4

Part 4

Miscellaneous

— 1996 —

FOREWORD

The section on “Specifications for Heat-Treated Carbon Steel Tee Rails (USS CURVEMASTER) as produced by
the United States Steel Corporation” was deleted in its entirety in 1996.

TABLE OF CONTENTS

Section/Article Description Page 1

4.1 Application of Rail Bonds (1995) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-2

4.2 General Requirements of a Rail Joint (1961) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-2

4.3 Purchases of New Rail (1995) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-2

3
4.4 Beveling or Slotting of Rail Ends (1995) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-3

4.5 Reconditioning Rail Ends (1995) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-3

4.6 Illustrations of Shells and Related Gage Corner Developments . . . . . . . . . . . . . . . . . . 4-4-3

4.6.1 Head Check (1970) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-3
4.6.2 Flaking (1970) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-3
4.6.3 Shelly Spots (1970) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-3

4.7 Specifications for Fully-heat-treated Carbon Steel Tee Rails as Produced by

Bethlehem Steel Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-5
4.7.1 Scope (1975) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-5
4.7.2 Selection of Rails for Treatment (1975) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-5
4.7.3 Heat Treatment (1975) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-5
4.7.4 Finishing (1975). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-6
4.7.5 Testing (1975) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-6
4.7.6 Brinell Hardness (1975) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-6
4.7.7 Retreatment (1975) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-6
4.7.8 Identification (1975) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-6

© 1999, American Railway Engineering and Maintenance-of-Way Association 4-4-1

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LIST OF FIGURES

Figure Description Page

4-1 Rail Head Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-4

4-2 Rail Flaking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-4
4-3 Black Spot Shell. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-4
4-4 Light Shell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-4
4-5 Heavy Shell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-5

SECTION 4.1 APPLICATION OF RAIL BONDS1 (1995)

The application of pin connected bonds or welded bonds to the outer side of rail head, within the limits of the
joint bars for standard bonding and outside of joint bars for special work where not practicable to apply them
within the joint bar limits, is good practice.

SECTION 4.2 GENERAL REQUIREMENTS OF A RAIL JOINT2 (1961)

A rail joint should fulfill the following general requirements:

a. It should so connect the rails that they will act as a continuous girder with uniform surface and
alignment.

b. Its resistance to deflection should approach, as nearly as practicable, that of the rail to which it is to be
applied.

c. It should prevent vertical or lateral movement of the ends of the rails relative to each other, and unless
otherwise specified, it should permit longitudinal movement necessary for expansion and contraction.

d. It should be as simple and of as few parts as possible to be effective.

SECTION 4.3 PURCHASES OF NEW RAIL3 (1995)

It is recommended that railroads restrict their purchases of new rail to the following sections:

115 RE 133 RE
119 RE 136 RE (10 head radius)
132 RE 140 RE

1 References, Vol. 28, 1927, pp. 1009, 1354; Vol. 31, 1930, pp. 1458, 1770; Vol. 49, 1948, pp. 375, 614; Vol. 54, 1953, pp. 1178, 1413; Vol. 57,
1956, pp. 786, 1088; Vol. 62, 1961, pp. 590, 952. Reapproved with revisions 1995.
2 References, Vol. 7, 1906, pp. 655, 657; Vol. 16, 1915, pp. 729, 1145; Vol. 38, 1937, pp. 216, 635; Vol. 50, 1949, pp. 484, 795; Vol. 54, 1953,

pp. 1178, 1413; Vol. 62, 1961, pp. 590, 952. Reapproved with revisions 1961.
3 References, Vol. 62, 1961, pp. 592, 952; Vol. 63, 1962, pp. 499, 768; Vol. 87, 1986, p. 84; Vol. 96, p. 29. Reapproved with revisions 1995.

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4-4-2 AREMA Manual for Railway Engineering

 Miscellaneous

SECTION 4.4 BEVELING OR SLOTTING OF RAIL ENDS1 (1995)

a. Where rail is to be beveled, it is recommended that such beveling extend ¹⁄₁₆ inch back from the end and
to a depth of ¹⁄₈ inch plus, from the surface. (Also refer to current AREMA Plan No. 1005 in Portfolio of
Trackwork Plans.)

b. Rail ends at bonded insulated joints shall not be beveled.

SECTION 4.5 RECONDITIONING RAIL ENDS2 (1995)

Reconditioning of rail ends by welding, grinding or cropping is recommended as good practice.

When slotting at insulated joints, any head overflow shall be removed flush with the rail end. Care should be
taken not to increase the existing gap and to minimize damage to the end post.

SECTION 4.6 ILLUSTRATIONS OF SHELLS AND RELATED GAGE CORNER

DEVELOPMENTS3
— 1960 —
1

4.6.1 HEAD CHECK (1970)

Hair line cracks which appear in the gage corner of the rail head, at any angle with the length of the rail. When
not readily visible the presence of the checks may often be detected by the raspy feeling of their sharp edges see
(Figure 4-1). 3
4.6.2 FLAKING (1970)
Where small shallow flakes of surface metal generally not more than ¹⁄₄ inch in length or width break out of the
gage corner of the rail head (Figure 4-2).

4.6.3 SHELLY SPOTS (1970) 4

a. Where a thin (usually ³⁄₈ inch in depth or less) shell-like piece of surface metal becomes separated from
the parent metal in the rail head, generally at the gage corner. It may be evidenced by:

• a black spot appearing on the rail head over the zone of separation (Figure 4-3);

• a piece of metal breaking out completely, leaving a shallow cavity in the rail head (Figure 4-4 and
Figure 4-5).

b. In the case of a small shell there may be no surface evidence, the existence of the shell being apparent
only after the rail is broken or sectioned.

1 References, Vol. 40, 1939, pp. 597, 739; Vol. 52, 1951, pp. 597, 824; Vol. 54, 1953, pp. 1178, 1413; Vol. 62, 1961, pp. 590, 952; Vol. 96, p. 29.
Reapproved with revisions 1995.
2 References, Vol. 26, 1925, pp. 568, 1404; Vol. 37, 1936, pp. 469, 1013; Vol. 48, 1947, pp. 656, 908; Vol. 54, 1953, pp. 1181, 1414; Vol. 62,

1961, pp. 590, 952; Vol. 96, p. 29. Reapproved with revisions 1995.
3 References, Vol. 61, 1960, pp. 832, 1217. Adopted 1960.

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Figure 4-1. Rail Head Check

Figure 4-2. Rail Flaking

Figure 4-3. Black Spot Shell

Figure 4-4. Light Shell

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4-4-4 AREMA Manual for Railway Engineering

 Miscellaneous

Figure 4-5. Heavy Shell

SECTION 4.7 SPECIFICATIONS FOR FULLY-HEAT-TREATED CARBON STEEL TEE1

RAILS AS PRODUCED BY BETHLEHEM STEEL CORPORATION
— 1975 —

4.7.1 SCOPE (1975)

1
These specifications cover fully-heat-treated (oil quenched and tempered) carbon steel tee rails and rail
components for fabricated trackwork, in rail weights of 61 lb per yard and over.

4.7.2 SELECTION OF RAILS FOR TREATMENT (1975)

The rails to be heat-treated shall be selected from heats which have met all the requirements of the latest
3
specifications of the American Railway Engineering Association for steel rails. Only No. 1 rails shall be selected;
“A” rails and No. 2 rails shall be eliminated.

4.7.3 HEAT TREATMENT (1975)

4.7.3.1 Quenching
4
The rails selected for heat-treatment shall be heated to the proper temperature and held for a sufficient time to
effect the desired transformation in the steel throughout the full cross-section and length. The tails shall then
be removed from the heating furnace and quenched (fully immersed) in an oil bath under substantially uniform
conditions. Each group thus treated shall be termed a quenching charge.

4.7.3.2 Tempering

Upon completion of the quenching operations, the rails shall be removed from the oil bath, charged into the
tempering furnace and reheated gradually and evenly to the proper temperature and shall be held at that
temperature a sufficient length of time to relieve the stresses and bring into proper balance the mechanical
properties of the steel. The rail shall then be cooled under controlled conditions. Each group thus treated shall
be termed a tempering charge.

1 References, Vol. 75, 1974, p. 484. Adopted 1975.

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AREMA Manual for Railway Engineering 4-4-5

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4.7.4 FINISHING (1975)

The treated rails shall be straightened, carefully inspected and loaded for shipment or prepared for fabrication.

4.7.5 TESTING (1975)

4.7.5.1 Sampling

A piece of rail at least 6 inches long representing the rails involved shall be processed with each quenching and
tempering charge for use as a test sample.

4.7.5.2 Testing Procedure

The Brinell hardness test performed on the test sample shall be made on the top of the rail head. Before making
the impression, any decarburized metal shall be removed from the top of the rail head at the point selected, and
the surface of the rail head at that point shall be properly prepared to permit an accurate determination of
hardness. The results of such tests shall conform to the requirements of Paragraph 4.7.6.

4.7.6 BRINELL HARDNESS (1975)

Carbon steel rails and rail components for fabricated trackwork when fully-heat-treated (oil-quenched and
tempered) and tested in accordance with Paragraph 4.7.5.1 and Paragraph 4.7.5.2 shall show equivalent Brinell
hardness values as follows:

Nominal Weight Per Yard 61-80 81-90 91 and over

Brinell Hardness Number 277-341 293-363 321-388

Upon request, results of the Brinell hardness tests shall be supplied to the purchaser or his representative.

4.7.7 RETREATMENT (1975)

Any heat-treated rails failing to meet the above Brinell hardness requirements may be retreated, at the option
of the manufacturer, and such retreated rails shall be retested in accordance with Paragraph 4.7.5.1 and
Paragraph 4.7.5.2.

4.7.8 IDENTIFICATION (1975)

a. All heat-treated rails shall be marked with the letter “T.”

b. At the option of the manufacturer:

• The letters “CT” may be hot-stamped into the web of rails to be heat-treated, the letter “T,” to be
properly ground off the web of any rail which is not subsequently heat-treated;

• or the letter “T” may be cold stamped on each of the two end faces of each heat-treated rail.

c. All heat-treated rails shall be paint-marked orange on the head and in the web at or near each end of
each rail.

© 1999, American Railway Engineering and Maintenance-of-Way Association

4-4-6 AREMA Manual for Railway Engineering