UFC 4-860-02N

16 January 2004

UNIFIED FACILITIES CRITERIA (UFC)

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DESIGN: TRACKAGE

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APPROVED FOR PUBLIC RELEASE; DISTRIBUTION UNLIMITED

 UFC 4-860-02N
16 January 2004

UNIFIED FACILITIES CRITERIA (UFC)

DESIGN: TRACKAGE

Any copyrighted material included in this UFC is identified at its point of use.
Use of the copyrighted material apart from this UFC must have the permission of the
copyright holder.

U.S. ARMY CORPS OF ENGINEERS

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NAVAL FACILITIES ENGINEERING COMMAND (Preparing Activity)

AIR FORCE CIVIL ENGINEERING SUPPORT AGENCY

Record of Changes (changes indicated by \1\ ... /1/ )

Change No.
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Date Location
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 UFC 4-860-02N
16 January 2004
FOREWORD

The Unified Facilities Criteria (UFC) system is prescribed by MIL-STD 3007 and provides
planning, design, construction, sustainment, restoration, and modernization criteria, and applies
to the Military Departments, the Defense Agencies, and the DoD Field Activities in accordance
with USD(AT&L) Memorandum dated 29 May 2002. UFC will be used for all DoD projects and
work for other customers where appropriate. All construction outside of the United States is
also governed by Status of forces Agreements (SOFA), Host Nation Funded Construction
Agreements (HNFA), and in some instances, Bilateral Infrastructure Agreements (BIA.)
Therefore, the acquisition team must ensure compliance with the more stringent of the UFC, the
SOFA, the HNFA, and the BIA, as applicable.

UFC are living documents and will be periodically reviewed, updated, and made available to
users as part of the Services’ responsibility for providing technical criteria for military

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construction. Headquarters, U.S. Army Corps of Engineers (HQUSACE), Naval Facilities
Engineering Command (NAVFAC), and Air Force Civil Engineer Support Agency (AFCESA) are
responsible for administration of the UFC system. Defense agencies should contact the
preparing service for document interpretation and improvements. Technical content of UFC is
the responsibility of the cognizant DoD working group. Recommended changes with supporting
rationale should be sent to the respective service proponent office by the following electronic
form: Criteria Change Request (CCR). The form is also accessible from the Internet sites listed
below. TI
UFC are effective upon issuance and are distributed only in electronic media from the following
source:

• Whole Building Design Guide web site [Link]

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Hard copies of UFC printed from electronic media should be checked against the current
electronic version prior to use to ensure that they are current.

AUTHORIZED BY:

______________________________________ ______________________________________
DONALD L. BASHAM, P.E. DR. JAMES W WRIGHT, P.E.
Chief, Engineering and Construction Chief Engineer
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U.S. Army Corps of Engineers Naval Facilities Engineering Command

______________________________________ ______________________________________
KATHLEEN I. FERGUSON, P.E. Dr. GET W. MOY, P.E.
The Deputy Civil Engineer Director, Installations Requirements and
DCS/Installations & Logistics Management
Department of the Air Force Office of the Deputy Under Secretary of Defense
(Installations and Environment)
 UFC 4-860-02N
16 January 2004
CONTENTS

Page
CHAPTER 1 INTRODUCTION

Paragraph 1-1 PURPOSE AND SCOPE ....................................................... 1-1

1-2 APPLICABILITY..................................................................... 1-1
1-2.1 General Building Requirements ............................................. 1-1
1-2.2 Safety .................................................................................... 1-1
1-2.3 Fire Protection ....................................................................... 1-1
1-2.4 Antiterrorism/Force Protection ............................................... 1-1
1-3 REFERENCES ...................................................................... 1-1

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APPENDIX A MIL-HDBK 1005/6....……………...................…………………… A-1

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 UFC 4-860-02N
16 January 2004
CHAPTER 1

INTRODUCTION

1-1 PURPOSE AND SCOPE. This UFC is comprised of two sections.

Chapter 1 introduces this UFC and provides a listing of references to other Tri-Service
documents closely related to the subject. Appendix A contains the full text copy of the
previously released Military Handbook (MIL-HDBK) on this subject. This UFC serves as
criteria until such time as the full text UFC is developed from the MIL-HDBK and other
sources.

This UFC provides general criteria for the design of trackage.

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Note that this document does not constitute a detailed technical design,
maintenance or operations manual, and is issued as a general guide to the
considerations associated with design of economical, efficient and environmentally
acceptable heating plants.

1-2 APPLICABILITY. This UFC applies to all Navy service elements and
Navy contractors; Army and Air Force service elements should use the appropriate
references cited in paragraph 1-3 below; all other DoD agencies may use either

1-2.1
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document(s) unless explicitly directed otherwise.

GENERAL BUILDING REQUIREMENTS. All DoD facilities must comply

with UFC 1-200-01, Design: General Building Requirements. If any conflict occurs
between this UFC and UFC 1-200-01, the requirements of UFC 1-200-01 take
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precedence.

1-2.2 SAFETY. All DoD facilities must comply with DODINST 6055.1 and
applicable Occupational Safety and Health Administration (OSHA) safety and health
standards.

NOTE: All NAVY projects, must comply with OPNAVINST 5100.23 (series), Navy
Occupational Safety and Health Program Manual. The most recent publication in this
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series can be accessed at the NAVFAC Safety web site:

[Link]/safety/[Link]. If any conflict occurs between this UFC and
OPNAVINST 5100.23, the requirements of OPNAVINST 5100.23 take precedence.

1-2.3 FIRE PROTECTION. All DoD facilities must comply with UFC 3-600-01,
Design: Fire Protection Engineering for Facilities. If any conflict occurs between this
UFC and UFC 3-600-01, the requirements of UFC 3-600-01 take precedence.

1-2.4 ANTITERRORISM/FORCE PROTECTION. All DoD facilities must

comply with UFC 4-010-01, Design: DoD Minimum Antiterrorism Standards for
Buildings. If any conflict occurs between this UFC and UFC 4-010-01, the requirements
of UFC 4-010-01 take precedence.

1-3 REFERENCES. The following Tri-Service publications have valuable

information on the subject of this UFC. When the full text UFC is developed for this
1-1
 UFC 4-860-02N
16 January 2004
subject, applicable portions of these documents will be incorporated into the text. The
designer is encouraged to access and review these documents as well as the
references cited in Appendix A.

1. US Army Corps of Engineers AFM 32-1046, Railroad Design and

Commander Rehabilitation, 31 October 1995
USACE Publication Depot USACE EM 1110-3-152, Railroads,
ATTN: CEIM-IM-PD Mobilization and Construction, 09 April 1984
2803 52nd Avenue USACE TM 5-627, Maintenance of Trackage,
Hyattsville, MD 20781-1102 01 January 1980
(301) 394-0081 fax: 0084
[Link]@[Link]
[Link]

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USACE TM 5-628, Railroad Track Standards,
08 April 1991
USACE TL 1110-1-156, Railroad Track -
Design and Evaluation Computer Program for
Work Planning, 31 August 1993
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 UFC 4-860-02N
16 January 2004
APPENDIX A

MIL-HDBK 1005/6
TRACKAGE

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A-1
 ÚÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄ¿
³ INCH-POUND ³
ÀÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÙ
MIL-HDBK-1005/6
30 APRIL 1992
SUPERSEEDING DM 5.6
NOVEMBER 1981

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MILITARY HANDBOOK

TRACKAGE

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AMSC N/A AREA FACR

DISTRIBUTION STATEMENT A. APPROVED FOR PUBLIC RELEASE:

DISTRIBUTION IS UNLIMITED
 MIL-HDBK-1005/6

ABSTRACT

Design criteria are presented for use by qualified engineers in designing

naval facility trackage for both railroads and wide gage portal cranes.
Criteria for railroad trackage include those for roadbeds, ballast, ties,
rails, track grade, turnouts, crossovers, highway crossings, sidings,
warehouse trackage, track scales, and yards; those for portal crane trackage
cover rails, rail supports, turnouts, crossings, alignment, components,
curves, and design procedures.

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 MIL-HDBK-1005/6

FOREWORD

This handbook is one of a series developed from an evaluation of facilities in

the shore establishment, from surveys of the availability of new materials and
construction methods, and from selection of the best design practices of the
Naval Facilities Engineering Command (NAVFACENGCOM), other Government
agencies, and the private sector. This handbook uses, to the maximum extent
feasible, national professional society, association, and institute standards
in accordance with NAVFACENGCOM policy. Deviations from these criteria should
not be made without prior approval of NAVFACENGCOM Headquarters Code 04.

Design cannot remain static any more than can the functions it serves or the
technologies it uses. Accordingly, recommendations for improvement are

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encouraged from within the Navy, other Government agencies, and the private
sector and should be furnished on the DD Form 1426 provided inside the back
cover to Commanding Officer, Naval Facilities Engineering Command, Code 04,
Northern Division, Building 77-Low, U.S. Naval Base, Philadelphia, PA 19112-
5094, phone (215) 897-6153.

DO NOT USE THIS HANDBOOK AS A REFERENCE DOCUMENT FOR PROCUREMENT OF FACILITIES

CONSTRUCTION. IT IS TO BE USED IN THE PURCHASE OF FACILITIES ENGINEERING
STUDIES AND DESIGNS (PLANS, SPECIFICATIONS, AND COST ESTIMATES). DO NOT
REFERENCE IT IN MILITARY OR FEDERAL SPECIFICATIONS OR OTHER PROCUREMENT
DOCUMENTS.
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CIVIL ENGINEERING CRITERIA MANUALS

Number Title

MIL-HDBK-1005/2 Hydrology

MIL-HDBK 1005/3 Drainage Systems

DM-05.04 Pavements

DM-05.05 General Provisions and Geometric Design for Roads,

Streets, Walks, and Open Storage Areas

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MIL-HDBK-1005/6 Trackage

MIL-HDBK-1005/7 Water Supply Systems

MIL-HDBK-1005/8 Domestic Wastewater Control

MIL-HDBK-1005/9 Industrial and Oily Wastewater Control

DM-05.10 Solid Waste Disposal

DM-05.12 Fencing, Gates, and Guard Towers

DM-05.14
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MIL-HDBK-1005/13 Hazardous Waste Storage Facilities

Groundwater Pollution Control -

Design Criteria and Procedures for Analysis
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 MIL-HDBK-1005/6

CIVIL ENGINEERING TRACKAGE

CONTENTS

Page
CHAPTER 1. RAILROAD TRACKAGE

Section 1. SCOPE AND RELATED CRITERIA

1.1 Scope...................................... 1
1.2 Design Criteria Usage...................... 1

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1.3 Cancellation............................... 1
1.4 Additional Criteria........................ 1
1.5 Policy..................................... 1
a) Where Separation is Possible........... 1
b) Where Separation is Impossible......... 1
1.6 Railroad Trackage Standards................ 1
1.7 Railroad Car Curvature Standards........... 2
1.8 Federal Railroad Administration (FRA) Track
Safety Standards........................... 2

Section 2. ROADWAY

2.1
2.1.1
2.1.2
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Width......................................
Cut Sections...............................
Fill Sections..............................
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3
3
2.1.3 Minimum Cut Dimensions..................... 3
2.2 Slopes and Subgrade........................ 3
2.2.1 Slope...................................... 3
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2.2.2 Subgrade................................... 3
2.3 Geotextile Fabrics......................... 3
2.4 Drainage................................... 4
2.5 Monuments.................................. 4

Section 3. BALLAST AND SUB-BALLAST

3.1 Economics.................................. 5
3.2 Specifications and Applications............ 5
3.3 Depth...................................... 5
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3.4 Cross Section Dimensions................... 5

3.5 Shrinkage Allowance........................ 5

Section 4. TIES

4.1 Specifications and Applications............ 6

4.1.1 Wood Ties.................................. 6
4.1.2 Concrete Ties.............................. 6
4.1.3 Ties of Other Materials.................... 6

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4.2 Economic Service Life and Tests............ 6

4.3 Handling and Protection of Timber Ties..... 6
4.4 Dimensions................................. 6
4.4.1 Cross Ties................................. 6
4.4.2 Timber Switch Ties......................... 6
4.4.3 Bridge or Trestle Ties..................... 6
4.5 Tie Spacing................................ 6
4.5.1 Running Track.............................. 7
4.5.2 Yards and Sidings.......................... 7

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4.5.3 Switches and Crossovers.................... 7

Section 5. TRACK

5.1 Rail Specifications........................ 8

5.1.1 Material................................... 8
5.1.2 Rail Drilling.............................. 8
5.1.3 Curved Rail................................ 8
5.2 Gage....................................... 8
5.3 Spikes..................................... 8
5.3.1 Holes Bored for Spikes..................... 8
5.3.2
5.4
5.5
5.6
TISpike Quantities...........................
Tie Plates.................................
Rail Joint Spacing.........................
Rail Joint Bar.............................
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9
9
5.7 Bolts and Nuts for Rail Joint Bar.......... 9
5.8 Spring Washers............................. 9
5.9 Rail Anchors............................... 9
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5.10 Rail Gage Rods............................. 9
5.11 Rail Braces................................ 9
5.12 Guardrails................................. 9
5.12.1 Gaging..................................... 10
5.12.2 Material................................... 10
5.13 Track Construction......................... 10

Section 6. RUNNING TRACK GRADE AND ALIGNMENT

6.1 Gradient................................... 11
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6.2 Curves..................................... 11
6.2.1 Ruling Radii, Horizontal................... 11
6.2.2 Reverse Curves............................. 11
6.2.3 Vertical Curves............................ 11
6.3 Superelevation............................. 11
6.4 Track Centerline Spacing................... 11
6.5 Clearances................................. 12

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Section 7. TURNOUTS AND CROSSOVERS

7.1 Turnouts................................... 13
7.2 Connecting Curves.......................... 13
7.3 Crossovers................................. 13
a) Description............................ 13
b) Reverse Curves......................... 13

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7.4 Turnout Location........................... 13

Section 8. HIGHWAY GRADE CROSSING

8.1 Width of Crossing.......................... 14

8.2 Profile of Crossings....................... 14
8.3 Materials for Crossings.................... 14
8.3.1 Heavily Traveled Roads..................... 14
8.3.2 Lightly Traveled Roads..................... 14
8.4 Sign, Signals, Automatic Crossing Gates and
Floodlighting.............................. 14

Section 9.

9.1
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TRACKAGE IN PAVEMENT

Highway Grade Crossing..................... 15

9.2 Specifications............................. 15
9.2.1 Bituminous Pavement........................ 15
9.2.2 Concrete Pavement.......................... 15
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9.3 Turnouts................................... 15

Section 10. SIDINGS

10.1 Track Centerline Spacing................... 17

10.2 Minimum Tangent Distance................... 17
10.3 Gradients.................................. 17
10.4 Track Ends................................. 17

Section 11. WAREHOUSE TRACKAGE

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11.1 Gradient Apportionment..................... 18

11.2 Horizontal and Vertical Clearances......... 18
11.3 Warehouse Railroad Layout.................. 18

Section 12. TRACK SCALES

12.1 Scales..................................... 19
12.1.1 Static Scale............................... 19
12.1.2 Weight-in-Motion Scale..................... 19
12.2 Selection.................................. 19

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12.3 Location................................... 19
12.4 Alignment.................................. 19
12.5 Dead Rails................................. 19

Section 13. YARDS

13.1 Scope...................................... 20
13.2 General Considerations..................... 20
13.2.1 Fire Protection............................ 20

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13.2.2 Theft and Vandalism........................ 20
13.2.3 Efficiency................................. 20
13.2.4 Expansion.................................. 20
13.2.5 Track Capacity............................. 20
13.2.6 Yard Lighting.............................. 20
13.2.7 Drainage................................... 20
13.2.8 Communications............................. 20
13.3 Track Arrangements......................... 20
13.3.1 Body Tracks................................ 21
13.3.2 Ladder Tracks.............................. 21
13.4 Gradients ................................. 21
13.5

Section 14.
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Reverse Curves.............................

RAILROAD BRIDGES AND TRESTLES

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14.1 Design..................................... 22

CHAPTER 2. WIDE GAGE PORTAL CRANE TRACKAGE

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Section 1. CRITERIA AND TYPES

1.1 Scope...................................... 23
1.2 Additional Criteria........................ 23
1.3 Policy..................................... 23
1.4 Types of Portal Crane Trackage............. 23
1.4.1 Two-Rail System............................ 23
1.4.2 Four-Rail System........................... 23
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Section 2. TRACKAGE COMPONENTS

2.1 Rails...................................... 24
2.2 Turnouts and Crossings..................... 24
2.2.1 Switches (Two-Rail System)................. 24
[Link] Switches................................... 24
[Link] Material................................... 24
a) Cast................................... 24
b) Fabricated............................. 24
[Link] Wheel Loads................................ 24

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Page

2.2.2 Frogs (Two-Rail Track System).............. 24

[Link] Rigid Frogs................................ 24
[Link] Turntable Frogs............................ 24
[Link] Materials.................................. 24
a) Cast Turntable Frogs................... 25
b) Fabricated Rigid Frogs................. 25
c) Fabricated Turntable Frogs............. 25
[Link] Wheel Loads................................ 25
2.2.3 Frogs (Four-Rail Track System)............. 25

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[Link] Rigid Frogs................................ 25
[Link] Material................................... 25
[Link] Wheel Loads................................ 25
2.2.4 Standard Gage Fittings..................... 25
[Link] Tongue and Mate Switches................... 25
[Link] Guarded Split Switch....................... 25
[Link] Railroad Type Frogs........................ 25
2.2.5 Manual Calculations (Two-Rail Switch)...... 25
[Link] Flangeway Spacing Computation.............. 26
[Link] Circle Offset Computation.................. 26
[Link] Linear Offset Computation.................. 26

Section 3.

3.1
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Applications............................... 29
3.1.1 Problem Description........................ 29
3.2 Reduced Gage............................... 29
3.3 Crane Equivalent Length.................... 29
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3.4 Lateral Float.............................. 29
3.4.1 Radius..................................... 29
3.4.2 Minimum Radius............................. 30
3.4.3 Float for New Cranes....................... 30
3.4.4 Transferring from One Track System to
Another.................................... 30
3.5 Transition Curve (Inside or Control Curve). 30
3.5.1 Gage Reduction............................. 30
3.6 Switch Curve (Inside or Control Curve)..... 30
3.6.1 Switch Alignment........................... 30
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3.7 Main Circular Curve (Inner)................ 30

3.7.1 General Requirements....................... 30
3.7.2 Selection of Radius........................ 31
3.8 Complete Curve Combination................. 31
3.8.1 Transition Curve........................... 31
3.8.2 Tangent Length............................. 31
3.9 Reserve Curve.............................. 31
3.10 Transition Curve (Outside)................. 31
3.10.1 Central Angle.............................. 32

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3.10.2 Radii...................................... 32
3.10.3 Gage Reduction............................. 32
3.10.4 Alignment Closure.......................... 32
3.11 Switch Curve (Outside)..................... 32
3.11.1 Location................................... 32
3.11.2 Convergence................................ 32
3.11.3 Lead....................................... 32
3.12 Main Circular Curve (Outside).............. 32
3.12.1 Central Angle.............................. 32

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3.12.2 Radius..................................... 32
3.12.3 Gage Reduction............................. 32
3.13 Design Procedure........................... 33
3.14 Sample Curve Computation................... 33
3.15 Tabulation of Sample Curve Computation..... 33
3.16 Drydock Head-End........................... 33
3.17 Vertical Alignment......................... 33
3.17.1 Example of Vertical Alignment.............. 34
3.17.2 Application................................ 35
3.17.3 Suspension................................. 35
3.17.4 Vertical Position.......................... 35
3.17.5
3.18

Section 4.
TIBalance....................................
Symbols and Nomenclature...................

PORTAL CRANE TRACK REPLACEMENT CURVE ALIGNMENT

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36

4.1 Guidance................................... 60
4.2 Survey Requirements........................ 60
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a) Transit and Distance Measurement Tolerance 60
b) Dig-Up Survey Measurement Tolerance.... 60
4.3 Foundation Structural Analysis Requirements 60
4.4 Replacement Track Design Requirements...... 60
a) Deviations............................. 61
b) Offset Closures........................ 61
c) Tangent Closures....................... 61
d) Required Float......................... 61
e) Design Gage............................ 61
f) Physical Obstructions.................. 61
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4.5 Rail Construction Requirements............. 61

REFERENCES................................................... 63

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FIGURES

Figure Title Page

1 Railroad Track Support ............................ 16

2 Minimum Rigid Frog Angle-Portal Crane Rails........ 27
3 Flangeway Width Calculation........................ 28
4 Gage Reduction Diagram (32-Wheel Crane)............ 37
5 24 Wheel Crane Equivalent Length................... 38
6 Travel Bases for Cranes............................ 39
7 Relationships of Curves............................ 40
8 Functions of Inner or Control Curve................ 41
9 Relation Between Inner and Outer Curve Stationing

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and Transition Curve Arc Definition................ 42
10 Crane Reaction to Grades on Horizontal Curves...... 43

Table Title Page

1 Design Procedure................................... 44
2 Sample Curve Composition........................... 51
3 Tabulation of Sample Curve Composition............. 54
4 Symbols and Nomenclature...........................
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 MIL-HDBK-1005/6

CHAPTER 1. RAILROAD TRACKAGE

Section 1: SCOPE AND RELATED CRITERIA

1.1 Scope. This chapter covers criteria for the design of naval
facility trackage. Included are roadways, ballast, ties, rails, track grade,
turnouts, crossovers, highway crossings, sidings, warehouse trackage, track
scales, and yards. For portal crane trackage, see Chapter 2 of this handbook.

1.2 Design Criteria Usage. The criteria presented herein are

applicable to the design of new trackage and for major rehabilitations. Where
conditions will not permit their use prior approval is required from
NAVFACENGCOM Headquarters. Requirements for maintenance, minor repair, and

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replacement of existing trackage, which is being successfully used, are
presented in other appropriate NAVFAC Maintenance Manuals and instructions and
are not required to be in accordance with these design criteria.

1.3 Cancellation. This handbook, MIL-HDBK-1005/6, dated 30 April 1992,

cancels and supersedes NAVFAC DM-5.6 dated November 1981.

1.4 Additional Criteria. A list of criteria documents related to Civil

Engineering is presented in the front of this handbook. See MIL-HDBK-1025/1,
Piers and Wharves for criteria on rail supports (deck fittings), wheel loads,
and trackage location and arrangement on waterfront structures (deck structure
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design). All documents referenced in this handbook are listed in the
References section located at the end of this handbook. Unless specifically
stated otherwise, use the current editions of all referenced documents.

1.5 Policy. When planning track layouts, railroad trackage should be

separated, wherever possible, from portal crane trackage because, apart from
the similarity of the rails, the requirements for portal crane trackage are
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completely different from railroad trackage.

a) Where Separation is Possible. Provide separation to insure:

(1) Maximum efficiency of both types of trackage.

(2) Elimination of switching hazards.

(3) Free passage of rolling stock under cranes.

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b) Where Separation is Impossible. Where both cranes and rolling

stock utilize a common rail, the other railroad rail shall be placed between
the crane rails.

1.6 Railroad Trackage Standards. Standards in railroad trackage design

appear in:

a) American Railway Engineering Association (AREA) Manual for

Railway Engineering;
b) AREA Portfolio of Trackwork Plans, (companion volume to AREA
Manual for Railway Engineering); and

c) Military Standards (MIL-STD) as listed. State and local

regulations should be observed where practicable.

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The AREA Manual is revised annually and the user shall refer to the current
edition, which can be verified by contacting the AREA at: 50 F Street, N.W.,
Washington, D.C. 20001. Manual owners receive revision notices yearly. AREA
references in this chapter of MIL-HDBK-1005/6 are keyed to the 1990 AREA
Manual.

1.7 Railroad Car Curvature Standards. Minimum curvature negotiability

standards for railroad cars appear in Section 2.1, Design Data, Association of
American Railroads (AAR) - Mechanical Division, Specifications for Design,
Fabrication and Construction of Freight Cars, Volume 1.

1.8 Federal Railroad Administration (FRA) Track Safety Standards. The

Code of Federal Regulations (CFR) Title 49 Part 213 - Track Safety Standards

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prescribe minimum safety standards which may be used by maintenance personnel.
Under these standards tracks are classified as Class 1, 2, 3, 4, 5, or 6
wherein the maximum allowable speed limits for freight and passenger trains
are assigned to each class. If a segment of track does not meet all the
conditional requirements for its intended class it is classified to the next
lowest class for which it does meet all the requirements. The FRA Track
Safety Standards "prescribes initial minimum safety requirements for railroad
track" and shall be used for safety inspections only. They are not to be used
for design purposes or as construction inspection criteria.
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Section 2: ROADWAY

2.1 Width. Provide a minimum of 18 inches from the toe of the ballast
to the edge of the finished grade. See AREA Manual, Chapter 1, Part 2,
Design.

2.1.1 Cut Sections. Provide a minimum of 9 feet from track centerline to

the shoulder line.

2.1.2 Fill Sections. Provide a minimum of 11 feet from track centerline

to the shoulder line.

2.1.3 Minimum Cut Dimensions. Consideration is to be given to drainage,

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snow removal, debris removal, rock falls, and maintenance. See AREA Manual,
Chapter 1, Part 1.2, Design.

2.2 Slopes and Subgrade. Slope and subgrade criteria are as follows.
See AREA Manual, Chapter 1, Part 1, Roadbed.

2.2.1 Slope. Cut and fill slopes shall be designed according to a slope
stability analysis unless adequate local experience has shown a particular
slope to be stable.

2.2.2 Subgrade. For subgrade criteria, see AREA Manual, Chapter 1, Part
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1, Section 1.2.5, Roadbed and NAVFAC DM-7.1 Soil Mechanics and DM-7.2
Foundations and Earth Structures. Subgrade cross slopes shall be 48
horizontal to 1 vertical. The subgrade shall slope in one direction beneath a
single track and shall be crowned between tracks for multiple tracks. In no
case shall the crown of the subgrade occur under the ties.

2.3 Geotextile Fabric. When the subgrade has a large amount of fines,
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a geotextile fabric should be used between the subgrade and the ballast.
Geotextile fabrics should be man made and not biodegradable. Geotextile
fabrics should be designed to provide tensile reinforcements, filtration and
soil separation. Typical properties and standards specified should include:

Fabric Weight

Thickness
ASTM D 1777
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Grab Strength ASTM D 1682

Elongation (Percentage) ASTM D 1682

Puncture Strength ASTM D 751

Burst Strength ASTM D 3786

Trapezoid Tear Strength ASTM D 2261 or ASTM D 2262

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 MIL-HDBK-1005/6

When a geotextile fabric is used, there should be a minimum of 12 inches of

ballast between the bottom of the ties and the fabric.

2.4 Drainage. Water is a principal influence on soil stability in

roadbed, subgrade, and slopes. Control of surface and subsurface water is one
of the most important factors in railroad design. For design guidance, see
AREA Manual, Chapter 1, Part 1, Section 1.2.4, Drainage; Part 3, Natural
Waterways, Part 4, Culverts; NAVFAC MIL-HDBK-1005/2, Hydrology; and MIL-HDBK-
1005/3, Drainage Systems.

2.5 Monuments. Right-of-way monuments should be reinforced concrete

posts (or similar) 6 inches square, 4 feet long, and embedded 3 feet in the

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earth. The specification for monuments from the Department of Transportation
in the state where the work is being done may be used where appropriate.

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Section 3: BALLAST AND SUB-BALLAST

3.1 Economics. Select ballast and sub-ballast with due consideration

of cost and availability.

3.2 Specifications and Applications. See AREA Manual, Chapter 1, Part

2, Ballast, for material specifications. The following materials are
acceptable in order of quality as listed:

a) Crushed stone.

b) Crushed slag.

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c) Prepared gravel.

d) Pit run gravel.

e) Cinders or other local materials may be used temporarily or in

an emergency.

3.3 Depth. The combined thickness of ballast and sub-ballast required

for a given axle load and subgrade strength should be determined on basis of
engineering calculation and experience. For main running tracks, provide a
minimum of 12 inches of ballast under the ties and 6 inches of sub-ballast.
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For all other locations, provide a minimum of 8 inches of ballast under the
ties and 6 inches of sub-ballast. The design strength of the subgrade shall
not be exceeded by the traffic load. See AREA Manual, Chapter 1, paragraph
[Link], Ballast Thickness. When a geotextile fabric is used between ballast
or sub-ballast and the subgrade, there should be a minimum of 12 inches of
ballast between the bottom of the tie and the geotextile fabric.
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3.4 Cross Section Dimensions. See AREA Manual, Chapter 1, Part 2,
Ballast.

3.5 Shrinkage Allowance. See AREA Manual, Chapter 1, Part 2.2,

Ballast. Use 12 to 15 percent Shrinkage Factor.
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Section 4: TIES

4.1 Specifications and Applications. Ties may be of wood, concrete, or

other material.

4.1.1 Wood Ties. All wood ties shall conform to Federal Specification
MM-T-371, Ties, Railroads, Wood (Cross and Switch) and have protective
treatment, conforming to Federal Specification TT-W-571, Wood Preservation:
Treating Practices.

4.1.2 Concrete Ties. See AREA Manual, Chapter 10.

4.1.3 Ties of Other Materials. Consider other materials such as steel in

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place of wood or concrete ties when practicable.

4.2 Economic Service Life and Tests. See AREA Manual, Chapter 3, Part
3, Tie Tests and the Economics of Service Life.

4.3 Handling and Protection of Timber Ties. To prolong the life of

protected ties, specify the following practices:

a) Use steel tie plates under the rails.

b) Treat all cut surfaces with preservative.

c)
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d) Fill empty spike or bolt holes by driving treated wooden plugs

into the holes. See AREA Manual, Chapter 3, Part 1.7, Timber Cross Ties.
For additional information, refer to AREA Manual, Chapter 3, Part 5, The
Handling of Ties From the Tree into the Track.
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4.4 Dimensions. Use the following dimensions:

4.4.1 Cross Ties. For running track, cross ties of 7 by 8 inches or 7 by

9 inches by 8 feet 6 inches long should be used. For yards and sidings, 6 by
8 inches by 8 feet 0 inches long may be used. See Federal Specification
MM-T-371, Table I.

4.4.2 Timber Switch Ties. Should be the same cross section as adjacent
cross ties. Each tie shall be of the length specified in AREA Portfolio of
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Trackwork Plans. See AREA Manual, Chapter 3, Part 2, Timber Switch Ties and
Federal Specification MM-T-371.

4.4.3 Bridge or Trestle Ties. Shall conform in spacing and length to the
bridge or trestle design. See AREA Manual, Chapter 7.

4.5 Tie Spacing. Use the following spacing:

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4.5.1 Running Track. Use 24 ties per 39-foot rail.

4.5.2 Yards and Sidings. Use 20 ties per 39-foot rail.

4.5.3 Switches and Crossovers. For switches and crossovers, follow AREA
Portfolio of Trackwork Plans.

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Section 5: TRACK

5.1 Rail Specifications. Choose sections conforming to AREA

recommended sections. Use 115 RE rail for new construction and major
rehabilitation projects unless quantities of larger sizes are stockpiled. For
minor replacement or repair work match existing size rail where adequate.

5.1.1 Material. Rails shall be manufactured to specifications for

hydrogen eliminated standard rail steel as recommended in the AREA Manual,
Chapter 4, Rail, Part 2, Specifications.

5.1.2 Rail Drilling. Rails shall be drilled according to AREA Manual,

Chapter 4, Rail, Part 1, Design, Table 1, Recommended Rail Drillings, Bar

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Punchings and Track Bolts, for new construction and major rehabilitation
projects. For minor replacement or repair work, match existing where
adequate.

5.1.3 Curved Rail. Where conditions are such that curves of 20 degrees
(288-foot radius) or more are absolutely necessary, rails should be pre-bent
to the design radius prior to installation.

5.2 Gage. For straight track and curves up to 12 degrees (478-foot

radius) use a gage of 4 feet 8-1/2 inches measured between the inside heads of
rail 5/8 inch below the top of rail. For curves greater than 12 degrees
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(478-foot radius) widen gage 1/8 inch for each additional 2 degrees (except
through turnouts) to a maximum allowable of 4 feet 9 inches. Gage tolerance
should be minus 1/4 inch to plus 3/16 inch.

5.3 Spikes. Use 6-inch by 5/8-inch cut spikes conforming to

specifications as recommended in the AREA Manual for track spikes, including
0.20 percent copper, soft-steel or high carbon, Chapter 5, Part 2.3, Spikes.
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The smaller 5-1/2-inch by 9/16-inch cut spike may be used in sidings where 6
by 8-inch cross ties are used.

5.3.1 Holes Bored for Spikes. For size, see AREA Manual, Chapter 3, Part
1.9, Timber Cross Ties.

5.3.2 Spike Quantities. Use two spikes per side per tie plate on tangent
track and curved track with not more than 6 degrees of curvature (radius 955
feet or larger). On curved track with not more than 6 degrees of curvature
that has some superelevation and heavy loads operating at slow speeds use
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three spikes per side per tie plate. Use three spikes per side per tie plate
on curved track with more than 6 degrees of curvature (radius 955 feet or
less). Use four spikes per side per tie plate where traffic, curvature,
speed, and superelevation indicate a need, with care being taken to minimize
"spike killing" of the tie (i.e., weakening of a tie where spike holes are too
close together).

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5.4 Tie Plates. Use tie plates conforming to specifications for

hot-worked, high-carbon steel tie plates including 0.20 percent copper. For
size and material, see AREA Manual, Chapter 5, Track, Part 1, Tie Plates.

5.5 Rail Joint Spacing. Rail joint spacing shall be provided to insure
space for expansion of the rail as specified in AREA Manual, Chapter 5, Part
5, Track Maintenance.

5.6 Rail Joint Bar. Use high carbon-steel, head-free, head-eased

sections as specified in AREA Manual, Chapter 4, Part 1, Design and Part 2,
Specifications. For bar punching pattern and application, see AREA Manual,
Chapter 4, Rail, Part 1, Design, Table 1, Recommended Rail Drillings, Bar

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Punchings and Track Bolts.

5.7 Bolts and Nuts For Rail Joint Bar. Use oval neck, heat-treated,
carbon steel track bolts and carbon-steel nuts as specified in AREA Manual,
Chapter 4, Part 1, Design and Part 2, Specifications. For bolt size and
application, see AREA Manual, Chapter 4, Rail, Part 1, Design, Table 1,
Recommended Rail Drillings, Bar Punchings and Track Bolts.

5.8 Spring Washers. Use washers conforming to specifications as

recommended in the AREA Manual, Chapter 4, Part 2, Specifications for Spring
Washers.

5.9
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Rail Anchors. Use a one-piece anchor. Anchors shall be used on
grades to restrain rail movement in the predominant direction of traffic and
to resist temperature expansion. Anchors shall be applied in pairs on
opposite rails so that they both bear against either the tie or tie plate.
Anchors shall be uniformly distributed along the rail without application on
joint ties. See AREA Manual, Chapter 5, Part 5, Track Maintenance. For light
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density lines, a minimum, of 8 rail anchors per 39 foot section is recommended
per AREA Bulletin 709.

5.10 Rail Gage Rods. To prevent rail spread and overturning on curves
over 10 degrees (574-foot radius) adjustable gage rods (for standard or
widened gage) may be used. Gage rods shall not be used as a substitute for
competent ties.

5.11 Rail Braces. Use braces on rails subject to overturning and, if

required, on outside rails on curves of 16 degrees or more (359-foot radius or
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less).

5.12 Guardrails. Use guardrails as follows:

a) Opposite the frog point for protection, except for selfguarded

frogs.

b) Where derailment is likely.

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c) Where derailment would be hazardous or costly, such as on steep

embankments and bridges.

5.12.1 Gaging. For gaging, See AREA Portfolio of Trackwork Plans, Plan
No. 791.

5.12.2 Material. Relay rail of the same size as the running rail may be
used. Relay rail shall conform to the requirements of Military Specification
MIL-R-3911, Rail, Tee, Railway, Relayer Rail.

5.13 Track Construction. Use specifications as recommended in the AREA

Manual, Chapter 5, Part 4, Track Construction.

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Section 6: RUNNING TRACK GRADE AND ALIGNMENT

6.1 Gradient. Track gradients are determined by the cost of

construction versus the operating costs. Naval facility trackage is usually
located in level terrain where gradient problems are non-existent or minimal.
Maximum design gradients should not exceed 3 percent compensated. Steeper
gradients, only up to 5 percent compensated, shall be approved by
NAVFACENGCOM. If a connecting railroad is to operate over Naval facilities,
discussions with the railroad should take place during the design phase
regarding gradients. See AREA Manual, Chapter 16, Part 1.

6.2 Curves. The type and character of equipment that must negotiate
the curves, available right of way, desired operating speed and traffic

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density shall be considered in determining track curvature. The chord
definition for curves shall apply for railroad track.

6.2.1 Ruling Radii, Horizontal. For design of new tracks and for major
track rehabilitation the maximum degree of curvature shall be 16 degrees (359-
foot radius). If a tighter curve than 16 degrees (359-foot radius) is
required because of space limitations, prior approval must be obtained from
NAVFACENGCOM Headquarters. Larger radii, especially less than 10 degree
curves (574-foot radius), are desirable and every reasonable effort shall be
made to achieve such radii. A spiral curve is desirable between tangents and
curves and between the different radii of compound curves on Class 3 or higher
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tracks. Spirals shall be according to AREA Manual, Spiral Curves, Chapter 5,
Part 3. Curves should be designed in terms of degree of curvature, and should
be whole degrees of curvature.

6.2.2 Reverse Curves. The minimum allowed tangent distance between

reverse curves, including crossovers, shall be according to the AREA Manual,
Chapter 5, Part 3, Reverse Curves. The desirable tangent distance between
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reverse curves in yards and terminals should be 100 feet or more.

6.2.3 Vertical Curves. The maximum rate of change should be 0.20 foot
per 100 feet in sag curves and 0.40 foot per 100 feet on summit curves. For
tracks of lesser importance, such as sidings, rates of change can be
relatively large but not greater than practical considerations will permit.

6.3 Superelevation. Superelevation is generally not required on tracks

used at low speeds, i.e., in yards and sidings. Where required,
superelevation shall be computed per AREA Manual, Chapter 5, Part 3,
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Elevations and Speeds for Curves. See AREA Manual, Chapter 5, Table 1 for
equilibrium elevations. An unbalanced elevation of 3 inches is recommended on
railroads where trains will operate at different speeds. Railroad track shall
not be superelevated where common with crane track.

6.4 Track Centerline Spacing. Between parallel running tracks, 14 feet

shall be provided.

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6.5 Clearances. Clearance (horizontal and vertical) shall be in

accordance with Plates B, B-1, C, C-1, D, E, and F in AAR Supplement to Manual
of Standards and Recommended Practices, which is reproduced in the National
Railway Publication Railway Line Clearances. Clearance of fixed obstructions
shall be in accordance with AREA Manual, Chapter 28.

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Section 7: TURNOUTS AND CROSSOVERS

7.1 Turnouts. The geometry of the turnout is governed by the size of

the frog. Where commercially owned and operated switching equipment is used,
turnouts shall meet the minimum requirements of the connecting railroad.
Where Navy owned and operated switching equipment is used, No. 8 frogs should
be used. If a smaller than a No. 8 frog is required because of space
limitations, No. 7, No. 6, or No. 5 frogs may be used with caution. Spring
rail frogs shall not be used.

7.2 Connecting Curves. Connecting curves shall have radii greater than
the lead curve.

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7.3 Crossovers. Criteria for crossovers are given below.

a) Description. Crossovers consist of two turnouts from adjacent

tracks, connected by a tangent or by reversed curves with a tangent between,
placed between the ends of the frogs.

b) Reverse Curves. Consider reverse curves only because of space

limitations.

7.4 Turnout Location. No part of the turnout shall be located on a

vertical curve.
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Section 8: HIGHWAY GRADE CROSSING

8.1 Width of Crossing. Crossing widths shall be 4 feet wider on each

side than adjacent roadway surface measured at right angles to the highway or
as prescribed by local law.

8.2 Profile of Crossings. The surface of the highway shall be in the

same plane as the top of the rails for a distance of 2 feet outside of the
rails. The top of the rail plane shall be connected with the gradeline of the
highway, each way, by vertical curves which satisfy highway requirements for
riding conditions and sight distances.

8.3 Materials for Crossing. Materials used are as follows: See AREA

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Manual, Chapter 9, Part 1, Guidelines for the Construction or Reconstruction
of Highway - Railway Crossings.

8.3.1 Heavily Traveled Roads. Prefabricated rubber, precast concrete,

prefabricated treated timber, or sectional treated timber shall be used.
Welded rails should be used through the crossing.

8.3.2 Lightly Traveled Roads. Treated wood plank or bituminous pavement

shall be used.

8.4 Sign, Signals, Automatic Crossing Gates, and Floodlighting. See

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U.S. Department of Transportation, Federal Highway Administration, D6.1 Manual
on Uniform Traffic Control Devices, Part VIII, "Grade Crossings".
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Section 9: TRACKAGE IN PAVEMENT

9.1 Highway Grade Crossing. See Section 8.

9.2 Specifications. Trackage in pavement shall be avoided where

practicable. Where unavoidable it should be built as follows: for light to
medium traffic conditions the track can be in flexible pavement (ballast,
timber ties, and bituminous pavement); and for heavier applications rails set
in a rigid pavement should be used. New 115 RE or heavier rails shall be used
in all pavement installations. Welded rails should be used through heavily
used crossings.

9.2.1 Bituminous Pavement. Provide 7 by 9 inches by 8 feet 6 inch

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creosoted cross ties on 19 1/2-inch centers. Provide a minimum of 12 inches
of well compacted ballast below the ties and in the tie cribs (space between
the ties). Care shall be taken to maintain uniform bearing throughout the
length of each tie. The bituminous paving material shall be applied in
multiple layers with a 2 1/2 to 3-inch wide by 2-inch minimum deep flangeway
formed on the gage side of each rail.

9.2.2 Concrete Pavement. For new construction or major rehabilitation

track constructed in concrete pavement should be built according to the
details in Figure 1, Railroad Track Support. Flangeways shall be 2 1/2 to 3-
inch wide by 2-inch minimum deep on the gage side of each rail. A gage rod
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may be substituted for the 3/4-inch diameter tie rod shown in Figure 1. See
NAVFAC MIL-HDBK-1025/1, Piers and Wharves for additional information.

9.3 Turnouts. Switches or frogs should not be installed in paved

areas. Where unavoidable, use tongue and mate switches as per AREA Portfolio
of Trackwork Plans.
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Section 10: SIDINGS

10.1 Track Centerline Spacing. Between parallel siding tracks 14 feet

shall be provided. Between parallel and mainline tracks 15 feet shall be
provided.

10.2 Minimum Tangent Distance. The minimum allowed tangent distance

between reverse curves, including crossovers, shall be according to the AREA
Manual, Chapter 5, Part 3, Reverse Curves. The desirable tangent distance
between reverse curves in yards and terminals should be 100 feet or more.

10.3 Gradients. Level or non-rolling gradients are most desirable. If

necessary, a maximum of up to 1.5 percent may be used.

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10.4 Track Ends. Track ends shall be provided with stops or bumpers as
follows, based on cost and traffic density:

a) Commercially available fabricated stops.

b) A timber fastened across the rails.

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Section 11: WAREHOUSE TRACKAGE

11.1 Gradient Apportionment. The gradient shall be apportioned to make

certain that:

a) The maximum gradient along warehouse loading platforms shall be

1 percent.

b) The maximum gradient along tracks between individual warehouses

shall be 3 percent for short distances.

c) Crossovers shall not be located on the 3 percent gradient where

long trains of cars will be pushed upgrade through the crossovers.

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11.2 Horizontal and Vertical Clearances. For clearances to fixed
obstructions such as walls, doorways, and platforms, see Section 6, paragraph
6.5 of this handbook and local servicing railroad.

11.3 Warehouse Railroad Layout. For warehouse railroad layout, see

Definitive Designs for Naval Shore Facilities, NAVFAC P-272.

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Section 12: TRACK SCALES

12.1 Scales. There are two types of scales available for weighing cars,
static and weight-in-motion. See AAR Scale Handbook.

12.1.1 Static Scale. One car at a time is rolled onto the scale, stopped,
and weighed. The scale usually is a beam balance type, but can be a load cell
type.

12.1.2 Weigh-in-Motion Scale. This scale weighs cars coupled together

while being pulled over the scale by a locomotive at slow speed. The scale is
a load cell type.

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12.2 Selection. If a scale is necessary, a static scale would probably
meet Navy needs. Weigh-in-motion scales are sophisticated devices used where
large numbers of cars are to be weighed each day.

12.3 Location. Scales shall be located to minimize switching.

12.4 Alignment. A minimum of 100 feet of tangent tracks shall be

provided on scale approaches. Gradients should be less than 0.05 percent over
a static scale. Weigh-in-motion scales tracks should be level or slightly
upgrade allowing the train to be stretched during weighing.
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12.5 Dead Rails. Where a by-pass track cannot be built around the
scale, use dead rails to gauntlet equipment not to be weighed over the scale.
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Section 13: YARDS

13.1 Scope. Yards are places for the storage and sorting of railroad
cars. A freight terminal can also be a railroad yard. Larger yards usually
include car and locomotive service and maintenance facilities. Background
data for design and layout of yards can be found in the AREA Manual, Chapter
14, Yards and Terminals, and shall be used as a guide for new construction and
major rehabilitation.

13.2 General Considerations. Features of a more general nature are

discussed as follows:

13.2.1 Fire Protection. Hydrants with hose houses shall be located to

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comply with applicable codes and regulations. Chemical extinguishing systems
shall be installed where appropriate to protect against oil and electric
fires. For additional requirements see NAVFAC MIL-HDBK-1008, Fire Protection
for Facilities Engineering, Design and Construction.

13.2.2 Theft and Vandalism. Protective measures shall be carefully

considered in the design of yards.

13.2.3 Efficiency. Yards shall be designed for efficient switching and

handling tasks and to minimize delays and demurrage charges.
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13.2.4 Expansion. Yard layouts shall provide for anticipated future
expansion so that the number and length of tracks in them may be increased as
required with minimum interference to operation or minimum relocation of
existing trackage.

13.2.5 Track Capacity. In computing track capacity in terms of number of

cars, a minimum of 50 feet per car shall be used for all tracks other than
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those to be used for special equipment.

13.2.6 Yard Lighting. Where necessary lighting should be installed

following the recommendations of the AREA Manual, Chapter 33, Part 10,
Illumination.

13.2.7 Drainage. An adequate drainage system is essential and shall be

installed so that it can be easily cleaned and maintained. See NAVFAC MIL-
HDBK-1005/3, Drainage Systems.
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13.2.8 Communications. Facilities such as teletype, pneumatic tube

systems, loud speakers, talkback, paging systems, television, telephones, and
radios shall be considered to expedite operations. See NAVFAC MIL-HDBK-
1004/7, Wire Communications and Signal Systems.

13.3 Track Arrangements. Main tracks should not pass through a yard,
but should be connected to yard tracks as directly as practicable. Crossovers
to facilitate all normal and regular movement in the yard, with minimum
interference between the different movements, shall be provided.

13.3.1 Body Tracks. A series of parallel tracks which could be part of a

storage, repair, receiving, classification, or departure yard shall have a
minimum of 14 feet between centers. Where a body track parallels a main or
important running track, a minimum of 20 feet between centers shall be
provided, subject to state regulations on clearances. See AREA Manual,
Chapter 28, Part 3, Section 3.6, Legal Clearance Requirements by States.

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13.3.2 Ladder Tracks. At one or both ends of the body tracks, there is a
diagonal track which is called the ladder track which connects the body tracks
to a main or running track. The angle the ladder track makes with the body
track should equal the frog angle. Where space is a problem, tandem ladder
tracks, with angles twice or triple the frog angle, should be used. Ladder
tracks shall have a minimum of 15 feet between centers from other tracks.
Parallel ladder tracks shall have a minimum of 20 feet between centers.

13.4 Gradients. Wherever practicable, gradients should be level on

tracks used for standing of cars. Maximum yard gradients shall not exceed 1.5
percent without prior approval of NAVFACENGCOM.

13.5 Reverse Curves. The minimum allowed tangent distance between

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reverse curves, including crossovers, shall be according to the AREA Manual,
Chapter 5, Part 3, Reverse Curves. The desirable tangent distance between
reverse curves in yards and terminals should be 100 feet or more.

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Section 14: RAILROAD BRIDGES AND TRESTLES

14.1 Design. A request for permission to construct bridges over

navigable waters shall be forwarded to NAVFACENGCOM Headquarters for
endorsement to the Coast Guard, U.S. Department of Transportation. Use AREA
Manual, Chapters 7, 8, and 15 respectively for design of Timber Structures,
Concrete Structures and Foundations, and Steel Structures.

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CHAPTER 2. WIDE GAGE PORTAL CRANE TRACKAGE

Section 1: CRITERIA AND TYPES

1.1 Scope. This chapter presents design criteria and standards for
trackage for different types of wide gage portal cranes. Particular reference
is made to rails, rail supports, turnouts, crossings, alignment, components,
curves of all types, and design procedures. The criteria herein cover design
of both new trackage and rehabilitation alignments. NAVFACENGCOM Headquarters
has a computer program TRACKS, Application Manual for Portal Crane Track
Design, available for new track design analysis and rehabilitation design and
analysis.

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1.2 Additional Criteria. A list of criteria documents related to Civil
Engineering is presented in the front of this handbook. See MIL-HDBK-1025/1,
Piers and Wharves for criteria on rail supports (deck fittings), wheel loads,
and trackage location and arrangement on waterfront structures (deck structure
design). See DM-38.01, Weight Handling Equipment for design details for
weight and line handling equipment. All documents referenced in this handbook
are listed in the References section located at the end of this handbook.
Unless specially stated otherwise, use the current editions of all referenced
documents.

1.3 Policy. Portal crane trackage should be separate from railroad

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trackage, except as stated in Chapter 1 of this handbook, and in NAVFAC MIL-
HDBK-1025/1, Piers and Wharves.

1.4 Types of Portal Crane Trackage. There are two types of portal
crane trackage systems in use in the Naval Shore Establishment.

1.4.1 Two-Rail System. The cranes for this system are equipped with
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double-flanged wheels. This is the preferred track system.

1.4.2 Four-Rail System. This system consists of two standard (RR) gage
tracks. The cranes for this system are equipped with single-flanged wheels.
This system is the most expensive and interferes with railroad service.
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Section 2: TRACKAGE COMPONENTS

2.1 Rails. The rail section for new track and for extensive rail
replacement projects shall conform to 135-pound CR (crane rail) control-cooled
standard. For locations and arrangements of portal crane trackage and rail
supports, see sources under Additional Criteria above. Use welded joints
whenever possible.

2.2 Turnouts and Crossings. A turnout is an arrangement of switch

points and frog, which divert the crane from one track to another. Special
track fittings, such as switch points and frogs, are required for the
wide-gage systems which use double-flanged wheels. These fittings must
provide double flangeways for crane wheels, where crane rails diverge or

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intersect. In addition, special fittings are needed where wide and standard
gage trackage intersect or where wide and standard gages are accommodated on
three rails, with one rail shared by both gages. Where both cranes and
railroad cars utilize a common rail (three-rail system), the other railroad
rail should be placed between the crane rails. Standard fittings shall be
used on all new and replacement construction and only on level grade.

2.2.1 Switches (Two-Rail System).

[Link] Switches. Special switches are required in a crane track turnout

for double-flanged crane wheels. The double-tongue switchpoint consists of

[Link]
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two rail heads on each tongue. A flangeway is therefore provided on both the
gage side and field side of the running rails.

Material. Either cast or fabricated designs may be used.

a) Cast. See NAVFAC Standard Drawings Nos. 1403326-27.

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b) Fabricated. See NAVFAC Standard Drawings Nos. 1404035-37.

[Link] Wheel Loads. See "Wheel Loads for Locomotive and Portal Cranes" in
NAVFAC MIL-HDBK-1025/1, Piers and Wharves. Minimum criteria: 100 kip
vertical, 15 kip lateral, on 3 foot 6 inch centers.

2.2.2 Frogs (Two-Rail Track System).

[Link] Rigid Frogs. The use of rigid frogs is permissible only in cases
where the actual frog angle is greater than that shown in Figure 2 for the
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actual crane rail radius. They shall be designed for double-flanged wheels.

[Link] Turnable Frogs. This type of frog is preferable for all

locations, and its use is mandatory in locations as indicated by Figure 2.

[Link] Materials. Either cast or fabricated designs may be used.

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a) Cast Turntable Frogs. See NAVFAC Standard Drawing Nos.

1294420-22.

b) Fabricated Rigid Frogs. See NAVFAC Standard Drawings Nos.

1404038-39.

c) Fabricated Turntable Frogs . See NAVFAC Standard Drawings Nos.

1404040-41.

[Link]. Wheel Loads. See "Wheel Loads for Locomotive and Portal Cranes"
in NAVFAC MIL-HDBK-1025/1, Piers and Wharves. Minimum criteria: 100 kip
vertical, 15 kip lateral, on 3 foot 6 inch centers.

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2.2.3 Frogs (Four-Rail Track System).

[Link] Rigid Frogs. Design for single flanged wheels.

[Link] Material. Use only cast manganese steel.

[Link] Wheel Loads. When actual wheel loading is unknown, see "Wheel
Loads for Locomotive and Portal Cranes" in NAVFAC MIL-HDBK-1025/1, Piers and
Wharves.

2.2.4 Standard Gage Fittings. Several fitting types commonly used for
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standard gage trackwork also have application for crane trackage in three-rail
systems. These include tongue-and-mate switches, guarded split switches, and
standard railroad type frogs.

[Link] Tongue and Mate Switches. These fittings are commonly used for
railroad turnouts in paved areas. In three-rail systems where standard gage
and wide gage share a common rail, and the standard gage diverges from a wide
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gage, a mate may be used. The mate allows the single-flanged wheels to divert
from the crane rail without interfering with crane double-flanged wheels.

[Link] Guarded Split Switch. In cases where a tongue-and-mate switch can

be used in a three-rail system, a guarded split switch is also applicable as
an alternative. A guarded split switchpoint on the crane rail allows passage
of crane wheels along the stock crane rail when in the open position. When
closed, the switchpoint provides a continuous rail head for single-flanged
wheels diverging from the crane rail. Where a standard gage turnout requires
single flange wheels to cross the crane rail at the switchpoint, a
IN

double-tongue switch must be used.

[Link] Railroad Type Frogs. These are not for use with crane rails, but
may be used in three-rail systems where both intersecting rails are used by
single-flanged wheels. Self-guarded frogs in paved areas are not desirable;
guard rails are therefore required.

2.2.5 Manual Calculations (Two-Rail Switch).

[Link] Flangeway Spacing Computation. For each integer X, sum the

corresponding circular and linear offsets as given below. Subtract the
railhead width to obtain the flangeway spacing. Switch length and the end
spacing -b can be varied as required. See Figure 3.

[Link] Circle Offset Computation.

Variable Definitions:

25
 MIL-HDBK-1005/6

) = Circular offset from tangent

X = X coordinate of position, measured from entry end of switch

R = Radius of curvature

2 = Central angle of arc

2 = sin-1 X
R

) = R - R(cos 2)

VE
[Link] Linear Offset Computation.

Variable Definitions:

b = Desired distance between rail centerlines at entry end of

tongue.

Y = Vertical offset

Y = ax + b
TI
At X = 0, Y = b

At X = L, Y = 0

Solve for constant -a compute each required offset -Y.

AC
IN

26
 IN
AC

27
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 IN
AC

28
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 MIL-HDBK-1005/6

Section 3: PORTAL CRANE TRACK CURVE ALIGNMENT

3.1 Applications. Apply design procedure outlined in this section to:

a) All new curved portal crane track projects.

b) Curved extensions to existing crane trackage.

c) Rehabilitation projects where new track foundations are

required throughout a curve.

Rehabilitation design for curved trackage on existing foundations will have

different methods of calculation than are outlined in this section. Some of

VE
the criteria specified for new track cannot be applied to rehabilitation
projects because of the need to fit the track on the existing foundation while
meeting gage reduction requirements; however, wherever possible, the
definitions and objectives of this section should be utilized for replacement
design. Criteria for rehabilitation design of curved track on existing
foundations are specified in Section 4 of this Chapter.

3.1.1 Problem Description. The track gage must be reduced on curves

because of the nonradial position of the ends of the crane (See Figure 4).
Some form of transition is required between the tangent track and the
short-radius curved track.
TI
(Note: A computer program TRACKS, (available from NAVFACENGCOM Headquarters)
can be used to calculate the gage reduction. The program requires the crane
float, curve radius and gage.)

3.2 Reduced Gage. Actual gage reduction for a given radius may be
computed precisely, but as the crane frame covers or "straddles" a number of
AC
radii in traversing the transition curve, the gradual reduction between the
tangent gage and the gage at the end of the transition curve is an
approximation. The shorter the radius the greater the gage reduction
required. Gage reduction on curves with a radius greater than 300 feet is
normally not required, as it is well within the float capability of most
cranes.

3.3 Crane Equivalent Length. Equivalent length is the length of a

theoretical crane that has its corners riding over the centerline of the rails
when all the wheels of the actual crane are on the rails of the curve. See
IN

Figures 4 and 5

3.4 Lateral Float. Lateral float is the amount of transverse movement

possible on the gudgeon pins of the crane (See Figure 6). No transition from
tangent to curve or vice versa has been designed to eliminate the necessity
for providing some lateral floating action in cranes.

3.4.1 Radius. The floating action (transverse movement) provided in

cranes permits a crane to traverse a large radius curve without any gage

29
 MIL-HDBK-1005/6

reduction. Normally the float capability of a crane is such that a curve of

300 feet radius can be traversed with a safety factor greater than two and
without a gage reduction.

3.4.2 Minimum Radius. It is desirable that the radius of the central

portion of the curve be not less than 80 feet, except where extreme space
limitations force this condition.

3.4.3 Float for New Cranes. Prior to purchase of new cranes, the
existing track system is to be investigated to determine the gage to which the
crane must be built and the amount of lateral float required in the crane.

3.4.4 Transferring from One Track System to Another. When cranes are

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transferred from one track system to another, float requirements must be
determined and the running gear reconstructed as required to fit the new track
system.

3.5 Transition Curve (Inside or Control Curve). This transition curve

is a series of compounding circular arcs, in which change of degree of curve
is uniform and directly proportional to the flexible curve length. The first
20 feet of curvature of all transition curves is identical.

3.5.1 Gage Reduction. Although the actual reduction for a given radius
may be computed precisely, the gradual reduction between tangent gage and

3.6
TI
reduced gage is an approximation.

Switch Curve (Inside or Control Curve). The first 20 feet of the

transition curve, which is the switch curve, is an arc of constant radius of
300 feet. All switch curves, being identical, permit the standard switch to
be inserted at the point of tangency of any curve design in accordance with
these criteria, at any time (See Figure 7).
AC
3.6.1 Switch Alignment. Although the body of the switch may project a
few inches beyond the sharp edge of the switch curve, the switch alignment
will match precisely any designed flexible transition. Switching from curved
track shall not be used unless the radius of the curve is greater than 300
feet and the turnout is to the outside of the curve, that is, not the center
of the curve.

3.7 Main Circular Curve (Inner). This curve is an arc of constant

radius located between the beginning and ending transition curves (See Figure
IN

7).

3.7.1 General Requirement. The general practice is to make an arbitrary

choice of Rmin, assuming Rmin and RC to be approximately equal. The curve which
results from this choice of Rmin must fit available space and other field
conditions, and must not cause the available float of any crane using the
track to be exceeded. Upon satisfying these conditions, Rc should normally be
in the range:

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 MIL-HDBK-1005/6

RC = Rmin + 3.00 ft.

Unless extreme space limitations dictate otherwise, it is desirable that

neither Rmin nor Rc be less than 80 feet.

3.7.2 Selection of Radius. The following are suggested methods for

selecting Rmin and Rc for use in the design procedure, Table 1.

a) For a symmetrical curve with ) = 180E (i.e. parallel tangents

forming a "horse-shoe" curve), a first approximation of Rmin should be:

VE
Rmin = 0.93M

The radius of the main circular curve is:

RC = M - YC
cos 2

b) For 90E < ) < 180E, a recommended first approximation of Rmin

would be a value equal to one half the distance from PC to PT.

Note: The choice of Rmin in this case is strictly an approximation. A certain

TI
amount of trial and error is involved in the final choice of Rmin.

c) For ) < 90E, it is recommended that the first trial should be

based upon historical data of a similar curve if available. Otherwise,
estimate and refine by trial and error.

), M, YC and 2 = (See Table 4).

AC
3.8 Complete Curve Combination. A complete curve combination consists
of a minimum of two switch curves and two abutting transition curves, or a
maximum of two switch curves and two transition curves, separated by one main
circular curve (See Figure 7).

3.8.1 Transition Curve. When the main intersection angle ( ) ) is 90

degrees or less, the curve may be made transitional throughout. When the
curves are transitional throughout, the inner transition curves abut, but the
outer transition curves are separated by a tangent of 2t length.
IN

3.8.2 Tangent Length. Tangent length between curves of opposite

direction shall be at least equal to the equivalent length of the crane.

3.9 Reverse Curve. Under no circumstances shall the commonly called

"reverse curve" be used.

3.10 Transition Curve (Outside). This curve is a series of compounding

circular arcs which are not concentric with the corresponding arcs of the
inside transition curve. The first 20 feet of curvature of all transition

31
 MIL-HDBK-1005/6

curves shall be identical to permit the use of one switch design for all turn
outs. The curve components are as follows:

3.10.1 Central Angle. The series of compound arcs comprising the outer
flexible transition curve have the same central angle as the corresponding arc
of the inside transition curve (See Figure 8 and 9).

3.10.2 Radii. The radii of the arcs of this transition are obtained by
adding Gs to the radii of the inner flexible transition curve.

3.10.3 Gage Reduction. The required gage reduction through the flexible
transition curve is obtained by shifting the outer curve back of the S.C.T.
along tangent ts a distance d (See Figure 7).

VE
3.10.4 Alignment Closure. A short tangent distance t1 is then introduced
between the end of the switch curve and the beginning of the outer flexible
transition curve (See Figures 7 and 9). A short tangent distance is also
introduced between the end of the flexible transition curve and the main
circular curve (See Figures 7 and 9).

3.11 Switch Curve (Outside). The outer switch curve, which is the first
20 feet of the transition curve, is an arc of constant radius of 300 feet.
This switch curve is identical with that used for the first 20 feet of
curvature on the inner alignment, permitting the standard switch to be

3.11.1
TI
inserted at the point of tangency of any curve at any time.

Location. The point of beginning of the outer switch (fixed) curve

is precisely located laterally opposite the point of beginning of the inner
switch curve.

3.11.2 Convergence. The outer and inner switch curves being identical
AC
results in the outer curve converging on the inner curve. This convergence
closely approximates the required gage reduction, so that a negligible amount
of misalignment is introduced.

3.11.3 Lead. The inner and outer switch curves are not concentric.
Therefore, a point radially opposite the forward end of the inner switch is
ahead of the forward end of the outer switch curve. This distance is called
the lead.

3.12 Main Circular Curve (Outside). This curve is an arc of constant

IN

radius which is concentric with the corresponding inside main circular curve.

3.12.1 Central Angle. The outside main circular curve has the same
central angle as the inside main circular curve.

3.12.2 Radius. The radius of this curve is obtained by adding Gmin to the
radius of the inside main circular curve (See Figure 7).

3.12.3 Gage Reduction. The gage on this curve is constant and equal to
Gmin.

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 MIL-HDBK-1005/6

3.13 Design Procedure. See Table 1 for procedures.

3.14 Sample Curve Computation. See Table 2 for example.

3.15 Tabulation of Sample Curve Computation. See Table 3 for

tabulation.

3.16 Drydock Head-End. The following considerations are essential to

design:

a) Access connections shall not be made to a continuous circular

VE
curve connecting both sides of a drydock. In extreme cases where such
connections are absolutely necessary, prior NAVFACENGCOM approval shall be
obtained.

b) The head-end curve is a special case of a complete curve

combination (see paragraph 3.8, preceding, for description) in which a curve
having a 180-degree central angle is required to connect two parallel tangent
tracks.

c) Where feasible, the design shall be such that the curve

combination is symmetrical about a line equidistant between the parallel

design:
TI
tangent tracks.

3.17 Vertical Alignment. The following considerations are essential to

a) Design horizontal curves for level grade in order to minimize

the possibility of derailment, with the attendant danger of overturning.
AC
b) If there is an absolute necessity to use other than a level
grade for a horizontal curve, approval must be obtained from NAVFACENGCOM
Headquarters.

c) Limited grades (maximum 1 percent) and vertical curves, shall

be placed on tangent track only when it is necessary to connect parts of a
track system constructed at different elevations.

d) Nonlevel grade shall be a minimum distance of the crane length

IN

(centerline to centerline of end wheels) from the commencement of any

crossing, horizontal curve, or turnout.

e) When nonlevel grade is permitted by NAVFACENGCOM Headquarters,

use the formulas and procedure of the example in paragraph 3.17.1, following,
in determining vertical alignment.

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 MIL-HDBK-1005/6

3.17.1 Example of Vertical Alignment. A horizontally curved track shall

be placed on level grade. Derailment, with attendant danger of overturning,
is probable because of the following conditions.

a) Points on the rails directly under the corners of the crane

traversing the curved track would be at different elevations and not in the
same plane. Because the frame and legs are a rigid structure, the sills and
girders cannot appreciably conform to other than a plane surface.

b) In understanding the geometry of this problem, consider the

crane as simply a rigid rectangular frame. The higher inside corner and the
lower outside corner of this frame (always diagonally opposite) will remain on

VE
the rails at all times. Of the other two corners, the one nearer the center
of gravity will be forced to the rail, thus suspending the fourth corner
(diagonally opposite) above the rail by twice the amount of the difference in
elevation at points on the rails under laterally opposite corners.

c) An identical suspension occurs at the corresponding point on

the sill of the actual crane traversing such track. The suspension of one
truck above the rail will be the amount of suspension at the sill multiplied
by N' where:

N' = total number of pivot points (at one corner) + 1 (1)

TI 2

N' = total number of wheels of crane

8
(2)

3.17.2 Application. The following hypothetical case illustrates the

application of this procedure. From A of Figure 10:
AC
$ = arc sin 18.8716 (3)
100.00

$ = 10 deg 52 min 40 sec

N = arc sin 18.8716 (4)

120.00

N = 9 deg 02 min 53 sec

IN

)2 = $ - N = 1 deg 49 min 47 sec (5)

Arc cb and arc ha = (100.00)(radian 1 deg 49 min 47 sec)

= 3.193 ft. (6)

)1 = 2N = 18 deg 05 min 46 sec (7)

Arc bh = (100.00)(radian 18 deg 05 min 46 sec)

= 31.584 ft. (8)

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 MIL-HDBK-1005/6

3.17.3 Suspension. The crane track is laid level, laterally. Therefore

the difference of elevation between points c and b, or h and a, is 3.193 feet
multiplied by 1.00 percent, which is equal to the difference between points c
and e or a and f. See A of Figure 10 for the elevations of these points.
Frame corner "a" is suspended 0.0319 feet multiplied by 2, and the sill at
point A of Elevation in Figure 10 is suspended an identical amount, or 0.0638
feet. The suspension at point B, a pivot point, equals the suspension at
point A. The truck intermediate equalizers, in all probability, are not
exactly balanced; therefore, assume point D descends and point C rises.

3.17.4 Vertical Position. The vertical position of point C is now 0.1277

feet above normal; it follows that point E is the same amount above normal.

VE
The drive truck assembly No. 2 being heavier than the idler truck assembly No.
2, will cause point F to rise 0.1277 feet above point E. Point F will now be
0.2554 (3 1/16 inches) feet above point G, the normal position. The flange is
1-1/8 inches in depth, which leaves a clearance (3-1/16 - 1-1/8) = 1-15/16
inches (0.1615 feet) between the top of the rail and the flange on each wheel
of idler truck assembly No. 2, assuming that the idler truck assembly remains
balanced because of friction. This clearance will permit the truck assembly
to swivel and cause derailment. Distance (S) of the wheels of one truck
assembly above the rail is determined by:
TI
S ' R [radian (arc sin
f
R
& arc sin
f
R1
w
)] (g) [ ]
4
(9)

in which g is the rate of grade on the inside rail, and w is the total number
of wheels.
AC
Given: R = 100

R1 = 120

f = 18.87

g = 1.00%

w = 32 (from equation 9)
IN

S = 100 (Radian 1 deg 49 min 47 sec) (0.01) (8)

= 0.2554 or 3-1/16 inch

3.17.5 Balance. If the wheels or idler truck assembly No. 2 do not remain
balanced, which is the most likely condition, the distance (S) which one
wheel, or pair of wheels, will be above the rail is twice the amount shown by
equation (9) and the formula for the worst, most likely condition will be:

35
 MIL-HDBK-1005/6

f f w
S ' 2R [radian (arc sin & arc sin )] (g) [ ] (10)
R R1 4

3.18 Symbols and Nomenclature. In the calculation of portal crane track

alignment, there are many special symbols used; for a list of these symbols,
see Table 4.

VE
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AC
IN

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AC

37
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 IN
AC

38
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 IN
AC

39
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AC

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 MIL-HDBK-1005/6

Table 1 Design Procedure

Description Procedure Reference

Equivalent Equivalent length of crane equals 2f where: Figures 4

length and 5
a2 b2 c2 d2
f ' % % % (8, 16, 32 wheel);
4 4 4 4

VE
a2 b2 2c 2 d2
f ' % % % (24 wheel)
4 6 9 4

Reduced For any circular curve, of a given radius R, where R Figure 4

gage (GR) is the radius of the inner rail:
TI GR ' (R 2 % 2e R 2 & f 2 % e 2)½ & R

Notes: (1) Check to be certain that a gage reduction

is not required for a 300-ft. radius, i.e.,
G & GR # ½ float of crane
AC
(2) For two or more cranes, use the average
equivalent length of the cranes to obtain the reduced
gage, and check to ascertain that this gage reduction
is within the float capability of each crane. If the
gage reduction is too great for any crane, adjust the
track design using the equivalent length of the
critical crane until a satisfactory reduced gage is
obtained.
IN

Lateral Lateral float considerations: Par. 3.4

Float Figures
(a) (e - GR) # ½ (available lateral float), 4, 6 and
for a large radius curve, i.e., R > 300 7
ft.

(b) (Gn1 - Gn2) # ½ (available lateral float),

for any two points, not more than
equivalent length of crane apart.

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 MIL-HDBK-1005/6

Table 1 Design Procedure

Inside Or
Control
Curve

Switch (1) Length of switch and number of compounding arcs Par. 3.5
(fixed) Figures 8
curve Ls = 20.00 ft. and 9

Ns = 1

VE
(2) Degree of curve and radius at both the T.S.C.
and S.C.T.

R = 300.00 ft.

D = 19E 5' 55"

(3) Central angle

TI 2a = 3E 49' 11"

Transition (1) Rmin, as established in "Main Circular Curve". Par. 3.7

(flexible) Figures 8
curve Notes: (1) For two-rail portal crane, the radius is and 9
to the centerline of the inside rail.

(2) For four-rail portal crane, the radius

AC
is to the centerline of the inside
track.

(2) Number of intermediate arcs of equal length: Figures 8

and 9
N = 10 (may be changed if necessary)

(3) Degree of curve and corresponding radius for an

arc:
IN

(Dmax & 19.0986E)

Dn ' Dn&1 %
N

5729.578
Rn '
Dn

Note: When n = 1, Do = Ds = 19.0986E

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 MIL-HDBK-1005/6

Table 1 Design Procedure

Transition (4) Method of establishing length La Figure 8

(flexible)
curve Known e, f, F, and Rmin
(continued)
Where: F = ½ the maximum lateral float
capability, in feet.

Note: Where the length of flexible transition (La)

computed is greater than the space available, the
length may be reduced by shortening the value of Rmin

VE
in accordance with Section 3, paragraph 3.4.2.

Determine: R2f the radius at a point on the

transition curve, 2f distance back from
the TC

1/
Step (a) Gmin ' (R 2min % 2e R 2min & f 2 % e 2) 2
& Rmin
TI Step (b) R2f '
&b ± b 2 & 4ac
2a

Where: a = 2e - F - 2Gmin
AC
b = e(2e - F - 2Gmin)

c = -ef2

Determine: La

5729.578
Step (a) Dmax '
Rmin
IN

Dmax & 19.0986E

D1 ' Ds % , where Ds ' 19.0986E
N

5729.578
Rmax '
D1

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 MIL-HDBK-1005/6

Table 1 Design Procedure

Transition
5729.578
(flexible) Step (b) D2f '
curve R2f
(continued)

2f (Dmax & D1)

Step (c) La '
Dmax & D2f

VE
Notes: (1) La should be adjusted to the nearest foot
to facilitate computations.

(2) Computation of La by this method leads to

the probable satisfaction of the float considerations
set forth in the first part of this table. To be
sure that the float is fully satisfied, the design,
when completed, should be checked by the NAVFAC
TRACKS program to obtain an accurate calculation of
the float.
TI
(5) Arc length and central angle, corresponding with
the degree of curve Dn for an arc (n):

La
An '
N
AC
An Dn
)n '
100

(6) The central angle from the T.S.C. to any P.C.C.

is:

2n = 2n-1 + )n .... or ....

IN

Ln & 20
2n ' 3.8197E % (D1 % Dn)
200

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 MIL-HDBK-1005/6

Table 1 Design Procedure

Transition (7) The central angle of the flexible transition is:

(flexible)
curve 2a = 2 - 2s or,
(continued)
La
2a ' (D1 % Dmax)
200

the coordinates for any P.C.C. are:

VE
Xn = Xn-1 + Rn (sin 2n - sin 2n-1)

Yn = Yn-1 + Rn (cos 2n-1 - cos 2n)

Note: 2n, Xn, and Yn are used herein to designate

angles and offset distances from the T.S.C. to the
points of compound curvature only. They are not used
to designate angles or offsets to any arbitrary point
on the transition curve.

Complete
curve
combination
TI
The tangent distance for the complete curve is:

T = Xc - (Rc sin 2) + (Rc cos 2 + Yc) tan )

Figure 8

2
AC
Outside
Curve

Switch (1) This curve is identical with the switch curve Figure 8
(fixed) (inside or control)

(2) The lead is: Figure 8

Par. 3.10
ts = G sin 3E 49' 11"
IN

Reduced Gs at the S.C.T., by convergence of outer and Figure 8

gage (Gs) inner rails of switch curve is:

Gs = G cos 3E 49' 11"

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 MIL-HDBK-1005/6

Table 1 Design Procedure

Transition (1) Radius and length of any arc Figure 8

(flexible)
curve Rn = Gs + radius of corresponding arc of
inner curve

An = Rn)n (An in feet, )n in radians)

(2) Distance shifted back of the S.C.T. along Figure 8

tangent ts is: Par. 3.10
Gs & Gmin

VE
d '
sin 2a

Figure 8
(3) Tangent length between end of switch curve and Par. 3.10
beginning of flexible curve, and its offset
distances in the W and Z directions are:

t1 = ts - d

W direction = t1 cos 3E 49' 11"

TI
(4)
Z direction = t1 sin 3E 49' 11"

Tangent length between end of flexible curve and

main circular curve, and its offset distances in
the W and Z directions are:
AC
Gs & Gmin
t '
tan 2a

W direction = t cos 2
Z direction = t sin 2

(5) The coordinates for any P.C.C. are:

Wn = Wn-1 + Rn (sin 2n - sin 2n-1)

IN

Zn = Zn-1 + Rn (cos 2n-1 - cos 2n)

(6) The gage at any P.C.C. of the transition

curve, back of Rmin is:

Gn = Gs - d sin (2n - 2s)

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 MIL-HDBK-1005/6

Table 1 Design Procedure

Main The central angle is equal to: Figures 8

Circular and 9
Curve )c = ) - 22

Radius of inner main circular curve = Rc

Radius of outer main circular curve = Rc + Gmin

Gage on main circular curve is Gmin

VE
TI
AC
IN

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 MIL-HDBK-1005/6

Table 2 Sample Curve Composition

Item Computation (partial) Reference

Transition Given: Dmin = 19.0986E (end of switch curve) Figures 6
curve Dmax = 70.0000E and 7
(inside or G = e = 30.000 ft.
control): La = 94.000 ft.
f = 18.820 ft.

Average float capability of crane 0.50 ft. in

either direction.
Number of N = 10

VE
arcs
Degree of 70.000 19.0986
D2 ' 24.1887 % ' 29.2789E
arc No. 2 10

Degree of 70.000 & 19.0986

D3 29.2789 % ' 34.3690E
arc No. 3 10

Central
angle arc
No. 1
TI )1 '
9.4 x 24.1887
100
' 2.2737E ' 2E 16) 25))

Central 9.4 x 29.2789

)2 ' ' 2.7522E ' 2E 45) 08))
AC
angle arc 100
No. 2

Central 2s = 3E 49' 11" Figures 7

angle to and 8
S.C.T.
2n for arcs 21 = 3E 49' 11" + 2E 16' 25" = 6E 05' 36"
to P.C.C. 1
22 = 6E 05' 36" + 2E 45' 08" = 8E 50' 44"
IN

2n for arcs
to P.C.C. 2
Coordinates X7 = 74.671 + 104.689 (sin 29E 47' 02" - sin 24E 38'
for P.C.C. 21") = 83.028
7
Y7 = 13.121 + 104.689 (cos 24E 38' 21" - cos 29E 47'
02") = 17.418

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 MIL-HDBK-1005/6

Notes: For complete design procedure see Table 1.

For all values for P.C.C. No. 1 through 9, see
Table 3 and Figure 9.

Table 2 Sample Curve Composition

Tangent T = 104.986 - (81.851 sin 48E 05' 18") + [(81.851 cos Figure 8
distance 48E 05' 18" + 34.943) tan 60E 00' 00"] = 199.280
for ) = 120E
00'00"
Transition

VE
curve
(outside):

Lead ts ts = 30.000 sin 3E 49' 11" = 1.999 ft.

Reduced Gs = 30.000 cos 3E 49' 11" = 29.933 ft. Figure 7
gage
Figure 7
Gmin ' (81.8512 & 60 81.8512 & 18.8202 % 30.000)½

2a, Central
angle of
TI
- 81.851 = 29.410 ft.

2a '
94.000
200
(24.1887 % 70) ' 44.2687 ' 44E 16) 07))
Figure 7

Flexible
Transition
Curve
AC
Distance Figure 7
29.933 & 29.410
shifted d ' ' 0.749 ft.
back of sin 44E 16) 07))
S.C.T.

Distance Figure 7
29.933 & 29.410
between end t ' ' 0.537 ft.
tan 44E 16) 07))
IN

of
transition
and main
curves

Notes: For complete design procedure see Table 1.

For all values for P.C.C. No. 1 through 9, see Table 3 and Figure 9.

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TABLE 4
Symbols and Nomenclature

Symbol Definition

G Nominal track gage on tangent track, centerline to centerline of rail

of a two-rail-system or centerline to centerline of track of a four-
rail-system.

Gn Gage at any P.C.C. of Transition Curve.

GR Reduced gage for a given radius.

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Gs Reduced gage at S.C.T.

Gmin Reduced gage at P.C.T. or T.C.

g Rate of grade of inside rail.

f One half equivalent length of crane.

e Crane gage (also normally tangent track gage).

Float Lateral movement of crane tracks.

F
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One-half maximum lateral float capability, where maximum float equals
sum of float in either direction.

T.S.C. Point of Tangent to Switch (fixed) Curve.

S.C.T. End of Switch Curve and beginning of Flexible Transition Curve (on
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inner alignment).

P.C.C. Point of Compound Curvature (common point of any two successive

circular arcs of transition).

P.C.T. Point of Compound Transition (on inner alignment where no main

circular curve is employed).

T.C. End of Transition Curve (point of Transition Curve to main circular

curve).
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ts Length of lead of inner Switch Curve over outer Switch Curve.

t1 Short tangent length between outer Switch Curve and outer Flexible
Transition Curve.

NOTE: All dimensions are given in feet, except angles are in degree -
minutes - seconds

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TABLE 4
Symbols and Nomenclature

Symbol Definition

t Short tangent length between sharp end of outer Transition Curve and
beginning of outer main circular curve.

S.C.t1 End of outer switch curve and beginning of tangent t1.

t1.T End of tangent t1 and beginning of outer Flexible Transition Curve.

T.t End of outer Flexible Transition Curve and beginning of tangent t.

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t.C. End of tangent t and beginning of main circular curve (on outer
alignment).

t.t. Point of tangent to tangent (outer alignment where no main circular

curve is employed).

D Degree of curve (central angle subtrended by arc of 100 ft).

Dmin Degree of curve at the end of the Switch Curve.

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Dmax Degree of curve at T.C.

Dn Degree of curve at any arc of the Transition Curve.

d Distance of shift of outer transition curve along tangent at

S.C.T. to achieve reduced gage at circular curve.
AC
Dc Degree of curve of main circular curve.

Rmax Radius of flattest arc of Flexible Transition Curve.

Rmin Radius of sharpest arc of Flexible Transition Curve.

Rc Radius of main circular curve.

Rs Radius of switch curve (300' constant).

IN

Ls Length of switch curve (20.00 ft.).

La Length of Flexible Transition Curve.

L Length of Transition Curve (total length of Switch Curve and Flexible

Transition Curve).

NOTE: All dimensions are given in feet, except angles are in degree -
minutes - seconds

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TABLE 4
Symbols and Nomenclature

Symbol Definition

Ln Length along Transition Curve from T.S.C. to any P.C.C.

As Length of arc of Fixed Transition Curve (Switch Curve).

An Length of arcs of Flexible Transition Curve.

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)n Central angle of circular arcs of Flexible Transition Curve.

) Intersection angle of main control tangents.

)c Central angle of main circular curve.

2s Central angle of switch curve (3E 49' 11").

2n Central angle from T.S.C. to any P.C.C.

2a Central angle of Flexible Transition Curve (S.C.T. to T.C.).

M
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Central angle from T.S.C. to T.C.

One half the distance between the parallel tangent tracks.

N Number of Arcs of Transition Curve Constant (Eq 1 and 2)

AC
n Any point of Compound Curvature.

X X-coordinate to point n on inner curve.

Xc X-coordinate to T.C.

Y Y-coordinate to point n on inner curve.

Yc Y-coordinate to T.C.
IN

W X-coordinate to point n on outer curve.

w Total number of wheels of crane.

Z Y-coordinate to point n on outer curve.

PIa Point of intersection of main control tangents.

NOTE: All dimensions are given in feet, except angles are in degree -
minutes - seconds

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 MIL-HDBK-1005/6

TABLE 4
Symbols and Nomenclature

Symbol Definition

PIc Point of intersection of main circular curve tangents.

T Tangent distance from PIa to T.S.C.

Tc Tangent distance from PIc to T.C.

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S Crane wheel suspension (Eq 9 and 10).

NOTE: All dimensions are given in feet, except angles are in degree -
minutes - seconds

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AC
IN

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 MIL-HDBK-1005/6

Section 4. PORTAL CRANE TRACK REPLACEMENT CURVE ALIGNMENT

4.1 Guidance. NAVFACENGCOM Headquarters has a computer program system

and the accompanying documentation and application manuals, entitled TRACKS,
available for use on the NAVFAC Computer Network for replacement track curve
alignment. Although it is not mandatory to use this program for replacement
design, its use is highly recommended due to its speed, accuracy and cost
effectiveness. Since this program will play an important role in most track
rehabilitation, the criteria of this section will be guided by the information
needs of the computer procedure. For information and assistance in the use of
the TRACKS program, contact NAVFACENGCOM Headquarters.

4.2 Survey Requirements. For all replacement track design, where the

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existing foundation is to be reused, the following survey tolerances are
required.

a) Transit and Distance Measurement Tolerance. Transit and

distance measurement survey to locate the centerline of the existing track
should be made to the closest .005 foot for distances and 20 seconds for
angles. The centerline of rail for a four-rail system shall be the centerline
of standard gage, while the centerline of rail for the two-rail system shall
be the centerline of each rail. If it is the intent to utilize the TRACKS
program, the survey data should include for inner and outer rail: delta
angle, deflection angles to, and chord lengths between points about 5 feet
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apart along the existing track. Control points should be made permanent to
last at least 2 years.

b) Dig-Up Survey Measurement Tolerance. Dig-up survey, to locate

the centerline of the existing track in relation to the centerline of the
existing foundations, should be made at locations spaced at 15-to 25-foot
intervals along the curve. The actual number of dig-up locations is
AC
determined by the type of curve and by the matching relationship of the rail
and foundation centerlines.

4.3 Foundation Structural Analysis Requirements. A structural analysis

shall be made of the track foundation, for eccentricity, by the responsible
structural authority. This analysis shall produce maximum allowable distances
that the track centerline may be offset from the foundation centerline. These
allowable eccentricities shall not be exceeded by the replacement track design
without express approval of the cognizant NAVFACENGCOM Engineering Field
Division.
IN

4.4 Replacement Track Design Requirements. A replacement alignment

design shall be made of inner and outer rails in accordance with the pertinent
criteria of this chapter and, if the TRACKS computer program is used, with the
Application Manual for Portal Crane Track Design and the TRACKS Users Manual.
This design shall include proper mathematical steps and adequate checks to
insure that the following criteria are satisfied:

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 MIL-HDBK-1005/6

a) Deviations. Deviations of design alignment from centerline of

existing foundations shall not exceed the allowable structural eccentricities.
Deviations of 1 inch or less can generally be achieved.

b) Offset Closures. Offset closures (i.e. the perpendicular

distance from the surveyed curve tangent to the design curve tangent, at the
design PT) must be 0.2 inch or less. For sketches see Application Manual for
Portal Crane Track Design or TRACKS Users Manual.

c) Tangent Closures. Tangent closures at the midpoint of the two

partial curves making up a horseshoe curve must not be overlapping. (Tangent

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closure and horseshoe curves are described in detail in the Application Manual
for Portal Crane Track Design and the TRACKS Users Manual.) Overlapping
tangent closures indicate that the two partial curves have no common point of
tangency.

d) Required Float. Required crane float shall not exceed the

allowable float for any crane that will traverse the track.

e) Design Gage. Design gage between rails shall be used as a

check of field placement of track.
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f) Physical Obstructions. Physical obstructions must be checked
before allowing a new crane on the track.

4.5 Rail Construction Requirements. Prior to any portal crane track

curve construction, all float requirements of portal cranes traversing the
design curve must be satisfied. Working drawings showing adequate information
for rail fabrication shall be prepared. These drawings should be formal,
AC
scaled layouts of the track alignment and should contain the following design
information as a minimum:

a) Tangent lengths

b) PC, PT and PI locations

c) For each segment

(1) Tangent offsets to segment PCC points

IN

(2) Delta angles

(3) Radii

(4) Arc Lengths

(5) Stations of PCC's

(6) Gages

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 MIL-HDBK-1005/6

This information is necessary for working drawings for trackage described in

Chapter 2, Section 3 as well. The field survey made for replacement track
design shall establish reference marks for the placement of rails. Rails
shall be placed within + 1/4 inch of the designed rail centerline alignment.
Track gage shall be within + 1/2 inch of the design gage. Placement methods
shall be such as not to cause kinks or other sharp changes in the smooth
curvature of the rails.

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AC
IN

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 MIL-HDBK-1005/6

REFERENCES

NOTE: THE FOLLOWING REFERENCED DOCUMENTS FORM A PART OF THIS HANDBOOK TO THE
EXTENT SPECIFIED HEREIN. USERS OF THIS HANDBOOK SHOULD REFER TO THE LATEST
REVISIONS OF CITED DOCUMENTS UNLESS OTHERWISE DIRECTED.

FEDERAL/MILITARY SPECIFICATIONS, STANDARDS, BULLETINS, HANDBOOKS, AND NAVFAC

GUIDE SPECIFICATIONS:

Unless otherwise indicated, copies are available from the Naval Publishing and
Printing Service Office (NPPSO), Standardization Document Order Desk, Building
4D, 700 Robbins Avenue, Philadelphia, PA 19111-5094

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FEDERAL SPECIFICATIONS

MM-T-371 E Ties, Railroad, Wood, (Cross and Switch)

TT-W-571 J Wood Preservation: Treating Practices

MILITARY SPECIFICATIONS

MIL-R-3911 D
TI Rail, Tee, Railway: Relayer Rail

HANDBOOKS

MIL-HDBK-1004/7 Wire Communications and Signal Systems

MIL-HDBK-1005/2 Hydrology
AC
MIL-HDBK-1005/3 Drainage Systems

MIL-HDBK-1008A Fire Protection for Facilities

Engineering, Design and Construction

MIL-HDBK-1025/1 Piers and Wharves

GUIDE SPECIFICATIONS
IN

NFGS-02453 Welding Crane and Railroad

Rail - Thermite Method

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 MIL-HDBK-1005/6

NAVY MANUALS, P-PUBLICATIONS, AND MAINTENANCE OPERATING MANUALS:

Available from Commanding Officer, Naval Publications and Forms Center,

(NPFC), 5801 Tabor Avenue, Philadelphia, PA 19120-5099. To order these
documents: Government agencies must use the Military Standard Requisitioning
and Issue Procedure (MILSTRIP); the private sector must write to NPFC,
ATTENTION: Cash Sales, Code 1051, 5801 Tabor Avenue, Philadelphia, PA 19120-
5099.

DM 07.01 Soil Mechanics

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DM 07.02 Foundations and Earth Structures

DM 38.01 Weight Handling Equipment

P-272 Definitive Designs

COMPUTER PROGRAMS

TRACKS Application Manual for Portal Crane

TI Track Design

TRACKS Users Manual

Unless otherwise indicated, copies are available from Naval Facilities

Engineering Command, 200 Stovall Street, Alexandria, VA 22332-2300, ATTENTION:
Code 04B.
AC
OTHER GOVERNMENT DOCUMENTS AND PUBLICATIONS:

U.S. DEPARTMENT OF TRANSPORTATION

Federal Highway Administration

D6.1 Manual on Uniform Traffic Control Devices

for Streets and Highways, December 1988
IN

Unless otherwise indicated, copies are available from Superintendent of

Documents, U. S. Government Printing Office, Washington, DC 20402, Phone 202-
783-3238.

Federal Railroad Administration

Track Safety Standards

Unless otherwise indicated, copies are available from Superintendent of

Documents, U.S. Government Printing Office, Washington, DC 20402, Phone 202-
783-3238.

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 MIL-HDBK-1005/6

NON-GOVERNMENT PUBLICATIONS:

ASSOCIATION OF AMERICAN RAILROADS

AAR Specifications for Design, Fabrication and

Construction of Freight Cars, Volume 1

AAR Scale Handbook

AAR Supplement to Manual of Standards and

Recommended Practices

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Unless otherwise indicated, copies are available from the Association of
American Railroads, 50 F Street N.W., Washington, DC 20001-1564, Phone 202-
639-2100.

AMERICAN RAILWAY ENGINEERING ASSOCIATION

AREA Manual for Railway Engineering, 1990

TI AREA Portfolio of Trachwork Plans, 1990

AREA Bulletin 709

Unless otherwise indicated, copies are available from the American Railway
Engineering Association, 50 F Street, N.W. Washington, DC 20001-1564, Phone
202-639-2190.
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AMERICAN SOCIETY FOR TESTING AND MATERIALS

ASTM D 751-89 Standard Test Methods for Coated Fabrics

ASTM D 1682-64 (R 1975) Standard Test Methods for Breaking Load and
Elongation of Textile Fabrics

ASTM D 1777-64 (R-1975) Standard Method for Measuring Thickness of

Textile Materials
IN

ASTM D 2261-83 Standard Test Method for Tearing Strength of

Woven Fabrics by the Tongue (Single Rip) Method
(Constant Rate of Extension Tensile Testing
Machine)

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 MIL-HDBK-1005/6

ASTM D 2262-83 Standard Test Method for Tearing Strength of

Woven Fabrics by the Tongue (Single Rip) Method
(Constant Rate of Traverse Tensile Testing
Machine)

ASTM D 3786-87 Standard Test Method for Hydraulic Bursting

Strength of Knitted Goods and Nonwoven Fabrics -
Diaphragm Bursting Strength Tester Method

Unless otherwise indicated, copies are available from the American Society for
Testing and Materials (ASTM), 1916 Race Street, Philadelphia, PA 19013-1187,

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Phone 215-299-5400.

AMERICAN WOOD PRESERVERS' ASSOCIATION

Crossties and Switchties

Unless otherwise indicated, copies are available from the American Wood
Preservers' Association, P.O. Box 849, Stevensville, MD 21666, Phone 301-643-
4163.

NATIONAL RAILWAY PUBLICATION CO.

TI Railway Line Clearances

Unless otherwise indicated, copies are available from the National Railway
Publication Co., 424 West 33rd Street, New York, NY 10001.
AC
IN

CUSTODIAN PREPARING ACTIVITY

NAVY - YD NAVY - YD

PROJECT NO.
FACR-1071

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