail
temperature is more than 50°F or 28°C below the
preferred rail laying temperature, or is expected to be in
the next 24 hours.
4. Compound curves shall be staked prior to surfacing.
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5. To stake a curve prior to surfacing and lining, place at

least 3 reference stakes uniformly spaced around the
curve with the middle stake located near the middle of
the curve. Also place 4 stakes at key transition points on
the curve including TS, SC, CS, and ST locations.
Additional stakes may be used due to the overall length
of the curve.
a. Stakes can be placed outside the reach of track
equipment, or can be ½ in. x 24 in. (12 mm x
600 mm) rebar driven in the middle of the track.
The track at the location of the stake should be
painted and the measurement from the stake to
the near base of the rail, recorded on the web of
the rail with paint marker.
6. Inspect for curve movement periodically after the work,
especially during periods of large temperature changes
of 40°F or 23°C. If the curve is found to have shifted
inward more than 1 inch, it must be lined out or
destressed prior to ambient temperature reaching 70° F
(21°C). If the curve is not lined out or destressed then a
speed restriction must be placed per Track Standard
Section 4.9. The effective rail length added to a curve as
a result of chording inwards is calculated in Appendix M
– Effective Length Added For Curves Chording Inward.
7. After surfacing, track seen to exhibit signs that CWR is
out of adjustment shall be reported to the Track
Supervisor and the CM Manager of Track and the track
protected until remedial action is taken.
8. Turnouts in CWR mainline shall not be surfaced with a
tamper until the anchor pattern meets the requirements
of Track Standards section 10.2.
9. When surfacing through a turnout with boltless
adjustable rail braces, the switch points and stock rails
should be blocked to prevent displacing the stock rail
from the switch plate.
10. When surfacing switches at ends of sidings or double
track, ensure the diverging route is tamped after
surfacing the turnout straight route. As much as
practicable, the top of rail elevation of the diverging route
should be held even with that of the normal route

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through the return curve. See Track Standard section

19.4 for details on curve design requirements.

12.4. Surfacing Concrete and Steel Ties

1. The surfacing and lining of concrete ties should follow
the same procedure as that for timber ties.
2. For tamping steel ties:
a. Track tie cribs and shoulders must be full to
ensure sufficient ballast is available for tamping
b. Inspection holes are located on either side of the
rail seats to ensure the tie pods are full
c. Tamping tools must be raised to compensate for
the depth of steel ties vs. wood ties. Steel ties
are up to 2.5 inches (64 mm) shallower than
wood ties.
d. Steel Ties must be centre tamped with the
tampers traversing work heads
e. The tamping cycle shall consist of at least two
insertions at the rail seats and one in the centre
of the tie to ensure proper compaction
f. When steel ties are interspersed with wood ties,
two full surfacing passes shall be made, with the
first pass, surface the entire track in accordance
with normal procedures, for the second pass,
only tamp the steel ties, without lifting the track,
always tamp the steel ties last.
g. Refer to the steel tie manufacturer’s instructions
for tamping tool settings and further details. For
example: for Narstco steel ties use the Steel Tie
and Turnout Set Assembly Instructions.

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Section 13 Installation and Maintenance

of Turnouts
13.1. General
1. Care must be taken when working around turnouts to
avoid interfering with the Signal Systems:
2. Use extreme care not to short across an insulated gauge
rod, insulated gauge plate or insulated joints when using
any tool that conducts electricity, such as: track wrench,
shovel, ballast fork, tie tongs or metal broom.
a. Tools used in electrified territory must have
insulated handles.
3. At locations where snow-clearing devices are installed,
use extra precautions. There is the possibility of creating
a short circuit through the metal ductwork.
4. Responsibility for lubrication of switch point plates at any
particular location will be assigned by the CM Manager
of Track.
5. Turnouts shall not be installed with spring frogs unless
so authorized by the CM Senior Manager of Track and
Structures in writing.
6. Number 9 turnouts and smaller, require approval in
writing from the CM Senior Manager of Track and
Structures before being installed or included in a design.
7. Any odd number turnouts require approval from the CM
Senior Manager of Track and Structures in writing.
a. Number 11 and 13 turnouts are permitted in the
Union Station Rail Corridor only.
8. On main track, only number 12 lateral and number 20
lateral turnouts shall be permitted, unless authorized by
the CM Senior Manager of Track and Structures in
writing.
a. Equilateral turnouts may be installed in select
locations upon approval in writing from the CM
Senior Manager of Track and Structures.
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9. Number 24 turnouts may be used with approval from the

CM Senior Manager of Track and Structures.
10. Concrete tie turnouts may be used with approval from
the CM Senior Manager of Track and Structures. The
turnout design must also be approved in writing.
11. Design of turnouts and crossovers shall also conform to
Track Standards Section 19.4 Curve Design. Special
attention shall be taken to avoid car body twist between
turnouts and crossovers.

13.2. Installation of Turnouts

1. Each newly constructed turnout must have a detailed
inspection by the Track Supervisor and a CM
Representative before it is placed into service, or a
10mph speed restriction will apply.
a. A turnout will not be placed into service without
an In-service inspection consistent with the RCI
Handover Protocols
2. Do not reuse non-premium components (e.g. points that
are not FHH) on any turnout that is 115 RE or greater in
weight.
3. Turnouts must not be installed, rehabilitated, or renewed
on main track curves, except in special cases as
authorized by the CM Senior Manager of Track and
Structures.
a. In Yard applications, the CM Senior Manager of
Track and Structures must review the design
prior to construction and provide written
approval for turnouts in curves.
4. Turnouts must not be installed in vertical curves.
5. Turnouts must not be installed on bridges, except in
special cases as authorized by the CM Senior Manager
of Track and Structures.
a. In no case shall a turnout be installed on an
open-deck bridge or within 200 ft. (61 m) off of
the back-wall in order to allow for the
appropriate anchoring pattern.

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b. Turnouts shall not be installed within 100 ft.

(30.48 m) of a ballast deck bridge.
6. Turnouts shall not be installed within 200ft. (61 m) off the
end of a crossing unless authorized in writing by the CM
Senior Manager of Track and Structures.
7. Main track turnouts shall be separated by a minimum
distance of 80ft (24.38 m) between number 1 gauge
plate and the last long tie on the preceding turnout
unless otherwise authorized by the CM Senior Manager
of Track and Structures in writing.
8. See Track Standards section 19.4.26 for reverse curve
requirements.
9. Power, Dual Control, Spring and Electrically Locked
switches shall be installed only at locations approved by
the CM Senior Manager of Track and Structures and the
CM Manager of Signals.
10. When turnouts are delivered prefabricated and in panel
cars, the following precautions will be taken when
unloading and transporting:
a. Panel turnouts must be completely secured to
the racks of the cars whenever the car is moved.
b. De-energise and ground any OCS prior to
unloading or moving turnout panels.
c. The weight of each panel must be known and
compared to the load chart of the crane prior to
attempting a lift.
d. Each panel in the car will be fully secured until it
is ready to be lifted from the car. The panel will
only be released once the crane lift lines are
secured to the panel.
e. Removal of panel tie-down chains will be done
from behind the turnout panel.
f. No one is allowed in a panel turnout car when
the panel is being lifted.
g. Panels will be placed where they will not affect
the safety of railroad operations or the public.
h. All tie-down chains must be placed in the car
when the car is empty.
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11. When assembling and installing turnouts:

a. Turnouts shall be laid out flat, straight and level
to facilitate welding.
b. For turnouts with heater ducts, excavate deep
enough at duct locations to prevent humping of
track.
c. Drive hardwood wedges between the open
switch point and the stock rail, at each rod
location, to prevent the stock rail from lifting out
of the slide plates
i. Place opposing track jacks in the centre
of the track to push the switch points
against the wedges and stock rails.
12. When turnouts are being constructed, trains should not
be permitted to move in either direction until:
a. The frog is properly protected by a guard rail;
and
b. The main track switch point is clamped or lined
and locked against the stock rail. At least two
switch point clamps shall be applied and locked
with private locks and the switch point shall be
spiked where possible.
c. Broken switch point clamps shall immediately be
removed from service and shall not be welded.
d. Ballast from between switch points and stock
rails, from switch point and slide plates, and frog
and guard rail flange-ways is removed.
e. A speed restriction of 15 MPH for facing point
moves and 30 MPH for trailing point moves will
apply until a switch stand or switch machine is
attached. All movements must be supervised by
a qualified employee until a switch stand or
machine is attached.
13. If turnout is to remain out of service temporarily, the
point shall be secured to a hand throw switch stand,
which will be locked with a private lock and a tag applied
indicating the name and contact information of the
foreman.

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14. When a new turnout is installed in main track, a new 80

ft. (24.3 m) panel shall be installed from all three ends
except in crossover applications where the panels shall
be installed on all four ends.
a. In hardwood tie territory, the panels shall be
constructed using forged type plates such as
MSR.
b. In non-main track territory, every effort should be
taken to install the required panels; however
physical restrictions may prevent this.
15. Place packing material between the open switch point
and stock rail to block ballast.
a. Any ballast that falls between the switch point
and stock rail must be removed.
16. Cover switch point roller bodies with duct or other tape to
prevent their openings from filling up with rock and rock
fines.
17. Clean ballast from tie cribs to a depth adequate to
prevent contact with rods and to facilitate winter switch
maintenance and drainage.
18. Switch stands shall be plumb and be securely spiked,
bolted or lagged to the head block ties. Stands on spring
switches shall be securely bolted through the head block
ties.
19. Whenever possible, switch stands are to be located on
the diverging route of the switch, so that the connecting
rod is in tension when the switch is in the normal
position.
20. Main track switch stands shall be of an approved rigid
type
21. Semi-automatic stands of an approved type (22E) may
be used on yard tracks only.
22. Low profile switch stands are to be used where they are
located between tracks having track centres of 18 ft.
(5.49 m) or less.
23. For type 22 switch stands ensure that the throw and
crank eye adjustment match the values in Table 24.

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Table 25 has adjusting recommendations for any crank

eye style switch stand.

Table 24 – Throw for Type 22 Switch Stands

Crank Eye
Throw
Adjustment
± 1/32” (0.8 mm) ± 1/16” (1.6 mm)
4½” (114 mm) 2-1/16” (52 mm)
4-5/8” (117 mm) 2-3/16” (56 mm)
4¾” (121 mm) 2¼” (57 mm)
4-7/8” (124 mm) 2-5/16” (59 mm)

5” (127 mm) 2-7/16” (62 mm)

Table 25 – Switch Adjustment

Crank Eye Clevis on

Near Point Far Point
on Stand Connecting Rod
Fits properly Too tight Screw in Screw in
Fits properly Too loose Screw out Screw out
Too tight Fits properly Screw in Screw out
Too loose Fits properly Screw out Screw in
Too tight Too tight Screw in None
Too loose Too loose Screw out None

24. Switch point protectors or switch point guards may be

installed to protect switch points on yard, back tracks,
and industry tracks. The maximum train speed and
curvature for the application of the protectors and guards
is indicated in Table 26.

Table 26 – Switch Point Protector Usage Guidelines.

Product Maximum Maximum

Traffic Volume
Name Curvature Speed
Nolan SPP All Curves 10 MPH < 25 cars / week
Inside PP
20° 15 MPH All
Guard Rail
Weld on PP 20° 15 MPH < 25 cars / week
Field Side PP 2° 15 MPH All
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25. Ensure the field mounted protector fits properly against

the field side web of the rail and that any flow on the
gauge side of the straight stock rail is ground off.
26. The limits for adjustable switch point guard bar settings
are 3 15/16 in. (100 mm) minimum to 4¼ in. (108 mm)
maximum. See Figure 20 and Track Standard Section
13.4.19.

Figure 20. Limits for adjustable switch point guard.

27. On mainline track where a switch point experiences

excessive wear because the switch is located close to,
or in a curve, a guard rail may be installed ahead of the
switch point, at the approval of the CM Senior Manager
of Track and Structures to provide protection from facing
point moves.
28. All main track switch stands must be equipped with an
approved switch lock in good working order and properly
chained to the stand on high mast switch stand or to the
ties on low mast switch stands. Switch stands on non-
main tracks are to be equipped with a hook type keeper
unless otherwise directed.
29. On ALL main track hand operated switches, regardless
of the method used to control train operation, as well as
within yard limits, high security switch locks must be
installed.
a. This applies to all dual control and power
switches, including self-restoring, and auto-
normal switches.
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b. At locations where vandalism is a concern, high

security switch locks may also be installed as
directed by the CM Manager of Track on the
following.
i. Hand operated turnouts on non-main
tracks
ii. Other devices such as derails, electric
switch locks, foot pedals, push button
operation panels, etc.
30. Switch rods and connecting rod bolts must be inserted
with the nuts on the top side and secured with cotter
pins. Ensure the connecting rod jaw openings, bolt holes
and bolts correctly match the switch rods. The
connecting rod bolt under the switch stand must be
installed with the head of the bolt on the top side.
31. Where switch point locks are installed, the switch will be
identified by painting the top of the switch stand castings
white.
32. When installing parallel or ground thrown switch stands,
the operating lever must point towards the frog for the
normal position.
33. When installing a high switch stand, the handle should
be positioned so that when the switch is in the normal
position, the handle faces away from the frog and away
from the track.
34. Switch points shall fit snugly against the stock rails for
the entire length of the planed portion.
35. Turnout stock rails shall be horizontally bent as shown
on the Standard Plan. The JB-60-141 is the only rail
bender permitted to field bend stock rails of all
metallurgy, for rail weights up to and including the 141
RE section. All other benders, without exception, are
limited to bending 115 lb. or lighter rail in standard
carbon and 3HB metallurgy only.
a. A work methodology for the use of rail benders
must be approved in writing by the CM Sr.
Manager of Track and Structures prior to their
use.

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36. It is important that stock rails are properly seated in the

switch plate have no lateral movement in the plates, and
that switch plates have no movement on the ties. Care
must be taken in adjusting braces to avoid over-driving
and rotating the stock rails out of the rail seat of the
plate.
37. Frog type for a turnout will be determined by traffic
patterns:
a. SGM frogs shall not be used on tracks with
speeds exceeding 15 mph.
i. SGM frogs should be avoided on the
GO Transit network for all new frog
installations or replacements.
ii. SGM do not require guard rails
iii. The raised guard face of the frog body
must not be worn more than 3/8 in.
(10mm).
iv. Restoring the guard face of the frog
must be done before rebuilding the frog
point.
b. RBM frogs with low impact heels can be used in
any situation, and are preferred for all
applications.
c. Jump Frogs will only be used:
i. At the written direction of the CM Senior
Manager of Track and Structures.
• Where diverging volume is light
• With operating speed on the
diverging route over the frog
limited to 10mph.
• With gauge on the main line not
in excess of 57 in. (1448 mm).
d. Spring frogs are not to be used on GO Transit
Territory.
38. When surfacing through a turnout with boltless
adjustable rail braces, refer to Track Standards section
12.3.9.
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39. Ballast will be cleaned from cribs to a depth adequate to

prevent contact with rods and to facilitate winter switch
maintenance and drainage.
40. In CWR territory, when a turnout or the rail must be
destressed. Track Standard Section 4.9 and 13.3
outlines the method that shall be used to destress such
locations.

13.3. Destressing at Turnouts

1. Prior to cutting the rail, make reference marks on the
field side of each rail at both ends of the existing turnout
or length of tangent track, where the track is to be cut for
installation of the turnout. Measure and record the
distance between these marks on the rail and on paper.
2. Cut and remove existing panel and install new.
3. Starting at the reference mark, make match mark on
each rail approximately every 50 ft. (15 m) for a distance
of 400 ft. (122 m) beyond the point end and frog end of
the turnout. Ensure that the match marks start on the rail
base and onto a tie plate on an unanchored tie. Ensure
that the match marks are made with paint stick pen and
are straight.
4. Measure between your reference marks to see if any rail
has been added.
5. All welds must be made before de-stressing the new
turnout unless approved in writing by the Corridor
Maintenance (CM) Senior Manager of Track and
Structures.
a. The CM Senior Manager of Track and
Structures shall be notified of all new turnouts
and road crossings.
6. The following steps shall be taken to destress a turnout
location:
a. Follow the procedures in Track Standards
section 4.9.
b. Measure 400 ft. (122 m) beyond the long ties of
the installed turnout.
c. Measure the rail temperature.
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d. Half way through this stretch (about 200 feet –

61 m) cut the rail.
e. Remove the rail anchors/rail clips on all rails in
the 400 ft. (122 m).
f. Calculate the amount of rail to be removed; Use
a rail length of 400 ft. (121.9 m) plus half the
length of the turnout installed on each side. Add
to this amount any rail added when the panel
was installed (see reference marks) and 1 in.
(25 mm) for welding; this will be the amount of
rail that will need to be removed. The distance to
either heat or pull the rail will be this amount less
the one inch for welding. If heat is used, check
match marks to insure expansion is throughout
the 400 ft. (122 m) unanchored section.
g. Repeat for the other sides of the turnout /
crossover.
7. Make the weld. After the weld has cooled, re-apply
anchors to the 400 ft. (122 m) of rail behind the turnout
that was previously de-anchored.
a. For cold weather welding, it is recommended
that rail anchors be applied prior to welding.
8. Prior to destressing and at the end of the project make
sure switch points are square and rods are not rubbing
ties.
9. Recommended Method 3205-2A: Destressing at
Turnouts provides an example for destressing at
turnouts.

Figure 21. Destressing of Turnout Locations

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Figure 22. Destressing of Crossover Locations

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Recommended Method 3205-2A: Destressing at Turnouts

Example
A number 12 - 136 lb. turnout is replaced in track. A length of 200 ft. of
track is removed. The reference marks were 3/4” further apart after the
panel was installed. At the time of de-stressing the rail temperature was
70°F (21°C) and that the PRLT is 100°F. How much expansion is
required at both the point and frog end of the turnout?

Temperature differential 30°F. (PRLT – 70)

from Standard Plan GTS-0271 (use

Length of Turnout 141 ft.
150 ft. for tables)
(141*30*0.00008)
Adjustment for 200 ft. gap 0.48 in.
(use ½ in. for tables)

(141*30*.00008/2)
Adjustment for half the
0.169 in. (for table use 150 ft. and divide by 2:
length of #12 turnout
3/8 divide 2 is 3/16)

Add length of weld and total (0.48 +0.48 + 0.169+1) 1 weld is 1 in.
2.129 in.
adjustment (for table 1/2+1/2+3/16+1 = 2-3/16”)

Cut rail at trailing end of turnout at 200ft away from turnout and remove
anchors.
Cut 2.129” or 2-3/16” of the rail depending on calculation method used,
and pull or heat to a 1 in. gap for final welding. Weld and re-anchor.
Cut rail at facing end of turnout at 200ft away from turnout and remove
anchors.
Cut 2.129” or 2-3/16” of the rail depending on calculation method used,
and pull or heat to a 1 in. gap for final welding. Weld and re-anchor.

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13.4. Maintenance of Turnouts

1. The Signal Maintainer shall be notified when any
planned work, which may interfere with the functioning of
the signals system, is being performed. This work
includes, but is not limited to:
a. Surfacing the switch.
b. Switch tie replacement.
c. Switch point welding.
d. Switch point and stock rail grinding.
e. Switch stand or rod replacement.
2. Switch stands, switch plates, connecting rod bolts, and
spring frogs shall be kept properly lubricated to provide
easy movement and to protect against excessive wear.
3. Switch stands, targets, masts, connecting rods and all
other component parts must be kept in good operating
condition and must have defective parts repaired or
replaced immediately.
4. The application of heat or mechanical methods to repair
bent or twisted switch stand masts is not permitted.
5. Adjustment of semi-automatic switch stands shall be
performed in accordance with Recommended Method
3500-6: Adjustment of #22 Switch Stands. Where
inspection/adjustment reveals excessive wear or other
internal problems with the stand, it must be removed
from track and tagged for repair or scrap.
6. Insulation in switch rods, pipe connected derails and
gauge plates shall be maintained in good condition at all
times.
7. Metal flow on switch points and stock rails shall be kept
ground off to maintain proper gauge and to prevent
chipping of these parts. Flow should not exceed 1/16”
(1.5 mm) on switch point or gauge side of stock rail. If
flow exceeds this value, it shall be documented and
planned for grinding. The flow MUST be ground off as
per the requirements of Track Standards section 17.5.8.

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8. Welding of switch points or stock rails is NOT

permitted on any main line track except as permitted
through Track Standards section 8.1.14.
9. Welding of switch rod or switch clips is prohibited.
10. Gaps in switch points, regardless of size, are
unacceptable. The points must fit tightly against the
stock rail.
11. Switch rods and switch clips should have sufficient
clearance so as not to contact the side of the tie or the
slide plate.
12. Good turnout tie conditions must be maintained under
the heel assembly.
13. Gauge must be maintained ahead of the turnout.
14. Ensure that the switch point does not rest on an
adjustable switch point roller when the point is closed
against the stock rail.
15. Rollers shall be adjusted and cleaned to ensure that they
spin freely and do not cause the switch point to drag or
bind.
16. Self-guarded manganese frogs must not be used in track
where speeds exceed 15 mph.
17. Once a frog has been installed, the manganese inserts
shall be ground at the following suggested minimum
intervals to remove flow and lip:
a. After the passage of approximately 0.5 Million
Gross Tons (MGT) of traffic (approx. 725 10-car
GO Trains);
b. After the passage of approximately 1.5 MGT of
traffic (approx. 2,174 10-car GO Trains);
c. After the passage of approximately 4 MGT of
traffic (approx. 5,800 10-car GO Trains); and
d. After every subsequent 12 MGT (approx. 17,400
10-car GO Trains) or as required to remove flow
and lip.
18. Bolts for special track work components will be:
a. Grade 5 for 100 ARA or smaller rail sections.
Grade 5 bolts can be identified by three (3)
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radial lines on the head of the bolt. The use of

100 ARA special track work MUST be approved
by the CM Senior Manager of Track and
Structures.
b. Grade 8 for 115 RE or heavier rail sections.
Grade 8 bolts have six (6) radial lines on the
head of the bolt. Whenever grade 8 bolts are
used, each bolt must be equipped with a
hardened steel washer. 136 RE special track
work is recommended in all new construction on
GO Transit owned territory. All other weights of
track shall be approved in writing by the CM
Manager of Track.
c. Of the proper length and diameter for the
application.
i. Only one lock washer or flat washer
shall be installed on a bolt.
ii. The bolts shall have approximately ¾ in.
(19 mm) of thread extending beyond the
nut.
iii. Bolts will be lubricated using graphite
lubricant and tightened to torque values
specified in Table 27 and Table 28.

Table 27 - Torque to be applied to Grade 5 Bolts for

Special Track Work

1“ 1-1/16” 1-1/8” 1¼”

Size of Bolt
(25 mm) (27 mm) (29 mm) (32 mm)
Torque
670 850 1200 1600
(ft.-lbs)
Torque
910 1150 1630 2170
(N-m)

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Table 28 – Torque to be Applied to Grade 8 Bolts for

Special Track Work

1“ 1¼” 1-3/8”
Size of Bolt
(25 mm) (32 mm) (35 mm)
Torque
840 1675 2500
(ft.-lbs)
Torque
1140 2270 3390
(N-m)

19. See Recommended Method 3500-7: Switch Point Guard

Adjustment for instructions on how to adjust switch point
guard bars.
20. Adjustable switch point guard bars will be set to ensure
that the distance from the gauge side of the stock rail to
the wear face of the switch point guard is never less than
the initial installation dimension given for each type of
switch point guard. Switch point guard bar adjustment
will be accomplished by:
a. Measuring the adjustment required to move the
switch point guard bar to the appropriate guard
length
b. Adjustment of the switch point guard bar will be
for the entire length of the point guard.
c. Removing clips or loosening mounting bolts and
removing the required thickness of shims from
behind the switch point guard bar housing block
d. Inserting the required shims between the switch
point guard bar and the switch point guard bar
housing block.
e. Ensuring all shims have the retaining tabs under
the switch point guard bar to prevent them from
moving out under traffic.
f. Ensuring all of the original shims are reinstalled
either behind the switch point guard bar or
behind the switch point guard bar housing block.
g. Reapplying the clips or tightening bolts.

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21. The maximum allowable switch point guard bar wear is

5/8 in. (15 mm). No more than four shims can be used to
adjust the guard bar.
22. Weld repairs of switch point guard bars or any type of
guard rail is prohibited.
23. Adjustable switch point guard bars used with jump frogs
should have shims placed under the guard rail base
plate through the area of frog ramping. The shims must
match the size and hole punching of the guard rail plate.
24. When switches are removed from service:
a. An Engineering or private lock must be secured
in the hasp of the switch stand.
i. On main line track this lock shall be high
security equal to the lock on the stand.
b. A yellow 3 in. x 5 in. (75 mm x 125 mm) plastic
tag must be placed on the shackle of the lock.
i. On the tag include the company, name,
date, and contact information of the
qualified employee who placed the
switch out of service. If possible include
the contact information for the
supervisor.
c. Two switch point clamps must be tightened and
locked with a private lock to secure the switch
point to the stock rail.
i. Three switch point clamps must be used
for a #20 or bigger turnout.
d. The RTC, Yardmaster, or Control Operator, and
the CM Manager of Track must be notified.

13.5. Maintenance of Spring Frogs

1. New spring frogs are not allowed on GO Transit /
Metrolinx owned territory unless so authorized by the
CM Senior Manager of Track and Structures in writing.
2. Do not put any part of your body between the spring
wing rail and the point rail unless the spring is securely
blocked open.
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Figure 23. Spring Frog

3. Make sure the spike holes are plugged and the frog
base plate is resting flat and solid. If not, adze or replace
ties as necessary to provide a flat solid support under
the entire frog. Make sure tie spacing is correct for the
size of frog being installed.
4. Guard rails are extremely important. They provide
protection and ensure the proper operation of the spring
wing rail. Make sure the frog is properly gauged (56 ½
inches), and that the guard check gauge and the guard
face gauge measurements are greater than or equal to
the minimums shown by the class of track in the
Transport Canada Rules Respecting Track Safety.
5. Care must be taken when lifting the frog with a tamper
as the rail base hooks may bend the frog base plate.
Hand jacks MUST be utilized on the outside rails of the
turnout to assist in lifting the frog
6. Where hand tamping of ties is performed, only 16” on
either side of the rail is to be tamped; the centre of the
tie must not be tamped except on steel tie turnouts.
7. Before leaving the work site, clean the spring wing rail
plates. Apply a lubricant to the base plates. Check the
operation of the wing rail to ensure that the base plate
has not restricted the horn clearance. Check to make
sure the wing rail closes without sticking.
8. Maintenance of spring frogs includes:
a. Good tie condition and surface under the frog
toe to keep the horns from impacting the
housings.
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b. Having a 3/8 in. (10 mm) gap between the frog

point (½ in. - 12 mm) and the wing rail. Beyond
the tip, the wing rail and frog body shall be a
tight fit.
c. When the wing is fully open the flange-way
opening is at least 1 ¾”.
d. The retarder shall hold the wing open for 1 to 3
minutes.

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Recommended Method 3500-6: Adjustment of #22 Switch Stands

Switch stands can become “out of adjustment” for a variety of

reasons. Wear of the switch components and internal wear of the
switch stand are the main two reasons. The purpose of this RM
is to give guidance on how to test and return a switch stand to
proper adjustment. This RM covers the Racor 22B (base), 22P
(pedestal), 22E (ergonomic) stands. The internal workings of
these stands are identical, and only the pedestals, latches and
handles differ.
1. Check the condition of the head block ties. If there is
evidence of loose spikes or stand is moving, the ties
may be spike killed and it may be necessary to change
the ties.
2. Adjust the throw of the switch points to the dimension
specified on standard plans.
3. It is likely you will not be able to get the throw of the
switch points to be exactly as in the standard plan
because the teeth of the adjustment on the switch rods
are fairly coarse. The throw must never be more than 5
1/32” (128mm) or less than 4 ½” (114mm).
4. When you are satisfied with the throw of the switch
points, adjust the crank eye bolt setting in accordance
with the 13.5.8.d.Table 29. These settings are critical to
insure the stand will lock into place.
Table 29 – Crank Eye Bolt Settings

Throw Crank Eye Adjustment

±1/32” (±0.8mm) ±1/16” (1.6mm)
4 ½” (114mm) 2 1/16” (52mm)
4 5/8” (117mm) 2 3/16” (55mm)
4 ¾” (121mm) 2 ¼” (57mm)
4 7/8” (124mm) 2 5/16” (59mm)
5” (127mm) 2 7/16” (62mm)

5. The crank eye adjustment is fairly coarse because the

crank eye can only be adjusted half a turn at a time. Do
not set the crank eye bolt setting over 2-3/4” under any
circumstances as the bolt will strike the housing of the
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 GO TRANSIT RECOMMENDED METHODS

stand and damage it. If you find the setting is over 2-

3/4”, shorten it. If the switch point throw cannot be
adjusted, then the switch stand must be removed from
service and tagged for repair or scrap.
6. When you are satisfied that the crank eye bolt is set per
the table, leave it alone. Also do not try to compensate
for the inexactitude in the crank eye bolt setting by going
back and changing the switch point throw. The throw is
the master number to which everything else is adjusted.
7. Balance the throws left and right.
a. The technique for adjustment is given in the
manufacturer’s instructions. Sections for the Racor
22 Safety Switch Stand are quoted below:
i. Temporarily connect the connecting rod to the
switch stand and #1 switch rod (clevis end of rod
to crank eye), lift handle of stand to centre
position; ensure the connecting rod is straight.
Install the stand firmly to the ties using lag
screws.
ii. Hand throw switch to both positions several
times observing position of hand lever when
points contact stock rail. Hand lever should not
be more than 1-1/2” to 2” above the final position
on top of foot latch rest for both positions.
iii. When the near point fits properly and the far
point is too tight, shorten the crank-eye, and
shorten the connecting rod clevis.
iv. When the near point fits properly and the far
point is too loose, lengthen the crank-eye setting
and lengthen the connecting rod clevis.
v. When the far point fits properly and the near
point is too tight, shorten the crank-eye settings
and lengthen the connecting rod clevis.
vi. When the far point fits properly and the near
point is too loose, lengthen crank-eye setting
and shorten the connecting rod clevis.
8. If all the foregoing adjustments were made as specified,
see Track Standard Section 17.5, 17.6, and 17.6.8 for
further details.
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Recommended Method 3500-7: Switch Point Guard Adjustments

Switch point guards periodically require adjustment due to wear

on the guard bar. The following procedures should be followed
as to when and how to make the adjustments.
Note: When making adjustments, ensure that the distance from
the gauge side of the stock rail to the wear face of the switch
point guard is never less than the initial installation dimension
given for each type of switch point guard. Dimensions that are
less than those mentioned above could cause a wheel-climb
derailment.

There are three types of point guards. The following describes

the method to follow for adjustment:

1. Western Cullen Hayes FM series II Switch Point Guards:

a. When to Adjust:
On a new installation the distance from the gauge
side of the stock rail to the face of the wear bar is 3-
15/16”. When this dimension measures between 4-
3/16 to 4-1/4” the guard bar must be adjusted
inwards.
b. How to Adjust:
To adjust the guard bar, unbolt the 6 bolts that hold
the adjustment inserts in place. Rotate the
adjustment inserts so that the thicker side of the
adjustment insert is closest to the stock rail and the
narrower side of the adjustment insert is furthest
away from the stock rail. Check that the distance
from the gauge face of the stock rail is between 3-
15/16” to 4-1/8”. If so re-bolt the 6 bolts that hold the
guard bar in place and recheck the stock rail to
guard face dimension.
c. Note:
The Western Cullen Hayes switch point guard only
has 1 adjustment of 1/4” after the initial installation.

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Adjustment beyond that is not possible and a new

wear bar will be required.
2. Nortrak Switch Point Guards
a. When to Adjust:
On a new installation the distance from the gauge
side of the stock rail to the face of the wear bar is 4”.
When this dimension measures between 4-1/4” to 4-
5/16” the guard bar must be adjusted inwards.
b. How to Adjust:
To adjust the guard bar, unbolt the 3 bolts that hold
the guard bar in place. There are adjustment holes
offset¼” from the initial (centre) hole. Move the
guard bar to the left or right depending on which
adjustment is being made. Check that the distance
from the gauge face of the stock rail is between 4” to
4-1/8”. If so re-bolt the 3 bolts that hold the guard
bar in place and recheck the stock rail to guard face
dimension.
c. Note:
The older Nortrak switch point guards have 2
adjustments of 1/4” each after the initial installation.
Adjustment beyond that is not possible and a new
wear bar will be required. The newer switch point
guards have a wear face on both sides of the wear
plate and can be flipped to give a total of 6 positions
of wear (e.g. 6 – 1/4” adjustments).
3. Abex or ABC Rail Switch Point Guards
a. When to Adjust:
On a new installation the distance from the gauge
side of the stock rail to the face of the wear bar is 4”.
When this dimension measures between 4-1/4” to 4-
5/16” the guard bar must be adjusted inwards.
b. How to Adjust:
To adjust the guard bar, unbolt the 2 nuts and
washers that hold the guard bar in place (The bolts
are welded to the top of the wear plate, so the nuts
must be removed from the underside). There are
adjustment holes offset ¼” from the initial (centre)
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 GO TRANSIT RECOMMENDED METHODS

hole. Lift and move the guard bar to the left or right
depending on which adjustment is being made and
insert bolts into these holes. Check that the distance
from the gauge face of the stock rail is between 4” to
4-1/8”. If so re-bolt the 2 bolts that hold the guard
bar in place and recheck the stock rail to guard face
dimension.
c. Note:
The Abex or (ABR rail) switch point guards have 2
adjustments of 1/4” each after the initial installation.
Adjustment beyond that is not possible and a new
wear bar will be required.

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Section 14 Crossings
14.1. At-Grade Rail-to-Rail Crossings
1. For railway diamonds, follow the same procedure for
turnouts in Track Standards Section 13
2. Crossings will be installed according to the plans
supplied for each crossing.
3. Install continuously insulating joints at all diamond
crossings.
4. Jack and lifting slings should be used under the diamond
insert, not under the legs.
5. Avoid damage to the diamond insert when handling,
placing and lifting.
6. Installation of guard rails in advance of the rail crossing
will be at the discretion of the CM Senior Manager of
Track and Structures.
7. Subgrade under rail crossings must be well drained.
Clean crushed rock ballast will be kept well tamped so
that the surface of the frog is maintained at a uniform
grade with the approaches. Only approved ballast shall
be used.
8. Rail crossings must be fully bolted. All bolts will be
provided with spring or hardened flat steel washers and
will be kept tightened to the torque shown in Table 27
and Table 28 of Track Standard Section 13.4. Use the
correct diameter and bolt length. See Track Standards
Sections 13.2 and 13.3 for further details.
9. Manganese castings will:
a. Be ground and slotted as per Track Standard
Section 13.4.17. Product warranty requires that
this be documented.
b. Be welded if the tread is worn down 3/8 in. (10
mm) or more below the original contour

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i. 3/8 in. below the level corners where the

raised diamond crossing corner pads
have been ground off
ii. If worn more than 3/8 in. below this
level, limit operating speed to 10mph
c. If of a reversible type, be reversed or transferred
between corners as needed, to equalize wear.
10. Flange-ways will be maintained:
a. With a width no less than 1½ in. (38mm).
b. With a depth no less than 1-3/8 in. deep (35
mm) in Class 1 and 1½ in. in Class 2 and above
track, unless designed specifically as a flange
bearing frog.
11. Movable point crossings will be adequately lubricated
with an approved lubricant.
12. Rail crossings will be kept free of snow, ice and other
obstructions.
13. Rail crossings ties will be sound and firmly tamped for
the entire length of the tie on both routes of the crossing.
14. All rail crossings will be adequately protected at all times
with spare components to ensure continued operation.
One full rail crossing will be available as a spare.

14.2. At-Grade Road Crossings

1. Before any maintenance or construction work that can
affect signals can begin within a road crossing or
crossing approach protected by an automated crossing
warning system, the responsible S&C employee will be
contacted and will protect the crossing according to
prescribed S&C procedures. See Track Standards
section 22.3 for full details.
a. When the road crossing is deactivated, the
employees must have a clear understanding of
the means of protection utilized to ensure trains
do not operate unprotected over the crossing.
b. In the event that this protection requires manual
flagging, this protection shall not be removed
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until notified by the responsible S&C employee

that the road crossing has been reactivated.
2. Before any maintenance or construction work can begin
on a road crossing, advise road authorities and
emergency services with as much advance notice as
possible of anticipated traffic delays providing expected
times and durations of closures. Plan for detours and
other means to handle emergency situations if they
should occur.
3. Road crossings must comply with the Transport Canada
Grade Crossing Standards.
4. Applications from outside parties for road crossings
should be directed to the Director of CM who will ensure
that all legal, financial, and other Railway requirements
are met before a crossing is approved or constructed.
5. Road crossing shall not be constructed, widened or
relocated without prior approval of both the Director of
CM and Transport Canada.
6. When an agreement has been signed and filed for the
construction of a new road crossing, the track is to be
prepared for the construction of the crossing and the
installation of planking or road crossing surface material
as directed by the CM Senior Manager of Track and
Structures. Appendix U – Crossing Surfaces and
Recommended Method 2700-0: Construction and
Reconstruction of Grade Crossings in Wood and
Concrete Tie Territories contains guidelines for the
selection of crossing surface.
7. New private road crossings must be covered by the
Railway’s standard form of contract or license
agreement before the crossing is constructed and put
into service, unless the requesting party can
satisfactorily demonstrate that they are otherwise
entitled to a crossing under an applicable statute, deed
covenant or other prescriptive right. In addition, private
road crossings must not be converted to public road
crossings except in accordance with applicable laws and
regulations, and not until a formal agreement between
the Railroad and the Public Authority accepting
responsibility for the roadway has been signed and filed
with the Metrolinx Legal Department.
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8. The railway is responsible for the physical maintenance

of the surface of the traveled roadway between the rails
and for a distance of 5 ft. (1,524 mm) outside of each rail
for unrestricted/public road crossings. However costs
may be recoverable or shared as per Regulatory Order,
formal agreement, or License Agreement.
9. All applicable signage (cross-bucks, whistle signs, etc.)
shall be installed in accordance with the Standard Plan
and the Transport Canada Grade Crossing Standards.
An emergency notification sign shall be affixed to all of
the signposts or signal masts or signal bungalows at
unrestricted/public road crossings and the signs shall
also show the exact milepost.
10. When an unrestricted/public road crossing has been
granted approval for the elimination of whistling,
Prohibited Whistle (anti-whistling) Signs shall be
installed in lieu of Whistle Signs and in accordance with
the Standard Plan.
11. At-grade road crossings can be classified as either
Unrestricted or Restricted crossings.
a. An Unrestricted Crossing is any public grade
crossing or a grade crossing whose road is one
of the following:
i. A recreation road or trail maintained by
a club, association or other organization;
ii. A road of a commercial or industrial
establishment, including a business
operated from a residential or farm
property, that is used in connection with
the establishment by persons other than
the employees of the establishment;
iii. A road that serves three or more
principal residences;
iv. A road that serves three or more
seasonal residences access to which is
not controlled by a gate equipped with a
lock;
v. A private road that connects two public
roads; or
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vi. A private road maintained by a natural

resource company, such as a company
involved in forestry or mining activities;
b. A Restricted Crossing is any crossing that is not
included in the above definition of an
Unrestricted Crossing.
12. Private Agreement Crossings are crossings established
under license-agreement between the Railway and an
outside party. These road crossings must be covered by
the Railway’s standard form of contract or agreement
before the crossing is constructed and put into service.
13. The view in both directions for vehicles approaching the
track shall be kept clear with vision clearance triangles in
accordance with the Transport Canada Grade Crossing
Standards
14. Rails, planking, spikes, etc. in crossings shall be
checked periodically to make sure they do not present a
hazard to the roadway or railway traffic. If a hazard
exists, appropriate action must be taken to correct the
condition.
15. Track surface, line and gauge at crossings shall be
properly maintained.
16. Flange-ways at crossings shall be kept clear of dirt, sand
and ice and other obstructions.

14.3. Construction of Roadway Crossings

1. Drainage is of primary importance to both the track and
highway roadbed. The removal of water will aid in the
stability of the subgrade and its ability to carry the
applied loads. Culverts under road crossings and
especially culverts running under the track at crossings
will be kept clear and free flowing.
2. Surface ditches shall be installed (or the existing ones
cleaned out) so that water is directed away from the
track at each quadrant. If this is not possible, subsurface
drainage connected to a storm drainage system should
be installed.

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3. If the grade line of the roadway slopes towards the

crossing, surface water should be intercepted prior to
reaching the crossing and discharged laterally from the
roadway. This can best be accomplished by the
introducing of a slight swale in the roadway, prior to the
crossing, with a crown in the road surface to aide in
runoff.
4. This crown must be run out prior to reaching the
crossing. If the roadway has curbs, then catch basins
connected to a storm water system should be installed.
a. Liaising with the road authority will be required
to achieve the above.
5. On side hills where the roadway slopes towards the
track and the road surface is unimproved (not paved) it
is often necessary to install a catch basin with metal
grating for the full width of the roadway on the uphill side
of the grade crossing in order to intercept runoff water
which carries mud, silt, gravel, etc. Without such a basin
this material will wash into the ballast and soon foul the
track in and around the crossing.
6. The crossing shall be excavated to 5 ft. (1,524 mm)
outward from the nearest rail and a minimum of 60 feet
(18.3 m) either side of the crossing. This excavation
should be such that 12 in. (305 mm) of clean, free
draining ballast can be installed under the ties spaced at
18 in. (457mm) centres through the crossing or as
recommended by the crossing surface manufacturer
(when using concrete, rubber, or treated wood panels).
a. For crossing rehabilitations, the excavation of
the existing ballast shall only be to 9 in. (228
mm) below the bottom of tie.
7. The depth of excavation should not be below the depth
of the sub-ballast as to do so would disturb the stability
of the roadbed.
8. If site conditions require the over-excavation to the top of
subgrade (e.g. excavate both the ballast and sub-ballast)
clean, well graded granular sub-ballast material shall be
placed to a minimum depth of 12 in. (305 mm), and
compacted to a 98% modified Proctor compaction

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density prior to the addition of the 9 -12 in. (228 - 305

mm) of ballast under the tie.
9. The ballast must conform to Track Standard Section 11
10. At the ends of crossings, care should be taken to limit
the width of the ballast shoulder section to that of a
standard section so as to prevent fouling and water
retention.
11. Modification of the length and location of crossings must
not be made without the written approval from the CM
Senior Manager of Track and Structures.
12. Emergency Notification Signs will be affixed to all sign
posts or signal masts of public crossings. The sign will
show: subdivision name, mile post location, and contact
phone number.
13. Ties must conform to Track Standard Section 9 .
a. Standard length track ties are acceptable
through restricted crossings only (farm and
private).
14. Crossing ties must be fully tamped (including centre
tamped), stabilized and the track lined and surfaced to
the desired elevation.
15. During crossing construction and rehabilitation, new rail
shall be installed.
a. Fully Head Hardened rail shall be used for
crossings located in curves unless otherwise
authorised by the CM Senior Manager of Track
and Structures.
16. The new rail to be installed through the crossing shall be
joint free for sufficient length so as to extend either side
of the crossing at least 25 ft. (7.6 m).
17. All joints through the crossing area shall be flash butt
welded.
a. Thermite welds are not permitted within a
crossing.
18. Where insulated joints are required, they shall be
installed as per Track Standard Section 5.3.

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19. When preparing the rail for the crossing, ensure that the
bonded insulated glued joints are welded to this rail in
order to remove a joint from the vicinity of the crossing
and prevent pumping per item 16.
20. The rail weight and section to be installed shall be the
same as the rail section for that portion of the
subdivision. However, in no case should the weight of
rail installed in a crossing be less than 115 lb. RE.
21. Tie plates shall be forged type (such as MSR) for the full
crossing surface and fully spiked and lagged.
a. Approval from the CM Senior Manager of Track
and Structures can be given to use 14-inch
double shoulder plates.
i. Plates shall be fully spiked as per Track
Standard Section 10.4, spiking pattern
number D (Appendix R – Spiking
Patterns) for the full crossing panel
length.
• The gauge side pin track spike
may be removed to
accommodate the proper
seating of the rail seal.
ii. The track shall be anchored as per
Track Standard Section 10.2 including
through the crossing.
22. The appropriate rubber rail seal shall be used to
accommodate the rail anchors. Tie plates shall conform
to Track Standard Section 10.1 and 14.3.21.When using
rail clips the appropriate rubber rail seal shall be used.
The manufacturer’s instructions should be followed for
the installation of this flange-way (rail seal) material.
23. Where asphalt crossing surfaces are used, the rubber
rail seal product shall be secured to the rail via an
approved fastening device in every tie crib. Rail seal
shall be ended in a crib area, clipped, and the ends
sealed in with asphalt. Asphalt shall extend to the edge
of the rail seal.
24. Where spikes are used they shall be six inches in length
(152 mm).
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25. Where timber tie screws are used they shall be as per
Standard Plan GTS-1315, 6-1/2 in. (165 mm) in length
and heat-treated.
26. Cellular confinement (sometimes called geowebs and
geogrids) may be used where the subgrade of the
crossing is particularly soft and is prone to pumping,
such as swamp or muskeg locations. They may also be
used in other locations where the bearing capacity of the
soil is insufficient to sustain the applied highway and
railway loading. This can be determined by indications
of either excessive water in the soil or if a heel can be
pressed into the subgrade. Consideration should then
be given to using cellular confinement cells. The CM
Senior Manager of Track and Structures should be
contacted for advise on where and which type to use.
27. Filter fabrics are not recommended for grade crossings
except in exceptional cases, as directed by the CM
Senior Manager of Track and Structures. Research has
shown than most fines in ballast are either air borne,
washed in by water or simply the result of ballast
degradation under load. Having a filter fabric under the
ballast traps the fines in the ballast.
28. There are five categories of crossing surface length
dimensions. The following are the minimum lengths of
crossing surface, as measured at right angles to the
centre line of the roadway. Note that the travelled portion
of the roadway includes sidewalks.
a. Where the traveled portion of the roadway has
no shoulders then the crossing surface must
extend 20 in. (0.5 m) beyond the traveled portion
of the roadway on both ends of the crossing.
b. Where there is a shoulder (paved or unpaved)
beyond the traveled portion of the roadway then
the crossing surface must extend 20 in (0.5 m)
beyond the shoulder on both ends of the
crossing
c. Where there is sidewalk within 3 ft. (1 m) of the
vehicular portion of the roadway (with or without
curbs) then the crossing surface must extend 20
in. (0.5 m) beyond the sidewalk on both ends of
the crossing.
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d. Where there is a sidewalk within 3 ft. (1 m) of

the shoulder of the vehicular portion of the
roadway (with or without curbs) then the
crossing surface must extend 20 in. (0.5 m)
beyond the sidewalk on both ends of the
crossing.
e. Where there is a sidewalk adjacent to either the
vehicular portion of the roadway or the shoulder
but separated by more than 3 ft. (1 m) then the
roadway-crossing surface may be separate from
the sidewalk- crossing surface, but the crossing
surface must still extend 20 in. (0.5 m) beyond
either the vehicular portion or shoulder portion of
the roadway and sidewalk as per item a or b
above.
i. If a gap is to be left in the crossing
surface this must be approved in writing
prior to the work by the CM Sr. Manager
of Track and Structures.
29. At newly constructed or reconstructed public or
unrestricted crossings, the crossing surface shall:
a. Meet the requirements of Transport Canada
Grade Crossing Standards
b. Have a minimum flange-way width of 2-5/8 in.
(65 mm)
c. Have a maximum flange-way width of:
i. 3 in. (75 mm) for public sidewalks,
paths, or trails designated by the Road
Authority for use by persons using
assistive devices; or,
ii. 4 ¾ in. (120 mm) for all other crossings.
d. Have a minimum flange-way depth of 1-7/8 in.
(50 mm).
e. Have a maximum flange-way depth of:
i. 3 in. (75 mm) for public sidewalks,
paths, or trails designated by the Road
Authority for use by persons using
assistive devices; or,

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ii. No limit for all other crossings.

30. Outer flange-ways are not permitted, except at private
and construction crossings not designated as a route for
persons using assistive devices
31. The use of rail laid on its side, often called a ‘mud rail’, is
NOT permitted.
32. The crossing surface shall be constructed and
maintained at the same elevation as the rails for
unrestricted crossings.
a. At no time shall the top of rail be more than ½
in. (13 mm) above or ¼ in. (6 mm) below the
crossing surface at crossings designated for use
by persons using assistive devices
b. For all other crossings, the top of rail shall never
exceed 1 in. (25mm) above or below the
crossing surface, and immediate road
resurfacing is required if this condition is found.
33. Crossings other than planking or asphalt shall have
deflectors for dragging equipment installed.
a. Asphalt or poured in place concrete crossings
shall be sloped down at 30° at the ends to the tie
surface so as to create a natural deflector.
b. Planked crossings shall have ends cut at 30° so
as to form a bevel or taper that will act as a
deflector
34. Concrete panel and rubber panel crossings shall have
ballast in the cribs filled to ¼ in. (6 mm) below the top of
tie to ensure that ballast in not dragged between the tie
and the panels.
35. The following requirements shall be followed for the
construction of all new unrestricted crossings:
a. The planking and/or other road surface shall be
centred on the traveled portion of the roadway
and conform to the minimum guidelines outlined
in Transport Canada Grade Crossing Standards
b. Planking and/or other road surface will extend
for a distance of at least 20 in. (0.5 m) from the
outside of each rail.
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c. Approaches to the track shall be on a smooth

grade, with no abrupt breaks, so that low
clearance vehicles pass over the crossing
without impacting rails or the surface of the
crossing.
d. Unless otherwise directed by the CM Sr.
Manager of Track and Structures, unrestricted
crossings shall have a road approach gradient
not exceeding 2% for 26 ft. (8 m) extending from
the outside rail of the crossing or crossing panel,
and not greater than 5% for the 33 ft. (10 m)
beyond.
e. Approaches to the track for sidewalks, trail or
path shall have an approach gradient not
exceeding 2% for 16 ft. (5 m) from the outside
rail of the crossing or crossing panel, unless
designated by the road authority for use by
persons using assistive devices then the
approach grade shall not exceed 1% within the
same distance.
36. The crossing surface shall be chosen based on the
requirements identified in Appendix U – Crossing
Surfaces.
a. This appendix also identifies the estimated life
span of each crossing surface type.
b. The selection of the crossing surface should be
done in cooperation with the road authority. In
many cases the road authority will be financially
responsible for the cost of the crossing surface.
37. Where heavy vehicles operate on long descending
approaches, increase stopping sight distances
accordingly.
38. Refer to Transport Canada Grade Crossing Standards
for further details on roadway grade crossings, stopping
distances, and sightlines.

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20” (0.5m) beyond the

travelled portion of the
roadway where there is no
Beyond
Sidewalk, Path, or Trail

Travelled portion of
(0.5m)
Sidewalk

roadway

shoulder
20”

20” (0.5m) beyond the

Shoulder
shoulder where applicable
Crossing surfaces may be

space between them is 39”

(1m) in length or greater. In
all other cases the crossing
separated only where the
20” (0.5m) Beyond Sidewalk;
or beyond shoulder where

surface must be continuous.

Sidewalk, Path, or Trail

applicable

Notes:
1. The minimum width of grade crossing surface for public
roads for vehicle use is 26 ft. (8 m) measured at a right
angle to the centreline of the roadway.
2. The minimum width of the grade crossing surface for a
sidewalk, path, trail, or any other route for a pedestrian,
or for use by a pedestrian using an assistive device is 5
ft. (1.5 m) measured at right angles to the centreline of
the sidewalk, path, trail, or route.

Figure 24. Transport Canada Grade Crossing Surface

Requirements
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14.4. Crossing Surfaces

1. The following are a few examples of grade crossing
surfaces that are available and a brief description of
each:
a. Full Depth Planking
A crossing surface consisting of 10 in. (254 mm)
wide planking laid parallel to the rails over the
ties. Planking is placed between the rails and on
the outside of each rail over top of filter fabric.
This is a very common type of crossing surface
especially in rural areas. The centre plank must
be cut to fit to accommodate flange-way material
b. Sectional Treated Timber
A crossing surface consisting of prefabricated
treated timber panels approximately 8 ft. (2.44
m) long. Usually two panels form the surface
between the rails placed on filter fabric. These
are usually secured to the ties by lag screws. To
be used only when approved by the CM Senior
Manager of Track and Structures
c. Bituminous (Asphalt)
A crossing surface consisting of an asphalt
surface over the entire crossing area. This
asphalt (hot mix) is laid in three layers parallel to
the crossing and roller compacted. The depth of
asphalt shall be for the full depth of the rail.
Asphalt must not be placed without an approved
rubber rail seal product installed and properly
attached on the gauge and flange side of both
running rails.
d. Steel Framed Concrete Panels
A crossing surface consisting of precast
concrete panels in a steel frame. The panels
come in various widths such that one panel fits
between the rails and one panel fits on the
outside of each rail. A rubber rail seal product is
installed on either side of each rail to form the
flange-way. The panels are removable for
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maintenance purposes as they are secured in

place by lag screws.
e. Full-Depth Rubber Crossing
This crossing surface consists of molded virgin
rubber panels with / or without steel plate
reinforcing. These panels are installed so that
they extend from web of rail to web of rail
creating their own watertight flange-way. There
is an exterior panel of the same design that is
installed on the outside of each rail. These
panels are also removable for maintenance
purposes. The panels are secured by lag
screws. Where crossings include a sidewalk or
pathway, the sidewalk / pathway shall be paved
with asphalt.

2. If heavy salting is used, an alternate crossing surface to

concrete should be considered. In any case, if concrete
is selected, ensure that the concrete is coated with a
sealer to prevent salt attack. This sealer may have to
be reapplied annually or as required to increase the
longevity of the crossing surface.
3. Dirt and/or gravel crossings shall not be used.

14.5. Destressing at Roadway Crossings

1. This standard applies only if at least one of the installed
lengths of rail exceeds 60ft. (18m).
2. Prior to cutting the rail ensure that the rail anchors for
200 ft. (61 m) in each direction from the crossing are
tight to the ties. If they are not, adjust the anchors so that
they are tight against the ties.
3. Next, make reference marks on the field side of the rail
on the web only where the cuts that are to be made.
Starting at the reference marks and at approximately 50
ft. (15 m) intervals thereafter for 400 ft. (122 m), make
match marks on the rail on one side of the crossing only.
Ensure that the match marks start on the base and onto
a tie plate of an unanchored tie. Ensure that the match
marks are made with paint stick pen and are straight.
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a. At the discretion of the CM Sr. Manager of Track

and Structures, both sides of the crossing may
require match marks and destressing. Prior to
any work at a roadway crossing, this direction
should be requested in writing.
4. Prior to cutting the rail, measure and record the distance
between the reference marks on each individual rail
(how much rail is cut out on each leg include the
distance from rail ends to the reference marks).
5. After removing the old rail, measure and record on the
rail and on paper the amount the remaining rail ends
have contracted (pulled back). This is the amount of rail
added (measure and record the distance between the
reference marks). If the original distance is less, it is not
necessary to include this number in your calculations.
a. Note that this can also be found by measuring
the difference between the match marks.
6. Make all welds at the crossing prior to de-stressing.
7. The following procedure shall be followed for destressing
at crossings:
a. Follow the requirements of Track Standard
section 4.9.
b. At the end(s) of the crossing with the match
marks, measure out 400 ft. (121.9 m).
c. Cut the rail in the middle approximately 200 ft.
(60.9 m).
d. Remove the rail anchors/rail clips for the 400 ft.
(121.9 m).
e. Calculate the amount of rail to be removed by
using the CWR Rail Adjustment Chart. Add to
this amount to any rail added when the panel
was installed (see reference marks) and 1 in.
(25 mm) for welding; this will be the amount of
rail that will need to be removed. The distance to
either heat or pull the rail at the end will be this
amount less the one inch for welding. If heat is
used, check match marks to insure expansion is
present throughout the 400 ft. (121.9 m)
unanchored section.
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i. When destressing one side of the

crossing only, use a rail length of 400
feet plus 100 ft. (30.48 m) or the
crossing length, whichever is greater, for
the crossing.
ii. When destressing both sides of the
crossing, use 400 ft. (121.9 m) plus half
the length of the crossing panel.
8. Make the thermite welds. After weld has cooled reapply
the 400 ft. (122 m) of anchors as per Track Standards
section 10.2.
9. Recommended Method 3205-2B: Destressing at
Roadway Crossings provides an example of destressing
at highway crossings.

Figure 25. Destressing one side of the crossing only

Figure 26. Destressing both sides of a crossing

10. Cut and pull halfway through the 400 ft. (122 m) section,
at the x marks in the preceding figure, with all anchors
removed on the main track; leave all anchors and clips
on crossing.

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Recommended Method 3205-2B: Destressing at Roadway

Crossings

Example
A crossing is being rehabilitated and new rail panel installed through the
crossing. 110 ft. of rail will be replaced, in a location where the CM Sr.
Manager of Track and Structures has determined that only 1 side is
required. The rail temperature at time of destressing the crossing rail
was 60°F. The reference marks are now 1/4” further apart. What is the
required rail expansion?

Temperature differential 40°F. (PRLT – 60)

Length of rail removed 110 ft.

(200*40*0.00008)
Adjustment for 200 ft. gap 0.64 in.
(use 5/8 in. for tables)

Adjustment for crossing 110 ft. > 100 ft. therefore use 110 ft.
0.352 in.
length (For table 3/8 in.)

Adjustment for crossing (0.64” + 0.64” + 0.352”)

1.632 in.
panel (for table 5/8” + 5/8” + 3/8” = 1-5/8”)

Additional adjustment for Reference marks were observed to be

¼ in.
steel added ¼ in. further apart.

(1.632+1/4+1) 1 weld is 1 in.

Total adjustment 2.882 in.
(for table 1-5/8” + 1/4 + 1” = 2-7/8”)

Total adjustment required is 400 ft. for the unanchored zone (200 ft. +
200 ft.) plus add the greater of the length of the crossing or 100 ft. In
this case the length of the crossing panel is 110 ft. therefore we use a
total of 510 ft.
Cut 2.882 in. or 2-7/8 in. of the rail depending on calculation method
used, and pull or heat to a 1 in. gap for final welding. Weld and re-
anchor.

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14.6. Construction/Temporary Crossings

1. All temporary construction crossings must be approved
by the CM Senior Manager of Track and Structures.
2. The crossings shall be constructed per Track Standard
Section 14.3 and Appendix V – Temporary Construction
Crossings.
3. A condition assessment of the existing infrastructure
must be completed by a qualified Track Inspector.
4. Filter fabric shall be placed under the crossing surface
covering the entire ballast section.
5. Where a construction crossing is built in multi-track
territory, the ballast in between the adjacent planked
crossings shall be protected by filter fabric and covered
with a compacted granular material to create a smooth
running surface.
6. The crossing surface shall consist of:
a. 7 x 10 in. planks for all rail sizes except for 100
lb rail where 6 x 10 in. planks shall be used.
i. 8 x 10 in. planks may be used for
136RE rail.
b. Planks on both sides of each rail with granular
material placed in the centre. This type of
crossing is to be used for low traffic temporary
crossings only, at the discretion of the CM
Senior Manager of Track and Structures.
c. Planking shall be installed parallel to the rails
over the ties. (7 planks are used per track)
Planking is placed between the rails and on the
outside of each rail. If a flange-way material is
used then the centre plank must be cut to fit.
d. 3 – 12 x ½ in. lag screws and washers shall be
used per plank. Lag screws shall be staggered
between each plank to avoid splitting the track
tie.

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e. Flange fillers shall be used on both the gauge

and field sides.
7. Crossings shall have:
a. Approach grades such that they are suitable for
the intended use, and adequate sightlines are
available;
b. A crossing surface of suitable material extending
at least 20 in. (0.5 m) beyond the travelled width
on both sides measured at right angles to the
temporary access; and,
c. Be of an overall safe width suitable for the use
intended.
8. Crossings shall be cut at the ends as to form a bevel or
taper at 30° to the rail, that will act as a deflector.
9. Temporary crossings in concrete tie or steel tie territories
shall be lagged into Grade #2 hardwood ties slid under
the base of the rail and spiked to the rail, similar to that
of a timber tie, at a regular spacing within the ballast
profile, and pre-drilled.
a. The crossing timbers must take into account the
use of elastic clips and/or anchors.
b. Upon removal of the crossing the steel ties must
be fully surfaced with a mechanical tamper.
10. Heavy use construction crossings shall be replaced
every 3 years or as required. During replacement, the
rail, ballast, tie, and fastener condition will be inspected
and replacement may be required.
11. Flange-ways shall be kept clear at all times.
12. Where anchors are removed to facilitate the installation
of the construction crossing, the approaches to the
crossing shall be box anchored at every tie in 200 ft.
(60.9 m) in either direction.
13. All new construction and temporary crossings will be
outfitted with lockable fence gates protecting the full
width of the crossing.
14. Each gate shall include padlock fixing points in the
closed position.

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15. Fence gates shall be installed such that the swing

cannot foul the tracks.
16. All locks to be used shall be approved by the CM Senior
Manager of Track and Structures.
17. Barrier type gates must be approved by the CM Senior
Manager of Track and Structures.

14.7. Temporary Planking of Tracks

1. All temporary planking of tracks must be approved by
the CM Senior Manager of Track and Structures.
2. Tracks requiring planking for construction purposes shall
be constructed as per Track Standard Section 14.6 and
Appendix V – Temporary Construction Crossings.
3. A condition assessment of the existing infrastructure
must be completed by a qualified Track Inspector.
4. Defective ties must be replaced prior to planking.
5. Filter cloth is required between Ties and planking.
6. Where planking of multiple parallel tracks in multi-track
territory, the ballast in between the adjacent planked
tracks shall be protected by filter fabric and covered with
a compacted granular material to create a smooth
surface.
7. It is the responsibility of the contractor that requested the
planking to ensure that the flange-ways are clear of
debris at all times.
8. It is the responsibility of the contractor that requested the
planking to ensure that the surface of the planking is
kept clear of snow and ice and other debris.
9. Tracks that have been planked must be inspected as per
Track Standard Section 15 and at least monthly on foot
measuring gauge and looking closely at the condition of
all components.
10. Planking MUST be removed at least annually, for a
thorough track inspection, and to complete any repairs
required unless otherwise directed by the CM Manager
of Track.
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11. It is the responsibility of the contractor that requested the

planking to ensure that the planks are removed once the
crossing is no longer required.
12. Planked tracks must remain anchored as per Track
Standards section 10.2.

14.8. Inspection and Testing of Railway

Crossing Warning Devices (RCWS)
1. RCWS is defined as Railway Crossing Warning System
that consists of:
a. Flashing light signals with bell;
b. Flashing lights; or
c. Automatic bells and gates installed and/or
maintained by the Railway.
2. The normal functioning of any rail crossing warning
system shall not be interfered with in testing or
otherwise, without first taking adequate measures to
protect the safety of the public or highway traffic which
depends upon the normal operation of such systems.
3. Where track is used less than once per week, testing of
road crossing warning systems shall be as directed by
the CM Manager of Signals.
4. The person assigned to undertake the test will, when
road and railway traffic permits, manually operate the rail
crossing warning system for one complete cycle,
observing the proper functioning of all visible warning
features such as lights, bells, movement of gates, etc.
and check for any broken or damaged lenses or other
defective parts of the system.
5. If the rail crossing warning system fails to operate or
does not operate properly, traffic at the crossing must be
protected by flagging immediately. In addition,
arrangements must be made by any means available, to
advise the Rail Traffic Controller (RTC), S&C Maintainer,
and CM Manager of Signals as quickly as possible. If the
warning device is for more than four tracks, two flagmen
shall be used for flagging protection.

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6. Observation of the power “off” or “on” light by the person

assigned to make the test is required, and if the light is
extinguished or the power is off, the RTC, the S&C
Maintainer, and the CM Manager of Signals must be
advised promptly and highway traffic protected.

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 GO TRANSIT RECOMMENDED METHODS

Recommended Method 2700-0: Construction and Reconstruction

of Grade Crossings in Wood and Concrete Tie Territories

Example:
Assume that a crossing on a line carrying 10 MGT annually
requires rehabilitation. The road authority advises that the
average daily vehicle count for this crossing is 10,000 vehicles
per day of which 1,000 are trucks. Find the most appropriate
crossing surface for this crossing.

First determine the number of car equivalents in thousands per

day. There are 1,000 trucks per day and 9,000 cars per day
(10,000 - 1,000). To find the daily car equivalents for this
crossing take the number of trucks per day and multiply by 100
and add to this number the number of cars per day.

1,000 Trucks x 100 = 100,000

Daily car equivalents = 109,000

Now proceed to the chart in “Appendix U – Crossing Surfaces”

and enter from the bottom at 109,000 car equivalents per day
and from the right at 10 MGT. The two lines intersect in area 3.
Now look under area 3 to determine the crossings best suited for
this location. These are as follows:
• full depth (recycled) rubber
• concrete panels with rubber flange-ways
The crossing surface should then be selected from one of the
two surfaces listed above. As per the notes in Appendix U –
Crossing Surfaces, the concrete panel crossing is preferred
unless otherwise specified in writing by the CM Sr. Manager of
Track and Structures.

Should this crossing be located in a curve, the crossing surface

shall be Asphalt.

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Section 15 Track Inspection

15.1. Class of Track
1. The allowable train speed on a subdivision, or portion
thereof, shall be used to determine the class of track as
per Appendix A – Class of Track.

15.2. General Information

1. The Track Supervisor and the CM Manager of Track are
responsible to ensure that any person designated to
conduct track inspections is qualified and certified as per
the requirements in Track Standards Section 1 and
must ensure the quality of inspection.
a. Track inspections must be carried out ONLY by
employees who are qualified and certified under
the Transport Canada Rules Respecting Track
Safety and the GO Transit Track Standards, and
under the direction and approval of the CM
Senior Manager of Track and Structures.
2. The method chosen for the frequency of track
inspections must ensure that the track is safe for
operation at the currently authorized speeds. All unsafe
conditions found during inspection that cannot be
corrected must be properly protected and reported to the
CM Manager of Track.
3. As a minimum, all tracks must be inspected in
accordance with the schedules listed in the current
Transport Canada Rules Respecting Track Safety and or
as specified by GO Transit in the Track Standards
Appendix B – Track Inspection Frequencies whichever is
more restrictive.
4. Each inspection must be made on foot or by riding over
the track in a vehicle at a speed that allows the person
making the inspection to visually inspect the track
structure for compliance with Transport Canada and GO
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Transit requirements. The speed for track vehicles must

not exceed the speed prescribed in the GO Transit Track
Worker Safety Instructions.
5. Mechanical, electrical, and other inspection devices may
be used to supplement visual inspection.
6. When riding over the track in a vehicle, the inspector(s)
may inspect up to two tracks at one time provided that:
a. Each main track is actually traversed by the
vehicle or inspected on foot on alternate
inspections at least once every two weeks, and
each siding or crossover is actually traversed by
the vehicle or inspected on foot at least once
every month.
b. One inspector cannot inspect more than two
tracks at one time and cannot inspect any track
centred more than 30 ft. (9.1 m) from the track
on which the inspector is riding.
c. Track inspection records must indicate all
track(s) included in the inspection and indicate
which track(s) was traversed by the vehicle or
inspected on foot. Track inspection records must
clearly specify to and from locations by means of
identifiable locations.
d. The inspectors view of the track(s) is
unobstructed by tunnels, bridges, differences in
ground level, station platforms or any other
circumstances or conditions that would interfere
with a clear view of all the tracks they are
inspecting.
e. The inspection is not being conducted at night.
f. All sidings are traversed at least monthly.
7. When the track is occupied by equipment, the inspection
will be made by a walking inspection on each side of the
track.
8. For yard tracks, if a track is inspected from an adjacent
roadway, the next required track inspection must be
completed with the track traversed by the vehicle or
inspected on foot.

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9. Inactive tracks must be secured in a manner that must

prevent use by movements and all assets must be
inspected before being used to ensure the track is
compliant and safe for all movements at the authorized
speed.
10. An automated geometry inspection is required as per the
requirements of Track Standards section 18.3 and 18.5.
11. The CM Manager of Track and the Track Evaluation
Officer have the authority to order additional inspections
if they are required for safe railway operation.
12. Additional track inspections are required under the
following conditions:
a. Strong winds, which may cause trees or other
obstacles to fall on the track;
b. Heavy rain, snow or repeated freeze-thaw
cycles, which may cause high water, washouts,
rock falls, or mud slides;
c. Extreme hot or cold temperatures, which may
cause track buckling or rail breaks
d. Long dry period combined with track
maintenance activities, or during any train
operations that may cause fires
e. After an earthquake
f. Any other occurrence which may have damaged
or disturbed the track structure
g. Curve movement
i. When curve movement is evident, the
track inspector must continuously
monitor signs of rail stress. Stakes shall
be applied at the centreline of track at
200 ft. (60.9 m) intervals throughout the
curve. Measurement between stakes
and base of rail shall be documented on
the web of the rail with paint marking the
location of each stake.
13. For the purposes of forecasting or initiating extreme
weather inspections and conversions of rail
temperatures in relation to ambient temperatures:
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a. In hot weather, rail temperature is equal to the

ambient temperature plus 30ºF (16ºC); and
b. In cold weather, rail temperature is equal to
ambient temperature.
14. Track inspectors, at a minimum, will be equipped with
the following:
a. Level board and track gauge (capable of
measuring point rise);
b. 62 ft. (18.9 m) string line and clamps;
c. 36 in. (914 mm) straight edge and taper gauge;
d. Rail wear gauge;
e. Tape measure;
f. Spray paint, high visibility ribbon, and paint stick
marker;
g. Inspection mirror with telescoping handle;
h. Counter – clicker type;
i. Operable GPS unit;
j. The most recent track geometry car report, track
chart and curve list; and
k. Semi-automatic pressure switch gauge (if
required)

15.3. Frequency of Inspections

1. Minimum track inspection frequencies shall be as
outlined in the Transport Canada Rules Respecting
Track Safety and Appendix B – Track Inspection
Frequencies, whichever is more restrictive.
2. A walking inspection must be completed on all tracks per
the inspection frequency outlined in Appendix B – Track
Inspection Frequencies, but not less than those in the
Transport Canada Rules Respecting Track Safety.
3. Each turnout, railway crossing at grade, moveable
bridge lift rail, derail, sliding joint, or other transition
device must be inspected on foot as per the

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requirements in Appendix B – Track Inspection

Frequencies.
4. In the case of track that is used less than the inspection
frequency identified in Appendix B – Track Inspection
Frequencies, each turnout, railway crossing at grade,
moveable bridge lift rail, derail, sliding joint, or other
transition device must be inspected on foot before it is
used.
5. Walking inspections of public crossings shall be
undertaken at least annually, with no more than 12
calendar months between inspections.
6. Compromise bars shall be inspected monthly.

15.4. Methods of Inspection

1. Inspection methods include walking, or riding over the
track in a vehicle in accordance with Track Standard
section 15.5 and with the recommended inspection
checklist tabulated in Recommended Method 3100-0:
Track Inspection.
2. Hi-rail unit used for inspection must travel at a speed
that allows the person making the inspection to visually
inspect the track but not exceeding the speeds
prescribed in the GO Transit Track Worker Safety
Instructions.
3. Track shall be inspected by train, at least monthly, riding
a forward facing unit when possible. Inspection by train
will provide a view of the track and right-of-way and will
give an indication of ride quality, but is not included in
the count of required inspection by Transport Canada.
a. The Track Supervisor or designate shall inspect
their area of responsibility at least once every
month from the engine of a GO Transit train. For
tracks where GO Trains are not permitted (e.g.
the Pearson Sub), the Track Supervisor should
ride in the cab of the UP DMU.
4. Walking inspections on class 3, 4, and 5 main track, and
on sidings, class 1, and 2 main tracks that carry more
than 25 million gross tons (MGT) of traffic per year
should be carried out in such a manner that priority
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locations and areas of known problems, such as those

outlined in Track Standard Section 15.5, are monitored.
5. Walking inspections on class 1 and 2 main track and
sidings that carry less than 25 million gross tons of traffic
will be performed as directed by the CM Senior Manager
of Track and Structures.
6. In addition to the priority locations in Track Standard
Section 15.5, Recommended Method 3100-0: Track
Inspection provides a checklist that should be followed
for walking, routine, and on-train inspections.

15.5. Areas for Inspections

1. The Areas for Inspection are included, but not limited to
those found in Table 30.

Table 30 – Areas for Inspection

Rail
a Areas with high numbers of fatigue related rail defects
b Rail defects protected by joint bars
c Rail damage which has been alleviated by grinding
d Areas approaching urgent limits for wear. Where rail
wear is at the increased monitoring limit, the underside
of the rail-head must be physically inspected.*
e Locations prone to overstressed rail, such as:
i. areas where rail repairs have been made (too little
or too much rail installed)
ii. curves
iii. areas of severe rail corrugation
iv. areas of heavy brake application
(e.g. approaches to PSO locations) – moving rail.
v. areas of buffer rails or any joints adjoining CWR
vi. areas of steep grades and sags
vii. areas of insufficient or damaged rail anchors, or
significant rail movement
viii. derailment sites or derailment damaged rail
f Signs of rail moving through anchors
g Short misalignment and kinks in tangent track.
Joints
a Cracked or broken joint bars, especially where this is a
high occurrence of such
b Gauge or top of rail mismatch between rails.

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c Pumping action of joint under traffic

d Weak tie condition under or surrounding the joint
e Tie plate movement on top of the tie
Bolts
a Loose, bent, frozen broken, and missing track bolts
Plates
a Rail base improperly seated in plates
b Cracked, broken, or damaged tie plates
Fasteners
a High cut spikes and broken screw spikes
b Broken / missing spikes
c Spiking pattern
Wood Ties
a Cluster of defective ties
b Gauge problem areas with 1/2 in (13mm) or greater
c Excessive loss of cant (positive or negative)
d Areas prone to hanging ties, such as insulated joints,
road crossings, and bridge approaches
e Areas of high, missing, or broken spikes or timber tie
screws
f Areas with high dynamic braking such as controlled
locations, PSOs, or stations
Concrete Ties
a Loose or missing clips or insulators
b Signs of rail movement
c Loose or damaged embedded shoulder
d Signs of rail seat abrasion – excessive cant or gauge,
rail movement, insulators missing
e Areas repaired by the use of Laird Clips
f Areas with historical clip failure
g Hanging ties
h Ties damaged by derailment or cracks in the rail seat or
through the embedded shoulders
i Rail seat abrasion
j Signs of end splitting
Ballast
a Sink holes
b Mud pumping locations
c Frost heave locations
d Areas of weak ballast shoulders
e Areas where recent program work has left ballast
disturbed
f Adequacy of the ballast section at sags, culverts, ballast
deck bridges bridge abutments and locations where
vehicles have been driven along the right-of-way or
where foot paths may cross tracks
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g Signs of churning ballast.

Roadbed / Slope Stability
a Areas historically prone to track geometry problems
(surface, line, cross-level)
b Slope stability problems (slip, rock falls, or mud slides)
c Slope of subgrade / excavation
Drainage
a Areas prone to ponding water (beaver dams, drainage
ditches, blocked culverts, etc.)
b Area of high or increased surface run-off (near forestry
operations, industry development, high water tables,
etc.)
c Areas prone to ice build-up under the tie plate
d Culverts
Transition Areas
a Bridge approaches
b Concrete tie to wood tie transition areas
c Signs of rail or tie movement
Derailment Areas
a Substandard conditions or temporary repairs
b Monitor until permanent repairs have been completed.
c Locations of square joints associated with panel
installation
Direct Fixation Track
a Bolts are properly tightened.
b Check clips are properly attached and secured; not
rusted
c Significant concrete cracking
* Under Head Inspection
a. It is acceptable to conduct under head inspections with an
inspection mirror.
b. Look for cracks that cause head-web separation defects.
The indications are:
i. In the early stage a wavy, wrinkled line
appearing in the fillet under the head.
ii. In mid-stage a small crack will appear along the
fillet on either side of the rail head, indicating
growth through the web. The crack will progress
longitudinally.
c. If any of the above indications are found, the rail shall be
replaced immediately.
d. If none of the above indications are found, but rail surface
shelling, spalling, and/or corrugation are present, the
location must be monitored, until the rail is removed from
track.

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15.6. Walking Curve Inspections

1. Walking curve inspections require:
a. Knowledge of the correct superelevation for the
curve;
b. Review of geometry car reports for the locations
of gauge, cant, and geometry conditions;
c. Inspection of both the high and the low rail,
noting:
i. Excessive gauge corner wear,
measuring periodically;
ii. Excessive flattening of the low rail,
measuring periodically;
iii. Adequacy of lubrication on the rail; and
iv. Proper ballast shoulder and roadbed
slope on each side.
d. Line or surface deviations in the track; and
e. Signs of gauge widening from rail wear, plate
movement or insulator crushing.
2. For walking curve inspections on wood tie territory:
a. Observe screw spikes and cut spikes for signs
of lift, breakage, or rotation;
b. Tap plates, spikes, and screw spikes with a
lining bar for signs of loose or broken fasteners;
c. When a broken screw or spike is found, perform
a detailed inspection of the surrounding area to
determine the extent of the broken fasteners;
d. Note any cracked, broken, or damaged tie
plates; and
e. Note plate pushing or plate cutting with
excessive rail cant – both inward and outward.
3. For walking curve inspections on concrete ties:
a. Inspect when ties are not covered with snow or
ice.

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b. Walking along the field side noting the condition

of the clips, pads, insulators, and cast shoulder.
c. Note any outward rail movement or other signs
of rail seat abrasion.
15.7. Joint and Joint Bars
1. Each joint bar in CWR shall be inspected on foot each
calendar year at the frequency indicated by class of
track and annual tonnage in Appendix B – Track
Inspection Frequencies in Table 45 and its footnotes.
This includes:
a. Insulated joints in CWR track
b. Jointed rail track less than 200 ft. (61m) in length
between strings of CWR.
c. Jointed rail track greater than 200 ft. (61m) with
joints adjoining CWR
d. Joints within or adjacent to switches, rail
crossings and lift / expansion rails are exempt
from periodic joint inspection provided that they
are inspected in the monthly walking inspections
for these devices.
2. Joints requiring on foot inspection are any joints located
in a CWR string or any joint in a segment of rail between
CWR strings that is less than 200 feet (61 m) apart.
When there is a segment of jointed rail greater than 200
feet (61 m) between CWR strings only the joints
adjacent to the CWR must be inspected.
3. Walking inspections must be completed on all jointed
tracks and all concrete tie curves 4 degrees or greater
per frequencies outlined in Appendix B – Track
Inspection Frequencies.
4. If any of the following conditions contained in Table 31
are found at a joint in CWR and are not a regulatory
defect and cannot be corrected immediately, on-foot
follow up inspections will be required until such time as
the condition is corrected.

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Table 31 Rail Joint Conditions and Remedial or

Corrective Actions

1
Rail Joint Condition Action
Visible cracks in joint bar Replace bar
Loose bolts Tighten bolts
Bent bolts Replace bolts*
Missing bolts2 Replace bolts
Tie(s) not effectively supporting Tamp tie(s)
joint Replace or repair tie(s)*
Broken or missing tie plate(s) Replace tie plate(s)
Deteriorated insulated joint Replace/repair joint*
Rail end batter (greater than
5/16 in. (8 mm) in depth and
Repair by welding joint or
more than 6 in. (152 mm) in
length measured with a 36 in. removing rail*
(914 mm) straight-edge)
Rail end mismatch reaches
limits specified by TC Rules
Respecting Track Safety, Part II,
Replace rail weld or grind
Subpart D, IV (see table below)
Adjust rail anchors, tighten
Longitudinal rail movement
greater than 2 inches (51 mm)
bolts, add or remove rail at
appropriate time
Wide rail gap greater than ½ in. Adjust rail gap and secure
(13 mm) joint*
Joint vertical movement (profile)
that exceeds 75% of the
allowable threshold for the
Surface joint*
designated class of track3
Fouled4 ballast present in
conjunction with joint vertical
Surface joint and provide
movement (profile) that exceeds
75% of the allowable threshold drainage*
for the designated class of track
1
Action may also consist of placing a speed restriction or
removing the track from service.
2
A minimum of 2 bolts per rail must be in place at each joint.
3
Joint vertical movement is the apparent visible movement
measured at the joint.
4
Fouled ballast is defined as ballast that is so contaminated
with fines that it contains standing water within the track
structure at joints
* Or conduct follow-up inspections every other week until the
defects are repaired or removed

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5. Jointed and CWR main line track requires on foot

inspection of all rail joints on bridges be undertaken at
the following frequencies:
a. Track with less than 10 MGT annually - once per
year.
b. Track with 10 MGT or greater annually - twice
per year.
6. Joints can be permanently embedded or temporarily
buried:
a. Permanently embedded joints do not require
disassembly or removal of the obstruction to
inspect the joint, however, every effort
practicable must be made to inspect the visible
portion of these joints.
i. Permanently embedded joints may need
to be exposed in order to repair signals
defects.
b. Temporarily embedded or buried locations are
locations where ballast, planking or similar
material has been placed in the middle or along
the tracks. Where CWR joints are buried, wait
for the completion of track work before
conducting the joint bar inspection. All
temporarily embedded joints must be inspected
at least annually regardless of track work.

15.8. Ballast Inspections.

1. When performing inspections, be aware of line or
surface deviations possibly due to insufficient ballast
a. Either end of the tie fully exposed or 50% empty
cribs of 6 or more consecutive ties coupled with
track surface; or,
b. Alignment deviations that exceed 75% of
allowable threshold for designated class of track.
c. This requirement applies when the ambient
temperature exceeds 85º F (29 ºC) or is
expected to exceed 85º F (29 ºC) within the next
24 hours. When this combination exists, reduce
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the speed to the next lower class of track and

continue to monitor until repaired. Speed
restriction may be removed and monitoring will
not be necessary when the ambient temperature
drops below 85ºF (29ºC).
2. Ballast must conform to the Track Standards Section 11

15.9. Direct Fixation Track

1. Direct Fixation Track (DFT) is an “open” track-form with
nearly all of the major components easily visible and
accessible for inspection and maintenance. As
compared to traditional ballasted track, DFT is fixed
directly to a concrete slab or plinth which eliminates the
requirement for ballast and ties.
2. All bolts must be checked that they are tight, as bolts are
subject to loosening.
a. Note that bolts on new construction are
particularly prone to loosening, until such time
as mating parts wear in and seat to each other.
b. Bolts are located at rail fastener locations
(plates), guard rails, and numerous nuts and
bolts in special track work.
3. Elastic rail clips must be regularly checked.
4. Heavily corroded clips must be replaced to avoid the
clips from “rusting together” with the rail fasteners
(plates).
5. Missing clips must be replaced immediately.
6. Clips subject to constant damp conditions (e.g. in
tunnels) or to heavy salting (e.g. through station
platforms, rail crossings), must be galvanised.
7. DFT track must be kept clean at all times, in particular in
locations of heavy salting.
8. Each Spring DFT track covered track areas near heavy
salting locations must be washed off with water to
remove any excess salt. This can be done with a
firehose and water or other approved method.

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9. In heavy sanding locations, the DFT track bed must be

cleaned at least annually.
10. When rail begins to wear in the curves, the gauge of the
track needs to be adjusted to meet the requirements of
the class of track as per Appendix C – Priority Defects
and Appendix D – Urgent Defects. Use the provided
DFT Fastening Plates to adjust gauge as required.
11. Cracks in concrete are a normal occurrence. Any cracks
greater than 1/64 in. (0.4 mm) must be reported to the
CM Manager of Bridges and Structures.
12. All rail breaks in DFT must be documented and
forwarded immediately to the CM Manager of Track.
13. When a DFT fastener plate is required to be replaced,
prior to a new plate being installed, the concrete base
must be inspected to determine the cause of the
fastener failure.
a. Any voids found under the fastener plate must
be repaired before installing the new fastener
plate.
b. If the anchor insert for the bolts sits above the
plane of the concrete, the anchor insert must be
ground flush to the concrete surface and then
epoxy paint applied to the bare steel.
14. If the anchor insert is found to be defective, it must be
replaced.
a. This is done by core drilling and grouting a new
insert in its place.
b. The new insert must be perpendicular to the
bottom plate of the fastener, flush or slightly
below the surface of the concrete, and not in
contact with the sides of the cored hole.
c. Any grout to be used must be approved by the
CM Manager of Bridges and Structures. It is
recommended to use a two component Epoxy
grout.
d. A template must be used as a guide for
positioning the new insert.

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15.10. Derails
1. Derails shall be inspected on foot and operated and
must conform to the requirements in Track Standards
Section 10.3.
2. Derail inspection frequency is dictated by Table 46 in
Appendix B – Track Inspection Frequencies.
3. When conducting an inspection of a derail the following
should be noted:
a. Derail is of the proper size, type, and fit;
b. The ties under the derail are sound, fasteners
intact, and the tie fully supports the derail;
c. Lock is present and applied to the derail;
d. Derail is painted yellow, and clearly visible; and
e. Derail signs, where required are in place and
visible.

15.11. Bumping Posts

1. Bumping posts shall be inspected on foot and must
conform to the requirements of Track Standards section
10.7.
2. Bumping posts shall be inspected at the same frequency
as derails.
a. Bumping posts on main track shall be inspected
at the same frequency and time as routine track
inspections.
3. When conducting an inspection of a bumping post, the
following should be noted:
a. The ties under the bumping are sound and the
rails fully supports the derail;
b. All fasteners are in place and tight.
c. All supports are in good condition. Bent or
damaged elements shall be reported to the CM
Sr. Manager of Track and Structures

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15.12. Culverts and Drainage

1. General inspections of all culverts and surface drainage
conditions will be conducted by track Inspectors in
conjunction with track inspections.
2. Culvert inspections are for the purpose of ensuring:
a. Hydraulic flow can be observed without
obstruction upstream and downstream of the
inlet and outlet;
b. Site conditions have not changed in a manner
that impacts drainage through assessment of
land use and ditch conditions;
c. The structural integrity of the culvert is sufficient
to support track, ballast, and embankment
material, and no voids are observed in the
ballast or embankment; and
d. Identification of maintenance that may be
required prior to the next inspection.
3. Culverts with a diameter of 10 ft. (3.05 m) or less must
be inspected on foot every 5 years.
a. Increase frequency of inspection upon discovery
of issue up to annually.
b. The CM Manager of Bridges and Structures may
specify additional inspection requirements.
4. Underpass pedestrian tunnels or culverts over 10 ft.
(3.05 m) require annual inspection with no more than
540 days between inspections.
a. The CM Manager of Bridges and Structures may
specify additional inspection requirements.
5. In the cases where defects are observed, the Manager
of Bridges and Structures must be notified promptly, to
determine remedial action required.
6. Beaver dams located upstream from the track in streams
that flow under or near the track represent a potential
hazard. The Track Supervisor must arrange for regular
inspections of beaver dams on their territory and take
the necessary protective action if conditions are
hazardous. On certain territories, an aerial inspection of
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dams may also be required in the spring and fall of each

year to support ground inspections.
7. An up-to-date list of beaver dams will be maintained on
each Track Supervisors territory. The list should include:
a. The subdivision mileage;
b. The side of the track on which the dams are
located;
c. The number of dams;
d. Whether the dams are upstream or downstream;
e. The distance to each dam from the track;
f. Remarks regarding the dams;
g. Water fluctuation; and
h. The date of the inspection.
8. If it is determined that there is a head of water upstream
of the beaver dam that poses a concern to the safety of
the railway crossing(s) downstream of the dam, then
remove the end portion(s) of dam to draw down water to
a safe level. Report all beaver dam locations to the
Manager of Bridges & Structures.
9. Additional information is located in Track Standards
Section 21.3.

15.13. High Water and Spring Run-Off

Inspections
1. Joint inspections between the CM Bridges and
Structures group and the Track Supervisor must be
completed every Spring, and as required.
2. With the onset of Spring flooding conditions, snowmelt
runoff, ice movements and precipitation, the following
steps need to be taken to prevent bridge and culvert
washouts:
a. All railroad employees should be on the lookout
for water related problems as a component of
their regular duties. Concerns should be
reported to the CM Manager of Bridges and
Structures
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b. All employees must report:

i. Inlet conditions:
• Watercourses with lower or
higher than normal spring flow
discharges. If creek discharges
are less than usual or if debris
and mud are evident in the flow,
an upstream watercourse
blockage may exist
• Flow constraints, such as debris
building up at the culvert inlet
should be removed to restore
normal flow through the culvert
• Water ponding at the inlet to a
culvert
• Water levels higher on one side
of the track than the other side.
c. Track and bridge inspectors must inspect
bridges for track alignment and level during the
Spring runoff
d. Typical problems experienced by bridges in
spring conditions of snowmelt and ice movement
are:
i. Scour conditions at substructures (piers
and abutments). Eddying or dirty water
around the substructure base may be a
sign of scouring
ii. Failure of supports (particularly for
trestle type bridges) due to ice loads or
debris
iii. Loss of substructure support causing
subsidence or sway of bridges
iv. Inadequate bank protection during
Spring Runoff conditions
v. Failure or poor condition of ice
protection measures such as noses on
piers or upstream protection structures.

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15.14. Gas Welded Rail Inspection Policy

1. This policy shall be in effect from October 1 to March 1
and other times when the ambient temperature is
expected to fall below 25°F (-4°C).
2. For main track that contains gas welded continuous
welded rail, the minimum inspection frequency is
amended as follows:
a. Three times weekly with at least 1 calendar day
between inspections.
b. The Track Supervisor must make every effort to
personally perform at least one inspection per
week.
c. Additional inspections on secondary main tracks
and other tracks shall be as directed by the CM
Senior Manager of Track and Structures.

15.15. Record of Track Inspections

1. All persons engaged in making inspections will prepare
and sign a record of each inspection on the day the
inspection is made in accordance with Transport Canada
Rules Respecting Track Safety and the GO Transit
Track Standards. The report shall be retained for at least
one year after the date of the inspection. After this time
period, all documentation shall be submitted to CM
through GO Transit’s document management system.
2. Records must include the following:
a. The track inspected, including the from and to
mileages of the main track and siding inspected
b. The date of the inspection
c. Name and employee ID of the qualified and
certified inspector
d. Signature of the qualified inspector
e. The method of inspection and whether the track
was observed walking or traversed by a vehicle
f. The type of inspection (e.g. regulatory, special,
joint bar inspection, etc.)
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g. The location and nature of any rail or track

defects found including any differences from the
requirements of the Transport Canada Rules
Respecting Track Safety.
h. The remedial action taken, the date of the
action, and signed off by the supervisor who
completed the work.
3. The following inspection forms should be used for
inspections:
a. Track inspection form for regulatory defects
b. Track inspection form for non-regulatory defects
c. Monthly Yard and Other Track inspection form
d. Monthly Turnout inspection form
e. Detailed Turnout Inspection Form
f. Track Crossing Inspection report
g. Annual Derail inspection form
h. Joint Bar inspection form (jointed track)
i. Joint bar inspection form (CWR track)

15.16. Extreme Cold Weather Inspections

1. Daily cold weather track inspections will be under taken
on core lines under the conditions in Table 32.
Table 32 Conditions for Cold Weather Inspections

Either Condition Met

Track Extreme Cold Rapid Drop in
Conditions Ambient Ambient
Temperature Temperature
Susceptible < -13ºF
to Cold (< -25ºC) >45ºF
< -22 ºF (>25ºC) in 24 hrs
All Tracks
(< -30ºC)

2. Lines shall be considered susceptible to cold weather

related rail failure if any one of the following conditions
applies:
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 GO TRANSIT TRACK STANDARDS

a. Non-signalled territory.
b. Jointed and/or gas welded rail.
c. Rail of 115 RE weight or lighter subject to rail
car gross weight of 286,000 lbs.
d. Rail with a history of frequent defects.
3. Additional track inspections should also be considered
during the first “cold snap” of the season.
4. During winter, at times of snow accumulations, watch for
signs of screw spike / cut spike failure on curves
equipped with rolled plates and 16 inch modified
eccentric plates with welded e-clip shoulders.
Disturbance of the snow may be evidence of lateral
movement of the tie plates due to weaken fasteners and
may be accompanied by lifting/canting of the plate.

15.17. Cold Weather Speed Restrictions

1. In areas identified by the CM Sr. Manager of Track and
Structures as having rail with a history of frequent
defects the following cold weather temporary speed
restrictions will be put in place:
a. When temperature is below -13ºF (-25ºC), all
passenger trains shall be restricted to a speed of
60mph or track speed, whichever is more
restrictive.
b. When temperature is below -13ºF (-25ºC), all
freight trains shall be restricted to a speed of
40mph or track speed, whichever is more
restrictive.
2. Track protected by a ‘cold weather slow order’ must be
inspected daily.

15.18. Icing Conditions under Rail

1. During the winter months under snow conditions,
inspectors must look for icing between the tie plates and
the base of the rail. Progressive ice build-up may cause
the rail base to clear the shoulders of the tie plate
resulting in wide gauge under loaded conditions. The
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condition can be discovered to some extent by looking

for a disturbance in the snow along the field side of the
high or low rail of a curve. A fresh snowfall may hide this
disturbance, making additional checks essential.
2. In locations where ice build-up is likely to occur, snow
must be removed and tie plates examined for ice build-
up.
3. Icing is most likely to occur where one or more of the
following conditions exist:
a. Hanging ties;
b. Centre bound track;
c. High spikes;
d. Corrugated rail;
e. High ballast or build-up of engine sand in the tie
cribs directly under the rail;
f. Where CWR was laid above the desired rail
laying temperature, which causes CWR strings
to cant inward creating space for ice formation
between the base of the rail and the top of the
tie plate; and/or
g. Where poor drainage conditions are known to
cause ice build-up.

15.19. Hot Weather Inspections

1. Whenever ambient (air) temperature exceeds 86ºF
(30ºC) or during periods of significant seasonal increase
in temperature (i.e. Spring), hot weather track patrols
must be undertaken between the hours of 11:00 and
22:00.
2. Hot weather patrols may be suspended if temperatures
have stabilized and previous inspections have shown
that the track structure is stable and complies with
standards.

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15.20. Hot Weather Speed Restrictions

1. Hot weather TSOs must be applied on portions of
Subdivisions where the temperature threshold exceeds
90ºF (32ºC) or any one of the following track conditions
are known to exist:
a. Lateral or vertical movement of rail (e.g. “wavy”
or improperly seated rail);
b. Kinky rail that is riding up or out of the tie plates
or is crowding the shoulder of the tie plates on
curves;
c. Deviations in alignment;
d. Movement of ties (e.g. gaps or voids in ballast at
tie ends or in cribs);
e. Rail base not properly seated in the plates;
f. Insufficient ballast section (e.g. weak shoulders,
empty cribs) especially at approaches to
bridges, road crossings turnouts, interlockings,
sliding joints, and other fixed locations;
g. Rail running through anchors or spikes;
h. Churning of ballast caused by tie movement
resulting in gauge and line kinks;
i. “Tight steel” (e.g. areas of frequent dynamic
brake application, approaches to PSO’s,
bottoms of grades, etc.);
j. Areas where joints adjoin CWR. Bolts must be
inspected for straightness when rail gaps are
closed;
k. Recently completed track work;
l. Cluster of high spikes and poor ties;
m. Hanging ties on bridge approaches;
n. Longitudinal movement of a switch point in
relation to stock rail, resulting in improper switch
adjustment;
o. New installations of culverts, turnouts, and road
crossings;
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p. Rail gaps that are not closed when the rail

temperature is 22ºC or 40ºF above the PRLT
must be reported to the CM Manager of Track
and the Track Supervisor;
q. Spike lining is not permitted in CWR territory
except when it is not possible to line the track;
r. Shimming areas must be inspected closely for
high spikes and spike killed ties. Anchors must
be removed from shimmed track;
s. Particular attention must be paid to curves in
CWR territory. When 11” and single shoulder tie
plates are used, watch for rail canting to the
outside of the curve. The high rail will lift off the
tie plate on the gauge side, the low rail on the
field side;
t. Particular attention should be paid to welds in
curves. Poor alignment of welds will result in
heavy, unusual rail wear. Additional excessive
forces will be placed on the high rail, causing
inside spikes to lift, and track to go out of line;
u. Particular attention should be paid to
compromise rail joints and to locations where rail
repairs were performed during winter to replace
service failed or defective rails;
v. In areas of severe corrugation in curves,
attention should be paid to rail creep;
w. Grade instability; or
x. Any other areas having a history of lateral
instability, site of derailment, washout, etc., or
where Track Supervisors have a concern.
2. When the temperature exceeds the threshold level, a
speed restriction of 15MPH below the zone speed/PSO
speed or 60 MPH (Passenger) 40 MPH (Freight)
whichever is greater must be placed.
3. When deterioration of these conditions are present as
listed in this section, a speed restriction of 30MPH
(Passenger) 25 MPH (Freight) or less must be placed or
track removed from service until repair or adjustment is
made.
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4. When there are indications that a track buckle may be

about to occur, immediately take the following steps to
protect train traffic until the condition is corrected:
a. Place a 10 mph speed restriction; or
b. Stop traffic, if the situation warrants.
5. This policy does not supersede timetable instructions
governing either the operation of unit trains over
specified branch lines or the movement of trains on
subdivisions equipped with Hot Box Detector talkers
broadcasting the ambient temperature.

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Recommended Method 3100-0: Track Inspection Recommended

Checklist

ITEM WHAT TO LOOK FOR

TO CHECK HI-RAIL WALKING TRAIN
Broken, vertical or horizontal
split heads, rail head surface
collapse, crushed heads,
Broken, vertical split
corrugation, wear, spalls,
heads, crushed heads,
Rail shelling, engine burns, rail Broken, rough
engine burns,
end batter, discoloration, rust
discoloration, wear.
streaks, rail wear, underside
of rail head, damage by
equipment.
Bars Broken Broken, bent, cracked -
Bolts Loose, missing Loose, missing, bent -
Washers - Missing -
Broken, bent, badly
corroded, missing, skewed,
Tie Plates Broken, missing -
installed backwards,
improper cant
Track Spikes High, missing High, missing, bent, loose -
Off, damaged, Off, loose, away from tie or
Rail Anchors -
insufficient plate, damaged, insufficient
Broken, split, spike killed,
Hardwood Track Broken, damaged by
plate cut, damaged by -
Ties equipment
equipment, clusters
Broken, cracked, centre-
bound, loose, worn, or
damaged shoulders,
skewed, abraded rail seat,
damaged by equipment
Concrete Track broken, damaged by
-
Ties equipment Walk along the field side
noting the condition of clips,
pads, insulators, and cast
shoulder or outward rail
movement or other signs of
Rail seat abrasion

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Broken, cracked, bent, loose

or damaged clips, heavy
corrosion, worn shoulders,
Broken, damaged by
Steel Track Ties skewed, damaged by
equipment
equipment.
Check inspection holes for
sufficient ballast.
Missing, damaged, loose,
Rail Clips Missing, damaged -
corroded
Missing, worn, damaged, out
Insulators Missing -
of position
Pads - Missing, worn, out of position -
Ballast low in cribs or Cribs not full, low shoulder,
Ballast Section -
shoulder narrow shoulder.
Pumping, fouled, hanging
Ballast Pumping, fouled -
ties
Misalignment, ride
Line Misalignment Misalignment
quality
Ice build-up between Ice build-up between base of
base of rail and tie rail and tie plate, raised Churned Ice, rough
Icing Conditions
plate, raised spikes, spikes, churned ice chunks , ride-
churned ice wide gauge
Poor surface, ride
Surface Poor surface Poor surface
quality
Cross Level Poor cross level Poor cross level Ride quality
Wide / Irregularities,
wheel flange marks, Wide / Irregularities, wheel
raised or tipped spikes, flange marks, raised or
plate cutting or tipped spikes, plate cutting Irregularities, ride
Gauge
movement Irregularities or movement quality
Change in location of Change in location of
running band on the running band on the rail.
rail.
Misalignment,
As per Track Standard
Turnouts components damaged, Ride quality
Section 17
loose, missing, worn
Railway Misalignment,
Crossings components damaged, As per Track Standard 17.8 Ride quality
(Diamonds) loose, missing, worn
Contacting equipment, Contacting equipment,
restricting visibility, fire restricting visibility, fire Contacting equipment,
hazard, hazard, restricting visibility, fire
Restricting drainage, Restricting drainage, hazard,
Vegetation
contacting wires, fouling contacting wires, fouling Restricting drainage,
ballast, ballast, contacting wires,
Impeding inspection of Impeding inspection of fouling ballast
fasteners fasteners

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Ditches or culverts
Drainage Ditches or culverts blocked,
blocked, beaver activity, High water
beaver activity, high water
high water
Slides Slides, rock falls Slides, rock falls Slides, rock falls
Damaged, open gates, Damaged, open gates, Damaged, open gates,
Fencing
livestock on R.O.W. livestock on R.O.W. livestock on R.O.W.
Vertical & horizontal
Clearances Restricted clearances -
restricted clearances
Loose, missing or high
Missing or high planks
planks or other surface
or other surface
material, high spikes,
material, high spikes, Ride quality, restricted
obstructed flange-ways,
obstructed flange-ways, visibility
restricted sight lines
restricted sight lines
Highway and
Warning devices -
Farm Crossings Warning devices - damaged
damaged or missing Warning devices -
or missing gates, lenses,
gates, lenses, bulbs, damaged or missing
bulbs, signs, masts, 1-800
signs, masts, 1-800 gates, inoperable
number label, power “off” or
number label
“on” lights
Power light.

Defective, missing, Defective, missing,

Defective, missing,
Track Signs obstructed, loss of obstructed, loss of
obstructed, loss of reflectivity
reflectivity reflectivity

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Section 16 Track Geometry

16.1. Track Geometry Maintenance Standards
1. All tracks must meet or exceed the track geometry
standards defined in the GO Transit Track Standards
and the Transport Canada Rules Respecting Track
Safety.
2. Track geometry standards are defined for seven classes
of track based on maximum operating speeds for
passenger and freight trains.
3. Track Geometry can be measured by IRIS, the Andian
car, Light Geometry Inspection Vehicle (LGIV), Heavy
Geometry Inspection Vehicle (HGIV), or by hand
measurements.
4. Deviations exceeding the minimum safety requirements
for track geometry are defined as “URGENT” defects.
a. When an URGENT defect is discovered, action
must be taken immediately to protect the track.
Action shall include in order:
i. repair the defect;
ii. reduce the speed based on the defect
severity; or
iii. remove track from service.
b. URGENT defects are to be corrected and signed
off within 48 hours of discovery.
i. Where an URGENT defect reduces
speed of track by 3 or more classes, the
defect must be corrected and signed off
within 24 hours of discovery.
c. Urgent defect limits are found in Appendix D –
Urgent Defects.
5. Deviations approaching Transport Canada Rules
Respecting Track Safety minimum safety requirements
for track geometry are defined as “NEAR URGENT”

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conditions. These are typical 90% of the Transport

Canada Urgent defect values.
a. NEAR URGENT conditions are to be corrected
and signed off within 30 days of discovery.
6. Deviations exceeding GO Transit’s maintenance
tolerances are defined as “PRIORITY” conditions.
a. PRIORITY defects are to be monitored for
escalation, planned and scheduled for
correction. This plan and schedule shall be
submitted within 30 days of discovery. Priority
defects should be corrected within 90 days or as
directed by the CM Sr. Manager of Track and
Structures.
b. Priority defect limits are found in Appendix C –
Priority Defects.
7. Where a portion of track exceeds the limits defined as
“PRIORITY”, the condition must be monitored until it is
repaired within the time period specified in these
standards to ensure it does not escalate to an
“URGENT” defect.
8. Multiple “PRIORITY” surface or alignment defects shall
be considered “URGENT” when:
a. Three or more non-overlapping surface or
alignment defects occurring within a distance
equal to five times a specified cord length shall
be considered URGENT and their limits are
defined in Appendix D – Urgent Defects.
9. The following approach is to be used in responding to
PRIORITY defects and combinations of PRIORITY
defects:
a. Address combinations of PRIORITY defects
(defects within 100 ft. (30.5m) of each other) in
the following order:
i. Combination defects on curve spirals.
ii. Combination defects on curve body.
iii. Combination defects near changes in
track modulus (e.g. near bridges,
crossings, turnouts, etc.).
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b. address all other PRIORITY defects

10. When unloaded track is measured to determine
compliance with this Track Standard the amount of rail
movement, if any, which occurs when the track is loaded
must be added to the measurement of the unloaded
track.
11. Where speed related track geometry defects are
detected during track geometry (I.R.I.S.) truck
inspections, Appendix E – Allowable TSO for IRIS Truck
Defects – Passenger and Appendix F – Allowable TSO
for IRIS Truck Defects – Freight may be used to
determine the maximum Temporary Slow Order speed
to be applied for the seventy-two (72) hour period
immediately following the inspection.
a. If the track defect has not been repaired upon
the expiration of the seventy-two (72) hour
period, the temporary slow order speed must be
revised, restricting trains to a maximum speed
that is within the track class allowed by the
severity of the defect(s). (See Appendix C –
Priority Defects and Appendix D – Urgent
Defects).
12. Details of remedial action or temporary slow orders
applied MUST be recorded on the exception reports,
initialled and dated for all URGENT, NEAR URGENT,
and PRIORITY defects.

16.2. Track Geometry Conditions

1. Gauge
a. The maximum allowable deviations for gauge
related defects are listed in Appendix D – Urgent
Defects.
b. Standard gauge is 56½ in. (1435 mm) on
tangents and curves up to 14°. Refer to Track
Standard Section 4.5 for standard gauge of
curves over 14°.
c. The gauge at hotbox detectors and for a
minimum of 50 ft. (15 m) in either direction must

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be maintained between 56½ in. (1435 mm) and

56¾ in. (1441 mm).
d. Gauge shall not be allowed to become greater
than 57¾ in. (1,466 mm). If loaded or unloaded
gauge has been found to exceed this limit, the
track shall be removed from service
immediately.
e. Gauge should not be allowed to become tighter
(less) than 56¼ in. (1,429mm). Where gauge is
found to be less than 56¼ in. (1429mm):
i. A Class 5 speed restriction must be
placed;
f. A track must be removed from service if the
gauge is found to be less than 56 in. (1,422 mm)
2. Change in Gauge
a. If the change in gauge over a distance of 31 ft.
(9.5 m) or less on either side of the defect
exceeds 1/2 in. (13 mm) a class 3 speed must
be placed.
b. If the change in gauge over a distance of 20ft
(6.1 m) or less on either side of the defect
exceeds 1½ in. (38 mm), operating speed must
be reduced to Class 1.
3. Cant
a. Gauge variations can be caused by tipped or
canted rail.
i. Inward cant results in tight gauge.
ii. Outward cant results in gauge widening.
b. Near base to near base measurement for
standard gauge for various rail sections is
defined in Table 33.

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Table 33 Inside Base to Inside Base Gauge

Height of
Rail Section Base Gauge ΔDesign
Section
53¾” 7 5/16” 2¾”
136 RE (70 mm)
(1,365 mm) (185.75 mm)
53 7/8” 7 1/8” 2 5/8”
132 RE (66.7 mm)
(1,368.5 mm) (181 mm)
54” 6 5/8” 2½”
115 RE (63.5 mm)
(1,371.5 mm) (168.25 mm)

c. A 1 degree rail cant causes a change in gauge

of approximately 1/8 in. (3 mm) in all rail
sections.
i. Cant can also be determined by
measuring the rail base gauge and
comparing it to the gauge measurement
and the height of the rail section and the
flange wear.
(𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝑚𝑚 − 𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑚𝑚 ) − �∆𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷 � − 𝑊𝑊𝑊𝑊𝑊𝑊𝑊𝑊𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓
𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 ≈ tan−1 � �
𝐻𝐻𝐻𝐻𝐻𝐻𝐻𝐻ℎ𝑡𝑡 𝑜𝑜𝑜𝑜 𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅

4. Alignment
a. The maximum allowable deviations for
alignment related defects are listed in Appendix
D – Urgent Defects.
b. The measurement for alignment shall be the
maximum mid-ordinate (positive or negative) in
inches, of a 62 ft. (18.9 m) or 31 ft. (9.5 m) chord
measured at the gauge point.
i. On curved track, the high (outside) rail
shall be used as the line rail. On tangent
track, either rail may be used as the line
rail but the same rail must be used
throughout the tangent.
ii. The line rail for a turnout for the
diverging route is the curved closure rail
between the switch point and the frog.
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The line rail for the straight route shall

be the straight closure rail.
c. The maximum mid-ordinate shall be established
by centring visible misalignments on the chord.
d. If 62 ft. (18.9 m) chords are used, the mid-
ordinate (in inches) is in a 1 to 1 relation with the
degree of curve. If 31 ft. (9.5 m) chords are
used, the mid-ordinate (in inches) must be
multiplied by 4 to obtain the degree of curve.

Figure 27. Alignment

e. The degree of curve is determined by averaging

the degree of curvature of 11 points (the point of
concern plus 5 points on either side) over a 155
ft. (47.2 m) track segment at 15 ft. 6 in. (4.72 m)
spacing. If the curve is less than 155 feet
(47.2m), then the average is taken throughout
the full length of the body of the curve.
f. To determine the alignment variation in a curve:
i. If using a 62 ft. (18.9 m) chord, place
stations every 15 ft. 6 in. (4724 mm) for
4 stations either side of the centre of the
point of misalignment for a total of 9
stations.
ii. Average the midpoint measurements at
the stations either side of the point of
misalignment. This average is the
uniformity of the curve.
iii. The difference between the midpoint
measurement at the point of

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misalignment and the uniformity is the

variation from uniformity.
iv. If the 31 ft. (9.45 m) chord is used, place
8 stations either side of the centre of the
point of misalignment.
5. Superelevation
a. Except as provided in Section 13 for limits of
Cross level from Design, the outside rail of a
curve shall not be lower than the inside rail.
b. Superelevation in a curve shall not exceed 6”
(152mm). Curves exceeding 6” of elevation
require a plan to reduce elevation.
c. Design superelevation should not exceed
requirements identified in Track Standard
Section 19.4.9 and 19.4.10.
d. Minimum superelevation are defined in Track
Standard Section 19.4.10
e. When superelevation on a curve is less than the
amount required, the curve must be checked for
V-max. See Track Standards Section 19.4.8.
f. The designated elevation at any point on a curve
is determined by averaging the elevation over
the same track segment as used in Track
Standard Section 16.2.4.e above.
g. Where superelevation is runout onto tangent
track per the conditions in Track Standard
Section 19.4 and Recommended Method 1305-
0: Determining Superelevation, Spiral Length
and Maximum Train Speed on Curves,
designated elevation in the spiral and tangent
shall be based on the maximum allowable
runout permitted.
i. Where the runout requirements cannot
be met, speed must be restricted
accordingly.

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6. Surface
a. The maximum allowable deviations for surface
related defects are listed in Appendix D – Urgent
Defects.
b. The measurement for SURFACE shall be the
maximum positive or negative mid-ordinate, in
inches or mm, of a 62 ft. (18.9m) chord
measured along the top surface of the rail.
c. The maximum mid-ordinate shall be established
by centring visible peaks or sags on the chord.

Figure 28. Surface Defect Measurement

7. Cross Level
a. The maximum allowable deviations for cross
level related defects are listed in Appendix D –
Urgent Defects.
b. The measurement for cross-level shall be the
difference in elevation, in inches or mm,
between the grade rail and the adjacent rail,
measured at right angles with a level board or
approved track gauge.
c. Designated elevation at any point on a curve is
determined by averaging the elevation of 11
points (the point of concern plus 5-points on
either side) over a 155 ft. (47.2 m) track
segment at 15 ft. 6 in. (4.72 m) spacing. If the
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curve is less than 155 ft. (47.2 m), then the

average is taken through the full length of the
body of the curve. The degree of curve is
determined by averaging the degree of
curvature over the same track segment as the
elevation.
d. On curved track, the grade rail is the low (inside)
rail. On tangent track, either rail may be used as
the grade rail, but the same rail must be used
throughout the tangent.
e. The difference in cross-level readings shall be
used to calculate WARP 31 and WARP 62.
Measurement for cross level shall be taken so
as to ensure that the maximum deviations are
recorded. Both of these terms describe
variations in cross level which contribute to the
wheel lift and harmonic rocking action of
equipment that can result in a derailment.
i. NOTE: It is possible to have several
combinations of differences in cross
level within any 31 ft. (9.5 m) or 62 ft.
(18.9 m) It. is essential that the
inspector determine the maximum
difference.
ii. WARP 31 is defined as the difference in
cross level between any two points
within 31 ft. (9.5 m) apart in spirals.
iii. Warp in tangents, spirals and curves
(WARP 62) are defined as the
difference in cross level between any
two points within 62 ft. (18.9 m) apart.
iv. WARP 31 and WARP 62 conditions can
occur in the same section of track.
8. Runoff
a. The runoff at the end of the raise, when
surfacing track, or when surfacing into any fixed
structure, in any 31 ft. (9.5 m) of track cannot
exceed the URGENT limits for the Class of track
found in Appendix D – Urgent Defects.

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Figure 29. Runoff

Figure 30. Harmonics

9. Harmonics (Rock and Roll)

a. To control harmonics (Rock and Roll) on Class 2
through 5 jointed tracks with staggered joints the
cross level differences shall not exceed 1¼ in.
(32 mm) in all of six consecutive pairs of joints,
as created by 7 low joints.
b. Jointed track with joint stagger less than 10 ft.
(3048 mm) shall not be considered as having
staggered joints.

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c. Joints within the 7 low joints, but outside of the

regular joint spacing shall not be considered as
joints with respect to harmonic.

10. Combination Defects Including Cant

a. When measurements of rail cant, flange wear,
and wide gauge exceed the values in Table 34
and/or Table 35 below, then the appropriate
remedial action as indicated in the tables must
be taken, whichever is more restrictive.

Table 34 – Urgent Defect for Combination Cant

Combination Cant URGENT Defect

Combination Cant Defect
Remedial Action Required
Threshold
Flange Rail Class 3, 4, & 5
Rail Cant Class 1&2 Track
Wear Gauge Track
Repair Repair
Immediately or immediately or
13/32 in. 57 1/8”
4° place a 10mph place 25 mph
(10 mm) (1451 mm)
speed restriction speed restriction
until repaired. until repaired

Table 35 - Near Urgent Defect for Combination Cant

Combination Cant PRIORITY Defect

Combination Cant Defect
Remedial Action Required
Threshold
Flange Rail
Rail Cant Class 1 to 5 Track
Wear Gauge
Inspect within 72 hours and repair within
30 days.
3/8 in. 57 in
3.5° If not repaired within 30 days, apply
(9 mm) (1448 mm)
speed restrictions per Table 34 until
repaired.

b. To repair combination cant defects, address the

cant first.
i. Remove rail, plates, and fasteners and
adze ties to restore proper plate surface,
then tamp ties;

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ii. Remove plates and fasteners, and then

pull track ties to expose the tie plate
seating area. Adze ties to restore proper
tie plate seating surface and reinstall tie
and fasteners and then tamp the track
ties; or
iii. Replace existing track ties.

16.3. Application of Slow Orders for Defective

Track
1. Where a portion of track exceeds the limits defined as
“URGENT”, one of the following actions must be
immediately taken before the operation of the next train
over the defect(s):
a. The defect(s) must be repaired to within the
allowable tolerance;
b. Except as prescribed in Track Standard Section
16.1 for PRIORITY defects, if the defect is a
speed-related type, a temporary slow order
(TSO) must be placed restricting trains to a
maximum speed which is within the track class
allowed for the severity of the defect(s), (refer to
Appendix D – Urgent Defects); or
c. Track must be removed from service if defects
exceed Class 1 limits

16.4. Responsibility
1. The Track Supervisor or designate is responsible for:
a. Checking the deterioration in track geometry
between IRIS tests;
b. Ensuring that track geometry is maintained with
the track geometry standards, or providing
appropriate track protection; and,
c. Accompanying the IRIS testing vehicle when it is
testing primary and secondary main lines in their
respective territory.

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2. All tracks MUST meet or exceed the track geometry

standards defined in the GO Transit Track Standards
and the Transport Canada Rules Respecting Track
Safety.

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Section 17 Turnout, Crossing and Special

Track Work Inspection
17.1. General Information
1. All unsafe conditions found during the inspection must
be reported to the CM Manager of Track and corrected
immediately or properly protected.
2. The inspections must be carried out by employees who
are qualified and certified in accordance with Transport
Canada Rules Respecting Track Safety, and GO Transit
Track Standards, and must be under the direction of the
CM Senior Manager of Track and Structures.
3. All turnouts must be operated in all of its positions during
the detailed inspection at the prescribed frequency for
detailed inspections.
a. Power or dual control turnouts, will be jointly
inspected annually by a qualified Track and S&C
Inspector.

17.2. Types of Inspections

1. There are three types of turnout inspections:
a. Routine Inspection
b. Walking Inspection
c. Detailed Inspection

17.3. Frequency of Inspections

1. The frequency of inspections must ensure that the track
is safe for operation at currently authorized speeds.
2. Turnouts, crossings, and special track work must be
inspected at the minimum frequencies specified by the
Transport Canada Rules Respecting Track Safety or the
GO Transit Track Standards, whichever is more

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restrictive. These frequencies can be found in Appendix

B – Track Inspection Frequencies in Table 47.
3. The CM Manager of Track and the Track Evaluation
Officer have the authority to order additional inspections
at their discretion.

17.4. Record of Inspection

1. A report of each Walking Inspection and Detailed
Inspection must be prepared on a prescribed turnout
inspection form on the same day that the inspection is
performed. The inspection report must be signed by the
person making the inspection, and retained at the
designated location for at least one year.

17.5. Walking Turnout Inspection

1. Walking turnout inspections must include the following
procedures:
a. On power and dual control operated switches,
arrange with the RTC to have the switch taken
off power. Observe if the points are closing
properly. Advise the Signal Maintainer
accordingly.
b. Check the throw and adjustment for any lost
motion (check that the eyebolt is adjusted to
compensate for any lost motion).
c. Check the condition of the eyebolts, its position
in the mast barrel, and the condition of the
connecting rod, and all switch rods. The wear of
these components also needs to be checked.
d. Check the rail flow and switch points for wear,
for fit against, and for proper height above the
stock rail. Gaps in switch points, regardless of
size, are unacceptable. The switch points must
fit tightly against the stock rail.
e. Check the switch points are properly adjusted
and secured.

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f. Check to see that the switch points are not

skewed. They must be installed directly opposite
each other. If skewing should develop, adequate
rail anchors must be installed to resist rail
movement.
g. Check the riser slide plates and rail braces.
h. Check that all cotter pins are in place.
i. Check the frog to determine if it is being struck
at the point of the wheel flange.
j. Check the frog for fit and firm attachment to the
ties or gauge plates, and for any lateral
movement.
k. Check the general condition of the frog. On a
spring frog, check the location of the wheel
contact on the wing rail. Also, check for loose
bolts and rivets, and measure the clearance
between the horn and the hold down housing.
l. Check frogs to determine if bolts are of the
correct size, length, and grade.
m. Check all bolts and joint bars throughout the
turnout are installed and tight.
n. Check the gauge ahead of the switch point and
at the heel of the switch point.
o. Check the actual gauge throughout the turnout
on the main track and the turnout track and the
return curve.
p. Check the guard check gauge and guard face
gauge on the main track and on the turnout
track. See Figure 31.
q. Check the line and surface throughout the
complete turnout on both the main and turnout
track.
r. Check the foot guards where applicable.
s. Check the derail (if so equipped) to ensure it is
functioning and properly secured.

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½” Point of Frog

Figure 31. – Guard Check Gauge and Guard Face Gauge

Measurement locations.

t. Check the top surface of switch points to ensure

that the outer edge of the wheel tread cannot
contact the gauge side of the stock rail. See
Figure 32.
6mm – 8mm

4½”
¼” – 5/16”

(114 mm)

Figure 32. - Switch Point and Stock Rail Minimum

Clearance

u. Check the switch lock or keeper.

v. Check the condition of the reflectorized targets
(if applicable).
w. Check the heel block assembly to ensure that
the bearing of the switch point is correct in
relation to the heel block, and to the bent joint
bar.
x. Check the heel block assembly for broken bolts,
and replace anywhere required.
y. Check that guard rails are properly located in
their longitudinal position in relation to the frog
point.

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z. Check that the turnout ties are square to the

through track in lateral turnouts, and square to
the centreline in equilateral turnouts.
aa. Check that the turnout ties are well tamped
throughout the turnout.
bb. Check the surface through the turnout.
2. There must be no broken or bent clips or stop blocks.
Switch rods or connecting rods must not be excessively
bent, broken or corroded to a depth exceeding 1/8 inch
(3 mm).
3. Welding on connecting rods is not allowed.
4. Gauge at the point of the switch, heel of the switch, and
in the frog area is to be with ± ¼ in. (6 mm) of standard
gauge. Maintain the gauge in the remainder of the
turnout per Priority Defect geometry limits.
5. Switch points are manufactured such that the running
surface is ¼ in. to 5/16 in. (6 to 8 mm) higher than the
stock rail, as measured at the location where the
distance between gauge face of stock rail and gauge
face of switch point when tight against the stock rail is 4-
1/2 in. (115 mm). When this vertical dimension is
reduced by wear to 3/16 in. (5 mm), the location must be
monitored for signs of wheel contact on the stock rail.
Where contact is evident, the switch point must be
renewed or the stock rail ground to restore the ¼ in. to
5/16 in. (6 to 8 mm) dimension.
6. Stock rails can be worn more than ¼ in. (6 mm)
providing that the switch point is 3/16 in. (5 mm) below
the top of the stock rail as measured at the top of the
radius at the end of the switch point.
7. On switch point ends which are chipped or broken the
thickness must not exceed 3/16 inch (5 mm).
8. When the switch point or stock rail has sustained flow of
more than 1/8 in. (3 mm) causing the point to stand out
from the stock rail, excess metal must be ground off to
obtain proper fit.
9. Switch points and stock rails must be of the same size
rail sections unless approved otherwise by the CM
Senior Manager of Track and Structures.
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10. Gaps in switch points, regardless of size, are

unacceptable. The points must fit tightly against the
entire planed portion of the stock rail.
a. Gaps between 1/16 in. and 1/8 in. (1.5 mm and
3 mm) must be repaired within 24 hours. The
switch must be removed from service if one of
the following conditions is also present:
i. Locations with spiked rail braces;
ii. Locations with bolted braces where
brace plate is spiked and there is
evidence of plate movement;
iii. Locations in curves where the gap is on
the diverging point;
iv. Locations where there is evidence of
hanging or pumping ties;
v. Locations where the switch stand is not
secure;
vi. Locations with Jackson switch stands;
vii. Locations with gauge movement ahead
of the switch point; or
viii. Locations with chipped points.
b. Gaps greater than 1/8 in. (3 mm) must be
removed from service immediately.
c. Note: Locations where there is flange wear
ahead of the switch points indicate that wheels
are tracking outward and consequently, it will be
easier for a wheel to climb or pick a switch point.
11. Where a different rail size is authorized, measure the
switch point guards for wear as shown on the Standard
Plan for the different new rail size. If the wear is more
than the wear limit allowed, the guard must be replaced.
12. Guard rail bolts and fasteners must be intact and tight.
Guard rail wear surfaces must not be worn more than
5/8 in. (16 mm).
13. Guard Check Gauge and the Guard Face Gauge shall
be within the limits shown in Table 36.

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Table 36 – Guard Check Gauge and Guard Face Gauge

Class of Minimum Guard Maximum Guard

Track Check Gaugea Face Gaugeb
1 54-1/8” (1375 mm) 53¼” (1352 mm)
2 54¼” (1378 mm) 53-1/8” (1349 mm)
3,4 54-3/8” (1381 mm) 53-1/8” (1349 mm)
c
5 54½” (1384 mm) 53” (1346 mm)
a
The distance from the gauge line of a frog to the guard line
of its guard rail or guarding face, as measured across the
track at right angles to the gauge line. See Figure 31.
b
The distance between guard lines as measured across the
track at right angles to the gauge line. See Figure 31.
c
At points of heavy point frogs equipped with through gauge
plates, use 54 3/8 in (1381 mm)

14. Any loose or missing bolts must be replaced.

15. Lateral wear on a frog should not exceed 1/8 in. (3 mm).
16. The depth of the flange-ways of a frog:
a. On Class 1 track may not be less than 1 3/8 in.
(35 mm); or
b. On Class 2 through 5 track, may not be less
than 1½ in. (38 mm).
17. If a frog point is chipped, broken or worn more than 5/8
in. (16 mm) down and 6 in. (152 mm) back, operating
speed over that frog may not be more than 10 mph.
18. If the tread portion of a frog casting is worn down more
than 3/8 in. (10 mm) below the original contour,
operating speed over that frog may not be more than 10
mph.
19. Spring Frogs
a. Clearance between the horn and hold-down
housing on spring frogs must not exceed ¼ in.
(6 mm), and the horn must not bind on the hold
down housing.
b. Clearance between the bottom of the horn to the
wear plate must not exceed 1/8 in. (3mm).

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c. Each spring must have a compressive force

sufficient to hold the wing rail against the point
rail.
i. Note: the wing on 115 RE, 132 RE, and
136 RE spring frogs is designed to be
open 3/8 in. (10 mm) at the half inch
point (13mm). The maximum opening is
¾ in. (19 mm).
d. The wing rail must bear evenly on all base
plates (check wear marks on the plates).
e. Check to ensure the outer edge of a wheel tread
is not contacting the gauge side of the spring
wing rail.
f. Similarly to the stock rail, if the outer edge of a
wheel makes contact in a trailing movement, it
can roll out the wing and derail a train. If the
horns are doing their job significant wear would
have to be present before a train wheel can
make contact.
i. There have been incidents caused by
tampers surfacing a turnout and bending
the base plate enough to raise up the
wing rail and cause a derailment.
Always watch for evidence of a bent
base plate especially if the wing rail
stays open after a turnout is tamped.
g. The retarder, on frogs so equipped, must close
completely with a cycle time from 1 minute to 3
minutes after opening.
20. On self-guarded frogs, check the wear on the raised
guard. If the measurement from the raised guard on a
self-guarded frog to the 5/8 in. (16 mm) point on the
gauge side of the frog point is more than 4 3/8 in. (111
mm) restrict operating speed to not more than 10mph.
21. Bolts shall be retightened to the required torque
approximately 6 weeks after initial installation.
22. Ties that are plate cut more than 2¾ in. (70mm) or
where the tie plate or rail can move laterally ½ in.
(13mm) or more the tie will be considered defective. For
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further definition of defective ties see Track Standard

Section 9 .
23. Ballast and proper drainage are necessary in order to
maintain good surface and line through the turnout.
24. Make sure there is sufficient ballast and that the tie cribs
are full.
25. Ensure that a good drainage ditch or structure is
available on both sides of the track.
26. During winter months, tie cribs in the switch point area
should be dug out.
27. Pay particular attention to the surface at the frog.
28. For more information on Turnout inspections see
Recommended Method 3500-1: Turnout Inspection
29. For more information on joint Track and S&C inspections
of power operated turnouts see Recommended Method
3500-0: Joint Inspection of Power Operated Turnouts.

17.6. Detailed Turnout Inspection

1. Detailed turnouts inspection shall also include all items
found in Track Standards section 17.5.
2. A detailed turnout inspection must include the measuring
and recording of the following specified items:
a. Track gauge measurements 5 to 10 ft. (1.5 – 3
m) ahead of the switch points, at the heel block,
at the mid-point of curved and straight closure
rail, at 15 ft. 6 in. (4.7 m) intervals throughout
the straight and diverging route behind the frog,
and at the first and last throw rod.
b. Guard check gauge measurements.
c. Guard face gauge measurements.
d. Switch Point Rise where contact is evident
(Vertical clearance between the switch point and
the stock rail). The turnout must be thrown to
effectively measure point rise.
e. Heel Block assembly for surface and check bolts
to confirm they are tight
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f. Cross level measurements at locations 15ft. 6 in.

(4.7 m) apart on both routes throughout the
turnout.
g. Measurements obtained at required locations
with track geometry vehicles meet the
requirements of part a and part f above. These
measurements must be made through
independent geometry inspections.
3. Each turnout and special track work must receive a
detailed inspection at least annually, or per the minimum
frequencies in Section 17.3.
4. The switch stand should be checked for the following:
a. The stand is securely fastened to the head block
ties. The stand should be securely fastened by
proper head block bolts, track spikes, or lag
screws.
b. The head block ties are in good condition.
c. The switch stand can be thrown with no
excessive wear in the handle.
d. The bushings to see that they are securely in
place and not excessively worn
e. The bushings and mast bearing areas are well
lubricated
f. The operating condition of the stand
5. The crank eyebolt should be inspected as follows:
a. Check crank eyebolt extensions. For 1½ in. (38
mm) crank eyebolt extension of 3/8 in. (9.5 mm)
must be showing beyond the rear of the mast
barrel. For 1¾ in. (44.5 mm) crank eyebolts a
minimum of 7/8 in. (22 mm) must be showing
b. Check the relative movement between the
handle and top casting, and between the top
casting and mast. When relative movement
becomes so great as to require excessive
extension of the eyebolt from the mast barrel,
the switch stand must be replaced.
c. Check if the crank eyebolt has been changed
according to the following schedule:
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i. On main lines, replace once every 6

years
ii. On non-main lines, replace once every 9
years.
6. Inspect gauge plates, riser slide plates, turnout plates,
hook-twin tie plates, frog plates, guard rail plates, switch
point rollers, and tie plates as follows:
a. Check for broken, bent, or missing plates
b. Riser slide plates with the surface worn more
than 1/8 in. (3 mm)
c. Shoulder plates, or turnout plates with cut rail
seats for excessive rail.
d. Gauge plates with defective insulation. This
must also be reported to the Signal Maintainer
and the CM Manager of Signals.
e. Rails are properly seated in the gauge and riser
slide plates.
f. Rail braces are tight and well driven, but not
overdriven to the extent that the rail is canted
inward.
g. The riser side plates and spring frog plates are
properly lubricated to permit free movement of
switch points and spring wing rail.
h. All other plates are properly seated with
shoulders bearing firmly against the rail base.
7. In addition to those measurements and requirements
above, all the conditions in Section 17.5 “Walking
Turnout Inspection” also apply to a detailed inspection.
8. For semi-automatic switches, the clamping force must
be tested in addition to all other requirements above.
Follow the procedure below:
a. A No. 22 switch stand in good condition will
show a clamping force between 800 and 1400
pounds. If a switch stand reads a clamping force
of 800 to 1000 lbs. consistently on one rail and
1200 to 1400 lbs consistently on the other that
does not mean there is anything wrong with the

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stand. It just means that the connecting rod

length is just a little different than ideal.
b. A stand that has had bad internal wear may
show 1000 lbs. Clamping force on one rail, zero
(0) on the other; then after being reversed a few
more times may show zero (0) where it formerly
showed 1000 lbs. and vice versa. The numbers
will show no consistency from one trial to the
next and no amount of adjustment of the
connecting rod will make the clamping forces
consistently come up to the 800 lbs. minimum.
This switch stand must be replaced.
c. To mechanically check the pressure as per the
above, a clamp system shall be used which
gives a pressure reading as you jack the point
open. For consistency the clamp should be
installed about 17 inches behind the point. The
instrumented bolt gives readings a couple of
hundred pounds below the clamp when tested
on the same switch.
d. A reading 1,000 lbs. with the clamp system
indicates that the stand should be immediately
adjusted. If after adjustment it still cannot reach
the necessary readings it should be changed. If
you have a reading between 1,000 lbs. and
1200 lbs. with the clamp the stand should be
rechecked on a monthly basis. Between 1200
lbs. and 1500 lbs. with the clamp should be
checked twice a year. All stands should be
checked once a year
e. If on inspection, ¼ in. (6 mm) wear is noted
between the spindle and the top cover of the
stand then a follow-up inspection with the clamp
system should be done to measure the clamping
forces on each point. Anything greater than the
¼ inch (6 mm) is noted the stand should be
changed out.
f. There is a date on the case of the Racor 22
stand. If this is older than ten years on a stand
with a lot of use or any stand older than fifteen
years shall be changed out.
TRACK STANDARDS Page 17-12
RC-0506-02TRK May 2018 Revised: 2018-01-12
 GO TRANSIT TRACK STANDARDS

g. If the instrumented bolt tests show excessive

wear or other internal problems with the stand
do not attempt to repair it in the field or in track,
change out the stand. Racor 22 stands can be
rebuilt by the manufacturer.
9. Spring frogs require a detailed inspection at least twice a
year. In addition to the other requirements found in Track
Standard section 17.5.19 and this section, follow the
additional procedure below:
a. Check for breaks or cracks in the rails or
castings
b. The spring frog is designed to work with the
wing closed during movement through the
straight side. Even though a wheel should not
drop in if the wing were to stay open, it should
still close. Check the pressure on the spring (we
do not use a pressure gage, but the spring
should make the wing snap closed). Replace
any broken springs in the spring box assembly.
Occasionally, graphite-lubricate the base plate
where the wing slides. Keep the flange-way
between the wing and the fixed side of the frog
clean of debris and ice and snow.
c. Check that all of the stops are in place and
doing their job. If you see bent stops or
mushrooming on the face of the stops, perform
the following test: jack the wing open enough to
place a 1 7/8 in. (48 mm) block in the flange-
way. If you can slide a ¼ in. (6 mm) taper or
step gauge between the web of the rail and any
of the stops they need to be repaired. They can
be repaired by cutting them off and re-welding
the stop closer or the welder can weld a repair
plate to the face of the stop.
d. Our spring frogs are designed to be open 3/8 in.
at the 1/2 in. point of frog. But the spring wing
rail should fit tightly against the frog along the
entire length of the straight portion of the wing
rail.
e. Make sure that all bolts are in place and tight.
The proper bolt torque for 1 3/8 in. (35 mm) bolts
TRACK STANDARDS Page 17-13
RC-0506-02TRK May 2018 Revised: 2018-01-12
 GO TRANSIT TRACK STANDARDS

is 2,500 ft.-lbs., and 840 ft.-lbs. For 1 in. (25

mm) bolts. Thin head bolts are used along the
spring wing on spring frogs. These bolts are not
visible in the normal closed position and should
be inspected by jacking open the spring wing.
Replace only with thin head bolts. Remember do
not put any portion of your body between the
spring wing and the fixed point without adequate
blocking.
f. Inspect the anchor pattern. All switch and track
ties should have solid box anchors for 200 ft.
(60.9 m) behind the turnout, 200 ft. (60.9 m)
ahead of the turnout and solid anchors through
the turnout.
g. Check the side clearance between the hold
down housings and the horns. If the closure
rails have moved, it is possible to bind the rail
open
h. Look for signs of ballast pumping, unstable
subgrade, or tie condition that may allow the
wing rail to gap open.
i. If your spring frog is equipped with a wing rail
retarder (shock absorber), check its function
monthly. The proper closing time of the wing rail
should fall between 1 and 3 minutes. If the area
under the retarder has evidence of oil being
present, the retarder may have failed.
j. All snow and ice buildup near a spring frog
should be removed. Every employee (track,
S&C, B&S) that traverses these frogs should
make a point of stopping and inspecting the frog
and cleaning any ice and snow that is evident.

17.7. Failures in Spring Frogs

1. Despite their reliability, there can be failures in a spring
frog. The most common failures and associated
remedial actions and speed restrictions are listed below:
a. Broken springs - Even with a missing spring the
frog opening should not be much bigger than an
TRACK STANDARDS Page 17-14
RC-0506-02TRK May 2018 Revised: 2018-01-12
 GO TRANSIT TRACK STANDARDS

Rail Bound Manganese (RBM) frog. However

with a broken spring that cannot be replaced
before the next train, it is recommended that
movement be only on the straight side. Speed
should be limited to no more than 25 mph. A
close inspection of the hold down horn
clearance, the stops, and the guard check
gauge should be made. When replacing broken
springs on a frog with double springs, replace
both springs at the same time. When tightening
a new spring, the bolts should be tightened until
the spring is depressed 1 in. (25 mm).
b. Broken fixed point. This condition is more
dangerous than a broken point on a RBM frog.
The wheel dropping down in the broken area
may get low enough to catch the wing rail. The
fixed point can be welded, but it is
recommended that speed be no greater than 10
mph and each train watched over the frog until
repaired
c. Excessive wear on the wing rail. It is somewhat
unusual to see much flange wear on the wing
rail, but still is a possibility. If there is flange
wear in excess of 3/8 in. (10 mm), the frog
should be considered for replacement. No slow
order is necessary but a detailed inspection
should be made to determine a possible cause
of the wear.
d. Pumping in the heel and/or broken toe pan.
Pumping in the heel is usually caused by bad
surface conditions. If allowed to exist, these
conditions can cause failure in the hold-down
housing. A broken toe pan is a warning sign that
something has gone wrong. There should very
rarely be enough pressure to crack the toe pan.
If a track inspector encounters this condition,
they shall look for other problems like running
rail or inadequate anchors, possibly even a car
has been off in the frog.

TRACK STANDARDS Page 17-15

RC-0506-02TRK May 2018 Revised: 2018-01-12
 GO TRANSIT TRACK STANDARDS

17.8. Diamond Inspection

1. Inspections of all railway crossings at grade (diamonds)
shall be conducted as follows:
a. Every time the crossing is traveled over by hi-rail
it shall be visually inspected for defects.
b. Crossings shall be inspected at least monthly on
foot measuring gauge and looking closely at the
condition of all components.
2. Unsafe conditions on either railway which cannot be
corrected immediately will be reported to the Rail Traffic
Controller or Train Dispatcher and the CM Manager of
Track and proper action taken to protect traffic on all
routes.
3. Follow the same procedures as those for turnouts found
in Track Standard Sections 17.3, 17.4, 17.5, and 17.6.
4. In addition to Clause 17.8.3, see also the areas of
inspection found in Table 37.
5. Notify the RTC and the CM Manager of Track
immediately if there if any condition is identified on the
crossing railway that requires protection.

Table 37 Areas for inspection

Items to
TS Requirements
Check
• Cribs not less than three quarters full
Ballast and
• Ballast shoulder not less than 10 in. (254 mm)
Drainage
• No standing water or indications of it.
Line, gauge,
surface, and • Per Track Standard Section 16
cross level
• Sound and holding spikes and fasteners
Ties • Stops and shoulders firmly welded to plate
• not worn in excess of 1/8 in. (3mm)
• None broken or cracked
Plates • None missing.
• Not worn in excess of 1/8 in. (3 mm).
Rails • Note rail condition such as rust streaks, ordinary
(Including switch breaks, vertical or horizontal split heads, engine
rails, closure burns, broken bases, crushed heads, bolt-hole
rails, stock rails, breaks, etc.
TRACK STANDARDS Page 17-16
RC-0506-02TRK May 2018 Revised: 2018-01-12
 GO TRANSIT TRACK STANDARDS

and frog rails) • End batter or mismatch not exceeding 0.040 in. (1
mm)
• Fully spiked (except hook twin tie plates which will
have only one spike per plate end) or fastened with
Fasteners tie screws and Rail clips.
• Spikes fully driven or timber tie screws drawn down.
• Rail clips in place and shoulders not broken
• No breaks or cracks in manganese inserts
• No breaks in blocks or rail braces, etc.
• If the tread portion of a casting is worn down more
Castings than 3/8in. (10 mm) below the original contour,
operating speed over that crossing may not be
greater than 10 mph
• Metal flow ground off
• None loose, broken or missing.
• All tight (torque per Track Standard Section 13.4)
Bolts • Spring washers, flat washers or cotter pins present as
required
• Bolts are of correct strength, length , and diameter
• On main track or in CWR territory:
o Fully box anchored on both tracks through diamond
o Fully box anchored for 200 ft. (61 m) in both
Rail Anchors
directions beyond the diamond.
• On other tracks, sufficient number of rail anchors to
prevent movement of diamond
• In place and functional
Insulation
• not visibly damaged
• Clear of foreign objects.
• Not less than 1-1/2” (38 mm) deep for Class 2
Flange-ways through 5. Not less than 1 3/8” (35 mm) deep for
class 1.
• Not less than 1-3/4” (44 mm) wide.
• Guard check gauge – not less than that dimension in
Guard Check
Table 36 in Track Standard section 17.5
Gauge / Guard
Face Gauge • Guard face gauge - not less than that dimension in
Table 36 in Track Standard section 17.5
Joints • Joints from the outer signals on all routes

TRACK STANDARDS Page 17-17

RC-0506-02TRK May 2018 Revised: 2018-01-12
 GO TRANSIT RECOMMENDED METHODS

Recommended Method 3500-0: Joint Inspection of Power

Operated Turnouts

Note: For the purposes of this Recommended Method a power

operated turnout also includes dual control turnouts.

Introduction
This Recommended Method describes typical switch layout
problems encountered at power operated switch locations that
have a direct impact on the reliability of turnouts. Also described
are appropriate corrective actions.
The intent of this Recommended Method is to provide a
guideline for use by Track Foreman, Track Supervisors, S&C
Supervisors, and Signal Maintainers when conducting switch
layout inspections.
At least twice annually, it is recommended that switch layouts
should be inspected jointly by Track and S&C maintainers.

Figure 33. Left Handed Power Switch Machine Layout

TRACK STANDARDS Page 17-18

RC-0506-02TRK May 2018 Revised: 2018-01-12
 GO TRANSIT RECOMMENDED METHODS

Power Switch Machines

The primary function of power switch machines is to provide
remote control of turnouts and to detect and indicate the position
of the switch points. A typical switch machine is connected to
switch points via the front rod and 1st switch rod, with connecting
rods. In some cases helper rod assemblies are also provided.
A typical switch machine contains a DC electric motor, gear
drive, mechanical locking mechanism and indication contacts. It
is adjusted internally and externally to throw the switch point,
reverse or normal, and to detect if the switch points are within ¼
in. (6 mm) from the desired position.
The ¼ in. (6 mm) adjustment is a safety requirement all railways
in North America must adhere to. By default it is also a
performance measure of the quality of the switch layout since
there are several external factors involving the Track portion of
the layout, which will directly impact the ability of the switch
points to move freely and to seat properly against the stock rail.

Switch Point Rollers

The use of Schwihag switch point rollers has been shown to
significantly improve the performance of turnouts. These should
be installed at problematic locations. Ordering information for
rollers can be found on Standard Plan GTS-0390.
As with all turnout hardware, Schwihag rollers should be
inspected and maintained regularly. Refer to S&C General
Instruction GI-409.

References:
GI-329, GI-409 and appropriate turnout plans

Inspection Criteria
The following tables identify some of problems typically
encountered at power switch layouts, the probable causes
and/or preventative maintenance procedures that can mitigate
them, and the impacts on the switch machine.

TRACK STANDARDS Page 17-19

RC-0506-02TRK May 2018 Revised: 2018-01-12
 Problem Impact on Switch Machine Probable Cause Corrective Action

Ensure both switch points are flush

with the edge of the head-block tie
Improper alignment of front rod and 1st
switch rod places stress on the switch Switch not installed properly during installation
Correct alignment during next

RC-0506-02TRK
Switch points are askew machine throw, lock and detector
replacement of the switch point or
in relation to one another connecting rods including internal
closure rail
components. This often results in loss
of correspondence. Thimbles in the heel casing are
Replace thimble in heel casting
worn

Switch points does not Prevents the point from seating, Lips on point and/or stock rail Grind off visible lip
fully close beyond switch causing switch machine adjustment
Inspect stock rail to ensure properly
tip difficulties Stock rail braces over driven
seated, adjust braces if necessary
The switch point should fit flush against Improper adjustment of switch Adjust rods ensuring gauge and

May 2018
the stock rail for the full length of the rods or helper rod (where so flange-way clearance are
Switch point does not fully head cut in the closed position. If it equipped) maintained

TRACK STANDARDS
close beyond switch tip. does not, the switch point may move
under traffic causing component wear Track not properly gauged If significant, turnout stock rail may
and loss of correspondence. need to be re-gauged.

When the switch points ride on only 2

or 3 plates, all the weight rides on Switch not surfaced properly
GO TRANSIT RECOMMENDED METHODS

those few plates, which will scrape off It is not unusual for a turnout to not
most of the lubrication the first time the ride evenly on all plates. However, if
Switch points not riding on
switch is thrown, where normally problem is severe, tamp or surface
all plates
lubrication may last for 1-2 months low spots. Installation of rollers also
without replacement. The end result is Bowed switch point recommended.

Revised: 2018-01-12
Page 17-20
higher friction causing the switch
machine motor to overload.
 Problem Impact on Switch Machine Probable Cause Corrective Action

Lack of lubrication causes too much

Lack of graphite or other

RC-0506-02TRK
Switch plates are not friction between points and plates and Graphite or lubricate switch.
approved lubricant.
properly lubricated. overloads the switch machine motor.
(turnouts with Schwihag
rollers do not require
Using engine oil or grease gathers dirt, Remove excess oil and grit and
lubrication) Switch has been lubricated
filings and other grit contributing to lubricate with approved product
using engine oil or grease.
friction. (graphite or WL191 lube).

Sand on switch plates increases Remove excess oil and grit and
Sand on switch plates. friction and causes the switch machine Locomotive sanders. lubricate with approved product
motor to overload. (graphite or WL191 lube).

May 2018
Rail grindings become magnetized due

TRACK STANDARDS
to grinding action and grinding deposits
Rail grindings from switch
Rail grindings on switch adhere to switch plates and rods
grinders not properly removed Clean switch area.
plates and in crib. bypassing the insulation and short out
after grinding.
the OS track circuit, resulting in a
signal system outage
GO TRANSIT RECOMMENDED METHODS

Low or hanging joints. Hand-tamp spot locations or surface

Excessive movement can cause switch Insufficient tamping whole turnout if feasible.
Poor surfacing. machine adjustments to drift resulting
in loss of correspondence.
Broken tie plates. Replace broken tie plates.

Revised: 2018-01-12
Page 17-21
 Problem Impact on Switch Machine Probable Cause Corrective Action

RC-0506-02TRK
MJS clips which are adjusted too tight
and / or not lubricated will result in
higher friction during switch movement Lubricate MJS clips immediately.
causing overloading of the switch
machine.
Worn, improperly adjusted MJS clips are not properly
or dry MJS clips. Worn MJS clips contribute to switch installed or lubricated. Ensure MJS clips are lubricated
point misalignment and loss of
regularly in accordance with GI-409.
correspondence.

May 2018
Note: Rocker clips are used in newer

TRACK STANDARDS
turnouts instead of MJS clips, and Check and replace shims
require no lubrication.
Broken or fatigued insulators on
front rods, switch rods, gauge Replace insulators.
Failed insulators will short out the OS
rods, gauge plates, insulated
Failed insulator. track circuit, resulting in a signal
joints, and insulated ductwork.
GO TRANSIT RECOMMENDED METHODS

system outage. Ensure track appliances are inspected

Refer to S&C General
Instruction GI-332. regularly in accordance with GI-332.

Revised: 2018-01-12
Page 17-22
 Problem Impact on Switch Machine Probable Cause Corrective Action

Results in switch point misalignment,

which affects the adjustment of the

RC-0506-02TRK
switch machine connecting rods Promptly replace all missing
Loose rail braces. Loose resulting in loss of correspondence. hardware. When hardware is missing
or missing clips, spikes, Lack of switch maintenance. it results in overloading of remaining
bolts or anchors. components resulting in premature
Allows excessive rolling of the stock wear and failure.
rail head resulting in point movement
and loss of correspondence.

Front rods and 1st, 2nd, 3rd, rods rub

against the ties, resulting in friction Switch not properly installed or Reposition ties and install appropriate
Ties not properly spaced
resistance causing the switch machine maintained. tie straps if missing.

May 2018
to overload.

TRACK STANDARDS
Ensure that switch points are flush
Fluctuating temperatures causes rails
with head block tie during initial
to run and contributes to misalignment
Switch is not properly installed. installation.
of the front rod and 1st switch rods
resulting in loss of correspondence. Ensure every tie is box anchored
The front rod or the 1st
through the turnout and on either side
GO TRANSIT RECOMMENDED METHODS

switch rod is rubbing

against either head block Running switch points cause front rod by 200 ft. (60.9 m)
tie. Switch is not properly surfaced In problem areas (directional running,
or 1st switch rod to dig into the 1st or bottom of grades) additional anchoring
or anchored causing switch
2nd head block ties resulting in friction
points to move or run under train should be considered.
resistance, which overloads the switch
traffic.

Revised: 2018-01-12
Page 17-23
machine. Check tie spacing and readjust as
necessary.
 Problem Impact on Switch Machine Probable Cause Corrective Action

This results in the fastening bolts Replace head block ties as required.
securing the switch machine and Consideration should be given to
Damaged or worn head

RC-0506-02TRK
extended gauge plate to the head Lack of switch maintenance. installing new gauge plates with the
block ties.
blocks to loosen resulting in loss of attached switch
switch machine adjustment. machine plate (Standard Plan GTS-520)

Ensure adequate and appropriate ballast

Excessive ballast in crib and around levels in all cribs, providing space for
moving parts can create additional throw rods to move where applicable.
Excessive ballast in crib. Lack of switch maintenance.
resistance to throw resulting in switch All excess ballast that could interfere with
machine overloading. switch point movement should be swept
clear.

May 2018
Misalignment of ties results in rods

TRACK STANDARDS
Tie straps at switch or Switch not properly installed.
eventually rubbing against the ties, Re-install straps and tighten lag screws
helper crank loose or not
causing the switch machine motor to ASAP.
in place. Lag screws pulled loose.
overload.
GO TRANSIT RECOMMENDED METHODS

Excessive down stroke of helper crank Re-align helper height if possible;

Helper crank not properly Incorrect height of helper
results in excessive force on the switch consider replacement with a helper crank
aligned. crank.
machine. of correct height.

Revised: 2018-01-12
Page 17-24
 Problem Impact on Switch Machine Probable Cause Corrective Action

Bent or broken helper rods result in

additional force required to move the

RC-0506-02TRK
points and therefore higher motor Track machines and other
Damaged helper rod Replace or repair damaged
current which can result in switch heavy work equipment drive
assembly. components ASAP.
machine motor overload. This may over helper rods.
also lead to additional switch point
wear.

Excessive pressure on the helper rod Ensure hardware is inspected

can prevent the switch from locking regularly in accordance with GI-
Over-tightening of helper
up. The helper only needs to move Improperly adjusted helpers. 329(a), 329(b) (3) and 409, and that
rods.
the back of the point into proper necessary adjustments are made
position. promptly as required.

May 2018
Ensure bolts are inspected regularly

TRACK STANDARDS
Lack of switch machine
in accordance with GI- 329(a) and
maintenance.
Loose fastening bolts Results in loss of switch machine adjust immediately.
securing switch machine. adjustment.
Damaged or worn head block
Install new switch plates
ties (see above).
GO TRANSIT RECOMMENDED METHODS

Ensure fastening hardware is

Loose switch components cause
Switch point bolt cotter keys, inspected regularly in accordance
Missing or loose switch point misalignment resulting in
lock washers, lag screws broken with GI-329(a) and GI-409, and
fastening hardware. switch machine motor overloading
or loose. adjust or replace immediately as
and loss of correspondence.
required.

Revised: 2018-01-12
Page 17-25
 Problem Impact on Switch Machine Probable Cause Corrective Action

Ensure a general inspection in

Loose or worn ball end Excessive lost motion between the

RC-0506-02TRK
accordance with GI-329(a) is
point lugs, rod bushings, points and switch machine throw rod,
performed regularly and
bear paws, clevises, bent lock rod, or point detector rod can Lack of switch maintenance.
necessary adjustments or
point detector or lock result in loss of correspondence, or
replacements are performed
rods. failure to properly detect an open point.
ASAP.

A gap of more than .060 in. (1.5 mm)

between the top of the point detector Ensure wear plates are inspected
Excessive wear of point
rod and GRS Model 5 switch machine regularly in accordance with GI-
detector wear plates on Lack of switch maintenance.
housing will cause excessive motion of 329(c) (4), and replace as
GRS machines.
the point detector rod resulting in loss required.

May 2018
of correspondence.

TRACK STANDARDS
Ensure nozzles are correctly
Snow clearing device nozzles must be
Snow clearing device installed and inspected regularly.
installed with 2 to 3 in. (51 -76 mm) of
nozzles obstructing Improperly installed nozzles.
clearance to the point. Failure to do so
points. Plan for refurbishment of SCDs
can result in unreliable switch locking.
as required.
Ensure regular inspections of
GO TRANSIT RECOMMENDED METHODS

Poorly adjusted or maintained

Excessive snow and ice buildup can snow clearing device. snow clearing devices are
Snow and ice buildup create obstruction or increase performed.
under base of points. resistance to throw resulting in switch
overloading. Incorrect type of snow clearing Plan for refurbishment of SCDs
device for local environment. as required.

Revised: 2018-01-12
Page 17-26
 GO TRANSIT RECOMMENDED METHODS

Recommended Method 3500-1: Turnout Inspection

Items to Check Regulatory Requirements TS Requirements

• must restrain track
laterally, vertically and • Cribs full except for switch
horizontally (for thermal point area for drainage as
and mechanical loads) required in winter months.
Ballast and
• provide adequate • Ballast shoulder not less
Drainage
drainage than 12 in. (305 mm).
• maintain proper cross- • No standing water or
level, surface and indications of it.
alignment
Line, gauge, TC Rules Respecting Track
• Per Track Standard
surface, and Safety Part II - C II, C III, C
Section 16
cross level VI
• Sound and holding
spikes.
• Properly spaced and
square to track.
TC Rules Respecting Track • Firmly tamped for 16 in.
Ties
Safety Part II - D II (406 mm) on each side of
mainline and turnout rails
• Head block ties tamped
as above with no voids
under remainder of tie
• None broken.
TC Rules Respecting Track • None missing.
Plates
Safety Part II - D VI • Not worn in excess of 1/8
inch (3 mm).
• Note rail condition such
as rust streaks, ordinary
• Stock rails securely breaks, vertical or
Rails
seated in switch plates, horizontal split heads,
(Including
not canted by badly engine burns, broken
switch rails,
adjusted rail braces. bases, and crushed
closure rails,
heads.
stock rails, and
frog rails)
TC Rules Respecting Track • End batter or mismatch
Safety Part II - D XII (a) not exceeding 1/8 “ (3
mm) at toe of frog and
heel of frog and switch.
• Fully spiked (except hook
• The fastenings must be
twin tie plates which will
intact and maintained so
have only one spike per
as to keep the
plate end) or fastened
components firmly in
Fasteners with tie screws and rail
place.
clips.
• Spikes fully driven or
TC Rules Respecting Track
timber tie screws drawn
Safety Part II - D XI (a)
down.
Castings • No broken castings (heel
TRACK STANDARDS Page 17-27
RC-0506-02TRK May 2018 Revised: 2018-01-12
 GO TRANSIT RECOMMENDED METHODS

blocks, anchor blocks, rail

braces, etc.) except frog
casting heel extension.
• None loose, broken or
missing.
• All tight (torque per Track
TC Rules Respecting Track
Bolts Standard Section 13.4)
Safety Part II - D V
• Spring washers, flat
washers or cotter pins
present as required
• On main track or in CWR
territory:
o Fully anchored on both
• Classes 4 through 6 track
tracks through turnouts
must be equipped with rail
(except where anchors
anchors through and on
will interfere with switch
each side of track
points).
crossings and turnouts, to
o Fully anchored for 200 ft.
Rail Anchors restrain rail movement
(60.1 m) in both
affecting switch points
directions beyond the
and frogs.
turnout.
• On other tracks, sufficient
TC Rules Respecting Track
number of rail anchors to
Safety Part II - D XI (a)
restrain rail movement
affecting switch points
and frogs.
Insulation • In place and functional.
• Each switch point must fit
its stock rail properly • Slide plates clean and
• Lateral or vertical lubricated.
movement of a stock rail • Switch stands lubricated.
in the switch plates or of • Spring assemblies and
the switch plate on a tie base plates of spring
Lubrication
must not adversely affect frogs lubricated.
the fit of the switch point • Special assemblies such
to the stock rail. as pipe connected derails
and auxiliary throws,
TC Rules Respecting Track lubricated.
Safety Part II - D XII (b)
• Points not overhanging
gauge plate not more than
one in. (25 mm) back from
• Unusually chipped or front edge.
worn switch points must
• The entire planed portion
be repaired or replaced.
of the rail head on switch
• Metal flow must be points fits tight against
Switch Point Fit removed to ensure proper stock rails.
closure
• Point of switch rail not
less than 1/2 in. (13 mm)
TC Rules Respecting Track
below top of stock rail.
Safety Part II - D XII (b)
• No sharp kinks, loose
bolts or rivets
• No broken, bent or weld
TRACK STANDARDS Page 17-28
RC-0506-02TRK May 2018 Revised: 2018-01-12
 GO TRANSIT RECOMMENDED METHODS

repaired clips or stop

blocks.
• No switch or connecting
rods to be bent or broken
or corroded to a depth
exceeding 1/8 in. (3 mm.)
• No weld repaired switch
or connecting rods
• Unusually chipped or
• On point ends which are
worn switch points must
chipped or broken the
be repaired or replaced.
thickness must not
Thickness / • Metal flow must be exceed 3/16 in. (5 mm).
removed to ensure proper
Flow • Flow should not exceed
closure
1/16 in. (1.5 mm) on
switch point or gauge side
TC Rules Respecting Track
of stock rail.
Safety Part II - D XII (b), (h)
• Each switch must be
maintained so that the • Running surface of points
outer edge of the wheel should be ¼ in. (6 mm)
tread cannot contact the above stock rail. When
Running
gauge side of the stock less than 3/16 in. (5 mm)
Surface
rail. above the stock rail
monitor for signs of
TC Rules Respecting Track contact.
Safety Part II - D XII (c), (h)
• The heel of each switch
rail must be secure and
• No missing, loose , bent
the bolts in each heel
or broken bolts
Heel of Switch must be kept tight.
• No missing cotter pins, if
required.
TC Rules Respecting Track
Safety Part II - D XII (d)
• Each throw lever must be
maintained so that it • Main track switches must
cannot be operated with be secured with an
Switch Locks / the lock or keeper in approved switch lock.
Keepers place. • Other track switches
secured with lock or
TC Rules Respecting Track keeper, as required.
Safety Part II - D XII (f)
• In good operating
condition. Rigid stands
• Each switch stand and must have 1 ¾ in. ( 44
connecting rod must be mm) crank eyebolts.
Switch Stand
securely fastened and • Switch handles of rigid
operable without switch stands cannot be
(Inspection /
excessive lost motion. placed in locking position
Adjust)
with normal pressure
TC Rules Respecting Track when 1/8 in. (3 mm) shim
Safety Part II - D XII (e) placed between point and
stock rail at first rod
(check for lost motion).
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 GO TRANSIT RECOMMENDED METHODS

• The throw at the No. 1 rod

and the auxiliary throw
rod, where applicable, will
be according to plan.
• All switch rod and
connecting rod bolts,
except those under switch
stand, with nuts up and
protected by cotter pins.
• Each target must be • Required targets per
clearly visible at all times. standard in place, visible,
Switch Targets in good condition and
TC Rules Respecting Track displaying proper
Safety Part II - D XII (e) indication.
• If a frog point is chipped,
broken or worn more than
5/8” (16 mm) down and 6
• Heel risers not broken nor
in. (150 mm) back,
flowed sufficient to bow
operating speed over that
point rails.
frog may not be more
• Point and adjacent
than 10 mph.
running surfaces not
• If the tread portion of a broken, chipped or
General frog casting is worn down
excessively worn: 3/8 in.
more than 3/8 in. (10 mm) (9 mm) maximum
below the original contour,
• Good line on through
operating speed over that
track.
frog may not be more
than 10 mph. • No broken , loose, bent or
broken plates
TC Rules Respecting Track
Safety Part II - D XIII (b), (c )
• Flange-way depth:
o On Class 1 track may
not be less than 1 3/8
in. (35 mm) or
o On Classes 2 through 6 • Clear of foreign objects.
track not less than 1 • Not less than 1-1/2 in. (38
Flange-ways 1/2” (38 mm). mm) deep.
• Flange-ways must be at • Not less than 1-3/4 in. (44
least 1 ½ in. (38 mm) mm) wide.
wide

TC Rules Respecting Track

Safety Part II - D XIII (a)
• Clearance between horn • Horn not binding on hold
and hold-down housing down housing.
not exceeding 1/4 in. (6 • Each spring must have
mm) sufficient compression to
Spring Frogs • Each spring must have a hold the wing rail against
tension sufficient to hold the point rail.
the wing rail against the • Note: wing rail of 115 Ib.
point rail. and 132/136 Ib. spring
• The outer edge of a wheel frogs is designed to be
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 GO TRANSIT RECOMMENDED METHODS

tread may not contact the open 3/8 in. (9 mm) at the
gauge side of a spring half inch point).
wing rail. • When spring wing rail is
• The toe of each wing rail open, the opening
must be solidly tamped between wing and point
and fully and tightly rail must not be less than
bolted. 1 ¾ in. (44 mm) at any
• Each (spring) frog with a point.
bolt hole defect or head- • No broken, loose or
web separation must be missing hold down bolts
replaced. • Retarder, where installed,
allows for full closure of
TC Rules Respecting Track wing rail in greater than 1
Safety Part II - D XIV but less than 3 minutes.
• The raised guard rail on a
self-guarded frog shall not
be worn more than 3/8 in.
(9.5 mm).
• If repairs are made to a
• Self-guarded frogs must
self-guarded frog without
Self-Guarded not be used on turnouts
Frogs removing it from service,
where speeds will exceed
the guarding face must be
15 mph.
restored before rebuilding
the point.

TC Rules Respecting Track

Safety Part II - D XV
Guard Rails
• Distance between the
• Guard check gauge
gauge side of the frog and
(distance from guard face
the bearing side of the
of guard rail to gauge side
guard rail should be
of frog)
Guard Check maintained at 54 5/8 in.
• Free of obstructions that
Gauge / Guard (1,387 mm), and shall not
Face Gauge may interfere with the be less than Regulatory
passage of wheels
Requirements.
• Side wear on raised guard
TC Rules Respecting Track
bar must not exceed 5/8
Safety Part II - D XVI
in. (16 mm)
• Look for surface
deviations such as
hanging ties at the heel
block area
• Look for surface
TC Rules Respecting
Surface conditions about 1-2 car
Track Safety Part II – C.6
lengths ahead of the
turnout. Look particularly
for low joints
• Address drainage issues
and muddy spots

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Section 18 Electronic Track Inspection

18.1. General Information
1. An Electronic Track Geometry Inspection vehicle is an
automated track inspection vehicle used to measure,
calculate and record geometric parameters of the track.
2. Two types of track geometry inspection vehicles, defined
below, can be used to measure and evaluate track
geometry.
a. Light Geometry Inspection Vehicle (LGIV)
i. must be capable of measuring:
• Alignment / Curvature
• Superelevation / Cross Level
• Unloaded Gauge
• GO Transit Track Standards
and parameters calculated from
these measurements
• Transport Canada Rules
Respecting Track Safety and
parameters calculated from
these measurements
ii. GO Transit typically uses, an Andian
truck as a LGIV
b. Heavy Geometry Inspection Vehicle (HGIV)
i. must have a vertical wheel load
minimum of 10,000 lbs (4,545 kg) and
be capable of measuring:
• Surface / Longitudinal Profile
• Alignment / Curvature
• Super Elevation / Cross Level
• Loaded and Unloaded Gauge*

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• GO Transit Track Standards

and parameters calculated from
these measurements
• Transport Canada Rules
Respecting Track Safety and
parameters calculated from
these measurements
* L/V ratios from 0.67 and less than 0.7 are
acceptable. For safety reasons, test loads will be
turned off when actual loaded gauge readings
reach 58 in. (1,473 mm) which is equivalent to 1.5
in. (38 mm) wide gauge.

ii. GO Transit operates the Integrated Rail

Inspection System (I.R.I.S.) truck for this
purpose. This truck is also equipped
with measurement capabilities for:
• Rail wear
• Ultrasonic rail testing
iii. Measurements obtained with this
vehicle are considered dynamic
geometry measurements representative
of the track in a loaded condition.
3. A Rail Flaw Inspection is a continuous search for internal
defects.
a. As previously mentioned in 18.1.2.b.ii, GO
Transit uses the I.R.I.S. truck to complete their
Rail Flaw inspections.

18.2. Types of Test Methods

1. There are three types of test methods
a. Track Geometry and Gauge Measurements
b. Rail Surface and Internal Flaw Recordings
Testing
c. Rail Wear Measurement
2. Geometry and Rail Wear typically occur simultaneously.
3. On the I.R.I.S. truck, all three tests can occur
simultaneously. However, when run simultaneously,
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these tests are limited to the most restrictive speed of

the equipment.

18.3. Frequency of Testing

1. Minimum track inspection frequencies shall be as outline
in the Transport Canada Rules Respecting Track Safety,
but not less than in Appendix B – Track Inspection
Frequencies in Table 48 and Table 49.
2. An automated geometry inspection is required for all
tracks.
3. If a portion of track cannot be inspected at the required
interval, the CM Senior Manager of Track and Structures
may permit a reduced frequency up to that mandated by
the Transport Canada Rules Respecting Track Safety.
4. Should the Transport Canada Rules Respecting Track
Safety required interval not be met, the railway must,
before the expiration of the time or tonnage limits:
a. Inspect that segment of track with a LGIV and
be governed by the results of that inspection or
perform an additional visual inspection per week
until the required track geometry inspection
frequency can be met;
b. In the case of Class 3 to Class 5 track the next
required track geometry inspection must be
completed with a heavy geometry inspection
vehicle;
c. Reduce class of track to bring the track into
compliance until such time as a valid track
geometry inspection can be made; or
d. If a portion of a crossover cannot be inspected
at the required interval, the railway must, before
the expiration of time or tonnage limits, perform
a detailed inspection of both turnouts and the
track in between.
5. A rail flaw inspection is required for all tracks.
a. Yard tracks, also require rail flaw inspections.
b. Where a test on the above cannot be performed
the yard track speed cannot exceed 10mph.
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6. If a valid search for internal defects cannot be conducted

for any reason, the CM Senior Manager of Track and
Structures may permit a reduced frequency up to that
mandated by the Transport Canada Rules Respecting
Track Safety.
7. Should the Transport Canada Rules Respecting Track
Safety required interval not be met, the railway must,
before the expiration of the time or tonnage limits:
a. Conduct a valid search for internal defects, or
b. Reduce class of track per Section 18.4.

18.4. Rail Flaw Detection (Ultra-Sonic)

1. Rail on main tracks, including crossovers and sidings
contained on such lines will be ultrasonically tested
(UTT) at the frequencies prescribed in Appendix B –
Track Inspection Frequencies. The CM Sr. Manager of
Track and Structures may increase the testing frequency
or request additional rail flaw testing at critical locations
or on non-main track as required. This policy also
covers the following two areas:
a. Used rail purchased from 3rd parties.
b. Rail removed from track if it is to be reused.
2. For new construction, rail on all tracks must be
ultrasonically tested prior to placing the new tracks in
service unless otherwise authorized in writing by the CM
Sr. Manager of Track and Structures.
3. A qualified person shall undertake ultrasonic inspection
of rail. Rails that have been ultrasonically tested will be
kept segregated from those that have not been tested
(preferably on separate rail racks) and will display the
markings as detailed below.
4. As grease interferes with proper ultrasonic testing, all
lubricators must be shut off sufficiently in advance of any
Ultrasonic Rail Testing to ensure no grease is present.
Lubricators must be reactivated immediately after
testing.
5. Rails to be tested out of track must be wire brushed to
remove rust and scale. Rails shall have a complete
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 GO TRANSIT TRACK STANDARDS

ultrasonic test for the full length of the rail. Ultrasonic

tests will be undertaken using equipment capable of
traversing single rails. Such equipment is not capable of
testing the ends of the rail. Therefore, both rail ends
must be tested using portable hand test units. Where the
rail head has surface defects that prevent the ultrasonic
inspection of the rail, such defects must be cut out or the
rail scrapped.
6. Rails tested under this policy and found to be free of
internal defects will be either identified by the letters
“UTT” (for Ultrasonically Tested) or “UTC” (for
Ultrasonically Certified), depending on the rails origin.
These rails will be marked by minimum 2 in. (51 mm)
high letters on the web of the rail in white paint or paint
stick, along with the date tested. Rails tested shall be
marked in the web starting 3 ft. (914 mm) from the end
of the rail. The difference in markings (e.g. “UTT” or
“UTC”) is to identify whether the rail was generated
internally by the railway or obtained from an external
source.
7. Rail tested under this policy and found to contain a
defect must be marked:
a. With permanent yellow paint on the web of the
field and gauge side of the rail
b. With white paint stick marker, 2 inch high, right
side up letters indicating:
i. Defect number / defect type / Defect
size
ii. Milepost / Date of Test / Unit Number

Figure 34. Rail Marking for defects

8. Used rail purchased from third parties must have an

accompanying written certification that the rail has been
ultrasonically tested after being removed from track and
has been found to be free of internal defects. Rail must
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 GO TRANSIT TRACK STANDARDS

be marked with the letters “UTC” as per the above, along

with the date and supplier initials. Company owned rail
sent to 3rd parties for welding must be tested, certified,
and marked in the same manner.
9. Rail which contains a defect and has been removed from
track immediately following a rail flaw detection run may
be immediately reused or stock piled for later use,
providing that all of the following is adhered to:
a. Once the rail is removed from track, it is
ascertained that the defect has been removed
from the rail; and
b. The rail is marked on the web with the letters
“UTT” and the date it was ultrasonically
inspected by the Rail Flaw Detection car.
10. Rail Removed from Track with:
a. Less than 10 MGT accumulation since the last
ultrasonic rail flaw detection run can be
reinstalled in track without speed restriction.
However, it must be marked “UTT” and the date
of the last Rail Flaw Detection Run immediately
after being removed from track. It can then be
placed on the racks along with other tested rails.
b. Greater than 10 MGT accumulation since the
last ultrasonic rail flaw detection run shall be
subject to one of the following procedures:
i. The rail shall be considered as not
having been ultrasonically tested and
must be ultrasonically tested as soon as
possible and the letters “UTT” marked
on the web with white paint or paint stick
along with the date tested. It must then
be placed on the racks along with other
tested rails;
ii. If absolutely necessary to reinstall the
rail without ultrasonically testing the rail
after its removal from track, that portion
of track must be speed restricted to
maximum Class 2 track (25 mph freight,
30 mph passenger) until such time as
the rail has been ultrasonically tested; or
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c. Rail that has been removed from sidings,

crossovers and connections, where the
accumulated MGT since the last Ultrasonic Rail
Flaw Detection run is not available, may be
reinstalled in track if such rail was removed from
track within 90 days after the last Ultrasonic Rail
Flaw Detection run. The rail must be marked
with the letters “UTT” along with the date of the
last Ultrasonic Rail Flaw Detection run, on the
web. It must then be placed on the racks along
with other tested rails.
11. If a piece of rail is cut from a length of rail previously
tested and marked UTT or UTC, the marking UTT or
UTC and the applicable date of test must be transferred
to the piece of rail cut off, so that both pieces are
correctly marked.
12. No Test Rail (NTR) is rail that the rail flaw detector car is
unable to test for whatever reason. Defect code NTR will
appear on the list of defects.
13. If an NTR is detected in Class 3 or higher, one of the
following actions are required:
a. Mark the defect as per Track Standard Section
18.4.7 using the following coding:
i. NT1 – Rail found to be a NTR for the
first time
ii. NT2 – Rail found to be a NTR for a
second consecutive UTT inspection

Figure 35. Marking a No Test Rail

b. After a NTR is detected for the first time, the rail

must be re-inspected ultrasonically within 30
days.

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If the NTR is on a major structure (bridge, overpass, or

in a tunnel), there must be an immediate one class
reduction in speed. A second consecutive NTR in the
same location will require a Class 2 speed restriction
and the rail replaced within 7 days.
c. After a second consecutive NTR in the same
location for Class 3, 4 and 5, a Class 2 speed
restriction must be placed and the rail replaced
within 7 days.
14. To correct a NTR, any of the following actions can be
taken:
a. Hand test and ensure proper test performed;
b. Take corrective action on the rail to remove the
reason for the NTR, e.g., use a grinder to
remove corrugation or shelly so the rail flaw
detector can perform a good test, Ensure
lubricators are turned off and rail is not covered
in grease;
c. Change the rail; or
d. Reduce speed to Class 2, and change the rail
within 7 days unless otherwise directed by the
CM Sr. Manager of Track and Structures.
15. No Test Rail, after remedial actions are taken which
allow for a successful UTT inspection, and the RFD
operator will mark the rail with:
a. “UTT”, plus RFD Test Car ID, date of successful
UTT inspection and operators initials.
b. Black paint will cover over previous yellow paint.

Figure 36. Marking a NTR after a successful UTT test

16. Refer to Track Standard sections 4.15 and 4.16 for

details on handling failures and defects in CWR.

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18.5. Track Geometry Testing

1. Where speed related track geometry defects are
detected during track geometry (I.R.I.S.) truck
inspections, Appendix E – Allowable TSO for IRIS Truck
Defects – Passenger and Appendix F – Allowable TSO
for IRIS Truck Defects – Freight may be used to
determine the maximum Temporary Slow Order speed
to be applied for the seventy-two (72) hour period
immediately following the inspection.
2. If the track defect has not been repaired upon the
expiration of the seventy-two (72) hour period, the
temporary slow order speed must be revised, restricting
trains to a maximum speed that is within the track class
allowed by the severity of the defect(s). (See Appendix
D – Urgent Defects)
3. All URGENT defects must be corrected as soon as
possible, and in no case will speed restrictions be
removed until the URGENT defects have been checked
on the ground and corrective actions are taken, as
required.
4. All PRIORITY and NEAR URGENT defects must be
monitored and corrected as per the requirements of
Track Standard section 16.1.6.a.
5. Details of remedial action or speed restriction applied
must be recorded on the exception reports initialled and
dated for all defect types.
6. All gauge defects determined by the loaded gauge
method must be field verified.
a. Loaded gauge values should sum the unloaded
measurements plus all signs of additional lateral
rail movement.
b. Delta Gauge is the difference between unloaded
(static) and loaded (dynamic) gauge
measurements.
c. Gauge Widening Projection (GWP) – is a
calculated value that gauge could reach in the
event of a severe train brake application.

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18.6. Rail Wear Testing

1. Rail wear testing shall be done simultaneously with track
geometry testing when using the IRIS truck or any other
inspection vehicle capable of simultaneously testing.
2. The Track Supervisor is responsible to review the rail
wear report, and compare it to previous reports. This will
aid the Supervisor to determine areas for planned rail
replacement programs. This does NOT include
transposing of the rail.
3. If automated rail wear testing is not available, the Track
Supervisor shall manually measure and record the rail
wear at least annually.
4. Rail wear shall be in conformance to Track Standard
Section 4.6, and not exceed the limits in the applicable
table in Appendix G – Rail Wear Limits
5. Should rail wear meet or exceed increased monitoring
limits, the underside of the head must be physically
inspected.
a. See Section 15.5 for details on under-head
inspection.

18.7. Vehicle Track Interaction (V/TI)

1. V/TI monitors are currently being tested on the GO
Transit network. As such no TSOs will be associated
with the V/TI monitors until sufficient test data is
available.
2. Clauses 3 through 4 below are to be used for guidance.
3. V/TI is a locomotive based track measurement system
that evaluates how the vehicle interacts with the track.
The measurements reported are:
a. Car body vertical (CBV)
i. Locations are profile spots the
locomotive is going up or down.
Typically found around bridge
approaches, road crossings, and mud
spots.

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b. Car body lateral (CBL)

i. Locations of where the locomotive rocks
from side to side. Typically caused by
cross-level and twist.
c. Truck lateral (TRL)
i. Usually is poor alignment spot or a
problem with the locomotive truck.
d. Axle Vertical (AXV1 and AXV2)
i. An axle vertical exception is measured
when the wheel hits a spot in the rail
such as:
• Rail-to-rail crossings;
• Crushed heads;
• Joints with broken or cracked
joint bars, or contact with the top
of the joint bar;
• Frogs with heel or point
conditions;
• Broken rails; or
e. Mid Chord Offset (MCO1 and MCO2)
i. MCO conditions are short profile
locations such as missing spikes,
missing plates, cracked bars, mud
spots, crowned welds, bridge
transitions, tie clusters, or switch
support.
4. Two levels of V/TI exceptions require action – CRITICAL
and HIGH priority.
a. CRITICAL Priority
i. Track must be inspected immediately.
b. HIGH Priority
i. Inspect track within 24 hours.

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Section 19 Track Construction

19.1. Minimum Construction Standards
1. Appendix O – Minimum Construction Standards
indicates the minimum standards and tolerances for the
construction, and upgrades of all GO Transit track.
2. Only GO Transit approved track materials will be used
for construction on GO Transit property.
3. All new main line track construction shall use concrete
ties, except in turnouts, grade crossings, and special
track-work or as specified by the CM Sr. Manager of
Track and Structures.
4. Hardwood ties shall be Grade 1, 100% end plated,
creosote treated and conform to the GO Transit’s
approved Timber Cross Tie and Switch Tie
Specifications.
5. All new ballast to be used on mainlines shall be Class 1
and conform to the GO Transit Crushed Rock Track
Ballast Specification.
a. AREMA Class 4A gradation shall be used for all
Steel tie applications.
b. For more detailed ballast quantities, reference
Standard Plan GTS-2205
6. All new track designs must be reviewed and approved
by the Engineering – Track and Structure group, AND
the CM Sr. Manager of Track and Structures prior to
construction.
7. The maximum allowable effective elevation grade for
track construction shall be 2.0%, unless authorized in
writing by the CM Senior Manager of Track and
Structures.
a. Effective grade is a combination of the horizontal
degree of curve and the grade. Every degree of
curvature adds an effective 0.04% to the design
grade.

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8. New designs will limit the maximum curvature to 8

degrees unless specifically authorized by the CM Senior
Manager of Track and Structures. Track designs with
curvatures in excess of 8 degrees shall have additional
requirements.
9. CM track inspectors will be required to inspect any track
being placed into service, including non-main track
construction.
10. Derails must be installed, where required. See Track
Standard Section 10.3.
11. Turnouts shall be installed as per Track Standards
Section 13
12. Heavy construction equipment, or other equipment not
easily stored or removed from the right-of-way and
required to facilitate the construction of a railway
improvement, may be left on the right-of-way outside of
working hours provided that:
a. The equipment is parked at a minimum of 25 ft.
(7.62 m) from any track.
b. The equipment shall not be left within 500 ft.
(152.4 m) of a roadway crossing
c. Shall not impede the sightlines for public,
contractors, construction crossings, and train
operations;
d. The equipment is locked;
e. All tools and extraneous equipment is secured
and out of view;
i. Any booms or extendable apparatus
shall be retracted and set in their lowest
position, and locked out where possible.
Review and approval of a methodology
plan is required.
f. Cannot be made to be moved in any way that
the equipment will obstruct the movement of a
passing train, or track equipment.
g. Contact information for the Contractor storing
this equipment has been made available to the
CM Manager of Track.
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h. If so authorized in writing by the CM Senior

Manager of Track and Structures, the equipment
can be stored in a location where all portions of
the equipment are outside of the standard
clearance envelope;
i. A GBO will be required if the equipment
is parked within 14’7” (4.45 m) of the
nearest rail.
13. Direct Fixation systems shall be designed and use
components specifically designed and tested to resist
Cooper E-80 train loading with diesel impact.

19.2. Construction Tolerances

1. Appendix O – Minimum Construction Standards
indicates the allowable tolerances for the construction of
track.

19.3. Track Clearances and Centres

1. The requirements of this Track Standard apply to all
tracks over which the railway operates, regardless of
location; and for all clearances regardless of whether
they are temporary or permanent.
2. For new construction, track centres shall comply with the
minimum distances between track centre lines
prescribed by Table 38:

Table 38 Track Centres

Track Type Track Centres

Main Tracks 13 ft. (3,962 mm)
Main and Siding Track 14 ft. (4,267 mm)
Main tracks and parallel yard
14 ft. (4,267 mm)
tracks
Yard Tracks 14 ft. (4,267 mm)
Yard Tracks with pedestrian
16 ft. (4,877 mm)
walkways
Yard Tracks with a service road
between tracks (road at top of tie 24 ft. (7,315 mm)
elevation)

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Yard Track with service road and

28 ft. (8,534 mm)
lighting poles
Yard track with 2 way road
32 ft. (9,754 mm)
between tracks)
Yard Track with 2 way road and
33 ft. (10,058 mm)
lighting poles
Ladder and other tracks 15 ft. (4,572 mm)
Parallel Ladder tracks 18 ft. (5,486 mm)
Passenger Station tracks without
13 ft. (3,962 mm)
a platform between
Team tracks in pairs 12 ft. (3,658 mm)

3. The minimum distance between track centre lines shall

be increased to account for curvature and
superelevation as follows:
a. By adding 2 in. (51 mm) per degree of curve or
12 in. (305 mm), whichever is less.
b. Where the superelevation of the outer track
exceeds the superelevation of the inner track
add an additional 2½ in. (63 mm) per 1 in. (25
mm) of difference in curve superelevation
between the adjacent tracks.
4. Should it not be possible to construct to the above
clearance measurements, the CM Senior Manager of
Track and Structures should ensure the proposed
encroachment does not impact railway safety and that
appropriate departments (e.g. Rail Services, CM,
Standards, System Safety, etc.) and Transport Canada,
where required, are advised of the less than standard
clearance.
5. Track centre distance must not decrease without the
authority of the CM Senior Manager of Track and
Structures.
6. Existing track centres between the main line and existing
adjacent tracks must be maintained to a minimum
centreline to centreline as defined in Table 38. Track
centres measuring less than specified in any location
should immediately be reported to the CM Senior
Manager of Track and Structures.
7. The clearances for railway bridges, structure, or
catenaries, shall meet or exceed dimensions shown in
Appendix X – GO Transit Heavy Rail Clearance
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 GO TRANSIT TRACK STANDARDS

Envelopes. Any deviations from the required clearances

must be approved in writing by the CM Senior Manager
of Track and Structures prior to any construction work
occurring.
8. All clearances for passenger station platforms shall be
as per Track Standards Section 23
9. The standard clearance diagrams applicable to all tracks
in the GO Transit system can be found in Appendix X –
GO Transit Heavy Rail Clearance Envelopes.

19.4. Curve Design

1. Curve design shall meet the requirements of AREMA
and the GO Transit Track Standards. Where these
standards contradict each other, the more restrictive
shall apply.
2. See Track Standard section 4.5.2 and 4.5.4 for
additional requirements on high degree curves.
3. The superelevation must be constant on the circular
curve (body) and increase/decrease at a uniform rate on
the spiral.
4. Where the guidelines for either superelevation or spiral
length cannot be met, the permissible speed of traffic
through the curve would need to be reduced to allow
conformance.
5. The basic equation relating superelevation, degree of
curve, and speed of train can be found in equation (1):

𝐸𝐸 = 0.0007 ∙ 𝐷𝐷 ∙ 𝑆𝑆 2 − 𝐸𝐸𝑢𝑢 (1)

𝐸𝐸: 𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 (𝑖𝑖𝑖𝑖𝑖𝑖ℎ)

𝐷𝐷: 𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷 𝑜𝑜𝑜𝑜 𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 (𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑 𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑)
𝑆𝑆: 𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 (𝑚𝑚𝑚𝑚ℎ)
𝐸𝐸𝑢𝑢 : 𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼 (𝑖𝑖𝑖𝑖𝑖𝑖ℎ) (𝑠𝑠𝑠𝑠𝑠𝑠 𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 19.4.10)

6. When there is no imbalance (Eu = 0) the curve is

“balanced“ or at equilibrium: the superelevation of the
curve offsets the centrifugal force of the equipment
traveling around the curve.

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7. Appendix N – Curve and Vmax Tables lists the balanced

and imbalanced superelevations for various curvatures
and train speeds.
8. The maximum allowable operating speed for each curve
is determined by equation (2) :

(𝐸𝐸𝐴𝐴 + 𝐸𝐸𝑢𝑢 )
𝑉𝑉𝑚𝑚𝑚𝑚𝑚𝑚 = � (2)
0.0007 ∙ 𝐷𝐷

𝑉𝑉𝑚𝑚𝑚𝑚𝑚𝑚 : 𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀 𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂 𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 (𝑀𝑀𝑀𝑀𝑀𝑀)

𝐸𝐸𝐴𝐴 ∶ 𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴 𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 (𝑖𝑖𝑖𝑖𝑖𝑖ℎ)
𝐸𝐸𝑢𝑢 : 𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼 (𝑖𝑖𝑖𝑖𝑖𝑖ℎ)
𝐷𝐷 ∶ 𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷 𝑜𝑜𝑜𝑜 𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 (𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑 𝑑𝑑𝑑𝑑𝑑𝑑𝑟𝑟𝑒𝑒𝑒𝑒𝑒𝑒)
For the purposes of calculation Vmax only, the actual elevation
for each 155 ft. track segment in the body of the curve is
determined by averaging the elevation for 11 points through
the segment at 15 ft.6 in. (4.72 m) spacing. If the curve length
is less than 155 ft. (47 m), average the points through the full
length of the body
Degree of curvature is determined by averaging the degree of
curvature over the same track segment as the elevation.

9. As curves may go out of cross level or be subjected to

change in cross level as a result of rail replacement,
design superelevation shall not exceed 5 in. (127 mm)
without the authority of the CM Senior Manager of Track
and Structures.
10. The minimum superelevation that can be applied on a
curve shall be the greater of:
a. ½ in. (13 mm) on Class 2 track or higher.
Preferred minimum superelevation on all GO
Transit track is ½” (13 mm).
b. 1 in. (25 mm) below the balanced elevation for
Canadian Pacific Freight dispatched tracks.
c. 2 in. (51 mm) below the balanced elevation for
Canadian National Freight dispatched tracks.
d. 3 in. (76 mm) below the balanced elevation for
all passenger trains;
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e. A maximum of 4 in. (102 mm) below the

balanced elevation for GO Trains and UP DMU’s
(GO Transit is exempt from the Transport
Canada rule in item d.;
f. 6 in. (152 mm) below the balanced elevation for
LRC (Light Rapid Commuter) Timetable Speed.
11. Superelevation imbalance shall be minimised and
designed as close to a balanced condition as possible.
Where a negative freight imbalance is unavoidable, the
designed negative imbalanced superelevation values for
freight need to be reviewed and approved in writing by
the CM Sr. Manager of Track and Structures.
12. The degree of a curve is determined by stretching a 62
ft. (18.9 m) chord on the gauge side of the outer rail of
the curve. The distance in inches between the centre of
this chord and the gauge side of the rail is the degree of
the curve.
13. The curve tables give the desired curve superelevation
for a given curvature and train speed, and alternatively
give the maximum train speed for a given curvature and
curve elevation. See Appendix N – Curve and Vmax
Tables for balanced and imbalanced superelevations.
14. Rail Services, Corridor Maintenance, and Engineering –
Track and Structure must be consulted regarding the
required zone speeds.
a. A zone speed analysis may be required to
determine the proposed Timetable speed.
15. For each type of traffic (passenger, freight, LRC)
determine the balanced superelevation. From there
establish the maximum and minimum allowable
superelevation that can be applied based on the traffic
speed
16. The maximum elevation for the curve will then be the
lesser of the maximum elevations that are calculated,
the minimum elevation for the curve will be the greatest
of the minimum elevations that are calculated.
17. The elevation for the curve can then be anywhere within
this range. The minimum and maximum superelevation
calculated above will ensure ride quality and safety for
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each type of traffic. Selection should therefore be made

with consideration to local traffic and conditions using
the following guidelines:
a. Using a greater superelevation will result in the
weight of slower trains being transferred to the
low rail causing damage to the low rail.
b. Using a lesser superelevation will result in faster
trains producing greater lateral forces through
the curve. This can increase gauge widening
and gauge face wear.
18. On main tracks in curves, spirals must be installed
between tangents and all curves, and between any two
parts of a compound curve if these differ by 1º or more.
Spirals provide a transition in both curvature and
elevation.
19. On non-main tracks in curves, spirals shall be installed
where conditions permit.
20. Where there are adjacent tracks on a curve, the
elevation on the outer track must not be more than the
elevation of the inner track unless the distance between
track centres is increased to make up for the difference
in elevation.
21. On a spiral between a tangent and a curve, the elevation
must increase/decrease uniformly from the end of a
tangent to the beginning of the curve.
22. Similarly, on a spiral between two parts of a compound
curve, the elevation must increase/decrease uniformly
from the end of the flatter curve to the beginning of a
sharper curve.
23. The minimum spiral length will be the greater of the two
lengths calculated in the equations for Passenger
Comfort (3) and Freight Torsion (4):

𝐿𝐿 = 1.63 ∙ 𝐸𝐸𝑢𝑢 ∙ 𝑆𝑆𝑝𝑝 (3)

𝐿𝐿 = 62 ∙ 𝐸𝐸𝐴𝐴 (4)

𝐿𝐿: 𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿ℎ 𝑜𝑜𝑜𝑜 𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 (𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓)

𝐸𝐸𝑢𝑢 : 𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼 (𝑖𝑖𝑖𝑖𝑖𝑖ℎ)
𝑆𝑆𝑝𝑝 : 𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀 𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 (𝑀𝑀𝑀𝑀𝑀𝑀)
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𝐸𝐸𝐴𝐴 ∶ 𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴 𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 (𝑖𝑖𝑖𝑖𝑖𝑖ℎ)

24. The Passenger Comfort Equation (Equation 3) is used to

ensure that the ride quality around the curve is
appropriate for the speed of the passenger train and for
the superelevation applied. In certain conditions, such
as near open deck bridges or between reverse curves,
the required length of spiral may not be available. If the
spiral length for passenger comfort cannot be obtained
this length of the spiral may be reduced by an amount
not exceeding 25% at the discretion of the CM Sr.
Manager of Track and Structures and must be approved
in writing.
25. The Freight Torsion equation (Equation 4) ensures cars
can physically negotiate the curve. The equation is
designed so that the superelevation is never run off at a
rate greater than 1 in. (25 mm) in 62 ft. (18.9 m). For
safety reasons, this condition must always be met. At
certain locations, such as near open deck bridges or
between reverse curves, the required length of spiral
may not be available. In order to maintain the
appropriate runoff rate, the superelevation would then
need to run out on to the tangent. This is only allowable
under the following conditions:
a. The rate of change of superelevation does not
exceed 1 in. in 62 ft. e.g. the superelevation is
run out for at least the length given by the
Freight Torsion Equation (Equation 4).
b. At least 75% of the superelevation is run out on
the spiral.
c. The maximum permissible speed of passenger
trains on the curve is 60 mph. or less.
d. The requirements for Passenger Comfort are
still met: the length of spiral is not less than 75%
of that required for Passenger Comfort
(Equation 3).
26. Reverse curves and facing point switches of the same
orientation shall be separated by a tangent of at least
100 ft. (30.5 m) in length unless otherwise authorized by
the CM Sr. Manager of Track and Structures in writing.
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a. For non-main tracks the length of the tangents

shall conform to the appropriate design
manuals.
27. The length of spiral between parts of a compound curve
shall be determined by equation 4, where EA will be
modified to be the difference between the
superelevations on the different parts of the curve.

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Recommended Method 1305-0: Determining Superelevation,

Spiral Length and Maximum Train Speed on Curves

All examples assume curves are on the GO Transit Network on

Canadian National Railways dispatched track. (For Canadian
Pacific Railway dispatched track the Freight superelevations
would be calculated based on a 1” imbalance).
Example 1

• Degree of curve: 2º 00’

• Freight: 60 mph
• GO Train: 75 mph
• LRC: 85 mph
Determine Superelevation:
1. Freight
From Appendix N – Curve and Vmax Tables,
balanced Superelevation = 5”
Imbalance allowed = 3”
Superelevation = 2”
2. GO Train
From Appendix N – Curve and Vmax Tables,
balanced Superelevation = 7 7/8”
Imbalance allowed = 4”
Superelevation = 3 7/8”
3. LRC
From Equation 1, balanced Superelevation = 10 1/8”
Imbalance allowed = 6”
Superelevation = 4 1/8”
Based on the above calculations the maximum superelevation
that meets the criteria for each type of traffic is 5” (based on
freight and maximum design tolerances set by this Track
Standard. The minimum superelevation that meets the criteria is
4 1/8”.
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Apply the minimum Superelevation

Superelevation = 4 1/8”

Check Vmax:
Using Equation 2:
Vmax2= 66 MPH
Vmax4= 76 MPH
Vmax6= 85 MPH
The allowable speeds are good for each type of traffic.

Determine Length of Spiral:

From Passenger Comfort (Equation 3)
𝐿𝐿 = 1.63 ∙ 𝐸𝐸𝑢𝑢 ∙ 𝑆𝑆𝑝𝑝
Eu= 7 7/8” – 4 1/8” = 3 ¾”
Sp = 75 MPH
L = 458 ft.
From Freight Torsion (Equation 4)
𝐿𝐿 = 62 ∙ 𝐸𝐸𝐴𝐴
L = 256 ft.
The minimum Spiral shall be the greater of the 2.
Spiral Length = 458 ft.

Example 2

• Degree of curve: 5º 00’

• Freight: 40 mph
• GO Train: 45 mph
Determine Superelevation:
1. Freight

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From Appendix N – Curve and Vmax Tables,

balanced Superelevation = 5 5/8”
Imbalance allowed = 3”
Superelevation = 2 5/8”
2. GO Train
From Appendix N – Curve and Vmax Tables,
balanced Superelevation = 7 1/8”
Imbalance allowed = 4”
Superelevation = 3 1/8”
Based on the above calculations the maximum superelevation
that meets the criteria for each type of traffic is 5” (based on
freight and maximum design tolerances set by this Track
Standard. The minimum superelevation that meets the criteria is
3 1/8”.
Apply the minimum Superelevation
Superelevation = 3 1/8”

Check Vmax:
Using Equation 2:
Vmax2= 40 MPH
Vmax4= 46 MPH

The allowable speeds are good for each type of traffic.

Determine Length of Spiral:

From Passenger Comfort (Equation 3)
𝐿𝐿 = 1.63 ∙ 𝐸𝐸𝑢𝑢 ∙ 𝑆𝑆𝑝𝑝
Eu= 7 1/8” – 3 1/8” = 4”
Sp = 45 MPH
L = 293 ft.
From Freight Torsion (Equation 4)
𝐿𝐿 = 62 ∙ 𝐸𝐸𝐴𝐴
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L = 194 ft.
The minimum Spiral shall be the greater of the 2.
Spiral Length = 293 ft.

Example 3

• Degree of curve: 6º 00’

• Existing Superelevation : 4 ¾”
• No Freight
• What is Max GO Train?

Allowable GO Train imbalance = 4”

Balanced Superelevation = 8 ¾”
Vmax = 45 MPH
S = 45 MPH
Max Speed GO Train Speed = 45 MPH

Example 4

• Degree of curve: 3º 30’

• Freight: 50 MPH
• GO Train: 55 MPH
• Max Spiral Length = 300 ft. (bridge restrictions)

Determine Superelevation:
1. Freight
From Appendix N – Curve and Vmax Tables,
balanced Superelevation = 6 1/8”
Imbalance allowed = 3”

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Superelevation = 3 1/8”
2. GO Train
From Appendix N – Curve and Vmax Tables,
balanced Superelevation = 7 3/8”
Imbalance allowed = 4”
Superelevation = 3 3/8”
Based on the above calculations the maximum superelevation
that meets the criteria for each type of traffic is 5” (based on
freight and maximum design tolerances set by this Track
Standard. The minimum superelevation that meets the criteria is
3 3/8”.
Apply the minimum allowable Superelevation
Superelevation = 3 3/8”

Check Vmax:
Using Equation 2:
Vmax2= 50 MPH
Vmax4= 57 MPH
The allowable speeds are good for each type of traffic.

Determine Length of Spiral Required:

From Passenger Comfort (Equation 3)
𝐿𝐿 = 1.63 ∙ 𝐸𝐸𝑢𝑢 ∙ 𝑆𝑆𝑝𝑝
Eu= 7 3/8” – 3 3/8” = 4”
Sp = 55 MPH
L = 359 ft.
From Freight Torsion (Equation 4)
𝐿𝐿 = 62 ∙ 𝐸𝐸𝐴𝐴
L = 209 ft.
The minimum Spiral shall be the greater of the 2.
Spiral Length should be = 359 ft.

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The spiral length required by the passenger comfort formula

exceeds the spiral available.
Permission can be obtained from the CM Senior Manager of
Track and Structures to reduce the required spiral length by
25%. This would reduce the length of spiral to 270 ft.

359 𝑓𝑓𝑓𝑓. ∙ 0.75 = 270 𝑓𝑓𝑓𝑓.

This falls beneath the physical limitation of 300 ft. The spiral
length of 300 ft. can be used provide the superelevation is runoff
appropriately.
By the freight torsion formula, the superelevation must be runoff
over at least 209 ft. Since the GO Train/passenger speed is
below 60mph, up to 25% percent of the superelevation can be
runoff on the tangent. As this is below the physical restriction,
there is no need to runoff the superelevation in the tangent.

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Section 20 Drilling and Excavating Around

and Under Tracks
20.1. Excavation
1. The Contractor or any person on, under, over and/or
adjacent to the Railway Corridor, whether under contract
to Metrolinx or not, must make sure of their location
before making any excavations, drilling, driving stakes or
otherwise penetrating the ground surface.
2. It is the responsibility of the Contractor to arrange and
conduct locates of all company’s utilities, including but
not limited to CN, CP, Metrolinx, and Ontario OneCall.
Prior to starting excavation on the right-of-way, the
Contractor has to ensure that no specific protocols are in
place with all company’s utilities
3. Excavations may be suspended by the Owner at any
time, but especially during excessively hot periods or
when rail temperature exceeds the PRLT.
4. The minimum requirements for trenching and
excavations may be found in Appendix W – Excavation
Limits Adjacent to a Railway.
a. Any deviations from the standard profile require
the written approval of a Geotechnical Engineer
and notification to the CM Sr. Manager of Track
and Structures.
b. All shoring systems, dewatering, tunneling, and
structures must be designed and conform to the
Metrolinx General Guidelines for Design of
Railway Bridges and Structures and the
Metrolinx Design and Construction Guidelines
for Tunneling on the GO Transit Right-of-Way.
5. All excavations must conform to OHSA requirements.
6. Excavations will be at least 18 in. (457 mm) from the top
end of track tie. A 2:1 slope for the ballasted shoulder is
required for adequate lateral rail holding capacity.

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7. Excavations greater than 8 ft. (2.4 m) in depth must be

protected by an adequate barrier at least 4 ft. 6 in. (1.4
m) measured from the edge of excavation on top of
every wall of excavation.
8. Excavations flatter than 1.5:1 side slope in Zone 1 are
allowed during construction.
a. If construction is suspended or work will not be
conducted for longer than 30 days, the slope
shall be restored to a minimum of 2:1 side slope
or other as specified by a Geotechnical
Engineer.
9. Excavations steeper than 1.5:1 but flatter than 1:1 slope
in Zone 2 are allowed under live load only when
authorized in writing or supervised by a Geotechnical
Engineer.
a. All slopes in Zone 2 shall be restored to a 1.5:1
slope at the end of the working day, unless
authorized otherwise in writing by a
Geotechnical Engineer, or protected by a
shoring system designed by a Professional
Engineer.
10. Excavations with slopes steeper than 1:1 (Zone 3) are
not allowed under train loads and require a shoring
system designed by a Professional Engineer.
11. Excavations deeper than 12 ft. (3.65 m) will require the
design and supervision of a geotechnical engineer.
12. Excavations longer than 100 ft. (30.48 m) must be
reviewed and approved in writing by a Geotechnical
Engineer to ensure safe train operations.
a. Otherwise the excavation must be filled in and
compacted at the end of the shift or prior to train
operation.
13. Adequate dewatering shall be in place during the works
to ensure the stability of the excavation.
14. A Professional Engineer must design all excavations
that:
a. Exceed 12 ft. (3.65 m) in width and / or depth.
b. Exhibit signs of water seepage or are wet.
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c. Are within Zone 2 or Zone 3.

d. Require shoring systems.
e. Require blasting operations.
15. For any excavation within 131 ft. (40 m) of a turnout, the
Contractor must be prepared to rebuild that turnout.
16. Material excavated shall not be used as backfill, unless it
conforms to the backfilling requirements.
a. Backfill material shall not be frozen;
b. Shall be free from any topsoil, organic matter,
weak materials, and construction debris; and
c. Oversize materials greater than 6 in. (150 mm)
in size shall be discarded.
17. The bottom of the excavation shall be proof-rolled using
a heavy compactor.
18. Backfilling shall be carried out from the bottom of
excavation in lifts of 6 in. – 12 in. (152 mm – 305 mm
and compaction shall be at least 98% SPMDD.
19. Permanent timber lagging subject to railway loading is
not permitted, and must be removed when work is
completed.
20. Third party works shall adhere to the third party permit
process.
21. All excavations shall be subject to monitoring as per
Track Standard section 20.2.
a. No open excavation shall be left without visual
inspection during long periods of time, i.e.,
holidays, etc.

20.2. Monitoring
1. Monitoring of excavations, shoring walls, and other
construction works adjacent or under a railway corridor
can be found in the Metrolinx General Guidelines for
Design of Railway Bridges and Structures.
2. A ground movement monitoring or a shoring wall
monitoring plan for both vertical and horizontal
settlement is required for any excavation works
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exceeding the Zone 1 limits in Appendix W – Excavation

Limits Adjacent to a Railway, and must be sealed,
signed, and dated by a Professional Engineer.
a. The monitoring plan shall include all tracks and
any shoring wall.
b. The monitoring plan of the shoring wall shall
include a formal procedure for visual inspection,
the number of targets and location of the targets
at pile locations, as well as all other monitoring
instruments / equipment.
c. All monitoring plans shall meet the requirements
of the Metrolinx General Guidelines for Design
of Railway Bridges and Structures.
3. Monitoring devices shall be installed such that they do
not create tripping hazards.
4. Ground movement monitoring and shoring wall
monitoring must be completed by a qualified person.
5. A baseline survey shall be established by taking three
(3) readings prior to construction, taken on 3 separate
days; baseline monitoring must be submitted for review
by the Owner/Owner’s Representative review prior work
commencement.
6. Visual ground movement monitoring readings should be
taken a minimum of twice daily (before morning rush
hour trains and prior to afternoon rush hour trains) during
construction. If requested, reduction of reading intervals
may be approved by the CM Sr. Manager Track and
Structures.
7. Monitoring via surveying of in-ground monitoring points
and rail surface shall be performed daily.
8. No open excavation shall be left without visual
inspection during long periods of time, such as holidays,
weekends, etc.
9. Readings must be reported regularly to Metrolinx
10. Metrolinx shall have the right to request additional
monitoring regarding the frequency and accuracy of
monitoring.

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11. Should any erratic ground movement be observed or

measured, the flagman and CM Manger of Track must
be notified immediately.
12. Daily visual monitoring of the track shall be performed.
Any cracks in the wall, or movement of the track must be
reported immediately to the CM Sr. Manager of Track
and Structures, and steps taken to remedy the situation.
13. Track monitoring alert levels are to be defined in the
Metrolinx General Guidelines for Design of Railway
Bridges and Structures. Table 39 below summarizes the
‘alert levels’ and the actions to be taken.
Table 39 Track Monitoring Alert Levels

Allowable Limits Review Limits Alarm Limits

Class of mm mm mm
(in.) (in.) (in.)
Track
Horiz. Elev. Horiz. Elev. Horiz. Elev.

1 / yard 0 – 10 0 – 12 10 – 15 12 – 20 >15 >20

(0 – 3/8) (0 – ½) (3/8 – 9/16) (½ - 13/16) (>9/16) (>13/16)
2
3
4 0–4 0–4 4–9 4 – 12 >9 >12
(0 – 3/16) (0 – 3/16) (3/16 – 3/8) (3/16 – ½) (>3/8) (>½)
5
Actions to be taken
• Allowable Limit: Review the available data and provide comments on any
potential ground movement concerns and implications to railway operations.
The ground movement monitoring reports shall be forwarded to GO Transit /
Metrolinx/ their representatives within 24 hours of readings.
• Review Limit: Immediately notify all parties involved. Monitoring frequency
shall be increased to determine if any additional ground movement is
occurring. Monitoring frequency shall remain increased until there is
stabilization of the ground movement. The Contractor shall plan for
remedial track works within 7 days. The work may continue.
• Alarm Limit: Immediately notify all parties involved. The work will
immediately cease until an assessment of the observed ground movement
is conducted and inspected by a qualified and competent Geotechnical
Engineer. The Contractor shall arrange for immediate repairs to the track.
The findings with a proposed action plan will be reviewed by GO Transit /
Metrolinx. The CM Sr. Manager of Track and Structures will request
emergency protection, if required.

14. After the construction is completed, Metrolinx may

require a set of readings to be taken at each ground
movement monitoring point for:
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a. Once a day for 14 days;

b. Then twice weekly for the next 30 days (i.e.
month);
c. Then once monthly for the remainder of 12
months (one year);
d. The above frequency may vary based on site
conditions.

20.3. Tunneling and Boring

1. For monitoring requirements pertaining to tunneling,
jack-and-bore, HDD (Horizontal Directional Drilling) and
MTBM (Micro-Tunnelling Boring Machine) refer to the
Metrolinx General Guidelines for Design of Railway
Bridges and Structures and Design and Construction
Guidelines for Tunneling on of GO Transit Right-of-Way.
2. Trenchless alignment shall be designed to cross tracks
perpendicularly where feasible but not less than 45
degrees.
3. Track boring should be located at a minimum of 150 ft.
(45.7 m) from any track turnout or rail-to-rail crossing
unless otherwise approved in writing by the CM Sr.
Manager of Track and Structures.
4. Construction below railroads shall not interfere or disrupt
normal railway operations, or endanger surface
operations.
5. Tunneling operations shall not be stopped if such
stoppage would be detrimental to the Railway.
6. Fill annular space between the soil and the underground
structure with cementitious grout immediately after
installing the liner.
7. The face of the excavation shall be supported at all
times.
8. Daily progress reports will be required and must include
length of installed tunnel, ground water inflow, install
forces, muck records, face pressure, downtimes and
reasons, lubrication records, obstruction records, line
and grade and any offsets from alignment and elevation.

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9. Prior to any tunnelling operation, a plan AND

contingency plan must be submitted and reviewed by the
CM Senior Manager of Track and Structures.
10. Ground monitoring and visual monitoring shall be
performed a minimum of twice daily (i.e. before morning
rush hour trains and prior to afternoon rush hour trains)
during construction/boring/tunneling activities.

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Section 21 Bridges and Structures

21.1. Guard Rails
1. Guard rails must be installed at the following locations:
a. All bridges that have supporting structure
extending above the top of the ties;
b. All bridges that have the underside supporting
structure protruding beyond the deck of the
bridge;
c. All bridges that cross major roadways (two lane
paved highway or greater);
d. All bridges that cross commercially navigable
waterways;
e. All bridges longer than 100 ft. (30.5 m);
f. All bridges with curves 2º and over;
g. All tunnels, snow sheds, and rock sheds with
timber lining, exposed arch ribs, or other lining
or construction that is vulnerable to damage or
dislodgement; guard rails are not required on
unlined tunnels and tunnels with smooth
concrete lining; and
h. Any other locations designated by the CM
Senior Manager of Track and Structures.
2. Guard rails should be considered, where piers of
overhead structures are within 17 ft. (5.2 m) of centreline
of track, there are no crash walls, and the track speed is
greater than 10 mph.
3. Existing guardrails that are not required per the above
criteria, may not be removed without notifying the CM
Senior Manager of Track and Structures.
4. On bridges with three or more tracks, the centre tracks
do not require guardrails.
5. Guard rails shall be installed as per Standard Plan GTS-
1108.
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a. Guard rails must extend a minimum of 8 ft. (2.5

m) off the end of a bridge or tunnel being
protected, except in concrete tie territory, where
the guard rails shall be ended at the end of the
tunnel or back wall of the bridge consistent with
Standards Plan GTS-1108.
i. For overhead structures without crash
walls, the guard rails shall extend 60 ft.
(18.3 m) beyond the structure as per the
Standards Plan GTS-1108.
b. The guard rails must converge at the end of the
protected bridge, tunnel, or overhead structure
where shown in Standards Plan GTS-1108.
c. Guard rails shall never be spaced less than 6 ¾
in. (171 mm) between the base of the running
rail and the base of the guard rail.
6. Guardrails should be electrically isolated from the
running rail in order to maintain broken rail protection.
Guardrails and guardrail plates must not contact the tie
plates and must be kept clean and free of debris,
particularly metal shavings and filings.
7. In some locations, guardrails are incorporated into the
signals system. Employees must take every precaution
to avoid shorting out track circuits between the guardrail
and the running rail when working around these
locations.
8. Guard Rails will be spiked with two spikes per rail,
without tie plates on every track tie.
9. Whenever guardrails are temporarily removed on main
track to accommodate track or bridge work a temporary
speed restriction of 30 mph, or posted track speed is
required, whichever is more restrictive is required.
10. In multi-track concrete tie territory, guard rail ties shall be
installed on all tracks where guard rails may be required
on adjacent tracks. Guard rails shall only be applied
where required.
11. The CM Senior Manager of Track and Structures may
authorize exceptions to this Standard provided both of
the following conditions are met:
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a. The guard rails are removed by a gang to

facilitate maintenance work; and
b. The gang performing the work does not leave
the site unattended for a period greater than 15
days without replacing the guardrails.

21.2. Restraining Rails

1. Restraining rails shall be considered on any curve 14° or
greater. See Track Standards section 4.5.2 and 4.5.4 for
additional requirements on high degree curves.
a. Note that the Metrolinx IRIS vehicle cannot
navigate curves greater than 14°.
2. Restraining rails shall not be installed unless approved in
writing by the CM Senior Manager of Track and
Structures.
3. Restraining rails shall be of the type for heavy rail
applications.
a. A 33C1 rail section is recommended
4. The restraining rail shall be positions a maximum of
25mm (1 in.) above top of rail.
5. Restraining rails shall only be installed adjacent to the
low rail.
6. The restraining rail shall be installed through the full
body of the curve and the spirals with a 6 ft. (1.82 m)
flare on the beginning and end as per AREMA plan no.
509-13.
a. The restraining rail shall extend 40 ft. (12.2 m)
into the tangent.
b. Restraining rails shall overlap by 20 ft. (6 m)
where reverse curves requiring restraining rails
are present
7. All restraining rail connections shall be designed to
withstand the applied forces including that of thermal
expansion/contraction, train loading, hunting, steering,
and other loads.
8. Lubrication shall be provided for the full length of the
restraining rail.
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9. The flange-way gap shall be determined through a

Nytram analysis.
a. This shall be completed for new and worn
wheels for every type of equipment that will
traverse the track affected.
b. Both minimum and maximum operating ranges
must be selected, but shall not be less than the
values specified in Recommended Method
3500-1: Turnout Inspection.
10. On the Pearson Subdivision, the flange-way gap
between the rail and restraining rail shall be between 48
and 52 mm. If the gap is measured to be less than or
exceed this range remedial work will be required.
11. On other subdivisions, the flange-way gap between the
rail and the restraining rail shall be designed for the
specific application and location.
12. The flange-way gaps must be adjusted upon
identification of gauge conditions.
a. The use of shims is an acceptable practice to
ensure the flange-way gap is within the
minimum and maximum tolerances.

21.3. Roadbed and Drainage

1. The track shall have adequate sub-surface drainage.
2. Drainage design must take into consideration melt water
produced by snow clearing devices.
3. Generally, there shall be one surface catch basin for
every two turnouts, with the catch basin located no more
than 33 ft. (10 m) from the switch points within yards and
within the USRC.
4. Drainage infrastructure design must facilitate future
maintenance, including but not necessarily limited to:
a. Provision of vehicular & pedestrian access to
catch basins;
b. Provision of cleanouts at appropriate intervals;
and

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c. Consideration for adjacent track maintenance

requirements such as undercutting and track tie
replacement.
5. Ditches, culverts or any other drainage facility under or
immediately adjacent to the roadbed MUST be
maintained so as to allow the free flow of water.
6. Waterways, ditches, and drainage must:
a. Be maintained to ensure adequate support for
the safe passage of trains;
b. Be regularly inspected to ensure they are
operating as per design;
c. Be maintained free of vegetation and debris so
that drainage is not impeded;
d. Not be filled with ballast or with waste from
ditching, shoulder cleaning, or undercutting;
e. Not be altered, adjusted, rerouted, or constricted
unless approved by a Civil Engineer, all required
permits have been acquired, and the CM Sr.
Manager of Track and Structure has been
notified in writing; and
f. Be monitored for plugged or frozen conditions
which can result in high water on one side of the
track (differential water level).
7. Chronic subgrade soft spots, frost or mud boils, and
heaves should be improved by:
a. Providing ditches which are draining the track
structure and flow freely;
b. Installing cross (lateral) sub-surface drainage
spaced along the track or below the road bed; or
c. Evaluation by a geotechnical engineer.
8. When installing lateral drains:
a. Cut to a depth below the granular layer or water
pocket and slope to the toe of subgrade or ditch
line;
b. Fill the lateral drain with clean coarse ballast,
wrapped in filter fabric; and

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c. Locate the lateral drains every 20 to 50 ft. (6.1 to

15.2 m) along the track for the length of the soft
track or poorly drained condition.

Figure 37. Lateral Rock Drains

9. Do not allow rip rap or other fill materials to remain on

the top of embankments where it could be hit by on-track
equipment or lead to overloading the subgrade.
10. Vegetation along and on embankments should be
maintained so that stability of the track structure is not
compromised.
11. Adjacent landowners, buildings, and overhead structures
are not allowed to drain or modify existing drainage ways
to divert water onto Railway Property without approval in
writing from Metrolinx.
12. Culvert installation will be done in accordance with Track
Standard Section 21.4 and the direction of the CM
Manager of Bridges and Structures.
13. General culvert inspection shall be undertaken per Track
Standard Section 15.12 and under the direction of the
CM Manager of the Bridges and Structures.

21.4. Installation of Culverts

1. Culverts shall be installed as per the requirements of the
SPC 4402 and Standard drawing R7A-80.2.
2. Culverts should be placed so that the stream will have
as straight an entrance and outlet as possible.
3. The flow line grade of the culvert should be only slightly
greater than the natural grade of the stream so the
culvert will be self-cleaning. The minimum camber and

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slope shall meet the minimum requirements of the SPC

4402 and Standard drawing R7A-80.2.
4. Place the culvert as close to the bottom of the stream
bed as possible. Placing it too low may cause it to
partially fill with sediment; placing it too high may cause
ponding.
5. When a culvert is placed under a high fill or on a soil
base that may settle, the culvert should be cambered
(arched slightly upwards). This will help prevent low
spots forming in the centre as settlement occurs.
6. The culvert should extend beyond the toe of the slope a
sufficient distance as per SPC 4402 and Standard
drawing R7A-80.2 to prevent possible erosion and
sloughing of the embankment.
7. All culverts should be installed with the entire
circumference well compacted and all voids filled.
8. All culverts should be placed on stable earth or fine
granular foundation. Never install them on a bed that
contains large rocks.
9. When soft, unstable material is found at the foundation
level, it should be excavated below the flow line grade
and backfilled to grade with screenings of another
comparable crushed stone. In most cases, removing an
additional 12 in. (305 mm) of material will be adequate.
10. Rock encountered in the foundation should be removed
at least 12 in. (305 mm) below the bottom of the culvert
pipe and replaced with granular material to cushion the
pipe.
11. When placing two (2) or more corrugated steel pipes
alongside of each other, there must be space between
them. This is to allow room for tamping the backfill and
to provide side support.
12. Backfill material should be free from rocks and hard
earth clods larger than 3 in. (76 mm) in size. Well graded
granular material containing a small amount of silt or
clay is ideal because it makes a dense, stable fill.
13. When backfilling, start by tamping under the haunches,
the lower part of the pipe below the widest part.
Continue placing backfill equally on both sides of the
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pipe. Backfill should be placed in layers of approximately

8 to 12 in (203 – 305 mm). Compacted layers should
extend at least one diameter either side of the culvert.
14. Minimum cover should be as specified on the Bridges
and Structures drawing R7A-80.2.
15. Tamping can be accomplished by using hand tampers.
They should not weigh less than 20 lbs. (9 kg) and not
have a tamping face larger than 6” x 6”.
16. Where room permits, power tampers or vibrators can be
used.
17. When culverts are replaced by jacking a new pipe
adjacent to it, the retired culvert will be completely filled
with grout.
18. Changes to existing culvert size or type, or the
installation of additional culverts will require a hydrology
study and will be reported to the CM Senior Manager of
Track and Structures.
19. Smooth steel pipe will be ½ in. (13 mm) minimum
thickness for culverts up to 60 in. (1.52 m) in diameter.
20. Larger diameter smooth steel pipes will be of a design
as approved by the CM Manager of Bridges and
Structures.
21. Where feasible, the preferred method of installation is by
auger or jacking.

21.5. Clearances
1. Every structure over or beside a railway track, shall
afford the minimum clearances set out in Appendix X –
GO Transit Heavy Rail Clearance Envelopes.
a. Standard clearances and train envelopes have
been provided for the most common cases to be
encountered
b. For cases of tunnels, and other structures not
mentioned refer to AREMA or the governing
Metrolinx Standard.

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2. Clearances shall also be verified with the Metrolinx

General Guidelines for Design of Railway Bridges and
Structures.
3. A lateral allowance for track curvature of 1 in. (25 mm)
per degree shall be provided.
a. At platforms, the track designer shall take into
account platform-track curve orientation,
superelevation, car door positions, and
operating equipment to ensure safe boarding
and de-boarding of passengers.
4. All clearance diagrams shall be perpendicular to the
plane of the top of rails.
5. All existing structures, bridges, snow-sheds, overhead
timber bridges and tunnels which met previous
clearance requirements, but encroach within the
clearance limits prescribed herein, shall not be
considered as having less than standard clearances and
shall be permitted to remain until the restrictive feature is
modified or replaced.
6. Clearances not meeting the requirements of this section,
are permitted in the following circumstances:
a. On a track at a main shop, diesel or car shop;
b. Doorways in buildings;
c. Ramps, platforms and similar structures to
facilitate loading, unloading, servicing and
maintenance;
d. Permanent structures to provide for or support
locomotive and car wash facilities;
e. Temporary restrictions necessary to facilitate
construction or repair of overhead structures, in
which case the train crews are to be notified
through an appropriate GBO or
foreman’s/flagman’s instructions.
7. Where circumstances do not permit the standard
clearances prescribed:
a. Exceptions may be authorized by the CM Senior
Manager of Track and Structures in writing.

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b. Modifications may be made to clearances

covered in Clause 21.5.5 and Clause 21.5.6 a,
d, and e upon approval of the CM Senior
Manager of Track and Structures in writing.
c. The construction of a structure creating less
than standard clearances shall not begin until
approved by the CM Senior Manager of Track
and Structures in writing.
8. At locations described in Clause 21.5.6 b and c and
where the CM Senior Manager of Track and Structures
has approved a less than standard clearance pursuant
to Clauses 21.5.1 and 21.5.7, a restricted clearance
sign, shall be erected and maintained adjacent to the
track on which the restriction is located and at an
adequate distance from the restriction. Where physical
impediments preclude the erection of such a sign, the
less than standard clearance will be identified in special
instructions.
9. Requests for approval of less than standard clearances
shall be submitted to the CM Senior Manager of Track
and Structures and shall include the following
information:
a. Reasons for less than standard clearance;
b. If operations over the track concerned will be by
locomotive, car puller or gravity;
c. If locomotives will pass the point of less than
standard clearance;
d. Type of cars that will pass the point of less than
standard clearance;
e. Confirmation that track cannot be realigned to
avoid the less than standard clearance or that
the restricting object cannot be placed where it
would no longer represent a restriction;
f. If the less than standard clearance will be
permanent or temporary;
g. A drawing showing the relative position of the
track and the obstruction, with cross sections at
each point of less than standard clearance
indicating the vertical clearance from the top of
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rail and the horizontal clearance from the centre

line of the track, together with the location of the
restricted clearance sign.

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Section 22 Signals and Communications

and Power
22.1. Precautionary Measures
1. Equipment operators, Contractors, and Employees must
take care to avoid damage to bootlegs, bond wires,
signal and communication wires and other apparatus.
a. Equipment operators shall walk the work area
prior to commencing work to identify all signal
appliances present.
2. All personnel must observe signal and communication
devices. If any abnormal condition exists, they must
immediately protect the traffic, whether by rail or public
road, and advise the CM Manager of Signals or
designate of the abnormal condition, immediately.
3. Locates MUST be obtained from the Signals
maintenance department before work commences.
a. Utility locates must include Metrolinx, and
outside party utilities.
b. CN, CP, and private companies such as Bell
and Rogers may have fibre optic cables within
the right of way. Ensure that these private firms
are covered in locate requests for ROW fiber
optic cable as well as the associated railway.

22.2. Underground Cables

1. Table 40 is a guideline of the associated risk with these
and other equivalent types of activities.

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Table 40 - Risk Association for Signals and Power

Work Activity Risk

Ditching
Undercutting
Culvert Replacement High
Bridge Deck Replacement
Derailment Clean-up
Surfacing and Ballast Regulating
Mechanized Tie Replacement
Medium
In-track Flash Butt Welding
Rail Replacement
Brooming Low
Note: work activities must not start without prior
consultation with the responsible CM S & C Manager and if
necessary with the development and approval of a Method
of Procedure. If in doubt, review the proposed work with
the CM S & C Manager.

2. Prior to any excavation along the right-of-way, the local

Signals & Communications (S&C) Maintenance
Superintendent and the CM Manager of Signals must be
notified a minimum of 7 days in advance of work, except
in case of emergencies.
a. Where it is reasonably practical, the qualified S
& C employee shall remain at the excavation
site while the work is being performed.
b. Permanent cable markers are installed only to
indicate the presence of buried cable and are
not meant to indicate the precise location of the
cable. Cables shall be day-lighted to obtain
exact location and depth.
c. Cables may run anywhere on the right-of-way,
and at varying depths. Shallow cables may be
encountered, especially near culverts, station
platforms, underground passageways, and the
ends of ducts at approaches to bridges and
tunnels.
d. Buried signal and communication plant may
include power distribution circuits energized at
potentials as high as 7200 volts AC. Use
extreme care when excavating near such
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facilities to avoid damage to cable or wire

insulation. When necessary to protect persons
excavating in proximity to hazardous equipment
and cables, power distribution circuits in the
affected area must be isolated or de-energized
for work safety.
e. When it is necessary to isolate or de-energize
7200 Volt circuits for safety, a power clearance
form will be generated by the responsible
Corridor Maintenance Manager. No excavation
work shall begin until the foreman has confirmed
that this clearance form is in effect. When the
work is complete, the foreman shall insure that
all employees involved in the work area are free
and clear from the power distribution circuits,
before reporting so to the responsible Corridor
Maintenance Manager.
f. Whenever excavating is done, in proximity to
buried power distribution cables, it shall be done
only by use of a vacuum truck or by hand
digging using only tools with handles of wood or
similar insulating material.
g. When excavation is done near electrified
territory, the OCS shall be grounded, or
excavation shall only be done by use of vacuum
truck or by hand digging using only tools with
handles of wood or similar insulating material.
h. The foreman shall report the location of
damaged cable and other signals and
communications plant to the S & C maintainer
immediately and the CM Manager of Signals.
i. Temporary supports must be provided to ensure
that exposed cable is never left unsupported for
span lengths greater than 15 feet (4.6 m).
3. Cable installed in bridge troughing shall be treated in the
same manner as underground cable. The above
applicable requirements will be followed. The local S&C
supervisor, and the CM Manager of Signals must be
notified anytime bridge troughing is removed, repaired or
disturbed in any way.

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4. Where communications, signal, power and/or fibre optics

cable is known or suspected to exist, stakes or flag
masts may not be driven into the ground. At these
locations, rail mounted flag staffs shall be used to
display all track flags. This requirement also applies to
all locations with buried gas or fuel lines.
5. In all other areas, when driving shallow stakes such as
grade or line stakes, or when placing flags for temporary
track protection, staffs shall not be driven to a depth
greater than 12 inches (305mm) unless it is known to be
clear of all cables and lines.
6. Track right-of-way sign posts must not be installed until a
cable or utility locate has been performed by qualified
Signals & Communications Maintenance maintainer and
other utility locators, and markings have been placed on
the ground. Excavation of the signpost hole must be
done in compliance with SCP-1000 in its entirety.

22.3. Working within Crossing Circuits

1. When any work that is planned at a crossing or within
the approach circuit of a crossing:
a. The CM Manager of Signals requires 5 business
days advance notice;
b. If excavation is to occur a utility locate must be
requested;
c. Care must be taken to ensure the integrity of the
crossing is not compromised; and
d. Crossing warning device interference or
nuisance ringing must be avoided.
i. Crossing warning device interference
requires flagging to protect the crossing.
2. When track work involves cutting or removing rail within
an approach crossing circuit of a road crossing with a
crossing warning device and may cause interference of
the normal operation of the protection:
a. The S&C Maintainer must be notified prior to the
application of rail bypass cables or temporary
bond wires;
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 GO TRANSIT TRACK STANDARDS

b. The “Metrolinx Work Method for the Use of

Temporary Rail Bypass Cables (TRBC)” must
be followed;
c. A specific job briefing must be conducted
identifying the use of the temporary bonds and
rail bypass cables;
d. Temporary bonds and rail bypass cables should
be applied only when rail cutting / welding is
expected to be completed within the same shift
that the temporary bonds are installed;
e. Obtain positive protection prior to applying
temporary bonds or bypass cable through TOP
or 842 with routing;
f. Use the appropriate Metrolinx form to record the
use of the temporary bonds and rail bypass
cables. Temporary rail bonds and rail bypass
cables shall be an approved type and be a
maximum of 100 ft. (30.48 m) long of orange S-8
signal bond wire;
g. Track, Welding, S & C and other employees,
trained in the application of bonding and rail
repair may install temporary rail bonds;
h. Temporary rail bond may be applied around any
non-insulated joint;
i. The maximum bond length is 60 in.
(1524 mm);
ii. The S&C Maintainer must be notified of
the installation; and
iii. The temporary bond wire must be
removed and/or replaced with
permanent bonds within 72 hours by a
qualified S&C Employee.
i. The use of rail bypass cables and temporary
bond wires must NOT be:
i. Installed around insulated joints;
ii. Installed within interlocking limits;
iii. Installed across the track from one rail
to the other; or
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 GO TRANSIT TRACK STANDARDS

iv. Installed for the purpose of

circumventing normal signal operation.
j. In the event the crossing activates with rail
bypass cables applied, perform the following:
i. Check both ends of the cable for
tightness and wait 20 seconds to see if
the crossing recovers;
ii. If the crossing does not recover, remove
and reapply each end of the cable;
iii. If the crossing does not recover, contact
the S&C Maintainer and arrange for
manual protection of the crossing until
the issue is rectified.
k. The temporary rail bond(s) shall be removed
from the track immediately when the work is
complete.
i. Employees must contact the S & C
maintainer prior to the removal of the
temporary bonds.
ii. If bonds are removed and the S & C
maintainer has not yet inspected the
crossing circuit, instructions must be
given to approaching trains that they
must be prepared to stop and manually
protect the crossing.
iii. In signalled territory, positive protection
and routing must remain in place until
the S & C maintainer has verified the
proper operation of the signal system.

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Section 23 Platforms

1. GO station platforms adjacent to tangent track shall be

located laterally and vertically in accordance with the
Table 41. (See Metrolinx Design Requirements Manual.)

Table 41 Platform Clearances

Vertical
Gauge Face to Vertical
Location Clearance
Edge of Platform† Clearance ATR†
Tolerance
915mm 127mm - 25 mm
Mixed Use Corridors
(36”) (5”) (- 1”)
GO Transit Use
915mm* 254mm** ± 25 mm
Only (Restricted
(36”) (10”) (± 1”)
Clearance) Corridors
1,073 mm to edge
of concrete
UP Express Use 1,220 mm ± 13 mm
(42 ¼“)
Only Corridors‡ (48”) (± ½“)
1013 mm to edge
of rubber (39 7/8”)
1086 mm to edge
of concrete 1,220 mm
UP Mixed Use (42 ¾“) (48”) ± 13 mm
Corridors‡ 1036 mm to edge 1,207 mm (USRC) (± ½“)
of rubber (47 3/8”)
(40 ¾“)
Accessibility 1,270 mm 533 mm ± 25 mm
Platform (50”) (21”) (± 1”)

* 807mm (31 ¾“) permitted for existing platforms in the USRC. All new platforms to be
designed based on Table 41 above.
** 203mm (8”) permitted for existing platforms in the USRC. All new platforms to be
designed based on Table 41 above.
† For platforms on curved (super-elevated) track, clearances shall be determined
through design to ensure safe boarding and de-boarding of passengers on both regular
and accessible platform. For reference the height of floor of a GO consist ATR is
635mm (25”).
‡ UP platform horizontal measurements can be confirmed by measuring the gap
between the train and the platform at the doors. At Pearson station the gap should be
49 mm (15/16 in.). At all other stations, the gap should be 121 mm (4 ¾ in.).

2. Clearance from top of station tunnel structure to

underside of the tie shall be a minimum of 8 in. (203
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 GO TRANSIT TRACK STANDARDS

mm) plus the thickness of the ballast mat and

waterproofing.
3. The tunnel roof shall have a minimum slope of 0.30% for
drainage.
4. Pedestrian tunnels shall be designed for railway loading,
minimum Cooper E80 plus diesel impact.
5. At a minimum utilities parallel to the track must be
located laterally so as not to be within the Zone of
Influence of the track. The Zone of Influence is defined
as a line extending from the bottom of end of track tie at
a slope of 1:1, and is subject to a required geotechnical
review.
6. At a minimum, the top of utility structures such as duct
banks, pull boxes, maintenance holes, catch basins,
etc., must be no higher than the bottom of track tie.
7. During snow clearing operations on station platforms or
other GO / Metrolinx owned facilities, snow shall NOT be
plowed, shovelled, or by any other means, dumped onto
the track, ballast, signals, or other railway infrastructure.
This includes within the USRC.
8. All station platform tracks shall be constructed with
concrete ties with galvanised rail clips.
9. All track surfacing activities near or adjacent to platforms
must conform to Track Standard Section 12 .

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Section 24 Fire Prevention

24.1. Precautionary Measures
1. Prevention of fires on railway property and structures
must be considered at the beginning of each task when
working in the right-of-way.
2. Fire risk is highest during spring when dry grasses are
prevalent. Fire risk can also rise in the summer during
extreme hot and dry periods, and anytime work is
performed near wooden structures. Regional warnings
or advisories should be noted when working in these
types of conditions.
3. Prior to hot work being carried out, a hot work permit
must be issued, and identify all tasks to be done,
processes and tools, hazards, and exact locations of
work.
4. Prior to any hot work being carried out when a fire risk
exists, the ‘Right-of-Way and Bridge Fire Risk
Assessment, Mitigation and Emergency Response’ form
must be completed.
5. A Fire Watch shall be in place during and after the hot
work and will:
a. Have communication and contact information
adequate to request assistance when required.
b. Be equipped with sufficient fire-fighting
equipment to supress any flare ups. Sufficient
equipment is defined as:
i. A filled 5 gallon (19 L) back-pack
sprayer; and
ii. One round nose shovel and adze
c. Be stationed in a safe position to fight fires as
work is being performed.
d. Remain at the location for a minimum of two
hours after the work is completed.

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6. Fire prevention, and fire awareness training is required

for any fire watch employees.
7. A Fire Services inspector has the right to request access
to the right-of-way to assess fire safety risk and training.
8. When fire advisories are “High” or “Extreme” fire risk
rating hot work activities will be restricted.
9. The following risk factors need to be considered prior to
performing hot work in the right-of-way:
a. Dry or dead vegetation;
b. Ties or timbers stacked and/or distributed along
the right-of-way;
c. Weather (wind speed / direction, temperature,
recent precipitation, humidity, forecasts);
d. Structural materials such as timber caps,
stringers, piling, posts, and ties. The older this
material is, the higher the risk of igniting;
e. Clothing – greasy and oily clothing can be
ignited;
f. If smoking is permitted, smoking in the right-of-
way needs to be controlled and all butts should
be buried or disposed of properly;
g. Equipment with steel tracks or cutting heads that
can spark;
h. Fueling location and spills;
i. Parking / vehicle stopping locations should be
carefully selected so as hot exhaust gases do
not ignite dry vegetation.
10. Working activities addressed through this section include
but are not limited to:
a. Cutting rail with a saw or torch, grinding,
welding, drilling rail;
b. Working on or near timber structures;
c. Dragging rail;
d. Milling.

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11. For routine work during High and Extreme fire

conditions, additional fire protection will include:
a. Increasing the quantity of water carried on board
trucks to at least 90 gallons (340 L) which
includes at least 4 filled 5 gallon (19 L) backpack
sprayers with foaming nozzles
b. Foam fire suppressant added to the water
supply
c. Centrifugal pumps with at least 100 ft. (30.5 m)
of 1½” (38 mm) diameter hose.
d. Wetting of the area where sparks may be
generated and in the direction of the wind
e. Use of spark screens for all cutting, welding, and
grinding
f. Wetting of area after work is complete
g. Posting a fire watch after the work is complete.
12. Hot Work on a structure or a timber lined structure will
include:
a. A site inspection to identify all hazards, in
particular fire hazards including the structure
itself.
b. Removal of dried vegetation and any piled
timbers
c. Wetting of the immediate area and materials in
the direction the wind is blowing prior to
commencing hot work:
i. Foam suppressant additive to be mixed
with water
ii. Foam must be protected from entering
any nearby watercourse
iii. Foam makes ties slippery, and
additional caution needs to be exercised
d. Fire proof mats or packing sand will be placed to
protect timber. Sand must not foul any ballast.
e. Spark shields will be used on timber structures
in all conditions
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 GO TRANSIT TRACK STANDARDS

i. Direct cutting sparks to the centre of

track.
f. Cutting of structural components or rail will be
made:
i. With a saws-all or shear for sway brace
and hook bolts, drift pins, etc.
ii. Using abrasive saws for cutting rail
iii. Using a torch as the last option and only
after discussing with the CM Manager of
Bridges and Structures.
iv. Using chain saws to cut wood
components
g. Wet the entire area as often as required both
during and after the work is completed
h. A fire watch will remain in place for a minimum
of 2 hours.
13. Long term bridge construction or repair projects, which
involve pile driving, significant torch cutting or other fire
risk, will have a fire fighting and prevention plan which
includes pumps and hoses utilizing either river or a
minimum of a 300 gallon (1,135 L) portable water tank.
14. For welding rail on bridges see Track Standards section
8.7.
15. A fire watch shall follow any rail dragging operation
checking for damaged rail fasteners and for fires or
smoldering ties.
16. When dragging rail over an open-deck bridge and
temperatures are above -10°C (20°F):
a. Rail will not be dragged faster than 3 mph
across the bridge.
b. Care must be taken to avoid steel on steel
contact over the bridge.
c. At least one fire watch will remain in place at
each structure for at least 2 hours after the move
is completed.
17. For rail grinding see Track Standards section 6.3.

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18. For field welding see Track Standards Section 8 .

19. In the event of a fire or flare up on or near any part of a
structure, a fire watch will remain in place for a minimum
of 4 hours after the fire has been extinguished.

24.2. Job Briefings

1. The minimum job briefing required for any hot work must
include:
a. Completing the ‘Right-of-Way and Bridge Fire
Risk Assessment, Mitigation and Emergency
Response’ form.
b. Status of OCS wires (whether cables are
energised or grounded)
c. The requirements in Track Standards Section
24.2.2 also apply.
2. The minimum job briefing required for any hot work fire
watch must include:
a. The nearest fire department or fire service
b. The contact number for fire / emergency
services
c. Access to the location and directions to the site
d. Any warnings, advisories or work restrictions
issued by any agencies concerning fire risk
status
e. Fire-fighting equipment on hand and ensuring
operability of such equipment
i. A minimum of two 5 gallon (19 L)
backpack sprayers with foaming nozzles
ii. A minimum of two round nose shovels
iii. A minimum of two adzes
iv. Fire equipment to be staged no more
than 50 feet (15.2 m) from the work
location

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APPENDIX A – CLASS OF TRACK

Table 42 Class of Track

Maximum Allowable Speed

Class of (mph)
Track
Passenger Freight
1 15 10
2 30 25
3 60 40
4 80 60
5 95* 80
6 110 N/A
7 125 N/A
*LRC Trains -100mph

Maximum Allowable Speed

Class of (km/h)
Track
Passenger Freight
1 25 15
2 50 40
3 100 65
4 130 100
5 150* 130
6 175 N/A
7 200 N/A
*LRC Trains -160km/h

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APPENDIX B – TRACK INSPECTION

FREQUENCIES

Table 43 Routine Track Inspection Frequencies

Routine Track Inspection Frequency

Type Annual Tonnage
Class of
of
Track < 5 MGT 5-15 MGT >15MGT
Track
Twice
1 Monthly* Weekly
All Monthly*
Track 2, 3 Twice Weekly Twice Weekly Twice Weekly
4, 5 Twice Weekly Twice Weekly Twice Weekly
Category Twice Twice Twice
Yard 1
†
Monthly Monthly Monthly
Track
All Other Monthly Monthly Monthly
Inactive Track Before being used
* For Class 1 tracks where passenger trains / GO Trains operate inspection
frequency shall be weekly
† Category 1 is defined as yard track carrying more than 500 cars daily.
Note: GO Transit yards are considered Class 1.

Table 44 Walking Track Inspection Frequencies

Walking Track Inspection Frequency

Annual Tonnage
Class of
Track 5 - 15 >15 – 30
<5 MGT > 30 MGT
MGT MGT
nd nd nd
Every 2 Every 2 Every 2 Every 2nd
1**
year year year year
Every 2nd Every 2nd Every 2nd
2 Annually
year year year
Every 2nd Every 2nd
3 Annually Annually
year year
4,5 Annually Annually Annually Annually
*Note: If electronic or camera inspection of joint bars is performed,
walking inspection of tangent track and curves less than 4 degrees in
jointed track is not required by Transport Canada.
** Includes non-main track

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Table 45 Joint Bar Inspection Frequencies

Joint Bar Inspection Frequency

Minimum Number of Inspections Per Calendar Year1
Passenger
Freight (MGT)
(MGT)
Class of
≥40
Track
<20 ≥20 <40 and ≥60
<60
5 32 42 2 32 42
4 2 32 2 32 42
3 2 2 1 2 2
2 1 1 0 0 0
1 0 0 0 0 0
Excepted
N/A N/A 0 0 0
Track
1
Where GO Transit operates both freight and passenger
trains over a given segment of track, and there are two
different possible inspection interval requirements, the more
frequent inspection interval applies.
2
When extreme weather conditions prevent an inspection of
a particular territory within the required interval, the CM
Senior Manager of Track and Structures may extend the
interval by up to 30 calendar days from the last day that the
extreme weather condition prevented the required
inspection.

Table 46 Derail Inspection Frequency

Inspection Frequency for Derails

Type of Inspection Description

Walking Inspection Each derail shall be inspected

on foot at least monthly,
observing overall condition.

Detailed Inspection A thorough detailed observation

of each derail shall be performed
annually. Particular attention
should be paid to tie,
spike/screw, and ballast
condition. Check for any
distortion, fractures, damage
from derailments or accidents or
unusual wear on the derail.

Note: Electronic derails must also be inspected by a

qualified signals maintainer.

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Table 47 Turnout, Crossing, and Special Track Work

Inspection Frequency

Turnout and Special Track Work Inspection Frequency

Type of Inspection Description
Each time the turnout is crossed it
shall be visually inspected for defects
Routine Inspection
and noted on the track inspection
report.
Each turnout shall be inspected on
foot at least monthly and observing
overall condition. In the case that the
track is used less than monthly, each
turnout will be inspected on foot before
Walking Inspection the track is used. Inspections will be
noted on the turnout inspection report.
For turnouts on Class 4 or 5 track with
a tonnage exceeding 35 MGT per
year, this inspection shall be bi-
weekly.
A thorough detailed inspection of the
condition of all components in each
turnout shall be performed annually*.
Inspections will be noted on the switch
Detailed Inspection
inspection report.

*Spring Frogs will be inspected in

detail twice annually.

Table 48 Rail Flaw Inspection Frequency

Designated Minimum Rail Flaw Inspection Frequency

5 – 15 >15 – 30
Class of Track <5 MGT >30 MGT
MGT MGT
Three
Twice
Class 4 & 5 Annually Times Quarterly
Annually
Annually
Twice
Class 3 Annually Annually Annually
Annually
Twice
Class 2 Annually Annually Annually
Annually
Class 1 N/A* N/A* N/A* N/A*
Yard Track N/A N/A N/A N/A
Note: GO Transit yards and layover facilities are considered class 1.
* All GO Transit layover facilities, yard, and lead tracks including non-main
tracks and Class 1 main tracks leading from/to these yards shall be hand-
tested at least annually.

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Table 49 Electronic Geometry Inspection Frequency

Designated Minimum Electronic Geometry Inspection Frequency

5 – 15 >15 – 30
Class of Track <5 MGT >30 MGT
MGT MGT
HGIV -
HGIV – HGIV - HGIV -
Three
Class 5 Twice Twice Twice
Times
Annually Annually Annually
Annually
HGIV - HGIV - HGIV - HGIV -
Class 4 Twice Twice Twice Twice
Annually Annually Annually Annually
HGIV - HGIV -
HGIV – HGIV –
Class 3 Twice Twice
Annually Annually
Annually Annually
HGIV – HGIV –
HGIV – HGIV –
Class 2 Twice Twice
Annually Annually
Annually Annually
LGIV - HGIV – HGIV – HGIV –
Class 1
Annually† Annually Annually Annually
HGIV – HGIV – HGIV – HGIV –
Crossovers*
Annually Annually Annually Annually
LGIV - LGIV - LGIV - LGIV -
Yard Tracks
Annually† Annually† Annually† Annually†
*Track geometry inspection on non-mainline crossovers where track speed
is 30mph or less is not required unless otherwise directed by the CM Sr.
Manager of Track and Structures.
†
LGIV requirement may be substituted for a device capable of measuring,
recording and evaluating deviations in gauge and cross-level.

NOTE: The CM Sr. Manager of Track and Structures can request the use of
an HGIV instead of and LGIV based on location.

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 Track Class
PRIORITY DEFECTS
1 2 3 4 5 6 7
Passenger (mph) 15 30 60 80 95* 110 125

RC-0506-02TRK
Freight (mph) 10 25 40 60 80 N/A N/A

57-1/2” 57-1/4” 57-1/4” 57-1/4” 57-1/4” 57” 57”

Wide Gauge
(1460) (1454) (1454) (1454) (1454) (1448) (1448)

56-1/8” 56-1/8” 56-1/8” 56-1/4” 56-1/4” 56-3/8” 56-3/8”

Narrow Gauge
(1425) (1425) (1425) (1429) (1429) (1432) (1432)

May 2018
3-3/4” 2-1/4” 1-3/8” 1-1/8” 3/8” 3/8” 3/8”
Alignment Tangent 62 ft. (18.9 m)
(95) (57) (35) (28) (10) (10) (10)

TRACK STANDARDS
3-3/4” 2-1/4” 1-3/8” 1-1//8” 1/2” 3/8” 3/8”
Alignment Curve/Spiral 62 ft. (18.9 m)
(95) (57) (35) (28) (13) (10) (10)
GO TRANSIT TRACK STANDARDS

APPENDIX C – PRIORITY DEFECTS

7/8” 3/4” 3/8” 3/8” 3/8”

Alignment Curve/Spiral 31 ft. (9.45 m) N/A N/A
(22) (19) (10) (10) (10)

* 100 mph for LRC Trains

Revised: 2018-01-12
Page 6
 Track Class
PRIORITY DEFECTS
1 2 3 4 5 6 7

RC-0506-02TRK
Passenger (mph) 15 30 60 80 95* 110 125
Freight (mph) 10 25 40 60 80 N/A N/A

2” 1-1/2” 1-1/4” 1” 3/4” 3/4” 3/4”

Surface
(51) (38) (32) (25) (19) (19) (19)

1-7/8” 1-5/8” 1-1/8” 7/8” 5/8” 3/8” 3/8”

Warp 31 ft. (9.45 m)
(48) (41) (29) (22) (16) (10) (10)

May 2018
TRACK STANDARDS
2- 1-3/4” 1-1/2” 1-3/8” 1-1/8” 3/4” 3/4”
Warp 62 ft. (18.9 m)
1/4”(57) (44) (38) (35) (29) (19) (19)
GO TRANSIT TRACK STANDARDS

1” 1” 3/4” 1/2” 1/2” 1/4” 1/4”

Cross-Level from Design
(25) (25) (19) (13) (13) (6) (6)

* 100 mph for LRC Trains

Revised: 2018-01-12
Page 7
 Track Class
URGENT DEFECTS
1 2 3 4 5 6 7
Passenger (mph) 15 30 60 80 95* 110 125

RC-0506-02TRK
Freight (mph) 10 25 40 60 80 N/A N/A

† 57-3/4” 57-5/8” 57-5/8” 57-1/2” 57-1/2” 57-1/4” 57-1/8”

Wide Gauge
(1466) (1463) (1463) (1460) (1460) (1454) (1451)

† 56” 56” 56” 56” 56” 56-1/4” 56-1/4”

Narrow Gauge † † † † † †
(1422) (1422) (1422) (1422) (1422) (1429) (1429)

May 2018
5” 3” 1-3/4” 1-1/2” 3/4” 5/8” 1/2”
Alignment Tangent 62 ft. (18.9 m)
(127) (76) (44) (38) (19) (16) (13)

TRACK STANDARDS
Alignment Curve / Spiral 62 ft. 5” 3” 1-3/4” 1-1/2” 5/8” 1/2" 1/2"
(18.9 m) (127) (76) (44) (38) (16) (13) (13)
GO TRANSIT TRACK STANDARDS

APPENDIX D – URGENT DEFECTS

Alignment Curve / Spiral 31 ft. 1-1/4” 1” 1/2” 1/2" 1/2"

N/A N/A
(9.45 m) (32) (25) (13) (13) (13)

* 100 mph for LRC Trains

†
See Track Standards Section 16.2.2 for more details on narrow gauge restriction.

Revised: 2018-01-12
Page 8
 Track Class
URGENT DEFECTS
1 2 3 4 5 6 7
Passenger (mph) 15 30 60 80 95* 110 125

RC-0506-02TRK
Freight (mph) 10 25 40 60 80 N/A N/A

3” 2-3/4” 2-1/4” 2” 1-1/4” 1” 1”

Surface
(76) (70) (57) (51) (32) (25) (25)

2” 1-3/4” 1-1/4” 1” 3/4” 1/2” 1/2”

Warp 31 ft. (9.45 m)
(51) (44) (32) (25) (19) (13) (13)

May 2018
3” 2-1/4” 2” 1-3/4” 1-1/2” 1” 1”
Warp 62 ft. (18.9 m)
(76) (57) (51) (44) (38) (25) (25)

TRACK STANDARDS
3” 2” 1-3/4” 1-1/4” 1” 7/8” 7/8”
Cross-Level from Design
(76) (51) (44) (32) (25) (22) (22)
GO TRANSIT TRACK STANDARDS

3-1/2” 3” 2” 1-1/2” 1” 3/4" 3/4"

Runoff at End of a Raise
(89) (76) (51) (38) (25) (19) (19)

* 100 mph for LRC Trains

Revised: 2018-01-12
Page 9
 GO TRANSIT TRACK STANDARDS

URGENT DEFECTS Track Class

(Multiple Defects) 4 5 6 7
Passenger (mph) 80 95* 110 125
Freight (mph) 60 80 N/A N/A
1/2” 1/2”
31 ft. Chord N/A N/A
Multiple (13) (13)
Surface 1” 3/4” 1/2” 1/2”
62 ft. Chord
(25) (19) (13) (13)
1/4" 1/4"
31 ft. Chord N/A N/A
Multiple (6) (6)
Alignment 3/8” 1/4"
62 ft. Chord N/A N/A
(10) (6)
For three or more non-overlapping deviations occurring within a
distance equal to five times the chord length.

*100 mph for LRC Trains

NOTE:
Wide Gauge: The distance between the gauge points of the rails 5/8” (16 mm)
below the top of the rail may not be more than:
Narrow Gauge: The distance between the gauge points of the rails 5/8” (16 mm)
below the top of the rail may not be less than:
Alignment 62 Tangent: The deviation of the mid-offset from a 62 ft. (18.9 m)
chord may not be more than:
Alignment 62 Curve: The deviation of the mid-ordinate from a 62 ft. (18.9 m)
chord may not be more than:
Alignment 31: The deviation of the mid-ordinate from a 31 ft. (9.45 m) chord
may not be more than:
Surface: The deviation from uniform profile on either rail at the mid-ordinate of a
62 ft. (18.9m) chord may not be more than:
Warp 31: The difference in cross level between any two points within 31ft. (9.45
m) apart in spirals may not be more than:
Warp 62: The difference in cross level between any two points within 62 ft.
(18.9m) apart may not be more than:
Cross-level from Design: Deviation from zero cross-level at any point on
tangent track or from designated cross-level or reverse elevation on curves and
spirals may not be more than:
Runoff: The runoff in any 31ft. (9.45 m) of rail at the end of a raise may not be
more than:

TRACK STANDARDS Page 10

RC-0506-02TRK May 2018 Revised: 2018-01-12
 Defect inch (mm)

RC-0506-02TRK
Class Passenger Warp 62 ft. Cross-
of Train Alignment Alignment Alignment Warp 31ft. (18.9 m) Level Cross- Runoff at
Wide
Track Speed Tangent 62 Curve 62 ft. Curve 31 ft. Surface (9.45 m) Tangents, Tangents Level End of
Gauge
ft. (18.9 m) (18.9 m) (9.45 m) Spirals Spirals, and and Spirals Raise
Curves Curves

57-3/4 5 5 3 2 3 3 1-3/4 3-1/2

1 15 No Limit
(1466) (127) (127) (76) (51) (76) (76) (44) (89)
57-3/4 4-1/4 4-1/4 2-7/8 1-7/8 2-5/8 2-5/8 1-5/8 3-5/16
20 No Limit
(1466) (108) (108) (73) (47) (66) (66) (41) (84)
57-3/4 3-5/8 3-5/8 2-13/16 1-13/16 2-5/16 2-5/16 1-9/16 3-1/8
2 25 No Limit
(1466) (92) (92) (71) (46) (59) (58) (39) (79)

May 2018
57-5/8 3 3 2-3/4 1-3/4 2 2 1-1/2 3
30 No Limit

TRACK STANDARDS
(1464) (76) (76) (70) (44) (51) (51) (38) (76)
57-5/8 2-3/8 2-3/8 1-1/4 2-1/2 1-1/2 1-7/8 1-7/8 1-3/8 2-1/2
45
(1464) (60) (60) (31) (63) (38) (47) (47) (35) (63)
57-5/8 2-1/8 2-1/8 1-1/4 2-3/8 1-3/8 1-13/16 1-13/16 1-5/16 2-5/16
50
(1464) (54) (54) (31) (60) (35) (46) (46) (33) (58)
GO TRANSIT TRACK STANDARDS

TRUCK DEFECTS – PASSENGER

3
57-5/8 1-15/16 1-15/16 1-1/4 2-5/16 1-5/16 1-3/4 1-3/4 1-1/4 2-1/8
55
(1464) (49) (49) (31) (58) (33) (44) (44) (31) (54)
57-5/8 1-3/4 1-3/4 1-1/4 2-1/4 1-1/4 1-3/4 1-3/4 1-1/4 2
60
(1464) (44) (44) (31) (57) (31) (44) (44) (31) (51)

Revised: 2016-06-12
Page 11
APPENDIX E – ALLOWABLE TSO FOR IRIS
 Defect inch (mm)

RC-0506-02TRK
Passenger Warp 62 ft.
Class of Alignment Alignment Alignment Warp 31 ft. (18.9 m) Cross-Level Cross- Runoff at
Train
Track Surface (9.45 m) Tangents, Tangents Level End of
Speed Wide Gauge Tangent 62 ft. Curve 62 ft. Curve 31 ft.
(18.9 m) (18.9 m) (9.45 m) Spirals Spirals, and and Curves Spirals Raise
Curves

57-5/8 1-11/16 1-11/16 1-3/16 2-3/16 1-3/16 1-5/8 1-5/8 1-3/8 1-7/8
65
(1464) (43) (43) (30) (55) (30) (41) (41) (35) (48)
57-5/8 1-5/8 1-5/8 1-1/8 2-1/8 1-1/8 1-1/2 1-1/2 1-1/8 1-3/4
70
(1464) (41) (41) (28) (54) (28) (38) (38) (28) (44)
4
57-9/16 1-9/16 1-9/16 1-1/16 2-1/16 1-1/16 1-3/8 1-3/8 1-1/16 1-5/8
75
(1462) (39) (39) (27) (52) (27) (35) (35) (27) (41)

May 2018
57-1/2 1-1/2 1-1/2 1 2 1 1-1/4 1-1/4 1 1-1/2
80

TRACK STANDARDS
(1460) (38) (38) (25) (51) (25) (31) (31) (25) (38)
57-1/2 1-1/4 1-3/16 13/16 1-3/4 7/8 1-1/8 1-1/8 7/8 1-5/16
85
(1460) (31) (30) (21) (44) (22) (28) (28) (22) (33)
57-1/2 1 7/8 5/8 1-1/2 13/16 1-1/16 1-1/16 13/16 1-1/8
5 90
(1460) (25) (22) (16) (38) (21) (27) (27) (21) (28)
GO TRANSIT TRACK STANDARDS

57-1/2 ¾ 5/8 ½ 1-1/4 ¾ 1 1 ¾ 1

95
(1460) (19) (16) (13) (32) (19) (25) (25) (19) (25)
Note: These tables are used for when speed related track geometry defects are detected during track geometry (IRIS) truck inspections. The tables may be
used to determine the maximum Temporary Slow Order speed to be applied for the seventy-two (72) hour period.

Revised: 2016-06-12
Page 12
 Defect inch (mm)

Class Freight Warp 62 ft.

RC-0506-02TRK
of Train Alignment Alignment Alignment Warp 31 ft. (18.9 m) Cross-Level Cross- Runoff at
Wide
Track Speed Tangent 62 Curve 62 ft. Curve 31 ft. Surface (9.45 m) Tangents, Tangents Level End of
Gauge
ft. (18.9 m) (18.9 m) (9.45 m) Spirals Spirals, and and Curves Spirals Raise
Curves

57-3/4 5 5 3 2 3 3 1-3/4 3-1/2

1 10 N/A
(1466) (127) (127) (76) (51) (76) (76) (44) (89)
57-3/4 4-1/4 4-1/4 2-7/8 1-7/8 2-5/8 2-5/8 1-5/8 3-5/16
15 N/A
(1466) (108) (108) (73) (47) (66) (66) (41) (84)
57-3/4 3-5/8 3-5/8 2-13/16 1-13/16 2-5/16 2-5/16 1-9/16 3-1/8
2 20 N/A
(1466) (92) (92) (71) (46) (59) (58) (39) (79)

May 2018
57-5/8 3 3 2-3/4 1-3/4 2 2 1-1/2 3
25 N/A
(1464) (76) (76) (70) (44) (51) (51) (38) (76)

TRACK STANDARDS
57-5/8 2-1/2 2-1/2 1-1/4 2-9/16 1-9/16 1-7/8 1-7/8 1-3/8 2-5/8
30
(1464) (63) (63) (31) (65) (40) (48) (47) (35) (66)
TRUCK DEFECTS – FREIGHT

57-5/8 2-1/8 2-1/8 1-1/4 2-3/8 1-3/8 1-13/16 1-13/16 1-5/16 2-5/16
3 35
(1464) (54) (54) (31) (60) (35) (46) (46) (33) (59)
GO TRANSIT TRACK STANDARDS

57-5/8 1-3/4 1-3/4 1-1/4 2-1/4 1-1/4 1-3/4 1-3/4 1-1/4 2

40
(1464) (44) (44) (31) (57) (31) (44) (44) (31) (51)

Revised: 2016-06-12
Page 13
APPENDIX F – ALLOWABLE TSO FOR IRIS
 Defect inch (mm)

Class Freight Warp 62 ft.

RC-0506-02TRK
of Train Alignment Alignment Alignment Warp 31 ft. (18.9 m) Cross-Level Cross- Runoff at
Track Speed Wide Gauge Tangent 62 ft. Curve 62 ft. Curve 31 ft. Surface (9.45 m) Tangents, Tangents and Level End of
(18.9 m) (18.9 m) (9.45 m) Spirals Spirals, and Curves Spirals Raise
Curves

57-5/8 1-11/16 1-11/16 1-3/16 2-3/16 1-3/16 1-5/8 1-5/8 1-3/8 1-7/8
45
(1464) (43) (43) (30) (55) (30) (41) (41) (35) (48)
57-5/8 1-5/8 1-5/8 1-1/8 2-1/8 1-1/8 1-1/2 1-1/2 1-1/8 1-3/4
50
(1464) (41) (41) (28) (54) (28) (38) (38) (28) (44)
4
57-9/16 1-9/16 1-9/16 1-1/16 2-1/16 1-1/16 1-3/8 1-3/8 1-1/16 1-5/8
55
(1462) (39) (39) (27) (52) (27) (35) (35) (27) (41)
57-1/2 1-1/2 1-1/2 1 2 1 1-1/4 1-1/4 1 1-1/2

May 2018
60
(1460) (38) (38) (25) (51) (25) (31) (31) (25) (38)
57-1/2 1-5/16 1-1/4 7/8 1-13/16 15/16 1-3/16 1-3/16 15/16 1-3/8

TRACK STANDARDS
65
(1460) (33) (32) (22) (46) (24) (30) (30) (24) (35)
57-1/2 1-1/8 1-1/16 ¾ 1-5/8 7/8 1-1/8 1-1/8 7/8 1-1/4
70
(1460) (29) (27) (19) (41) (22) (29) (29) (22) (32)
5
57-1/2 15/16 13/16 5/8 1-7/16 13/16 1-1/16 1-1/16 13/16 1-1/8
75
GO TRANSIT TRACK STANDARDS

(1460) (24) (21) (16) (37) (21) (27) (27) (21) (28)
57-1/2 ¾ 5/8 ½ 1-1/4 ¾ 1 1 ¾ 1
80 (13) (32) (19)
(1460) (19) (16) (25) (25) (19) (25)
Note: These tables are used for when speed related track geometry defects are detected during track geometry (IRIS) truck inspections. The tables may be
used to determine the maximum Temporary Slow Order speed to be applied for the seventy-two (72) hour period.

Revised: 2016-06-12
Page 14
 TABLE A: RAIL WEAR LIMITS

Vertical Wear Limits

Rail Size 141 lbs. 136RE 132RE 115RE 100ARA 100 lbs. HF 85lbs.

RC-0506-02TRK
Increased 19 mm 17 mm 14.5 mm 12 mm 7 mm 5 mm 4 mm
Monitoring 3/4 “ 5/8” 9/16” 1/2” 1/4” 3/16” 1/8”

Urgent 25.5 mm 22.5 mm 19 mm 16 mm 9.5 mm 6.5 mm 5 mm

1” 7/8” 3/4” 5/8” 3/8” 1⁄4” 3/16”

Gauge Face Wear Limits

Rail Size 141 lbs. 136RE 132RE 115 RE 100ARA 100 lbs. HF 85lbs.

6 mm

May 2018
Increased 12 mm 9.5 mm 8 mm
Monitoring 1/2" 3/8” 5/16” 1/4"

TRACK STANDARDS
16 mm 13 mm 11 mm 8 mm
Urgent
5/8” 1/2" 7/16” 5/16”

Combined Vertical and Gauge Face Wear Limits

GO TRANSIT TRACK STANDARDS

APPENDIX G – RAIL WEAR LIMITS

Rail Size 141 lbs. 136RE 132RE 115 RE 100ARA 100 lbs. HF 85lbs.

Increased 24 mm 22 mm 18 mm 16 mm 10.5 mm 8 mm 6 mm
Monitoring 15/16” 7/8” 11/16” 5/8” 3/8” 5/16” 1/4”

Urgent 32 mm 28.5 mm 24 mm 21 mm 14 mm 11 mm 8 mm

Revised: 2017-08-01
Page 15
1-1/4” 1-1/8” 15/16” 13/16” 9/16” 7/16” 5/16”
 TABLE B: RAIL WEAR LIMITS ON BRIDGES, OVERPASSES, AND TUNNELS

Vertical Wear Limits

Rail Size 141 lbs. 136RE 132RE 115RE 100ARA 100 lbs. HF 85lbs.

RC-0506-02TRK
Increased 14.5 mm 13 mm 11 mm 9 mm 5.5 mm 4 mm 3 mm
Monitoring 9/16” 1/2" 7/16” 3/8” 3/16” 1/8” 1/8”

Urgent 19 mm 17 mm 14.5 mm 12 mm 7 mm 5 mm 4 mm
3/4 “ 5/8” 9/16” 1/2” 1/4” 3/16” 1/8”

Gauge Face Wear Limits

Rail Size 141 lbs. 136RE 132RE 115 RE 100ARA 100 lbs. HF 85lbs.

4.5 mm

May 2018
Increased 9 mm 7 mm 6 mm
Monitoring 3/8” 1/4” 1/4” 3/16”

TRACK STANDARDS
12 mm 9.5 mm 8 mm 6 mm
Urgent
1/2" 3/8” 5/16” 1/4"

Combined Vertical and Gauge Face Wear Limits

GO TRANSIT TRACK STANDARDS

Rail Size 141 lbs. 136RE 132RE 115 RE 100ARA 100 lbs. HF 85lbs.

Increased 18 mm 16.5 mm 13.5 mm 12 mm 8 mm 6 mm 4.5 mm

Monitoring 11/16” 5/8” 1/2" 1/2" 5/16” ¼” 3/16”

Urgent 24 mm 22 mm 18 mm 16 mm 10.5 mm 8 mm 6 mm

Revised: 2017-08-01
Page 16
15/16” 7/8” 11/16” 5/8” 3/8” 5/16” 1/4”
 GO TRANSIT TRACK STANDARDS

APPENDIX H – RAIL DEFECT

DESCRIPTIONS
TRANSVERSE DEFECTS – TDT, TDW, TDC, TDD

Transverse fissure, showing Transverse fissure,

rapid growth showing sudden growth

Appearance of transverse defects in track

Compound Fissure Detail Fracture

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 GO TRANSIT TRACK STANDARDS

No evidence of a transverse defect is visible until the separation

has reached the rail surface (cracks out). One or more of the
following may then help recognize a transverse defect:

1. A hairline crack at right angles to the running surface,

usually on the field or gauge side of the head or at the
fillet under the head.
2. Bleeding around the crack.
3. A hairline crack at the gauge corner of the rail head. A
rail that has been turned may have a crack on the field
side. Numerous cracks on the gauge corner are often
present but should cause no suspicion unless a single
crack extends much further down the side and across
the running surface.
4. A horizontal hairline crack in the side of the rail head that
turns upward or downward at one or both ends and is
usually accompanied by bleeding. A flat spot will
generally be present on the running surface of the rail.
5. A hairline crack extending downward at right angles from
a horizontal crack caused by shelling. (See definition
and description of shelling).

Transverse defects may be classified after the rail is broken for

examination as follows:
1. "Transverse Fissure" (Defect Code TDT or TDW)
means a progressive crosswise fracture starting from a
crystalline centre or nucleus inside the head from which
it spreads outward as a smooth, bright, or dark, round or
oval surface substantially at a right angle to the length of
the rail. The distinguishing features of a transverse
fissure from other types of fractures or defects are the
crystalline centre or nucleus and the nearly smooth
surface of the development that surrounds it.
2. "Compound Fissure" (Defect Code TDC) means a
progressive fracture originating in a horizontal split head
which turns up or down in the head of the rail as a
smooth bright, or dark surface progressing until
substantially at a right angle to the length of the rail.
Compound fissures require examination of both faces of

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 GO TRANSIT TRACK STANDARDS

the fracture to locate the horizontal split head from which

they originate.
3. "Detail Fracture" (Defect Code TDD) means a
progressive fracture originating at or near the surface of
the rail head. These fractures should not be confused
with transverse fissures, compound fissures, or other
defects that have internal origins. Detail fractures may
arise from shelly spots, head checks, or flaking.
4. "Engine Burn Fracture" (Defect Code EBF) means a
progressive fracture originating in spots where driving
wheels have slipped on top of the rail head. In
developing downward they frequently resemble the
compound or even transverse fissures with which they
should not be confused or classified.
This type of defect is usually caused by imperfections in the rail
steel when rolled. In non-control-cooled rail and chrome rail, a
transverse defect is commonly caused by shatter crack from
hydrogen. If one crack is found, there are likely to be many
others in the same rail.
Defects are defined in the definition section, however a
description of their appearance in track is below:

Engine Burn (EBF)

Appearance in Track:
An oval or round dark area on the
running surface of the rail where
damaged metal breaks out forming a
cavity. There are usually several
marks. Sometimes they match on
both rails. Others are located on the
same rail and spaced at a distance
corresponding to the spacing of the
locomotive wheels.

TRACK STANDARDS Page 19

RC-0506-02TRK May 2018 Revised: 2017-08-01
 GO TRANSIT TRACK STANDARDS

Shelly Rail

Appearance in Track:
1. Dark spots irregularly spaced on
the gauge side of the running
surface.
2. Longitudinal separations at one or
more levels in the upper gauge
corner
3. It occurs most frequently on
curves.

Shelly Rail is not to be confused with

spalling from burnt steel in chrome
rail, which is a type of mill defect.
Spalling from burnt steel will show up
within a few days after the rail is laid.
Shell will not occur till rail has carried
substantial traffic.

Split Web (SWJ, SWO)

Appearance in Track:
Bleeding cracks in the web

Note: This type of failure is frequently

caused by bruises on the web
resulting from striking the web with a
spike maul or other object.

Long splits in the web of new or

nearly new rail are likely to be a
manufacturing defect from roller
straightening.

Horizontal Split Head

(HSH, HSJ)
Appearance in Track:
1. Before cracking out, a horizontal
split head will cause the
appearance of a flat spot on the
running surface. There may be a
slight widening of the rail head.
2. After cracking out, a horizontal
split head will appear as a
hairline crack in the side of the
head on one or both sides of the
rail at least 1/3 of the depth of
head below the top of the rail. In
rail laid without tie plates, the
crack will usually appear on the

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 GO TRANSIT TRACK STANDARDS
gauge side and in rail laid with
tie plates, on the field side.

Note: This type of failure is caused by

a manufacturing defect

Vertical Split Head (VSH, VSJ)

Appearance in Track:
1. A dark streak in the running
surface.
2. Widening of the head for the
length of the split.
3. One side of the head may show
signs of sagging, causing a rust
streak to appear on the fillet under
the head
4. In advanced stages a bleeding
crack will appear at the fillet under
the head.

Note: The Vertical Split Head is

usually caused by a defect in the rail
as rolled. (Not to be confused with
Piped Rail which has the defect in the
web). In chrome rail vertical split
heads in nearly new rail commonly
result from shatter crack from
hydrogen and the whole length of the
rail is likely to be affected.

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RC-0506-02TRK May 2018 Revised: 2017-08-01
 GO TRANSIT TRACK STANDARDS

Head-Web Separation
(HWJ, HWO)
Appearance in Track:
1. In earlier stages, wrinkled lines
appear along the fillet under the
head.
2. In later stages, a small crack
appears along the fillet under the
head on either side. These cracks
grow longitudinally with slight
irregular turns upward and
downward.
3. In advanced stages, bleeding
cracks will extend downward from
the longitudinal crack.

Note: This type of defect frequently

occurs in rails through crossings, in
tunnels and other wet locations.

Bolt Hole Break (BHJ, BHO)

Appearance in Track:
Cracks in the web extending radially
from a bolt hole.

Note: This type of failure is frequently

caused by loose bolts in the joint or
inadequate anchoring of the track
causing the bolts to strike the sides of
the hole and damage the metal.

Crushed Head / Flattened Rail

(CHJ, CHO)

Appearance in Track:
1. A flattening and widening of the
head with the entire head
sagging,
2. Small cracks in the depression of
the running surface.
3. In advanced stages, a bleeding
crack may appear in the fillet
under the head.

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 GO TRANSIT TRACK STANDARDS

Piped Rail (PRJ, PRO)

Appearance in Track:
1. Bulging of the web on either or
both sides. There may be shallow
cracks apparent on the sides of
the bulge.
2. A slight sinking of the rail head in
the area above the pipe with no
other deformation of the head.

Note: This type of failure is due to a

manufacturing defect.

Ordinary Break (BRJ, BRO)

Appearance in Track:
1. A hairline crack running
completely around the rail, usually
accompanied by bleeding.
2. A separation of rail at the break
with one or both ends battered.
3. The faces of the rail are rough
and granular with no sign of a
defect.

Broken Base (BBJ, BBO)

Appearance in Track:
1. A crack starting near the junction
of the base and the web
extending outward to the edge of
the base.
2. A longitudinal crack along the
junction of the base and the web.
3. A half-moon break in the base.

Note: This type of failure usually is

due to a manufacturing defect but
may be caused by uneven bearing of
rail on the tie plates, as when plates
are bent or plates of different slopes
are mixed in track.

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RC-0506-02TRK May 2018 Revised: 2017-08-01
 GO TRANSIT TRACK STANDARDS

Hot Tear (DWF)

Appearance in Track:
1. Change in grain structure, likely
near the base of the rail.
2. Discoloration

Battered End

Appearance in Track:
3. Flattening and widening of the head of the rail at the end.
4. The underside of the head is not affected in any way.

Mill Defect

Appearance in Track:
1. A deformation of the rail head that can cause wheels to batter the rail
severely.
2. Broken out inclusions that leave cavities in the side or top of the head.
3. Inclusion of foreign material in the rail.
4. Vertical rust marks at regular intervals along the side of the rail web.

Defective Weld (DWF [field], DWP [plant])

Appearance in Track:
A transverse or longitudinal crack or separation in any portion of the weld or the
rail within six inches of the weld.

Defective CAD Weld (DWC)

Appearance in Track:
A transverse crack across the rail head and progressing down into the web
usually originating at the surface in the area of the cad weld. The weld area will
often have grinding marks from where the cad weld has been ground off. It may
appear to be a bolt hole crack, but originates from the cad weld and not the bolt
hole.

Note: The defect grows in the area of a heat zone created by the weld that is
very brittle. Because of the brittleness, any severe blow, such as a flat spot on a
wheel, can cause sudden rupture.

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 GO TRANSIT TRACK STANDARDS

Defective Gas Weld (DWG)

Appearance in Track:
A hairline crack at right angles to the running surface that may display bleeding
or rust on the side of the head. The crack will be perpendicular to the rail and is
often vertical without the “lean” of 20 degrees common in transverse defects.
Breaks will occur in the middle of the weld and will appear as a transverse defect
with a black nucleus.

Note: Welds may be in track for many years before a defect develops but defect
growth can be very rapid.

Localised Surface Collapse (LSC)

Appearance in Track:
1. Flattening and widening of the head of the rail, other than at the end.
2. The underside of the head is not affected in any way.

Damaged Rail

Appearance in Track:
Any rail broken or injured by wrecks, broken, flat, or unbalanced wheels, slipping,
or similar causes.

Damage by Defective Rolling Stock

Appearance in Track:
Nicks, cuts, dents or scars on any part of the surface of the rail.

Damage by Derailment

Appearance in Track:
Rail that has been broken, bent, nicked or otherwise damaged by derailment of
equipment. Rail defects caused by derailments will have defect codes which
reflect the type of defect the derailment created, i.e.: BBJ, BRO, TDT…etc.

TRACK STANDARDS Page 25

RC-0506-02TRK May 2018 Revised: 2017-08-01
 GO TRANSIT TRACK STANDARDS

APPENDIX I – REMEDIAL ACTION FOR

RAIL DEFECTS
Table 50 Remedial Action for Surface Defect
Depth of Surface Defect

Rail wear is
Rail Wear is less Remedial Action
greater than the
the increased
increased
monitoring limits
monitoring limits

less than 3/16 less than 1/8”

Monitor and repair
(5mm) (3mm)

Limit operating
3/16” to 5/16” 1/8” to 3/16” speed to 30 mph
(5mm) to (8mm) (3mm) to (5mm) and repair or
replace

Limit operating
greater than 5/16” greater than 3/16” speed to 10 mph
(8mm) (5mm) and repair or
replace

Table 51 Remedial Action for Joint Batter in Winter

Months
Joint Batter

>3.5 mm > 4mm >= 5mm

• Must be measured • Must be changed • 30 mph if the rail
twice a week. out or welded wear is less than
within 48 hours the increased
• If rail cannot be monitoring limits
changed a 30 mph • 10 mph if the rail is
speed restriction greater than the
must be placed increased
until the rail is monitoring limits.
replaced. • Must be changed
within 48 hours or
welded with no
exceptions

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Table 52 Rail Defects on Class 1 and 2 Track, and 3

Track with Less Than 20 MGT Annually, No Hazardous
Materials, and No Passenger Service
If the defective rail is
Percent of rail
not replaced
head cross-
immediately, take
Defect sectional area
the following
weakened by
remedial action
the defect
denoted by note:
0 to 69 B and E
Compound
70 to 99 A1
Fissure
100 A
Transverse 0 to 20 C or C1
Fissure,
Detail 21 to 99 D
Fracture,
Engine
Burn , or 100 A or (E and H)
Defective
Weld
If the defective rail is
not replaced
Defect Size immediately, take
Defect
in. (mm) the following
remedial action
denoted by note:
0 to 2 (0 - 51) H and F
Over 2 to 4
Vertical or B and G
(>51 – 102)
Horizontal
Split Head Over 4 (>102) B
Break out in rail
A
head
0 to ½ (0 – 13) H and F
Split Web, Over ½ to 3
Piped Rail, B and G
(>13 – 76)
or Head
Web Over 3 (>76) B
Separation Break out in rail
A
head
0 to ½ (0 – 13) H and F
Over ½ to 1½
B
Bolt Hole (>13 – 38)
Crack Over 1½ (>38) B and G
Break out in rail
A
head
Broken 0 to 6 (0 – 152) D
Rail Base Over 6 (>152) A or (E then B)

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If the defective rail is not replaced

Defect immediately, take the following
remedial action denoted by note:
Ordinary
A and E
Break
Damaged
D
Rail
Flattened
Rail,
Crushed
Head, or Apply Track Standard Section 4.16
Localised
Surface
Collapse

REMEDIAL ACTION APPLICABLE TO DEFECTS IN Table 52

A. A qualified person must visually supervise each operation over the

defective rail. See Track Standard Section 4.17.
1. After visual inspection, that person may authorize operation
over the defective rail without continuous visual supervision at
a maximum speed of 10 mph for up to 24 hours prior to making
another visual inspection, repair or replacement of the rail.
B. Limit operating speed over the defective rail to speed as authorized
by a qualified person to a maximum of 30 mph or the maximum
allowable for that class of track, whichever is lower.
C. In Class 1 and 2 track, apply joint bars to the defect and bolt
through the outermost holes, within 10 days of being discovered.

In Class 3 track, limit operating speed over the defective rail to

maximum 30 mph until such time as joint bars have been applied.
After joint bars have been applied, limit operating speed to 40 mph
or the maximum allowable for that class of track, whichever is
lower. Joint bars are to be applied to the defect and bolted through
the outermost holes within 10 days after discovery. When joint bars
have not been applied within 10 days, speed must be limited to 10
mph, until joint bars are applied.
1. Where the defect is identified by ultrasonic inspection, limit
operating speed to a maximum 40 mph or the maximum for the
class of track, whichever is lower for a period not to exceed 4
days. If joint bars are not applied within 4 days follow
procedure in item C (where the date of defect identification is
the date discovered by the ultrasonic inspection).

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D. Limit operating speed over the defective rail to maximum 30 mph or

less as authorized by a qualified person, until such time as joint
bars have been applied. After joint bars have been applied, limit
operating speed to 40 mph or the maximum allowable operating
speed for that class of track whichever is lesser. Joint bars are to
be applied to the defect and bolted through the outermost holes
within 7 days of discovery. When joint bars have not been applied
within 7 day, speed must be limited to 10 mph, until joint bars are
applied.
E. Apply joint bars to the defect and bolt with the appropriate number
of bolts for the class of track involved.
F. Inspect rail or remove defect within 90 days* of detecting the
defect.
G. Inspect rail or remove defect within 30 days* of detecting the
defect.
H. Limit operating speed over the defective rail to maximum 40 mph or
the maximum allowable operating speed for the class of track,
whichever is lesser, and remove defect within 90 days.
*For Rail Flaw Detected (Ultrasonic) defects that are strictly internal and
not visible, perform another inspection with either rail-mounted or hand-
held Rail Flaw Detection (ultrasonic) equipment. For defects that are
visible and measurable, a visual or Rail Flaw Detection inspection is
acceptable. For defects enclosed within the joint bar area, such as bolt-
hole defects, the joint bars must be removed and a visual re-inspection
must be made. The re-inspection must be performed prior to the
expiration of the 30 or 90 day interval. If the rail remains in track and is
not replaced, the cycle starts over. If the defect increased in size, it may
become subject to more restrictive remedial action, as described in this
table.

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Table 53 – Rail Defects on Class 4 and 5 Tracks and

Class 3 Tracks Carrying Passenger Traffic or Hazardous
Materials

If the defective rail

Percent of rail
is not replaced
head cross-
immediately, take
Defect1 sectional area
the following
weakened by
remedial action
the defect
denoted by note:
0 to 70 1
Compound
71 to 99 2
Fissure
100 3
Transverse 0 to 19 4
Fissure, 20 to 59 5
Detail 60 to 99 6
Fracture,
Engine Burn, 3
or Defective 100 or
Weld 13 then 9

If the defective rail

is not replaced
Defect Size immediately, take
Defect1
in. (mm) the following
remedial action
denoted by note:
Vertical or 0 to ½
Horizontal 7
(0 - 13)
Split Head, or Over ½ to 3
Horizontal 8
(>13 – 76)
Split Web,
Over 3
Piped Rail, 9
Head-Web (>76)
Separations,
or Defective Break out in rail
3
Weld head
Longitudinal
0 to ½ (0 – 13) 7
Over ½ to 3
8
Bolt Hole (>13 – 76)
Crack Over 3 (>76) 9
Break out in rail
3
head
10
0 to 6 (0 – 152) or
Broken Rail 13 then 7
Base 11
Over 6 (>152) or
10

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If the defective rail is not replaced

Defect1 immediately, take the following
remedial action denoted by note:
Ordinary
3 or 10
Break
Damaged
12
Rail
Flattened
Rail, Crushed
Head, or
Apply Track Standard Section 4.16
Localised
Surface
Collapse
1
Defects in special track-work or highway crossings must be protected
as per the above inspected visually at the minimum frequency required
by regulation for track inspections and removed within 14 days.

REMEDIAL ACTION APPLICABLE TO DEFECTS IN TABLE 53

1. Inspect defect immediately. Limit operating speed to maximum

30 mph. Remove defect within 72 hours of being detected.
2. Assign a qualified person to make a visual inspection once
every 24 hours. Limit operating speed to 10 mph. If joint bars
are applied the operating speed can be increased to 30 mph.
Remove defect within 72 hours of being detected.
3. Assign a qualified person to visually supervise each train
movement over the defective rail. See Track Standard Section
4.17. The defect must be repaired as soon as track time
permits but not longer than 24 hours of being detected.
4. Inspect defect. Limit operating speed to 30 mph until joint bars
are applied. Apply joint bars and bolt through outer most holes.
Thereafter, limit operating speed to 50 mph or the maximum
for the class of track, whichever is more restrictive. Remove
defect within 7 days of being detected.
5. Inspect defect. Limit operating speed to 30 mph as authorized
by a qualified person until joint bars are applied. Apply joint
bars and bolt through outer most holes. Thereafter, limit
operating speed to 50 mph or the maximum for the class of
track, whichever is more restrictive. Remove defect within 72
hours of being detected.
6. Inspect defect. Limit operating speed to 10 mph until joint bars
are applied. Apply joint bars to the defect. Thereafter, limit
operating speed to 50 mph or the maximum for the class of
track, whichever is more restrictive. Remove defect within 24
hours of being detected.
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7. Inspect immediately. Limit operating speed to a maximum of

50 mph. Remove defect within 7 days of being detected.
8. Inspect immediately. Limit operating speed to a maximum of
30 mph. Remove defect within 72 hours of being detected.
9. Inspect immediately. Limit operating speed to a maximum of
10 mph. Remove defect within 24 hours of being detected.
10. Inspect immediately. Apply joint bars to the defect and fully bolt
for class of track. Limit operating speed to a maximum of 30
mph. Remove defect within 72 hours of being detected.
11. Inspect immediately. Limit operating speed to 10 mph until
repaired. Assign a qualified person to visually supervise each
train movement over the defective rail until a repair has been
completed. See Track Standard Section 4.17.
12. Inspect immediately. Apply joint bars within 10 days. Limit
operating speed to a maximum of 30 mph until joint bars are
applied. Thereafter, limit the operating speed to 50 mph.
13. Apply joint bars to the defect and bolt through outer most
holes.

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Table 54 Corrective and Remedial Actions for Single

Surface Irregularities

Corrective
Condition Depth Remedial Action
action
Crack-out Limit train operations
in the to not more than
10mph and visually
upper
N/A supervise each Change out rail
fillet movement until the
under the defective rail is
rail head removed
Grind with local
welding forces,
Corrugati switch & crossing
All depths Record Location
on grinder or grinding
train if possible, or
change rail
Grind with local
welding forces,
Flaking N/A Record Location switch & crossing
grinder or grinding
train
Grind with local
Record Location and
welding forces,
check for escalation
≤ 3mm (1/8”) switch & crossing
of defect once per
grinder or grinding
month
train
Record Location and
> 3mm (1/8” ) check for crack-out
Change out rail
≤ 5 mm (3/16“) under head once per
Spalling week
Limit train operation to
and
not more than 60mph
Shelling >5 mm (3/16“)
and check for crack- Change out rail
≤7mm ( ¼“)
out under head once
per week
Limit train operations
to not more than
30mph and check for
>7mm ( ¼ ”) Change out rail
crack-out under head
on each routine
inspection
NOTE: If a crack-out condition exists in the upper fillet area under the
rail head, trains and engines must not be allowed over this rail condition
until the defective rail is changed-out, unless the person assigned to
visually supervise the movement is on-site, in constant communication
with the locomotive engineer, and the movement is restricted to a speed
not exceeding 10 mph.

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APPENDIX J – SPEED RESTRICTIONS FOR

TRACK WORK
Table 55 – Speed Restrictions for Track Work

Forecasted Speed Restriction

Rail Temp
Activity Without Dynamic With Dynamic
within 24
hrs Stabilizer Stabilizer
• 10 mph for 8,000 tons
• Mechanized • 30 mph2 for
• Inspect
tie renewal 16,000 tons
• 30 mph2 for 100,000 tons
• Panelized >PRLT • Inspect
• Inspect
turnout • If ok return
• If ok return to track to track speed
replacement speed
• Out-of-face • 10 mph for 8,000 tons
surfacing • Inspect
• Ballast ≤PRLT
• 30 mph2 for 50,000 tons
Cleaning / and N/A
≥PRLT-30°F1 • Inspect
Undercutting
• If ok return to track
• Lining speed
• Track
• 30 mph2 for 8,000 tons
Construction
• Inspect
• Crossing <PRLT-30°F1 N/A
• If ok return to track
rehabilitation
speed
• Spot tie
• 30 mph2 for 8,000 tons3
renewal
• Inspect
• Spot surfacing >PRLT N/A
• If ok return to track
• Shoulder
speed
cleaning
• Rail
Installation
(any length) When rail temperature is forecasted to have an
• Realignment increase greater than 40 ºF or 22 ºC above the
of track All
RLT, a 30 mph3 speed restriction shall apply as
• Lifts in excess per Track Standard Section 4.9.22
of 1 in. (25
mm)
*Speed restriction may not be removed in the heat of the day.
1
30°F ( 16.6°C)
2
Between the hours of 22:00 and 10:00 the speed restriction may be 40 mph. If
required tonnage is not accumulated by 10:00 speed must be restricted to 30 mph.
3
The speed restriction can be avoided by replacing up to a maximum of 2 ties per 39
ft. (12 m) track section.

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Table 56 – Speed Restrictions for Repairs to Buckled

Track Without Cutting the Rail

Forecasted Rail Stabilizer

TSO Requirement
Temperature Available
Yes • 8,000 tons at 30mph
Below PRLT
No • 50,000 tons at 30mph
Yes • 16,000 tons at 30mph
• 16,000 tons at 10mph and
inspect;
Above PRLT • 50,000 tons at 30mph and
No
inspect;
• Then 50,000 tons at 40mph
and inspect;
NOTE: Speed restriction may not be removed in the heat of the day.

Table 57 - Equipment Tonnage

Equipment 50,000
Tonnage 8,000 Tons
(empty / AW0 loading) Tons

12-Car GO Train 800 Tons 10 Trains 62 Trains

10-Car GO Train 690 Tons 12 Trains 72 Trains

6-Car GO Train 471 Tons 17 Trains 106 Trains

3-Car UP DMU 235 Tons 34 Trains 213 Trains

2-Car UP DMU 157 Tons 51 Trains 319 Trains

8,000 tons – 1 freight train

Note: tonnage determined based on empty equipment weight.

1. The limits of the speed restriction should be 500 feet

(1/10 mile) (152.4 m) on either side of the work area.
2. More restrictive speed restrictions may be required
depending on local conditions, such as: subgrade
condition, weak ballast, insufficient anchors, and poor
ties etc.
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3. Prior to increasing or removing or modifying a speed

restriction, the track must be inspected to ensure the
anchor pattern meets the requirements of Track
Standards section 10.2 and that there are no signs of
tight rail per Track Standard Section 4.13, or any other
defects. Verification must also be made that the required
tonnage has actually passed over the track being
restricted. Speed restrictions should not be removed in
the heat of the day.

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APPENDIX K – AUTHORIZING
MOVEMENTS OVER RAIL BREAKS

• Is the break in a tunnel or on an open deck

bridge?
• Is the break within 100 ft (30.5m) of an
unanchored open deck bridge?
• Are the ties on either side of the break defective,
crushed, or split in the tie plate area?
• Are visible cracks radiating from the rail ends?
YES
• Is the break in an area of unstable grade?
TO ANY
• Is the offset (overhang) greater than 2" (51
mm)?
• Is the gap greater than 3½” (89 mm)?
• Does the break extend beyond the joint bars
(break at joint bar area)?
• Is the break in an area in which the CM Sr.
Manager of Track and Structures has specified
that movements over rail breaks are not Stop all movements
permitted? until the rail break has
been repaired
NO
TO ALL

Is the gap smaller than 1-1/8 in. (29 mm)?

YES NO

Can joint bars be installed with at least

Is the break on a ballast
one bolt through the center of the
deck bridge? YES NO break?

Stop all movements until YES

NO
the rail break has been
repaired
Speed = 10mph
Visually observe each
Speed = 5mph movement
Visually observe each
movement

Figure 38. Supervised Movements over Rail Breaks (where

the failure, joint bars, weld repair bars, and supporting ties
can be visually observed.)

TRACK STANDARDS Page 37

RC-0506-02TRK May 2018 Revised: 2017-08-01
 TEMP. LENGTH OF CWR ft. (m)

RC-0506-02TRK
Difference 200 (61) 400 (122) 600 (183) 800 (244) 1000 (305) 1200 (366) 1400 (427) 1482 (452)
from PRLT
°F °C CWR MOVEMENT in. (mm)
5 2 1/8 (3) 1/8 (3) 1/4 (6) 3/8 (10) 3/8 (10) 1/2 (13) 1/2 (13) 5/8 (15)
10 5 1/8 (3) 3/8 (10) 1/2 (13) 5/8 (15) 3/4 (20) 1 (25) 1-1/8 (29) 1-1/8 (29)
15 7 1/4 (6) 1/2 (13) 3/4 (20) 1 (25) 1-1/4 (32) 1-1/2 (38) 1-5/8 (41) 1-3/4 (44)
20 9 3/8 (10) 5/8 (15) 1 (25) 1-1/4 (32) 1-5/8 (41) 1-7/8 (48) 2-1/4 (57) 2-3/8 (60)
25 11 3/8 (10) 3/4 (20) 1-1/4 (32) 1-5/8 (41) 2 (51) 2-3/8 (60) 2-3/4 (75) 3 (76)

May 2018
30 13 1/2 (13) 1 (25) 1-1/2 (38) 1-7/8 (48) 2-3/8 (60) 2-7/8 (73) 3-3/8 (84) 3-1/2 (89)

TRACK STANDARDS
35 16 1/2 (13) 1-1/8 (29) 1-5/8 (41) 2-1/4 (57) 2-3/4 (75) 3-3/8 (84) 3-7/8 (98) 4-1/8 (105)
40 18 5/8 (15) 1-1/4 (32) 1-7/8 (48) 2-1/2 (64) 3-1/4 (83) 3-7/8 (98) 4-1/2 (114) 4-3/4 (121)
45 20 3/4 (20) 1-1/2 (38) 2-1/8 (54) 2-7/8 (73) 3-5/8 (92) 4-3/8 (111) 5 (127) 5-3/8 (137)
GO TRANSIT TRACK STANDARDS

50 22 3/4 (20) 1-5/8 (41) 2-3/8 (60) 3-1/4 (83) 4 (102) 4-3/4 (121) 5-5/8 (143) 5-7/8 (149)
55 24 7/8 (23) 1-3/4 (44) 2-5/8 (67) 3-1/2 (89) 4-3/8 (111) 5-1/4 (133) 6-1/8 (156) 6-1⁄2 (165)
RAIL THERMAL EXPANSION CHART

60 27 1 (25) 1-7/8 (48) 2-7/8 (73) 3-7/8 (98) 4-3/4 (121) 5-3/4 (146) 6-3/4 (171) 7-1/8 (181)
in the Table must be calculated using the formula provided.

Revised: 2018-03-26
Page 38
Determination of rail expansion for lengths between those shown
APPENDIX L – CONTINUOUS WELDED
 TEMP. LENGTH OF CWR ft. (m)

RC-0506-02TRK
Difference
from PRLT 200 (61) 400 (122) 600 (183) 800 (244) 1000 (305) 1200 (366) 1400 (427) 1482 (452)

°F °C CWR MOVEMENT in. (mm)

65 29 1 (25) 2-1/8 (54) 3-1/8 (79) 4-1/8 (105) 5-1/4 (133) 6-1/4 (159) 7-1/4 (184) 7-3/4 (197)
70 31 1-1/8 (29) 2-1/4 (64) 3-3/8 (86) 4-1/2 (114) 5-5/8 (143) 6-3/4 (171) 7-7/8 (200) 8-1/4 (210)
75 33 1-1/4 (32) 2-3/8 (60) 3-5/8 (92) 4-3/4 (121) 6 (152) 7-1/4 (184) 8-3/8 (213) 8-7/8 (225)
80 36 1-1/4 (32) 2-1/2 (64) 3-7/8 (98) 5-1/8 (130) 6-3/8 (162) 7-5/8 (194) 9 (229) 9-1/2 (241)

May 2018
85 38 1-3/8 (35) 2-3/4 (70) 4-1/8 (105) 5-1/2 (140) 6-3/4 (171) 8-1/8 (206) 9-1/2 (241) 10-1/8 (257)
90 40 1-1/2 (38) 2-7/8 (73) 4-3/8 (111) 5-3/4 (146) 7-1/4 (184) 8-5/8 (219) 10-1/8 (257) 10-5/8 (270)

TRACK STANDARDS
95 42 1-1/2 (38) 3 (76) 4-1/2 (114) 6-1/8 (156) 7-5/8 (194) 9-1/8 (232) 10-5/8 (270) 11-1/4 (286)
100 44 1-5/8 (41) 3-1/4 (83) 4-3/4 (121) 6-3/8 (162) 8 (203) 9-5/8 (244) 11-1/4 (286) 11-7/8 (302)
105 47 1-5/8 (41) 3-3/8 (86) 5 (127) 6-3/4 (171) 8-3/8 (213) 10-1/8 (257) 11-3/4 (298) 12-1/2 (318)
GO TRANSIT TRACK STANDARDS

110 49 1-3/4 (44) 3-1/2 (89) 5-1/4 (133) 7 (178) 8-3/4 (222) 10-1/2 (267) 12-3/8 (314) 13 (330)

MOVEMENT (in) = RAIL LENGTH (ft.) x TEMP DIFF FROM PRLT (°F) x 0.00008
MOVEMENT (mm) = RAIL LENGTH (m) x TEMP DIFF FROM PRLT (°C) x 0.0145

Revised: 2018-03-26
Page 39
 GO TRANSIT TRACK STANDARDS

Temperature Length of Rail

differential ft. (m)
from the 150 (45.7) 225 (68.6) 300 (91.4) 500 (152.4)
PRLT
Adjustment Required
°F °C in. (mm)

5 2 1/8 (3) 1/8 (3) 1/8 (3) 1/8 (3)

10 5 1/8 (3) 1/4 (6) 1/4 (6) 3/8 (10)

15 7 1/4 (6) 3/8 (10) 3/8 (10) 5/8 (15)

20 9 1/4 (6) 3/8 (10) 1/2 (13) 7/8 (23)

25 11 3/8 (10) 1/2 (13) 5/8 (16) 1 (25)

30 13 3/8 (10) 5/8 (16) 3/4 (19) 1-1/4 (32)

35 16 1/2 (13) 3/4 (19) 7/8 (22) 1-3/8 (35)

40 18 1/2 (13) 3/4 (19) 1 (25) 1-5/8 (41)

45 20 5/8 (16) 7/8 (22) 1-1/8 (29) 1-7/8 (48)

50 22 5/8 (16) 1 (25) 1-1/4 (32) 2 (51)

55 24 3/4 (19) 1 (25) 1-3/8 (35) 2-1/4 (57)

60 27 3/4 (19) 1-1/8 (29) 1-1/2 (38) 2-3/8 (60)

65 29 7/8 (22) 1-1/4 (32) 1-5/8 (41) 2-5/8 (67)

70 31 7/8 (22) 1-3/8 (35) 1-3/4 (44) 2-7/8 (73)

75 33 1 (25) 1-3/8 (38) 1-7/8 (48) 3 (76)

80 36 1 (25) 1-1/2 (41) 2 (51) 3-1/8 (79)

85 38 1-1/8 (29) 1-5/8 (41) 2-1/8 (54) 3-1/2 (89)

90 40 1-1/8 (29) 1-5/8 (41) 2-1/4 (57) 3-5/8 (92)

95 42 1-1/4 (32) 1-3/4 (44) 2-3/8 (60) 3-3/4 (95)

100 44 1-1/4 (32) 1-7/8 (48) 2-1/2 (64) 4 (102)

TRACK STANDARDS Page 40

RC-0506-02TRK May 2018 Revised: 2018-03-26
 DISTANCE CURVE HAS CHORDED INWARD in. (mm)

1⁄2(13) 1 (25) 1-1⁄2(38) 2 (51) 2-1⁄2(64) 3 (76) 3-1⁄2(89) 4 (102) 4-1⁄2(108) 5 (127) 5-1⁄2(140) 6 (152)

RC-0506-02TRK
EFFECTIVE RAIL LENGTH ADDED TO CURVE PER 1000 ft. OF CURVE in. (mm)

0º 30’ 0 1/8(3) 1/8(3) 1/8(3) 1/4(6) 1/4(6) 1/4(6) 3/8(10) 3/8(10) 3/8(10) 1/2(13) 1/2(13)
1º 00’ 1/8(3) 1/8(3) 1/4(6) 3/8(10) 1/2(13) 1/2(13) 5/8(16) 3/4(19) 3/4(19) 7/8(22) 1(25) 1(25)
1º 30’ 1/8(3) 1/4(6) 3/8(10) 1/2(13) 5/8(16) 3/4(19) 7/8(22) 1(25) 1-1/8(29) 1-1/4(32) 1-1/2(38) 1-5/8(41)
2º 00’ 1/8(3) 3/8(10) 1/2(13) 3/4(19) 7/8(22) 1(25) 1-1/4(32) 1-3/8(35) 1-1/2(38) 1-3/4(44) 1-7/8(48) 2-1/8(54)
2º 30’ 1/4(6) 3/8(10) 5/8(16) 7/8(22) 1-1/8(29) 1-1/4(32) 1-1/2(38) 1-3/4(44) 1-7/8(48) 2-1/8(54) 2-3/8(60) 2-5/8(67)
3º 00’ 1/4(6) 1/2(13) 3/4(19) 1(25) 1-1/4(32) 1-5/8(41) 1-7/8(48) 2-1/8(54) 2-3/8(60) 2-5/8(67) 2-7/8(73) 3-1/8(79)

May 2018
3º 30’ 1/4(6) 5/8(16) 7/8(22) 1-1/4(32) 1-1/2(38) 1-7/8(48) 2-1/8(54) 2-1/2(64) 2-3/4(70) 3-1/8(79) 3-3/8(79) 3-5/8(92)

DEGREEOF CURVE
4º 00’ 3/8(10) 3/4(19) 1(25) 1-3/8(35) 1-3/4(44) 2-1/8(54) 2-1/2(64) 2-3/4(70) 3-1/8(79) 3-1/2(89) 3-7/8(98) 4-1/4(108)

TRACK STANDARDS
4º 30’ 3/8(10) 3/4(19) 1-1/8(29) 1-5/8(41) 2(51) 2-3/8(60) 2-3/4(70) 3-1/8(79) 3-1/2(89) 3-7/8(98) 4-3/8(111) 4-3/4(121)
5º 00’ 1/2(13) 7/8(22) 1-1/4(32) 1-3/4(44) 2-1/8(54) 2-5/8(67) 3(76) 3-1/2(89) 3-7/8(98) 4-3/8(111) 4-3/4(121) 5-1/4(133)
GO TRANSIT TRACK STANDARDS

When a curve chords inward, it is equivalent to adding rail into the track. The effective amount of rail added into a curve is
based on the amount the curve has shifted, or chorded inward, which can be calculated by the table above.

Revised: 2018-03-14
Page 41
ADDED FOR CURVES CHORDING INWARD
APPENDIX M – EFFECTIVE LENGTH
 DISTANCE CURVE HAS CHORDED INWARD in. (mm)

RC-0506-02TRK
1⁄2(13) 1 (25) 1-1⁄2(38) 2 (51) 2-1⁄2(64) 3 (76) 3-1⁄2(89) 4 (102) 4-1⁄2(108) 5 (127) 5-1⁄2(140) 6 (152)

EFFECTIVE RAIL LENGTH ADDED TO CURVE PER 1000 FT. OF CURVE in. (mm)

5º 30’ 1/2(13) 1(25) 1-1/2(38) 1-7/8(78) 2-3/8(60) 2-7/8(73) 3-3/8(86) 3-7/8(98) 4-1/4(108) 4-3/4(121) 5-1/4(133) 5-3/4(146)

6º 00’ 1/2 (13) 1(25) 1-5/8(41) 2-1/8(54) 2-5/8(67) 3-1/8(79) 3-5/8(92) 4-1/8(105) 4-5/8(117) 5-1/4(133) 5-3/4(146) 6-1/4(159)

6º 30’ 5/8(16) 1-1/8(29) 1-3/4(45) 2-1/4(57) 2-7/8(73) 3-3/8(86) 4(102) 4-1/2(114) 5(127) 5-5/8(143) 6-1/4(159) 6-3/4(172)

7º 00’ 5/8(16) 1-1/4(32) 1-7/8(48) 2-1/2(64) 3(76) 3-5/8(92) 4-1/4(108) 4-7/8(124) 5-1/2(140) 6-1/8(156) 6-3/4(172) 7-3/8(187)

May 2018
7º 30’ 5/8(16) 1-1/4(32) 2(51) 2-5/8(67) 3-1/4(83) 3-7/8(98) 4-5/8(117) 5-1/4(133) 5-7/8(149) 6-1/2(165) 7-1/4(184) 7-7/8(200)

TRACK STANDARDS
8º 00’ 3/4(19) 1-3/8(35) 2-1/8(54) 2-3/4(70) 3-1/2(89) 4-1/4(108) 4-7/8(124) 5-5/8(143) 6-1/4(159) 7(178) 7-5/8(194) 8-3/8(213)

8º 30’ 3/4(19) 1-1/2(38) 2-1/4(57) 3(76) 3-3/4(95) 4-1/2(114) 5-1/4(133) 5-7/8(149) 6-5/8(168) 7-3/8(187) 8-1/8(206) 8-7/8(225)

DEGREE OF CURVE
GO TRANSIT TRACK STANDARDS

9º 00’ 3/4(19) 1-1/2(38) 2-3/8(60) 3-1/8(79) 3-7/8(98) 4-3/4(121) 5-1/2(140) 6-1/4(159) 7(178) 7-7/8(200) 8-5/8(219) 9-3/8(238)

9º 30’ 7/8(22) 1-5/8(41) 2-1/2(64) 3-3/8(86) 4-1/8(105) 5(127) 5-3/4(146) 6-5/8(168) 7-3/8(187) 8-1/4(210) 9-1/8(232) 10(254)

10º 00’ 7/8(22) 1-3/4(45) 2-5/8(67) 3-1/2(89) 4-3/8(111) 5-1/4(133) 6-1/8(156) 7(178) 7-3/4(197) 8-3/4(222) 9-5/8(245) 10-1/2(267)

Revised: 2018-03-14
Page 42
 GO TRANSIT TRACK STANDARDS

Example:

A 2000 ft. (610 m), 4 degree curve is found to have shifted

inwards an average of 3 in. (76 mm). What is the effective
amount of rail added to the curve?

Per the Table, for a 4 degree curve and 3 inches (76 mm) of
movement, it is equivalent to adding 2-1/8 in. (54 mm) of rail per
1000 ft. (305 m) or a reduction in the Neutral rail temperature by
30°F (13°C). For a 2,000 ft. (610 m) curve the effective rail
length added would therefore be 4¼ in. (108 mm).

Refer to Track Standard section 12.3.6 for applicable speed

restrictions due to effective steel added. Speed restrictions per
Track Standards section 16.2 also apply.

TRACK STANDARDS Page 43

RC-0506-02TRK May 2018 Revised: 2018-03-14
 Balanced Superlelevation
Degree of
Speed (MPH)
Curve
5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
0°15' 0 0 0 1/8 1/8 1/8 1/4 1/4 3/8 1/2 1/2 5/8 3/4 7/8 1 1 1/8 1 1/4 1 3/8 1 5/8 1 3/4
0°30' 0 0 1/8 1/8 1/4 3/8 3/8 1/2 3/4 7/8 1 1 1/4 1 1/2 1 3/4 2 2 1/4 2 1/2 2 7/8 3 1/8 3 1/2

RC-0506-02TRK
0°45' 0 0 1/8 1/4 3/8 1/2 5/8 7/8 1 1/8 1 3/8 1 5/8 1 7/8 2 1/4 2 5/8 3 3 3/8 3 3/4 4 1/4 4 3/4 5 1/4
1° 00' 0 1/8 1/8 1/4 1/2 5/8 7/8 1 1/8 1 3/8 1 3/4 2 1/8 2 1/2 3 3 3/8 4 4 1/2 5 5 5/8
1° 30' 0 1/8 1/4 3/8 5/8 1 1 1/4 1 5/8 2 1/8 2 5/8 3 1/8 3 3/4 4 3/8 5 1/8 5 7/8
2° 00' 0 1/8 3/8 1/2 7/8 1 1/4 1 3/4 2 1/4 2 7/8 3 1/2 4 1/4 5 5 7/8
2° 30' 0 1/8 3/8 3/4 1 1/8 1 5/8 2 1/8 2 3/4 3 1/2 4 3/8 5 1/4
3° 00' 0 1/4 1/2 7/8 1 3/8 1 7/8 2 5/8 3 3/8 4 1/4 5 1/4
3° 30' 0 1/4 1/2 1 1 1/2 2 1/4 3 3 7/8 5
4° 00' 1/8 1/4 5/8 1 1/8 1 3/4 2 1/2 3 3/8 4 1/2 5 5/8
4° 30' 1/8 3/8 3/4 1 1/4 2 2 7/8 3 7/8 5
5° 00' 1/8 3/8 3/4 1 3/8 2 1/4 3 1/8 4 1/4 5 5/8
5° 30' 1/8 3/8 7/8 1 1/2 2 3/8 3 1/2 4 3/4
6° 00' 1/8 3/8 1 1 5/8 2 5/8 3 3/4 5 1/8
6° 30' 1/8 1/2 1 1 7/8 2 7/8 4 1/8 5 5/8
7° 00' 1/8 1/2 1 1/8 2 3 1/8 4 3/8 6

May 2018
7° 30' 1/8 1/2 1 1/8 2 1/8 3 1/4 4 3/4
8° 00' 1/8 1/2 1 1/4 2 1/4 3 1/2 5
8° 30' 1/8 5/8 1 3/8 2 3/8 3 3/4 5 3/8

TRACK STANDARDS
9° 00' 1/8 5/8 1 3/8 2 1/2 4 5 5/8
E= 0.0007 D S2
9° 30' 1/8 5/8 1 1/2 2 5/8 4 1/8 6 E = Superelevation (in)
10° 00' 1/8 3/4 1 5/8 2 3/4 4 3/8 D = Degree of curvature (decimal degrees)
10° 30' 1/8 3/4 1 5/8 3 4 5/8 S = Speed (mph)
11° 00' 1/4 3/4 1 3/4 3 1/8 4 7/8
GO TRANSIT TRACK STANDARDS

11° 30' 1/4 3/4 1 3/4 3 1/4 5

12° 00' 1/4 7/8 1 7/8 3 3/8 5 1/4
12° 30' 1/4 7/8 2 3 1/2 5 1/2
13° 00' 1/4 7/8 2 3 5/8 5 3/4
13° 30' 1/4 1 2 1/8 3 3/4 5 7/8
14° 00' 1/4 1 2 1/4 3 7/8
14° 30' 1/4 1 2 1/4 4
15° 00' 1/4 1 2 3/8 4 1/4
APPENDIX N – CURVE AND VMAX TABLES

Revised: 2018-03-14
Page 44
 1" Imbalanced Superlelevation (CP Freight)
Degree of Speed (MPH)
Curve 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
0°15' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 5/8 3/4
0°30' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 3/4 1 1 1/4 1 1/2 1 7/8 2 1/8 2 1/2
0°45' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 5/8 7/8 1 1/4 1 5/8 2 2 3/8 2 3/4 3 1/4 3 3/4 4 1/4

RC-0506-02TRK
1° 00' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 3/4 1 1/8 1 1/2 2 2 3/8 3 3 1/2 4 4 5/8 5 3/8 6
1° 30' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 5/8 1 1/8 1 5/8 2 1/8 2 3/4 3 3/8 4 1/8 4 7/8 5 3/4
2° 00' 1/2 1/2 1/2 1/2 1/2 1/2 3/4 1 1/4 1 7/8 2 1/2 3 1/4 4 4 7/8 5 7/8
2° 30' 1/2 1/2 1/2 1/2 1/2 5/8 1 1/8 1 3/4 2 1/2 3 3/8 4 1/4 5 1/4
3° 00' 1/2 1/2 1/2 1/2 1/2 7/8 1 5/8 2 3/8 3 1/4 4 1/4 5 3/8
3° 30' 1/2 1/2 1/2 1/2 1/2 1 1/4 2 2 7/8 4 5 1/8
4° 00' 1/2 1/2 1/2 1/2 3/4 1 1/2 2 3/8 3 1/2 4 5/8 6
4° 30' 1/2 1/2 1/2 1/2 1 1 7/8 2 7/8 4 5 3/8
5° 00' 1/2 1/2 1/2 1/2 1 1/4 2 1/8 3 1/4 4 5/8
5° 30' 1/2 1/2 1/2 1/2 1 3/8 2 1/2 3 3/4 5 1/8
6° 00' 1/2 1/2 1/2 5/8 1 5/8 2 3/4 4 1/8 5 3/4
6° 30' 1/2 1/2 1/2 7/8 1 7/8 3 1/8 4 5/8
7° 00' 1/2 1/2 1/2 1 2 1/8 3 3/8 5

May 2018
7° 30' 1/2 1/2 1/2 1 1/8 2 1/4 3 3/4 5 3/8
8° 00' 1/2 1/2 1/2 1 1/4 2 1/2 4 5 7/8
8° 30' 1/2 1/2 1/2 1 3/8 2 3/4 4 3/8

TRACK STANDARDS
9° 00' 1/2 1/2 1/2 1 1/2 3 4 5/8
9° 30' 1/2 1/2 1/2 1 5/8 3 1/8 5
E= 0.0007 D S2 - 1
10° 00' 1/2 1/2 5/8 1 3/4 3 3/8 5 1/4
10° 30' 1/2 1/2 5/8 2 3 5/8 5 5/8
11° 00' 1/2 1/2 3/4 2 1/8 3 7/8 5 7/8
GO TRANSIT TRACK STANDARDS

11° 30' 1/2 1/2 3/4 2 1/4 4

12° 00' 1/2 1/2 7/8 2 3/8 4 1/4
12° 30' 1/2 1/2 1 2 1/2 4 1/2
13° 00' 1/2 1/2 1 2 5/8 4 3/4
13° 30' 1/2 1/2 1 1/8 2 3/4 4 7/8
14° 00' 1/2 1/2 1 1/4 2 7/8 5 1/8
14° 30' 1/2 1/2 1 1/4 3 5 3/8
15° 00' 1/2 1/2 1 3/8 3 1/4 5 5/8

Revised: 2018-03-14
Page 45
 2" Imbalanced Superlelevation (CN Freight)
Degree of Balanced Speed (MPH)
Curve 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
0°15' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2
0°30' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 7/8 1 1/8 1 1/2
0°45' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 5/8 1 1 3/8 1 3/4 2 1/4 2 3/4 3 1/4

RC-0506-02TRK
1° 00' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1 1 3/8 2 2 1/2 3 3 5/8 4 3/8 5
1° 30' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 5/8 1 1/8 1 3/4 2 3/8 3 1/8 3 7/8 4 3/4 5 5/8
2° 00' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 7/8 1 1/2 2 1/4 3 3 7/8 4 7/8 5 7/8
2° 30' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 3/4 1 1/2 2 3/8 3 1/4 4 1/4 5 3/8
3° 00' 1/2 1/2 1/2 1/2 1/2 1/2 5/8 1 3/8 2 1/4 3 1/4 4 3/8 5 1/2
3° 30' 1/2 1/2 1/2 1/2 1/2 1/2 1 1 7/8 3 4 1/8 5 3/8
4° 00' 1/2 1/2 1/2 1/2 1/2 1/2 1 3/8 2 1/2 3 5/8 5
4° 30' 1/2 1/2 1/2 1/2 1/2 7/8 1 7/8 3 4 3/8 5 7/8
5° 00' 1/2 1/2 1/2 1/2 1/2 1 1/8 2 1/4 3 5/8 5 1/8
5° 30' 1/2 1/2 1/2 1/2 1/2 1 1/2 2 3/4 4 1/8 5 3/4
6° 00' 1/2 1/2 1/2 1/2 5/8 1 3/4 3 1/8 4 3/4
6° 30' 1/2 1/2 1/2 1/2 7/8 2 1/8 3 5/8 5 1/4
7° 00' 1/2 1/2 1/2 1/2 1 1/8 2 3/8 4 5 7/8

May 2018
7° 30' 1/2 1/2 1/2 1/2 1 1/4 2 3/4 4 3/8
8° 00' 1/2 1/2 1/2 1/2 1 1/2 3 4 7/8
8° 30' 1/2 1/2 1/2 1/2 1 3/4 3 3/8 5 1/4
E= 0.0007 D S2 - 2

TRACK STANDARDS
9° 00' 1/2 1/2 1/2 1/2 2 3 5/8 5 3/4
9° 30' 1/2 1/2 1/2 5/8 2 1/8 4
10° 00' 1/2 1/2 1/2 3/4 2 3/8 4 1/4
10° 30' 1/2 1/2 1/2 1 2 5/8 4 5/8
11° 00' 1/2 1/2 1/2 1 1/8 2 7/8 4 7/8
GO TRANSIT TRACK STANDARDS

11° 30' 1/2 1/2 1/2 1 1/4 3 5 1/4

12° 00' 1/2 1/2 1/2 1 3/8 3 1/4 5 1/2
12° 30' 1/2 1/2 1/2 1 1/2 3 1/2 5 7/8
13° 00' 1/2 1/2 1/2 1 5/8 3 3/4
13° 30' 1/2 1/2 1/2 1 3/4 3 7/8
14° 00' 1/2 1/2 1/2 1 7/8 4 1/8
14° 30' 1/2 1/2 1/2 2 4 3/8
15° 00' 1/2 1/2 1/2 2 1/4 4 5/8

Revised: 2018-03-14
Page 46
 3" Imbalanced Superlelevation (Passenger Trains)
Degree of Balanced Speed (MPH)
Curve 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
0°15' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2
0°30' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2
0°45' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 3/4 1 1/4 1 3/4 2 1/4

RC-0506-02TRK
1° 00' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1 1 1/2 2 2 5/8 3 3/8 4
1° 30' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 3/4 1 3/8 2 1/8 2 7/8 3 3/4 4 5/8 5 1/2
2° 00' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1 1/4 2 2 7/8 3 7/8 4 7/8 6
2° 30' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1 3/8 2 1/4 3 1/4 4 3/8 5 5/8
3° 00' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1 1/4 2 1/4 3 3/8 4 1/2 5 7/8
3° 30' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 7/8 2 3 1/8 4 3/8 5 7/8
4° 00' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1 1/2 2 5/8 4 5 1/2
4° 30' 1/2 1/2 1/2 1/2 1/2 1/2 7/8 2 3 3/8 4 7/8
5° 00' 1/2 1/2 1/2 1/2 1/2 1/2 1 1/4 2 5/8 4 1/8 5 3/4
5° 30' 1/2 1/2 1/2 1/2 1/2 1/2 1 3/4 3 1/8 4 3/4
6° 00' 1/2 1/2 1/2 1/2 1/2 3/4 2 1/8 3 3/4 5 1/2
6° 30' 1/2 1/2 1/2 1/2 1/2 1 1/8 2 5/8 4 1/4
7° 00' 1/2 1/2 1/2 1/2 1/2 1 3/8 3 4 7/8

May 2018
7° 30' 1/2 1/2 1/2 1/2 1/2 1 3/4 3 3/8 5 3/8
8° 00' 1/2 1/2 1/2 1/2 1/2 2 3 7/8 6
8° 30' 1/2 1/2 1/2 1/2 3/4 2 3/8 4 1/4
E= 0.0007 D S2 - 3

TRACK STANDARDS
9° 00' 1/2 1/2 1/2 1/2 1 2 5/8 4 3/4
9° 30' 1/2 1/2 1/2 1/2 1 1/8 3 5 1/8
10° 00' 1/2 1/2 1/2 1/2 1 3/8 3 1/4 5 5/8
10° 30' 1/2 1/2 1/2 1/2 1 5/8 3 5/8 6
11° 00' 1/2 1/2 1/2 1/2 1 7/8 3 7/8
GO TRANSIT TRACK STANDARDS

11° 30' 1/2 1/2 1/2 1/2 2 4 1/4

12° 00' 1/2 1/2 1/2 1/2 2 1/4 4 1/2
12° 30' 1/2 1/2 1/2 1/2 2 1/2 4 7/8
13° 00' 1/2 1/2 1/2 5/8 2 3/4 5 1/4
13° 30' 1/2 1/2 1/2 3/4 2 7/8 5 1/2
14° 00' 1/2 1/2 1/2 7/8 3 1/8 5 7/8
14° 30' 1/2 1/2 1/2 1 3 3/8
15° 00' 1/2 1/2 1/2 1 1/4 3 5/8

Revised: 2018-03-14
Page 47
 4" Imbalanced Superlelevation (GO Trains and UP Express DMUs)
Degree of Balanced Speed (MPH)
Curve 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
0°15' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2
0°30' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2
0°45' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 3/4 1 1/4

RC-0506-02TRK
1° 00' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1 1 5/8 2 3/8 3
1° 30' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1 1/8 1 7/8 2 3/4 3 5/8 4 1/2 5 1/2
2° 00' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1 1 7/8 2 7/8 3 7/8 5
2° 30' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1 1/4 2 1/4 3 3/8 4 5/8 5 7/8
3° 00' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1 1/4 2 3/8 3 1/2 4 7/8
3° 30' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1 2 1/8 3 3/8 4 7/8
4° 00' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1 5/8 3 4 1/2
4° 30' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1 2 3/8 3 7/8 5 1/2
5° 00' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1 5/8 3 1/8 4 3/4
5° 30' 1/2 1/2 1/2 1/2 1/2 1/2 3/4 2 1/8 3 3/4 5 5/8
6° 00' 1/2 1/2 1/2 1/2 1/2 1/2 1 1/8 2 3/4 4 1/2
6° 30' 1/2 1/2 1/2 1/2 1/2 1/2 1 5/8 3 1/4 5 1/4
7° 00' 1/2 1/2 1/2 1/2 1/2 1/2 2 3 7/8 5 7/8

May 2018
7° 30' 1/2 1/2 1/2 1/2 1/2 3/4 2 3/8 4 3/8
8° 00' 1/2 1/2 1/2 1/2 1/2 1 2 7/8 5
8° 30' 1/2 1/2 1/2 1/2 1/2 1 3/8 3 1/4 5 1/2
E= 0.0007 D S2 - 4

TRACK STANDARDS
9° 00' 1/2 1/2 1/2 1/2 1/2 1 5/8 3 3/4
9° 30' 1/2 1/2 1/2 1/2 1/2 2 4 1/8
10° 00' 1/2 1/2 1/2 1/2 1/2 2 1/4 4 5/8
10° 30' 1/2 1/2 1/2 1/2 5/8 2 5/8 5
11° 00' 1/2 1/2 1/2 1/2 7/8 2 7/8 5 3/8
GO TRANSIT TRACK STANDARDS

11° 30' 1/2 1/2 1/2 1/2 1 3 1/4 5 7/8

12° 00' 1/2 1/2 1/2 1/2 1 1/4 3 1/2
12° 30' 1/2 1/2 1/2 1/2 1 1/2 3 7/8
13° 00' 1/2 1/2 1/2 1/2 1 3/4 4 1/4
13° 30' 1/2 1/2 1/2 1/2 1 7/8 4 1/2
14° 00' 1/2 1/2 1/2 1/2 2 1/8 4 7/8
14° 30' 1/2 1/2 1/2 1/2 2 3/8 5 1/8
15° 00' 1/2 1/2 1/2 1/2 2 5/8 5 1/2

Revised: 2018-03-14
Page 48
 6" Imbalanced Superlelevation (LRC)
Degree of Balanced Speed (MPH)
Curve 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
0°15' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2
0°30' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2
0°45' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2

RC-0506-02TRK
1° 00' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1
1° 30' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 3/4 1 5/8 2 1/2 3 1/2 4 1/2
2° 00' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 7/8 1 7/8 3 4 1/8 5 3/8
2° 30' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1 3/8 2 5/8 3 7/8 5 1/4
3° 00' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1 1/2 2 7/8 4 1/4 5 7/8
3° 30' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1 3/8 2 7/8 4 3/8 6
4° 00' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1 2 1/2 4 1/8 5 7/8
4° 30' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1 7/8 3 1/2 5 3/8
5° 00' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1 1/8 2 3/4 4 5/8
5° 30' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1 3/4 3 5/8 5 5/8
6° 00' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 3/4 2 1/2 4 1/2
6° 30' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1 1/4 3 1/4 5 3/8
7° 00' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1 7/8 3 7/8

May 2018
7° 30' 1/2 1/2 1/2 1/2 1/2 1/2 1/2 2 3/8 4 5/8
8° 00' 1/2 1/2 1/2 1/2 1/2 1/2 7/8 3 5 3/8
8° 30' 1/2 1/2 1/2 1/2 1/2 1/2 1 1/4 3 1/2 6

TRACK STANDARDS
9° 00' 1/2 1/2 1/2 1/2 1/2 1/2 1 3/4 4 1/8
E= 0.0007 D S2 - 6
9° 30' 1/2 1/2 1/2 1/2 1/2 1/2 2 1/8 4 5/8
10° 00' 1/2 1/2 1/2 1/2 1/2 1/2 2 5/8 5 1/4
10° 30' 1/2 1/2 1/2 1/2 1/2 5/8 3 5 3/4
11° 00' 1/2 1/2 1/2 1/2 1/2 7/8 3 3/8
GO TRANSIT TRACK STANDARDS

11° 30' 1/2 1/2 1/2 1/2 1/2 1 1/4 3 7/8

12° 00' 1/2 1/2 1/2 1/2 1/2 1 1/2 4 1/4
12° 30' 1/2 1/2 1/2 1/2 1/2 1 7/8 4 3/4
13° 00' 1/2 1/2 1/2 1/2 1/2 2 1/4 5 1/8
13° 30' 1/2 1/2 1/2 1/2 1/2 2 1/2 5 5/8
14° 00' 1/2 1/2 1/2 1/2 1/2 2 7/8 6
14° 30' 1/2 1/2 1/2 1/2 1/2 3 1/8
15° 00' 1/2 1/2 1/2 1/2 5/8 3 1/2

Revised: 2018-03-14
Page 49
 Vmax3
Degree of
Measured Superelevation (in.)
Curve
0 1/4 1/2 3/4 1 1 1/4 1 1/2 1 3/4 2 2 1/4 2 1/2 2 3/4 3 3 1/4 3 1/2 3 3/4 4 4 1/4 4 1/2 4 3/4 5 5 1/4 5 1/2 5 3/4 6
0°15' 131 136 141 146 151 156 160 165 169 173 177 181 185 189 193 196 200 204 207 210 214 217 220 224 227
0°30' 93 96 100 104 107 110 113 116 120 122 125 128 131 134 136 139 141 144 146 149 151 154 156 158 160
0°45' 76 79 82 85 87 90 93 95 98 100 102 105 107 109 111 113 115 118 120 121 123 125 127 129 131

RC-0506-02TRK
1° 00' 65 68 71 73 76 78 80 82 85 87 89 91 93 94 96 98 100 102 104 105 107 109 110 112 113
1° 30' 53 56 58 60 62 64 65 67 69 71 72 74 76 77 79 80 82 83 85 86 87 89 90 91 93
2° 00' 46 48 50 52 53 55 57 58 60 61 63 64 65 67 68 69 71 72 73 74 76 77 78 79 80
2° 30' 41 43 45 46 48 49 51 52 53 55 56 57 59 60 61 62 63 64 65 67 68 69 70 71 72
3° 00' 38 39 41 42 44 45 46 48 49 50 51 52 53 55 56 57 58 59 60 61 62 63 64 65 65
3° 30' 35 36 38 39 40 42 43 44 45 46 47 48 49 51 52 52 53 54 55 56 57 58 59 60 61
4° 00' 33 34 35 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 53 54 55 56 57
4° 30' 31 32 33 35 36 37 38 39 40 41 42 43 44 45 45 46 47 48 49 50 50 51 52 53 53
5° 00' 29 30 32 33 34 35 36 37 38 39 40 41 41 42 43 44 45 46 46 47 48 49 49 50 51
5° 30' 28 29 30 31 32 33 34 35 36 37 38 39 39 40 41 42 43 43 44 45 46 46 47 48 48
6° 00' 27 28 29 30 31 32 33 34 35 35 36 37 38 39 39 40 41 42 42 43 44 44 45 46 46
6° 30' 26 27 28 29 30 31 31 32 33 34 35 36 36 37 38 39 39 40 41 41 42 43 43 44 44

May 2018
7° 00' 25 26 27 28 29 29 30 31 32 33 34 34 35 36 36 37 38 38 39 40 40 41 42 42 43
7° 30' 24 25 26 27 28 28 29 30 31 32 32 33 34 35 35 36 37 37 38 38 39 40 40 41 41

TRACK STANDARDS
8° 00' 23 24 25 26 27 28 28 29 30 31 31 32 33 33 34 35 35 36 37 37 38 38 39 40 40
8° 30' 22 23 24 25 26 27 28 28 29 30 30 31 32 32 33 34 34 35 36 36 37 37 38 38 39
9° 00' 22 23 24 24 25 26 27 27 28 29 30 30 31 31 32 33 33 34 35 35 36 36 37 37 38
9° 30' 21 22 23 24 25 25 26 27 27 28 29 29 30 31 31 32 32 33 34 34 35 35 36 36 37
10° 00' 21 22 22 23 24 25 25 26 27 27 28 29 29 30 30 31 32 32 33 33 34 34 35 35 36
GO TRANSIT TRACK STANDARDS

10° 30' 20 21 22 23 23 24 25 25 26 27 27 28 29 29 30 30 31 31 32 32 33 34 34 35 35
11° 00' 20 21 21 22 23 23 24 25 25 26 27 27 28 28 29 30 30 31 31 32 32 33 33 34 34
11° 30' 19 20 21 22 22 23 24 24 25 26 26 27 27 28 28 29 29 30 31 31 32 32 32 33 33
12° 00' 19 20 20 21 22 22 23 24 24 25 26 26 27 27 28 28 29 29 30 30 31 31 32 32 33

EA = Actual Superelevation (in)

D = Degree of curvature (decimal degrees)

Revised: 2018-03-14
Page 50
Vmax = Maximum Speed (mph)
𝐸𝐸𝐴𝐴 + 3
𝑉𝑉𝑚𝑚𝑓𝑓𝑚𝑚 =
0.0007 ∙ 𝐷𝐷
 Degree of Vmax4
Curve Measured Superelevation (in.)
0 1/4 1/2 3/4 1 1 1/4 1 1/2 1 3/4 2 2 1/4 2 1/2 2 3/4 3 3 1/4 3 1/2 3 3/4 4 4 1/4 4 1/2 4 3/4 5 5 1/4 5 1/2 5 3/4 6
0°15' 151 156 160 165 169 173 177 181 185 189 193 196 200 204 207 210 214 217 220 224 227 230 233 236 239
0°30' 107 110 113 116 120 122 125 128 131 134 136 139 141 144 146 149 151 154 156 158 160 163 165 167 169
0°45' 87 90 93 95 98 100 102 105 107 109 111 113 115 118 120 121 123 125 127 129 131 133 135 136 138

RC-0506-02TRK
1° 00' 76 78 80 82 85 87 89 91 93 94 96 98 100 102 104 105 107 109 110 112 113 115 116 118 120
1° 30' 62 64 65 67 69 71 72 74 76 77 79 80 82 83 85 86 87 89 90 91 93 94 95 96 98
2° 00' 53 55 57 58 60 61 63 64 65 67 68 69 71 72 73 74 76 77 78 79 80 81 82 83 85
2° 30' 48 49 51 52 53 55 56 57 59 60 61 62 63 64 65 67 68 69 70 71 72 73 74 75 76
3° 00' 44 45 46 48 49 50 51 52 53 55 56 57 58 59 60 61 62 63 64 65 65 66 67 68 69
3° 30' 40 42 43 44 45 46 47 48 49 51 52 52 53 54 55 56 57 58 59 60 61 61 62 63 64
4° 00' 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 53 54 55 56 57 57 58 59 60
4° 30' 36 37 38 39 40 41 42 43 44 45 45 46 47 48 49 50 50 51 52 53 53 54 55 56 56
5° 00' 34 35 36 37 38 39 40 41 41 42 43 44 45 46 46 47 48 49 49 50 51 51 52 53 53
5° 30' 32 33 34 35 36 37 38 39 39 40 41 42 43 43 44 45 46 46 47 48 48 49 50 50 51
6° 00' 31 32 33 34 35 35 36 37 38 39 39 40 41 42 42 43 44 44 45 46 46 47 48 48 49
6° 30' 30 31 31 32 33 34 35 36 36 37 38 39 39 40 41 41 42 43 43 44 44 45 46 46 47

May 2018
7° 00' 29 29 30 31 32 33 34 34 35 36 36 37 38 38 39 40 40 41 42 42 43 43 44 45 45
7° 30' 28 28 29 30 31 32 32 33 34 35 35 36 37 37 38 38 39 40 40 41 41 42 43 43 44

TRACK STANDARDS
8° 00' 27 28 28 29 30 31 31 32 33 33 34 35 35 36 37 37 38 38 39 40 40 41 41 42 42
8° 30' 26 27 28 28 29 30 30 31 32 32 33 34 34 35 36 36 37 37 38 38 39 39 40 40 41
9° 00' 25 26 27 27 28 29 30 30 31 31 32 33 33 34 35 35 36 36 37 37 38 38 39 39 40
9° 30' 25 25 26 27 27 28 29 29 30 31 31 32 32 33 34 34 35 35 36 36 37 37 38 38 39
10° 00' 24 25 25 26 27 27 28 29 29 30 30 31 32 32 33 33 34 34 35 35 36 36 37 37 38
GO TRANSIT TRACK STANDARDS

10° 30' 23 24 25 25 26 27 27 28 29 29 30 30 31 31 32 32 33 34 34 35 35 35 36 36 37
11° 00' 23 23 24 25 25 26 27 27 28 28 29 30 30 31 31 32 32 33 33 34 34 35 35 36 36
11° 30' 22 23 24 24 25 26 26 27 27 28 28 29 29 30 31 31 32 32 32 33 33 34 34 35 35
12° 00' 22 22 23 24 24 25 26 26 27 27 28 28 29 29 30 30 31 31 32 32 33 33 34 34 35

EA = Actual Superelevation (in)

D = Degree of curvature (decimal degrees)

Revised: 2018-03-14
Page 51
Vmax = Maximum Speed (mph)
𝐸𝐸𝐴𝐴 + 4
𝑉𝑉𝑚𝑚𝑓𝑓𝑚𝑚 =
0.0007 ∙ 𝐷𝐷
 Description Class 4 and Above Class 2 and 3 Class 1, Yard
Per Appendix P – Rail Usage Guidelines or as specified by the CM Senior Manager of Track
Rail Weight
and Structures

RC-0506-02TRK
Rail
CWR CWR Jointed or CWR
(CWR or Jointed)
STANDARDS
100% ties plated per Track Standard Section 10.1 and Appendix S – Recommended Tie Plate
Tie Plates
Usage
Improved Fair Type Anchors or approved equivalent
Rail Anchors
Per Track Standard Section 10.2
Elastic Fasteners (Rail Clips) Elastic Fasteners (Rail Clips)
Fasteners
6” Cut Spikes 6” Cut Spikes
6 hole bars, punched for alternating oval-head bolts

May 2018
Joint Bars
per Standard Plan TS-1202
Track Tie Spacing

TRACK STANDARDS
Concrete 24“ (609 mm) (2640/mile)

Hardwood Grade 1 20 3/8” (518 mm) (3110/mi) 21¾” (552 mm) (2980/mi)
GO TRANSIT TRACK STANDARDS

Hardwood Grade 2 N/A N/A 21¾” (552 mm) (2980/mi)

Insulated Steel
24” (610 mm)(2640 /mi) (<4°)
( M10, M12, H10, H12)
22” (558 mm) (2880/mi)(4° -
As directed by the CM Sr. N/A N/A
12 ° Curves)
Manager of Track and
20” (508 mm) (3168/mi) (>12°)
Structures

Revised: 2018-03-30
Page 52
APPENDIX O – MINIMUM CONSTRUCTION
 Description Class 4 and Above Class 2 and 3 Class 1, Yard
Concrete, Insulated Steel, or
Track Ties Concrete Concrete or Hardwood**
Hardwood
Hardwood Grade 1 or Insulated
Turnout / Crossing Ties Hardwood Grade 1, or Concrete**
Steel
GO Spec Class 1 – Main track

RC-0506-02TRK
Ballast GO Spec Class 2 – Non-main track
GO Transit Spec Class 1 –Main-line ballast
Crushed Rock only
AREMA Class 4A (For steel ties)
Minimum Depth Below
12 inch (305 mm) 9 inch (230 mm)
Bottom of Tie
Shoulder Width CWR 12inch (305 mm)

Shoulder width - Jointed N/A 6inch (152 mm)

Sub-Ballast**
12 inch (305 mm)
Minimum Depth

May 2018
Top Width 22 ft. (6.7 m) – Single Track
Turnouts #12 RBM (GTS-271)

TRACK STANDARDS
Hardwood Tie Turnouts #20 RBM 136RE (GTS-278)
#10 RBM (GTS-267)
#12 RBM 136RE (GTS-271)
#8 RBM** (GTS-9)
Narstco #12 RBM
Steel Tie Turnouts N/A Narstco #10 RBM
GO TRANSIT TRACK STANDARDS

Narstco #8 RBM**

Concrete Tie Turnouts As directed by the CM Sr. Manager of Track and Structures

RBM with low impact heel, Jump Frogs**, SGM Frogs**

Frogs
SGM Frogs are not preferred for new construction

Revised: 2018-03-30
Page 53
* Where walking ballast is required, it shall be applied in a minimum 4” (102 mm) thick layer
** Only when authorized in writing by the CM Senior Manager of Track and Structures
 GO TRANSIT TRACK STANDARDS

Construction and Rehabilitation Tolerances*

This table applies to all classes of main track and non-main

tracks.

Defect Description Tolerance

The deviation from the standard gauge

for track measured between the
Gauge running rails at right angles to the ± 1/8 in. (3 mm)
alignment of the track 5/8 in (16 mm)
below the top of rail.

Track The tolerance distance between the + ¼ in. (6 mm)

Centres centre lines of two adjacent tracks. -0

Horizontal Horizontal track centreline from the

± ¼ in. (6 mm)
Position design requirements.

The deviation of the mid-ordinate from

Alignment ± 1/8 in. (3 mm)
a 62 ft. (18.9 m) chord.
The deviation from uniform profile on
Surface either rail at the mid-ordinate of a 62 ft. ± 1/8 in. (3 mm)
(18.9 m) chord
The runoff in any 31 ft. (9.5 m) of rail
Runoff ± ½ in. (13 mm)
at the end of a raise or track lift

The difference in cross-level between

Warp any two points less than 62 ft. (18.9 m) ± ¼ in. (6 mm)
apart
The deviation from the designed
Cross-level cross-level at any point on a tangent ± ¼ in. (6 mm)
or curve
Horizontal spacing tolerance between
Tie Spacing ± 1 in. (25 mm)
adjacent tie, applying to all tie types.
Applicable to hardwood ties, the
difference of plate to edge of tie on
Tie
both field sides of tie. A measure of ± ½ in. (13 mm)
Placement
how centre the ties is between the
rails.
Minimum
The Ballast section must conform to the requirements of Track
Ballast
Standard Section 11
Section

TRACK STANDARDS Page 54

RC-0506-02TRK May 2018 Revised: 2018-03-30
 GO TRANSIT TRACK STANDARDS

APPENDIX P – RAIL USAGE GUIDELINES

* 100 ARA and 132 RE rail may be used for maintenance only.
All mainline 100 ARA rail shall be scheduled for upgrade
to the appropriate rail section above.

Note: Any rail section smaller than 100 ARA shall be scheduled
for upgrade to the appropriate rail size.

TRACK STANDARDS Page 55

RC-0506-02TRK May 2018 Revised: 2017-09-20
 GO TRANSIT TRACK STANDARDS

APPENDIX Q – STANDARD RAIL HEAD

PROFILES

Rail Profile Information

Contact Point Centre Contact Point Field
(CPC) (CPF)
This profile is to be used on lower This profile is to be used on higher
speed lines below 60 mph or in speed lines (60 mph and higher) in
locations of low speed such as at order to reduce the possibility of
stations. wheel hunting
High Rail Low Rail
(HR) (LR)
This profile is required for all This profile is required for all
curves greater than 1° 00’ 00”. curves greater than 1° 00’ 00”.
This profile is required to extend This profile is required to extend
up to 100 ft. (30.48 m) into the up to 100 ft. (30.48 m) into the
tangent beyond the spiral. If tangent beyond the spiral. If
another curve is located with the another curve is located with the
100 ft. (30.48 m) length, the 100 ft. (30.48 m) length, the
extension of the profile shall be extension of the profile shall be
reduced to half the distance. reduced to half the distance.

High Rail

TRACK STANDARDS Page 56

RC-0506-02TRK May 2018 Revised: 2017-08-11
 GO TRANSIT TRACK STANDARDS

Low Rail

Contact Point Centre

TRACK STANDARDS Page 57

RC-0506-02TRK May 2018 Revised: 2017-08-11
 GO TRANSIT TRACK STANDARDS

Contact Point Field

TRACK STANDARDS Page 58

RC-0506-02TRK May 2018 Revised: 2017-08-11
 Spiking Pattern Degree of Curve
MGT per
Year
Field Gauge 0º - 2º >2º - 4º >4º - 6º >6º

RC-0506-02TRK
Non-Main
X X X X
Track
A
0-20 X

0-20 X X

shall be fully lagged and spiked

B
>20 X

May 2018
0-20 X

TRACK STANDARDS
C
>20 X X
GO TRANSIT TRACK STANDARDS

>20 X
APPENDIX R – SPIKING PATTERNS

D Turnout spiking pattern D will be applied to

turnouts per Track Standard section 10.4 Figure

NOTE: When Forged Plates (e.g. MSR Plates) are used, ALL holes
19.

Revised: 2017-08-11
Page 59
 5½” (140mm) Rail Base, 1:40 Canted Rail Seat*
Annual
Class of
Tonnage 14” (356mm) DS plate
Track
(MGT) MSR 16” (406mm) and 18” (457mm) Plates
USAGE

RC-0506-02TRK
All
All Yard (Existing 11” DS Tie plates and Rolled Plates* shall be replaced through routine
maintenance)

All 1-5 All

6” (152mm) Rail Base, 1:40 Canted Rail Seat*

14” (356mm) DS Plate
16” (406mm) DS Plate 16” (406mm) Forged
with 1:40 Cant

May 2018
Degree of Curve

NOTE: See Standard Plan GTS-501 for details

TRACK STANDARDS
≤5 1-5 0º - 6º > 6º N/A

>5 - 20 1-5 0º - 4º >4º - 6º > 6º

GO TRANSIT TRACK STANDARDS

1-2 0º - 4º >4º - 6º > 6º

>20 - 40

*1:20 Canted Rail Seat is permitted for Galt Sub Maintenance only
3-5 0º - 2º >2º - 4º > 4º

>40 3-5 N/A 0º - 2º >2º

Revised: 2017-08-11
Page 60
APPENDIX S – RECOMMENDED TIE PLATE
 GO TRANSIT TRACK STANDARDS

APPENDIX T – TYPICAL BALLAST

PROFILES

See Standard Plan GTS-2205 for details.

Also refer to the Metrolinx Crushed Rock Track Ballast

Specification

For use with Steel Ties see the manufacturers recommended

instructions (for example: Narstco Steel Tie and Turnout Set
Assembly Instructions Manual

TRACK STANDARDS Page 61

RC-0506-02TRK May 2018 Revised: 2016-04-20
 GO TRANSIT TRACK STANDARDS

APPENDIX U – CROSSING SURFACES

Crossing Surface Type Average Life Span (years)

Untreated Full Depth Planking 5

Bituminous (Asphalt) 6

Treated Sectional Timber 10

Precast Concrete Panels 15

Poured in Place Concrete 15*

Full Depth Recycled Rubber 15*

Sectional Steel Panels 18*

Full Depth Virgin Rubber 20

Steel Reinforced Virgin Rubber 20*

The above average crossing surface life spans are based on 3,000 to 5,000
vehicles per day and 120 to 175 GO trains per day over the crossing.
* Not typically used on GO Transit operated corridors.

The following chart for selection of crossing surfaces should be

used as follows:

1. Obtain from the road authority the average daily vehicle

count for the crossing involved. This count should
include separate counts for the number of trucks and
cars using the crossing on daily basis.
2. Multiply the average number of trucks per day by 100
and add to this number the average number of cars per
day to obtain the number of car equivalents.
3. Determine the number of million gross tons over the
crossing annually.
4. Enter the chart using the calculated car equivalents and
the MGTs to determine the numbered area.
5. From the number area obtained from the chart, select a
recommended crossing surface from those listed.

TRACK STANDARDS Page 62

RC-0506-02TRK May 2018 Revised: 2018-01-19
 GO TRANSIT TRACK STANDARDS

TRACK STANDARDS Page 63

RC-0506-02TRK May 2018 Revised: 2018-01-19
 GO TRANSIT TRACK STANDARDS

• Full depth timber

• Treated sectional timber
• Full depth bituminous with rubber
Area 1 flange-ways
• Full depth (virgin) rubber
• Precast concrete panels with
rubber flange-ways
• Full depth (virgin) rubber
Area 2 • Precast concrete panels with
rubber flange-ways
• Full depth (virgin) rubber
Area 3 • Precast concrete panels with
rubber flange-ways
• Precast concrete panels with
Area 4
rubber flange-ways
* Other crossing surfaces may be used under the written
permission from the CM Senior Manager of Track and
Structures
** Crossings located in curves may not be able to meet the
requirements for crossing surfaces above. In this case, the
CM Senior Manager of Track and Structures must be
informed in writing, and the crossing surface shall be full
depth bituminous with rubber flange-ways
***For tangent track crossings the preference is to use
concrete crossing panels.

TRACK STANDARDS Page 64

RC-0506-02TRK May 2018 Revised: 2018-01-19
 GO TRANSIT TRACK STANDARDS

APPENDIX V – TEMPORARY
CONSTRUCTION CROSSINGS

See Standard Plan GTS-2301 for details.

TRACK STANDARDS Page 65

RC-0506-02TRK May 2018 Revised: 2018-02-08
 GO TRANSIT TRACK STANDARDS

APPENDIX W – EXCAVATION LIMITS

ADJACENT TO A RAILWAY

TRACK STANDARDS Page 66

RC-0506-02TRK May 2018 Revised: 2018-02-08
 GO TRANSIT TRACK STANDARDS

Notes:

Water Seepage from embankment

If seepage is noted, limit the excavation to above the water

seepage zone and contact the geotechnical engineer for advice
on how to proceed

Key-in Benching

Limit advanced excavation into the existing fill to only a few days
in advance of road bed construction backfill (ideal <3 days). Only
key in to the slope the thickness of the fill layer which is going to
the placed (eg. 1 ft. (305 mm) thick layer of granular fill or 2 ft.
(610 mm) layer of rock fill). Vertical faces for the benches should
then be limited to < 2 ft. (610 mm) or as accepted in writing by
the geotechnical engineer (depending on soil and slope stability
conditions).

Base of excavation in soft ground such as silts and clays

After stripping; avoid running equipment over bottom of

excavation. Place adequate granular fill layer before circulating
over it. Dump trucks are only allowed to run over the compacted
granular fill. If clean coarse rock is used for backfill, place a non-
woven geotextile at the base of the excavation to prevent
contamination and pumping of silt and clay up through the voids
of the rock fill. The non-woven textile could be placed in addition
to geogrd reinforcement which would be below the grid.

TRACK STANDARDS Page 67

RC-0506-02TRK May 2018 Revised: 2018-02-08
 GO TRANSIT TRACK STANDARDS

APPENDIX X – GO TRANSIT HEAVY RAIL

CLEARANCE ENVELOPES

Figure 39. Standard Train Envelope

NOTE: for use with tangent track only. For curve corrections refer to Track
Standards Section 19.3.3.

TRACK STANDARDS Page 68

RC-0506-02TRK May 2018 Revised: 2018-04-10
 GO TRANSIT TRACK STANDARDS

Figure 40. Train Envelope for Bridges and Structures

NOTE: For use with tangent track only. For curve corrections refer to Track
Standards Section 19.3.3. Refer to Metrolinx General Guidelines for Design of
Bridges and Structures for full details on design requirements.

TRACK STANDARDS Page 69

RC-0506-02TRK May 2018 Revised: 2018-04-10
 GO TRANSIT TRACK STANDARDS

Figure 41. Clearance Diagram for Overhead Bridges

NOTE: For use with tangent track only. For curve correction, consult the CM
Senior Manager of Track and Structures. Refer to Metrolinx General Guidelines
for Design of Bridges and Structures for full details on design requirements and
tunnel clearances.

TRACK STANDARDS Page 70

RC-0506-02TRK May 2018 Revised: 2018-04-10
 GO TRANSIT TRACK STANDARDS

Figure 42. Clearance Diagram for Signal and Electrification

Structures

NOTE: For use with tangent track only. For curve correction, consult the CM
Senior Manager of Track and Structures. Refer to Metrolinx General Guidelines
for Design of Bridges and Structures for full details on design requirements.
Horizontal clearances to signal bungalows shall be as per the current approved
Metrolinx SCP.

TRACK STANDARDS Page 71

RC-0506-02TRK May 2018 Revised: 2018-04-10
 GO TRANSIT TRACK STANDARDS

Union Station Clearance Envelope

TRACK STANDARDS Page 72

RC-0506-02TRK May 2018 Revised: 2018-04-10
 GO TRANSIT TRACK STANDARDS

TRACK STANDARDS Page 73

RC-0506-02TRK May 2018 Revised: 2018-04-10
 GO TRANSIT TRACK STANDARDS

TRACK STANDARDS Page 74

RC-0506-02TRK May 2018 Revised: 2018-04-10
 GO TRANSIT TRACK STANDARDS

APPENDIX Y – GRAPPLE ABILITY BY

MAKE AND MODEL

Ability to Maximum
Maximum
Ability to Ability to handle length of
allowable
Make / handle handle Rail 136RE Rail
load on
Model Ties Rail by grasped approved
grapple
(wood) tine tips in grapple for handling
(lbs)
arms ft. (m)
Heiden
yes yes no 6000 39
HC20-B3
Heiden
yes yes no 6000 39
HC20-B4
Heiden
yes yes no 6000 39
HC20-A3
Heiden
yes yes yes 6500 39
HC20-AHR3
Heiden
yes yes yes 6500 39
HC20-AHR4
Heiden
yes yes no 6000 39
HC20-BP-3
Heiden
yes yes no 6000 39
HC20-BLT-3
Kinshofer
yes yes yes 6600 50
632-2-R
Kinshofer
yes yes yes 6600 50
632-R
Kinshofer
yes yes yes 9900 50
C12VE
Kinshofer
yes yes yes 9900 50
C25VE
Moley MPB1 yes yes yes 4400 50
Moley MPB2 yes yes yes 4400 50
Moley MPB3 yes yes yes 4400 50
Moley MPB
yes yes no 4400 50
1C
Moley MPB
yes yes no 4400 50
2C
Moley MPB
yes yes no 4400 50
3C
Rotobec
4550RA- yes yes yes 32000 60
RT252
Rotobec
yes no yes 25000 N/A
4642-RT252
Rotobec
4642RA- yes yes yes 25000 60
RT252

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Ability to Maximum
Maximum
Ability to Ability to handle length of
allowable
Make / handle handle Rail 136RE Rail
load on
Model Ties Rail by grasped approved
grapple
(wood) tine tips in grapple for handling
(lbs)
arms ft. (m)
Rotobec
6007BT- yes yes no 14000 60
RT142
Rotobec
6007RA- yes yes yes 14000 60
RT222
Rotobec
6606HDRA- yes yes yes 21000 60
RT252
Rotobec
6806RA- yes yes yes 14000 60
RT142
yes
Rotobec
(individua yes no 8800 60
5805BT- A
l)
Rotobec
yes yes yes 8800 60
5805RA
Rototilt
yes no yes 18250 N/A
MG60
Rototilt
yes no yes 26460 N/A
MG80
yes
Serco
(individua yes yes 16000 39
5006137
l)
Serco
yes yes no 9000 39
5006139
Serco
yes yes no 16000 39
5006141
Serco
yes yes yes 16000 39
5013215
Serco
yes yes no 9000 39
5013329
Serco 5206
C/R S/P yes yes no 32000 39
Log
Serco
yes yes no 32000 39
680A899
Serco
yes yes no 9000 39
5006143
Serco
yes yes no 9000 39
5006145
Serco
yes yes no 9000 39
5013255

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 GO TRANSIT RECOMMENDED METHODS

MISCELLANEOUS RECOMMENDED
METHODS
Recommended Method 3708-1: Application of Granular Salt

1. When applying salt in signaled territory, use the following

precautions:
a. Use extreme care to avoid direct contact with tie
plates, rails, clips or anchors.
b. Salt applications should be coordinated with Signals
forces to avoid track circuit failures.
c. For salt applications in wood tie territory greater than
120 feet in any one track circuit or any application in
concrete tie territory:
i. Remove ballast from entire crib to a depth of
approximately 3 inches below base of rail.
ii. Apply salt as per this RM.
iii. Replace ballast in accordance with Track
Standard Section 11
2. Where salt is to be applied in the area of steel culvert
cross-drains, it shall not be applied directly over the
culvert or closer to the culvert than 30 feet along the
track, if the depth of the top of the culvert is 6 feet or less
below the base of the rail.
3. Track should not be treated with salt where the drainage
is poor.
4. Salt shall be applied only at locations where the track
has been previously inspected and marked for
treatment. Inspections and marking shall be carried out
when frost heaving is at its maximum.
a. Marking for salt treatment shall be done for best
future identification, using a paint stick on the web of
the rail.
b. Each location to be marked shall be sighted by eye
along the top of the rail to determine whether a
hump or a dip is present in the track. If a number of
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 GO TRANSIT RECOMMENDED METHODS

humps or dips occur together, the marking should be

done as for a continuous hump or dip from one end
of the area to the other
c. Humps shall be marked at the peak of the hump.
d. Dips shall be marked 12 cribs from the lowest point
in both directions.
e. Location and site description are to be recorded.
5. The salt shall be applied at such a time that it will
receive at least 3 inches and not more than 6 inches of
rainfall after application and before the arrival of freezing
temperatures. The CM Senior Manager of Track and
Structures should be consulted for the dates of
application.
6. Before the salt is distributed along the right-of-way, an
inspection shall be made during which time:
a. Any reference marks, which have been obliterated
or displaced, shall be replaced.
b. The number of bags of salt required at each location
shall be suitably marked on the track for reference
when the salt is being unloaded. The number of 50-
pound bags required for any location is equal to the
total number of cribs to be treated divided by two,
minus three. Distribution of salt along the right-of-
way prior to application shall be as close to the time
of application as possible to avoid deterioration.
7. Care must be exercised to insure that the correct
amount of salt is applied. Salt shall be applied at each
marked location as follows:
a. 12-1/2 pounds of salt shall be placed in each of the
six cribs within each end of the marked location.
b. The remaining cribs within the marked location shall
have 25 pounds of salt applied in each crib.
c. The salt shall be spread evenly on top of the ballast
over the full length of the crib, but not beyond the
ends of the ties. The ballast shall not be excavated
but the salt may be worked into the top voids of the
ballast to avoid caking.

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8. The date of application of the salt shall be recorded

along with the total amount of salt applied. The Track
Supervisor will maintain all records of salt applications,
and be sent to the CM Manager of Track.
9. Each salt application shall be made according to marks
for the first application unless a ballast lift or other track
work is believed to have influenced heaving. In this case
no salt shall be applied until the track heaves and the
new distribution of heaving can be marked.
10. Salt used for treatment shall be either Coarse Grade or
Fine Grade Crushed salt (sodium chloride). In dry areas,
Fine Grade quality is preferable. Salt should be supplied
in 50-pound bags provided with a moisture barrier to
prevent caking.
11. Salt as applied herein is normally effective for two
winters in reducing track heaving. This shall be
considered in planning the dates for salt application.

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 GO TRANSIT RECOMMENDED METHODS

Recommended Method 1802-0: Covering the Acceptance of New

Material and Conducting an In-Service Test of New Material

1. Before a new material is considered for an in-service test

the manufacturer of the new material shall provide the
following documentation for consideration:
a. The material meets or exceeds the standards set out
by AREMA including that the material was subjected
to the testing requirements and procedure(s)
described by AREMA;
b. The Manufacturer shall submit in triplicate
documentation from a certified testing laboratory that
the material meets or exceeds the requirements
stated in part a above; and,
c. The Manufacturer shall submit in triplicate certified
documentation from a field testing facility such as
TTCI or other approved testing facility, that the
material has been subjected to railroad loading,
clearly stating the gross tonnage imposed and
duration in months, and certifying in writing that the
material may proceed to a field in-service test,
complete with any limitations.
2. No new or modified materials may be considered for use
as a standard without also being subjected to a service
test unless authorized by the CM Senior Manager of
Track and Structures
3. Service test requests may originate from Engineering –
Track and Structure or CM Sr. Manager of Track and
Structures Track
4. The CM Senior Manager of Track and Structures shall
oversee all service tests
5. When a test is being considered, documentation of such
should be forwarded to both the CM Senior Manager of
Track and Structures and Engineering – Track and
Structure, Sr. Manager of Track. The CM Manager of
Track and Track Evaluation Officer will also be notified.
6. The location of the test must be carefully chosen in order
to best suit the requirements of the test. The site should
allow fair comparison of the new material to existing
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 GO TRANSIT RECOMMENDED METHODS

standards as well as permit easy access and monitoring

where practical.
7. A test file will be created and performed by the Track
Standards Committee and must include:
a. The purpose and description of test (including
contact information for the manufacturer)
b. Estimated costs
c. Potential Benefits
d. Location of Test
e. Approximate duration; and
f. Direct supervision
8. Where applicable the following will also be kept in the
test file and forwarded to the Track Standards
Committee:
a. Laboratory testing
b. Specification
c. Installation instructions
9. A test protocol should be jointly created by the Track
Standards Committee and the manufacturer to establish
what measures will be used to evaluate the product,
what targets will signify a successful test, and the
frequency at which measurement will be taken.
10. The CM Senior Manager of Track and Structure will
assign a responsible person to:
a. Ensure proper installation
b. Ensure proper maintenance
c. Arrange for the collection of test data on a timely
basis; and
d. Forward all test data to the Track Standards
Committee
11. Tests should not be disturbed, except in emergency,
unless authorized by the CM Senior Manager of Track
and Structures, or if a safety concern is found.

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 GO TRANSIT RECOMMENDED METHODS

12. The Engineering – Track and Structure Sr. Manager will

prepare and issue progress and final reports on all
service tests.
13. Service tests will remain active until terminated by the
Track Standards Committee.

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CONVERSION TABLES FOR UNITS OF

MEASURE

1 inch = 25.4 mm
1 mm = 0.0394 inch
1m = 3.28 ft.
1 ft. = 304.8 mm
1 mi. = 5280 ft.
1 mi. = 1.6 km
1m = 1,000 mm
1 kg = 2.2 lbs
1 ton = 2,000 lbs
1 ton = 907 kg
1 tonne = 1,000 kg
1 tonne = 2,200 lbs
1 tonne = 1.1 ton
1 gal = 3.78 L

Ballast

1 m ≈ 1.71 tonnes
3

Degree of Curve to Radius:

50 50
𝑅𝑅 (𝑓𝑓𝑓𝑓) = 𝐷𝐷 𝐷𝐷𝑐𝑐 = 2 ∙ sin−1 � �
sin� 𝑐𝑐�2� 𝑅𝑅

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 GO TRANSIT TRACK STANDARDS

DESIGNATED AUTHORITY
1. Areas of responsibility where the CM Senior Manager of
Track and Structures has delegated authority are located
in Table 58.
2. Table 58 indicates only the sections where authority has
been delegated. For all other inquiries, the CM Senior
Manager of Track and Structures is the designated
authority.

Table 58 Table of Designated Authority

Position Office Delegated Authority

Manager of Track Corridor • Crossing Surfaces
Maintenance • Construction Material
Requirements
• Routine / Regulatory Track
Inspections
• Geometry / Rail Flaw Testing
• Track Inspection and Quality
Control
• Rail Break / Defects
• Minimum Construction
Standards and Construction
tolerances
Track Evaluation Corridor • Rail Breaks / Defects
Officer Maintenance • Geometry / Rail Flaw Testing
Track Specialist Corridor • Track Inspection and Quality
Maintenance Control
Senior Manager of Engineering – • Review and recommend
Track and their Track and changes to the TS Plans
designates Structure • Review and recommend new
/ changes to standards, and
materials
• Review of CPG project
designs for compliance with
standards.
• Electrification Related Track
Standards
• Construction Tolerances
• Track Inspection and Quality
Control
• Steel tie requirements

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NOTES
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