CENTRAL RAILWAY PROJECT

Appendix C - Maintenance Standards

November 2017
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Appendix C (Maintenance Standards)

INDEX

1. Maintenance Obligation.................................................................................................................... 4
2. Infrastructure Management .............................................................................................................. 5
2.1 General ................................................................................................................................... 5
2.2 Network Statement .................................................................................................................. 5
2.3 Centralized Database .............................................................................................................. 5
2.4 Management System and Deviations ....................................................................................... 5
2.5 Measuring the Performance of the Maintenance Work ............................................................. 6
3. Safety, quality and environmental requirements for Maintenance ...................................................... 6
3.1 Safety Management System .................................................................................................... 6
3.1.1 General................................................................................................................................ 6
3.1.2 Risk Management ................................................................................................................ 7
3.1.3 Self-Monitoring Process ....................................................................................................... 7
3.1.4 Railway Contractor’s OHS Management System .................................................................. 8
3.2 Quality Management ................................................................................................................ 8
3.3 Environmental Management .................................................................................................... 8
4. Scope of Maintenance under the Contractor’s Responsibility ............................................................ 9
4.1 Railway Infrastructure Maintenance ......................................................................................... 9
4.1.1 Maintenance Tasks .............................................................................................................. 9
4.2 Rolling Stock Maintenance......................................................................................................10
5. Implementation of the Railway Infrastructure Maintenance ..............................................................10
5.1 Maintenance Levels ................................................................................................................10
5.2 Atenttion Times.......................................................................................................................11
5.3 Measurements and Inspections ..............................................................................................12
5.3.1 Frequency of Measurements and Inspections .....................................................................12
5.3.2 Track Geometry Measurements ..........................................................................................12
5.3.3 Switch Measurements and Inspection .................................................................................12
5.3.4 Rail Inspection ....................................................................................................................13
5.3.5 Bridge Inspections ..............................................................................................................13
5.3.6 Signaling System Inspection ...............................................................................................14
5.3.7 Visual Inspection from Rolling Stock (from Cabin) ...............................................................14
5.3.8 Walk-through Inspection .....................................................................................................14
5.4 Maintenance Management......................................................................................................15
5.5 Preventive Maintenance .........................................................................................................16
5.6 Procedures for the Most Critical Deviations .............................................................................18
5.6.1 Level Crossing Accident......................................................................................................18
5.6.2 Personal Injury....................................................................................................................18
5.6.3 Speed Restriction ...............................................................................................................19
5.7 Mobilizationof the Maintenance ...............................................................................................19
6. Requirements for the technical state of the railway ..........................................................................19
6.1 Maintenance Actions ..............................................................................................................19
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Appendix C (Maintenance Standards)

6.2 Structure Clearance ................................................................................................................20

6.3 Track Geometry ......................................................................................................................20
6.3.1 General...............................................................................................................................20
6.3.2 Tamping (ballast compacting) .............................................................................................20
6.3.3 Track Gauge .......................................................................................................................21
6.3.4 Horizontal Alignment of the Track........................................................................................21
6.3.5 Longitudinal Level of Track .................................................................................................22
6.3.6 Track Twist .........................................................................................................................23
6.3.7 Cross Level.........................................................................................................................24
6.3.8 Equivalent Conicity in Service .............................................................................................25
6.4 Switch and Crossing ...............................................................................................................26
6.4.1 Free Wheel Passage in Switches ........................................................................................27
6.4.2 Fixed Nose Protection.........................................................................................................28
6.4.3 Free Wheel Passage at Crossing Nose ...............................................................................28
6.4.4 Free Wheel Passage at Check Rail/ Wing Rail Entry ...........................................................29
6.4.5 Flangeway Width ................................................................................................................30
6.4.6 Flangeway Depth ................................................................................................................30
6.4.7 Height of Check Rail ...........................................................................................................30
6.5 Track Superstructure ..............................................................................................................30
6.5.1 Rails ...................................................................................................................................30
6.5.2 Fastenings (fixings) .............................................................................................................32
6.5.3 Sleepers .............................................................................................................................32
6.5.4 Ballast bed ..........................................................................................................................32
6.6 Bridges and Culverts ..............................................................................................................33
6.6.1 Bridges ...............................................................................................................................33
6.6.2 Culverts ..............................................................................................................................33
6.7 Level crossings .......................................................................................................................34
6.8 Signaling System ....................................................................................................................34
7. Maintenance resources ...................................................................................................................35
7.1 Labor ......................................................................................................................................35
7.2 Depots and workshops ...........................................................................................................35
7.3 Maintenance Vehicles and Machines ......................................................................................36
7.4 Spare Parts, Tools and Materials ............................................................................................37
Reference data ......................................................................................................................................38
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Appendix C (Maintenance Standards)

1. Maintenance Obligation
This document establishes the minimum standards and technical requirements in respect
of Maintenance.
Maintenance shall be organized and performed in a systematic, well-planned and
documented manner in order to prevent or minimize any disturbances or delays to the
railway operations and functions. The core of the Maintenance shall be preventive
(Maintenance Level 1), based on regular, disciplined inspections and measurements
which will lead to correct and timely maintenance actions. Other parts of the Maintenance
are corrective and supportive (Maintenance Levels 2-4) to detect and remedy any failures,
defects and damages in a prepared and efficient manner. Maintenance shall be
adequately resourced to ensure all necessary professional competence and expertise as
well as availability of proper special equipment, components and material.
The Maintenance shall commence from the Railway Project Completion and continue
uninterrupted until the end of the Maintenance Period.
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Appendix C (Maintenance Standards)

2. Infrastructure Management
2.1 General

The Infrastructure Manager shall be responsible for the management, coordination, and
control of the Maintenance of the Railway infrastructure.
The Infrastructure Manager shall be responsible for all works that are executed in the
Railway Area. This includes the works contracted by the Infrastructure Manager and
supervising the works contracted by other organizations in the Railway Area.
The Railway Contractor shall be responsible to the Infrastructure Manager for enabling
the regular and punctual Railway traffic by maintaining the Railway Infrastructure. The
Infrastructure Manager shall require that the Railway Contractor’s performance shall be
subject to KPIs (key performance indicators).
The National Safety Authority (Dirección Nacional de Transporte Ferroviario, DNTF) is
responsible for the administration of all the operations and activities on the Railway.
The responsibilities and roles are defined in the Scope of the Railway Project (Appendix
A).
2.2 Network Statement
The Infrastructure Manager and the Contractor shall giveup-to-date information to the
Network Statement about the Railway, its conditions and any plans that affect the regular
planning at least six (6) months in advance and in cooperation with the Railway Operators.
2.3 Centralized Database

The Infrastructure Manager’s centralized database shall be used to store and manage the
history data of Maintenance actions. The Infrastructure Manager shall update the
database with all the relevant information collected from maintenance, operation,
construction and design companies that have contracts in relation to the Railway network.
The database shall be open, under the legal framework of Uruguay, to all companies that
have contracts in respect of the Railway Project. This can also be open data, so that the
users can have different automated systems and develop the data for the use in future
development projects.
The Contractor shall provide any information that may be required by the Infrastructure
Manager, and in the required format, in connection with the centralized database.
2.4 Management System and Deviations
The Infrastructure Manager shall have a management system that considers the
procedures to handle deviations (the “Management System”). The goal shall be
maximizing safety and minimizing the disturbance of regular Railway traffic.
The Management System applies to an accident causing damage to the Railway or
immediate danger to people, property or the environment, or requiring rescue or the
cleaning measures after accidents. The instructions of the rescue service for Railway
accidents shall not be incompatible with the local laws and requirements.
The Management System shall consider different kind of deviating events, including, but
not limited to accidents, other emergency situations, exceptional weather conditions (e.g.
flood, storms), fires and vandalism. The Management System shall identify the situation-
specific regulations and instructions and steps to be taken in the event of a deviation and
how the situations should be prepared for in advance.
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The Management System shall be applicable to all activities of the Infrastructure Manager
and to all companies the Infrastructure Manager has service contracts with.
The Contractor shall be prepared for the threats, dangers, or accidents on the Railway.
The Contractor shall provide any information that may be required by the Infrastructure
Manager, and in the required format, in connection with the Management System.
2.5 Measuring the Performance of the Maintenance Work
The Infrastructure Manager shall organize the Maintenance performance to be measured
with appropriate Key Performance Indicators (KPI) complying with allregulation and
standards, observed separately for different faults classes, fault types and locations.The
Infrastructure Manager shall require that the Railway Contractor’s performance in this
respect shall be subject to KPIs.
Examples of KPIs for Maintenance (ref. Section 6):

 Track geometry conformity (e.g., percentage of track kilometers without non-

conformities);
 Rail defects (e.g., units/time period, repeated defects);
 Switch defects (e.g., units/time period, repeated defects);
 Bridge and culvert defects (e.g., units/time period, repeated defects);
 Level crossings equipment failures (e.g., faults/time period);
 Actual vs. targeted atenttion times; and
Examples of KPIs for Safety:

 Level crossings accidents (e.g. units/time period);

 Accident frequency (e.g. accident frequency rate); and
 Amount of accidents (e.g. units/time period).

3. Safety, quality and environmental requirements for Maintenance

The Infrastructure Manager shall develop and implement systems and processes to the
level recommended by or consistent with international certification systems in relation to
the matters set out in this Section 3. The Railway Contractor shall meet and satisfy such
standards in respect of the Railway Contractor’s systems and processes, secure and
maintain the certification in respect thereof, and collaborate, if required, with the
elaboration and implementation of the systems and processes referred to herein.
3.1 Safety Management System
3.1.1 General

The Infrastructure Manager shall develop and implement a Safety Management System
according to Annex II of the Commission regulation (EU) No 1169/2010 (Common safety
method for assessing conformity with the requirements for obtaining a railway safety
authorization) orthe requirements of the National Safety Authority (DNTF). This
Commission Regulation establishes the minimum requirements with respect to the Safety
Management System that the Infrastructure Manager shall develop and implement for the
purpose of achieving the highest level of safety in Railway operations. Safety
Management System shall coverin all cases at leastthe following topics:

- Risk control measures for all risks associated with the activity of the Infrastructure
Manager
- Risk control related to the supply of maintenance and material
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Appendix C (Maintenance Standards)

- Risk control related to the use of Contractors and control of suppliers

- Risks arising from the activities of other parties external to the Railway system
- Documentation of the safety management system
- Distribution of responsibilities
- Securing control by the management on different levels
- Involving staff and their representatives on all levels
- Ensuring continuous improvement
- Safety policy approved by the organization’s chief executive and communicated to
all staff
- Qualitative and quantitative targets of the organization for maintaining and
enhancing safety, and plans and procedures for reaching these targets
- Procedures to meet existing, new and altered technical and operational standards
or other prescriptive conditions
- Procedures and methods for carrying out risk evaluation and implementing risk
control measures whenever a change of the operating conditions or new material
imposes new risks on the infrastructure or on operation
- Provision of staff training programmers and systems to ensure that staff
competence is maintained and tasks carried out accordingly
- Arrangements for the provision of sufficient information within the organization
and, where appropriate, between organizations operating on the same
infrastructure
- Procedures and formats for documenting safety information, and designation of a
procedure for configuration control of vital safety information
- Procedures to ensure that accidents, incidents, near misses and other dangerous
occurrences are reported, investigated and analyzed and that necessary
preventive measures are taken
- Provision of plans for action and alerts and information in case of emergency,
agreed upon with the appropriate public authorities
- Provisions for recurrent internal auditing of the safety management system
- Safe design of the railway infrastructure
- Safe operation of the infrastructure
- Provision of maintenance & material
- Maintenance and operation of the traffic control and signaling system

3.1.2 Risk Management

The Infrastructure Manager andthe Railway Contractor shall develop and implement a risk
management process applicable with Common Safety Method for Risk Evaluation and
Assessment (EU) No. 402/2013 and (EU) 2015/1136 or ISO 31000 Risk Management -
principles and guidelines.
3.1.3 Self-Monitoring Process

Self-monitoring means the monitoring arrangements put in place by theInfrastructure

Managers or entities in charge of maintenance to check their management system is
correctly applied and effective.
Each Infrastructure Manager and entity in charge of Maintenance:

 Shall be responsible for conducting the monitoring process set out in the Annex of
the Commission Regulation (EU) No. 1078/2012 on a common safety method for
monitoring to be applied by railway undertakings, infrastructure managers after
receiving a safety certificate or safety authorization and by entities in charge of
maintenance; and
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 Shall ensure that the risk control measures implemented by their contractors are
also monitored in compliance with this Regulation. To this end, they shall apply the
monitoring process set out in the Annex of the (EU) No 1078/2012 or require their
contractors to apply this process through contractual arrangements.
The monitoring process shall contain the following activities:

 The definition of a strategy, priorities and plan(s) for monitoring;

 The collection and analysis of information;
 The drawing up of an action plan for instances of unacceptable non-compliance
with requirements laid down in the management system;
 The implementation of the action plan; and
 The evaluation of the effectiveness of action plan measures.
If, through the application of the monitoring process, each Railway Operator, the
Infrastructure Manager or any other entity in charge of Maintenance identify any relevant
safety risk as regards defects and construction non-conformities or malfunctions of
technical equipment, including those of structural sub-systems, they shall report those
risks to the other parties involved to enable them to take any necessary corrective actions
to ensure continuous achievement of the safety performance of the Railway system.
3.1.4 Railway Contractor’s OHS Management System
Maintenance actions shall be performed safely without taking any risks. The Railway
Contractor shall develop, implement and certify an occupational health and safety (OHS)
management system which is based on Uruguay legal framework andthe OHSAS 18001
standard.The OHSAS 18001 standard will help the Railway Contractor put in place the
policies, procedures and controls to achieve the best possible working conditions and
workplace health and safety, aligned with the internationally recognized best practices.
3.2 Quality Management

The Infrastructure Manager shalldevelop and implement a quality management system

which is based on Uruguay legal framework and ISO 9001:2015 standard. The Railway
Contractorshalldevelop, implement and certify aquality management system which is
based on ISO 9001:2015 standard.
The Railway Contractor shall commit to modify its processes and procedures and
cooperate with the Infrastructure Manager, the National Safety Authority (DNTF) and the
Railway Operators. The Railway Contractor shall be responsible for the training of its staff
based on regulations given by the National Safety Authority (DNTF).
3.3 Environmental Management
The Infrastructure Manager shalldevelop and implement an environment management
system which is based on Uruguayan legal framework and ISO 14001:2015 standard. The
Railway Contractorshalldevelop, implement and certify an environment management
system which is based on ISO 14001:2015 standard.
The Infrastructure Manager shall develop and implement systems and processes to the
level recommended by or consistent with international certification systems in relation to
environmental management. The Infrastructure Manager shall require the Railway
Contractor to meet and satisfy such systems and processes and shall secure and maintain
certification in respect thereof.
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Appendix C (Maintenance Standards)

4. Scope of Maintenance under the Contractor’s Responsibility

The Scope of Maintenance includes the Railway Infrastructure Maintenance and the
Maintenance ofthe Rolling Stock belonging to or at the disposal of the Contractor.
4.1 Railway Infrastructure Maintenance
The Railway Infrastructure Maintenance covers the whole Railway Area and the related
infrastructures of the Railway including all the track structures, technical systems,
signaling, safety and control systems, stations, maintenance roads, auxiliary systems and
utility systems. The Railway Area and the initial basic figures and quantities of the Railway
are set out in Appendix a (Scope of the Project).
4.1.1 Maintenance Tasks

The scope of Maintenance includes, without limitation, the below listed generic tasks at
least:
Superstructure

 Walk-through inspection
 Visual inspection from rolling stock
 Rails defects inspection, defects repair, rails change and other rails maintenance
works
 Ballast increasing, tamping, and profiling
 Repairing and changing of sleepers and other sleepers maintenance works
 Insulating joints maintenance
 Fixed point sight and correct performance ensuring
Switches

 Switch measurement and inspection

 Ballast increasing, tamping and profiling
 Sleeper, fastening and switch parts change
 Grinding and welding
 Cleaning and greasing
Track equipment

 Level crossing deck maintenance

 Track signs maintenance
 Fence, port and noise wall maintenance
 Cable canal and cable well maintenance
 Stopper maintenance
 Pumping station maintenance
 Rolling stock monitoring device maintenance
Bridges

 Bridge inspections
 Maintenance of hand rails and walking paths
 Drainage system and other structures maintenance
 Cleaning and greasing of bearings
 Removing hazards at bridges
Substructure and Railway Area
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 Trench maintenance
 Maintenance road maintenance
 Vegetation prevention
 Ditch, culvert and drainage system maintenance
 Embankment and cutting maintenance
Stations

 Platform, walking path and station area maintenance

 Station equipment maintenance
 Track cleaning
Signaling system

 Computer Based Interlocking (CBI) system maintenance

 Automatic Train Protection (ATP) system maintenance
 Communication network maintenance
 Local control unit maintenance
 Level crossing protection system maintenance
 Signal maintenance
 Axle counter maintenance
 Switch point machine, point detector and other electronic switch parts maintenance
 Derailed maintenance
 Power supply device and battery maintenance
 Uninterruptible Power Supply (UPS) system maintenance
 Cable maintenance and cable locating service
 Optical fiber cable maintenance

4.2 Rolling Stock Maintenance

The rolling stock includes all the trains, locomotives, wagons, rail cars, velocipedes,
trolleys, maintenance and construction machines and any other vehicles and equipment
operating or working for the Contractor.
Insufficient condition or maintenance of the rolling stockshall not cause faults to the railway
infrastructure or speed restrictions to the Railway traffic.

5. Implementation of the Railway Infrastructure Maintenance

5.1 Maintenance Levels
The Maintenance services are divided into 4 different levels as described below.

- Maintenance Level 1: Preventive Maintenance and Inspections

Maintenance schedules and plans for regular preventive maintenance and inspection
are required.

- Maintenance Level 2: Corrective Maintenance and Troubleshooting

Corrective Maintenance and Troubleshooting is required for quick and efficient
detection and remedy of any failures, defects, or damages. Special attention shall be
drawn to the failures having an impact on the Railway safety and traffic. The Corrective
Maintenance and Troubleshooting shall be executed within the predefined atenttion
time(s) set out in Section 5.2 below.
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Appendix C (Maintenance Standards)

- Maintenance Level 3: Spare Part Management

Spare Part Management ensures the availability of necessary spare parts and
components in sufficient quality and quantity. The removed parts and components
shall be either replaced with new ones or repaired in a disciplined manner. The repair
procedure shall include definitions of:

 Location for repair (local workshops, supplier's factory, other)

 Who will repair (Railway Contractor, its subcontractor, supplier, third party on
behalf of the contractor)
 Turnaround time for each component/Mean time to repair (MTTR)

The proposed locations for workshops are set out in Figure 15. Generally, the repair
of a damaged component is made by the supplier or a third party on behalf of the
Railway Contractor. Generally, the repair of a defected component repair is made by
the Railway Contractor or its subcontractor.

- Maintenance Level 4: Maintenance Support

Maintenance support is required for third parties in case of any activities in or near the
Railway Area, which might potentially have effect on the Railway. Such actions may
include:

 Construction works near the Railway Area or connected to the Railway Area
(securing track structures or cables, protecting items, etc.); and
 Remedial, rescue or other activities related to accidents or incidents (lifting items,
protecting areas, etc.).
5.2 Atenttion Times
The Traffic Control Center shall give a maintenance alert whenever a fault is detected
from the service and diagnosis workstation or any alarms in any sub-systems.
Faults and defects of a Railway system shall be divided into two fault classes by the Traffic
Control Center:

- Class 1Fault: the fault or defect has an impact on safe and punctual train traffic
- Class 2Fault: the fault or defect does not have an impact on safe and punctual
train traffic.
The atenttion time is a sum of time periods used for accessing the site, identifying the
correct fault and preparing the feasible Maintenance action plan. The maximum atenttion
times for the Railway are shown in Table 1.

Table 1. Attention times

Montevideo - Progreso (Progreso) - Paso de los Toros

Class 1Fault Class 2Fault Class 1Fault Class 2Fault

Main track and meetings 90 min 120 min 120 min 180 min
station side tracks
Other sidings 120 min 180 min 150 min 240 min
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Appendix C (Maintenance Standards)

The attention time elements as well as the remedy times shall be recorded in the
Management System.
Repair time of the defected and removed components shall be recorded. The repair time
shall be calculated from the time of removal of the component to the time the component
is back on stock as an available spare component.
5.3 Measurements and Inspections
5.3.1 Frequency of Measurements and Inspections

The frequency of measurements and the inspection of Maintenance are shown in Table
2.
Table 2. Frequency of Measurements and Inspection

Measurements and Inspections Inspection frequency

Main track geometry measurement 2/year

Side track geometry measurement 1/year

Main track switch measurement and inspection 3/year

Side track switch measurement and inspection 1/year

Rail inspection 2/year

Visual bridge inspection 2/year

Bridge engineer inspection every 5 years

Signaling system inspection 2/year

Visual inspection from rolling stock 6/year

Walk-through inspection 2/year

5.3.2 Track Geometry Measurements

Track geometry quality has an important influence on the dynamic behavior of the trains
and other vehicles using the Railway. Track irregularities create dynamic impact forces on
track and wheels which increase maintenance needs and may cause disturbances to
regular traffic.
Main track measurements shall be made using track recording vehicle (EN 13848-2), or
another one authorized by the DNTF. Side track measurements can be made using
manual and lightweight devices (EN 13848-4) or another one authorized by the DNTF.
Maintenance measurements shall be performed by a machine that complies with the
requirements described in the EN 13848-3:2009 document or another one authorized by
the DNTF. The Standard EN 13848 series defines the minimum requirements for the
quality levels of track geometry, and specifies the safety related limits for each parameter.

5.3.3 Switch Measurements and Inspection

Switches are the most sensitive part of a railway system, which require regular
measurements and inspections. Switches are the track elements that cause about 50% of
the disruptions of a track network. Switches shall be kept in good condition to guarantee
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Appendix C (Maintenance Standards)

an adequate running of the train through a switch, and thus, to minimize its degradation
by dynamic loads. Switch measurements can be done using manual and lightweight
devices.
For inspection of the components, adequate measuring instruments shall be used,
depending on the geometry of the component and on the required accuracy. Switch
measurements can be done using automated optoelectronic systems or manual
measuring devices. The appropriate measuring instruments shall be agreed between the
Infrastructure Manager, the Railway Contractor and any manufacturer of switches. It is the
manufacturer’s responsibility to guarantee dimensional accuracy and to ensure that the
inspection can be carried out with the appropriate measuring instruments. The switch
measurements shall meet the requirements of the standard EN 13232.
The personnel executing or participating in the switch inspections shall have adequate
education and professional competence for the task - this shall be verified and recorded
and must be approved by the National Safety Authority (DNTF).
5.3.4 Rail Inspection
The proper condition of the rails shall:

- Provide a continuous and even surface for the train movement with minimum
friction of the rolling stock steel wheels;
- Provide strength, durability, and lateral guidance to the track;
- Transmit the axle load to sleepers, which transfer the same load to the underlying
ballast and formation; and
- Bear the stresses developed due to heavy vertical loads, breaking forces, and
temperature variance.
Rails (including rails of switches) shall be inspected:

- Visually on walk-through inspection; and

- Using non-destructive testing (NDT) methods.
The primary technologies used for non-destructive testing on heavy haul lines are
ultrasonic and induction test processes. The ultrasound technology is the most frequently
used and the induction is currently used as a complementary system to ultrasound only.
Requirements for ultrasonic inspection and evaluation principles shown in standards EN
16729-1:2016 and EN 13674-1:2011 shall be followed and fulfilled.
The personnel executing or participating in the rail inspections shall have adequate
education and professional competence for the task - this shall be verified and recorded
and must be approved by the National Safety Authority (DNTF).
5.3.5 Bridge Inspections

The bridges shall be inspected to ensure safe Railway traffic and in case of road traffic
going over or under the track, to ensure safe traffic for road vehicles and pedestrians. The
bridge inspections shall focus on capacity issues, aging of structures and safety
requirements.
The inspections of bridges shall meet the following targets and requirements:

- Plan for repair and maintenance actions for the coming five (5) years to be kept
up-to-date;
- Visual inspection of bridges once a year;
- Bridge structures to be inspected at minimum every five (5) years;
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- Any bridge affected by an exceptional event or condition (e.g. flood, accident,

heavy storm) shall be inspected without delay;
- The inspections shall cover all structural parts of the bridge including transition
areas to the bridges;
- All observations and incidents affecting the safety of the railway traffic shall be
reported and repaired immediately; and
- All inspections and records of the actions shall be adequately documented and the
reports and related data archived in a systematic manner.
The personnel executing or participating in the bridge inspections shall have adequate
education and professional competence for the task - this shall be verified and recorded
and must be approved by the National Safety Authority (DNTF).
5.3.6 Signaling System Inspection

Signaling system inspection includes all the signaling system tasks that are listed in
Appendix M (Signaling System and Centralized Traffic Control System) and Section 4.1.
The personnel executing or participating in the signaling system inspections shall have
adequate education and professional competence for the task – this shall be verified and
recorded by the Infrastructure Manager and must be approved by the National Safety
Authority (DNTF).
5.3.7 Visual Inspection from Rolling Stock (from Cabin)

Visual inspection from rolling stock is a quality control method, the main target of which is
to detect track irregularities. Inspection can be made using senses and/or acceleration
sensors.
As a minimum, the following items related to the train safety shall be checked during the
visual inspection from the cabin:

- Track geometry
- Signaling system (sight, cleanliness)
- Train traffic signs (sight, cleanliness)
- Vegetation
- Drainage system (condition)
- Embankments (condition)
- Retaining walls (condition)
- Fences (condition)
- Ballast bed (amount)
- Level crossing sight distance
The personnel executing or participating in the visual inspections shall have adequate
education and professional competence for the task, including knowledge of
superstructures and substructures - this shall be verified and recorded and must be
approved by the National Safety Authority (DNTF).
5.3.8 Walk-through Inspection
Walk-through inspection is a quality control method where qualified maintenance
personnel walk through all Railway tracks and records his observations obtained by using
his visual sense and measuring devices. It is recommended that the walking direction and
the inspector vary from one inspection to another.
The walk-through inspections shall concentrate on the following items:
Superstructures to be inspected
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Appendix C (Maintenance Standards)

- Sleepers (condition, position)

- Rails (condition)
- Fastenings
- Ballast bed (amount, shape, condition)
- Track geometry
- Culverts (condition)
Substructure and structures to be inspected

- Embankments (shape, condition)

- Ditches (condition, vegetation)
- Drainage (condition)
- Retaining walls (condition)
- Platforms (cleanliness, condition)
- Level crossings (vegetation, sight, condition)
Equipment and signs - issues to be inspected

- Flat wheel detectors

- Hot axle detectors
- Hot wheel detectors
- Buffer stops
- Axle counters
- Train traffic signs (condition, position, cleanliness)
Environment - issues to be inspected

- Fences (condition, cleanliness)

- Vegetation
- Environmental cleanliness
- Unauthorized trespassing
Switches - issues to be inspected

- Switch area geometry

- Switch geometry
- Fastenings
- Sleepers
- Ballast bed
- Cables & equipment
- Cleanliness
The personnel executing or participating in the walk-through inspections shall have
adequate education and professional competence for the task, including knowledge of
superstructures and substructures - this shall be verified and recorded and must be
approved by the National Safety Authority (DNTF).
5.4 Maintenance Management
The Maintenance Management System shall cover at least the following items:
Maintenance tasks

- Measurements
- Inspections
- Corrective maintenance
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Appendix C (Maintenance Standards)

- Repair of defect
- Supporting maintenance
Maintenance resources

- Maintenance experts
- Machines
- Materials
- Tools
- Spare parts
Documentation

- Open online documentation is a requirement (access for the Infrastructure

Manager)
Interfaces to other system

- Deviation management
- Scheduling tools
- Material ERP systems
5.5 Preventive Maintenance

The Preventive Maintenance actions are always pre-planned; the plans are based on an
analysis of the inspection and measurement results (Figure 1).

Inspect Analyse Plan Act

Figure 1. Preventive Maintenance Process

All data, documents and reports of the maintenance shall be open to the Infrastructure
Manager in the original form and format to enable the usage of the data for any report or
development purpose. The minimum requirements for Preventive Maintenance
documentation are described below:

Inspect

- Measurements and inspections documents

 Inspection date and location

 Defects location, quality and amount
Analyze

- Separate defect analysis

 Cause of defect
 Corrective action and schedule

- Analysis of the information generated from the whole inspect activity

 Density of defects
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 Amount of defects
 Trends of defects
 Actions of defects

- Life cycle analysis

 Switches
 Rails
 Ballast
 Level crossings
 Culverts
 Development of the overall condition
Plan

- Corrective action
- Schedule
- Resources
- Quality control
Act

- Confirmation of repair
- Quality control actions
The annual clock in respect of Preventive Maintenance presents monthly tasks and their
documentation (Figure 2). The annual clock shall be a fundamental management tool for
both the Infrastructure Manager and the Railway Contractor.
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Appendix C (Maintenance Standards)

Figure 2. Annual clock of the Preventive Maintenance

5.6 Procedures for the Most Critical Deviations

5.6.1 Level Crossing Accident

The Railway Contractor shall have a manual for policies and procedures for level crossing
accidents. These policies must also consider the Uruguayan legal framework.
The Railway Contractor is responsible for:

- Having a 24/7 service for emergency situations (phone, response, going to site);
- Prevention of new accidents at the site;
- Alerting for help, guiding the emergency crews and giving assistance to rescue
operations at the site;
- Having a contact personnel to Traffic Control Center at the site;
- Arranging the car traffic to alternative route;
- Clearance of accident site for continuing the train traffic;
- Possible repairs of track, structures, and equipment;
- Checking the rail for safe restart of train traffic;
- Estimating the need for possible speed restrictions; and
- Maintenance reporting of the accident, actions taken and follow-up.
5.6.2 Personal Injury
The Railway Contractorshall have policies and procedures for injuries and accidents of
employees or other persons in the Railway Area. These policies must also consider the
Uruguayan legal framework.
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The Railway Contractor is responsible for:

- Having a 24/7 service for emergency situations (phone, response, going to site);
- Prevention of new accidents at the site;
- Alerting for help, guiding the emergency crews and giving assistance to rescue
operations at the site;
- Having a contact personnel to Traffic Control Center at the site;
- Maintenance reporting of the accident, actions taken and follow-up; and
- A system for the follow-up of work-related accidents targeting to minimize the
number of accidents.
5.6.3 Speed Restriction

The Railway Contractor shall remove speed restrictions as quickly as possible. The root
causes leading to speed restrictions shall be detected and rectified without delay and
latest within two (2) weeks with exception of situations classified as Force Majeure. In any
event, the definition of final speed limit shall be established by the DNTF.
5.7 Mobilizationof the Maintenance
The Railway Contractor shall compile a detail plan to mobilize the maintenance
organization and resources and integration to systems of Infrastructure Manager and
possible third parties. Mobilization of the Maintenance shall be executed simultaneously
with the construction and the commissioning of the railway infrastructure as illustrated in
“Scope of the Project”. Mobilization of the maintenance shall be accomplished well before
Railway Project Completion.
The mobilization plan shall contain at least following topics:

- Mobilization resources, main tasks and schedule;

- Meetings and communication with the Infrastructure Manager, it’s representatives
and third parties;
- Actions to manage special features in the maintenance area based on the contract
and familiarization of the area;
- Programmed for employee and sub-contractor education and introduction to the
maintenance area and the contract; and
- Updates and completion of the maintenance service, safety and other necessary
plans.

6. Requirements for the technical state of the railway

6.1 Maintenance Actions

There are three Maintenance Action Limits set out in Table 3 below. The Railway
Contractor shall define a Maintenance Plan and obtain its acceptance by the Infrastructure
Manager. That Maintenance Plan shall include Maintenance Action Limits that comply with
the INF TSI requirements and those set out below in this Section 6 at least. The necessary
additional or more stringent Maintenance Action Limits or other requirements shall also
be observed and updated to the Maintenance Plan.
Table 3.Maintenance Action Limits

Alert Limit if this value is exceeded, the following action shall be taken:
- the condition of the technical state of railway to be analyzed
- activities to be scheduled in the Maintenance Plan and executed to:
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Appendix C (Maintenance Standards)

o remedy activities to go back below the Alert Limit

o increase measurements and inspections
Intervention Limit if this value is exceeded, the following action shall be taken:
- corrective maintenance scheduled in the Maintenance Plan and executed
accordingly to go back below the Intervention Limit before the next planned
inspection
- necessary timely Maintenance activities to ensure that the Immediate
Action Limit will not be reached
Immediate Action if this value is exceeded, the following action shall be taken:
Limit - taking immediate measures to reduce the risk of derailment to an
acceptable level
o by closing the line or reducing speed, if needed; and
o by all necessary corrective maintenance activities to go below the
Immediate Action Limit

All measurements, inspections and maintenance actions shall be clearly documented. All
documents shall be stored for the duration of the Maintenance Phase.
6.2 Structure Clearance
Structure clearance is described in Appendix B (Technical Specifications). The Railway
Contractor shall ensure that the structure clearance is free from obstacles.
6.3 Track Geometry
6.3.1 General

All track works shall be made and accepted in accordance with standard series EN 13231
"Railway applications – Track – Acceptance of works”:

- Part 1: Works on ballasted track – Plain line, switches and crossings (the present
document)
- Part 3: Acceptance of re-profiling rails in track
- Part 4: Acceptance of re-profiling rails in switches and crossings
- Part 5: Procedures for rail re-profiling in plain line, switches, crossings and
expansion devices.
NOTE: Part 2 does not exist in this series.
EN 13231-1 specifies the minimum technical requirements and the tolerances for the
acceptance of works on ballasted track situated on plain line and on switches and
crossings and rail expansion devices, as part of the track, for 1435 mm track gauge
railways, concerning construction of new track, track renewal and track maintenance.
More particularly, this standard gives the requirements for the documentation of work
parameters, for the tolerances for relative track geometry and absolute track position and
for the Railway Project Completion procedures.
The condition of track geometry shall not have any non-conformity to the requirements
specified in this Section 6.3.
6.3.2 Tamping (ballast compacting)

Tamping machines shall be equipped with systems able to measure tamping working
parameters. The quality of the work of tamping machines shall be evaluated and
documented by measuring the relative track geometry. Information about uncertainty and
resolution of the working parameters shall be documented in the machine manufacturer’s
manual. Calibration and validity checks shall be carried out according to the
manufacturer’s manual. Requirements for tamping machine described in standard series
EN 14033 shall be followed and fulfilled.
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The Infrastructure Manager shall define the appropriate tamping parameters in

compliance with the standard EN 13231-1.
The consolidation of the ballast will be necessary after tamping in order to restore the full
lateral resistance of the track. This may be achieved naturally by the action of traffic or by
other measures e.g. use of a dynamic track stabilizer. During the period of reduced lateral
resistance of the track, imposition of temporary speed restriction may be necessary until
the track is sufficiently stable, particularly when it is anticipated that high temperatures will
occur immediately after tamping.

6.3.3 Track Gauge

Track gauge is the smallest distance between lines perpendicular to the running surface
whose intersection with each rail is situated on the point P in a range from 0 to Zp below
the running surface (Figure 3, EN 13848-5). Zp is always 14 mm. The nominal track gauge
is 1435 mm.

Figure 3. Track gauge [EN 13848-5]

The minimum and maximum values of track gauge are set out in Table 4 and
Table 5.
Table 4 Tracking indicator - Isolated defects - Nominal track gauge to peak value (in mm)

Minimum Maximum
Alert limit -7 +25
Intervention limit -9 +30
Immediate action limit -11 +35

Table 5Tracking indicator - Nominal track gauge to mean track gauge over 100 m (in mm)

Minimum Maximum
Alert limit -6 +25
Intervention limit -7 +28
Immediate action limit -8 +32

6.3.4 Horizontal Alignment of the Track

The horizontal alignment of track is a deviation Yp in y-direction of consecutive positions
of point P on any rail, expressed as an excursion from the mean horizontal position
(reference line) covering the wavelength ranges stipulated below and calculated from
successive measurements (Figure 4, EN 13848-1; figure 4 in this document).
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Horizontal alignment of track is an essential feature of track geometry. Major errors in

alignment can lead to track buckling at high rail temperatures. Therefore the alignment
errors must be minimized.This can be done by correct Maintenance procedures. The
magnitude of the maximum permissible alignment in any section of CWR (Continuous
Welded Rail) track depends on the rail section, sleeper type, ballast condition, stability
and the ballast bed and the prevailing temperature.

Figure 4. Alignment [EN 13848-5]

The maximum values of track alignment are set out in Table 6.

Table 6. Alignment - Isolated defects - Mean to peak value (in mm)

Mean to peak value (in mm) Mean to peak value (in mm)
Wavelength 5 m (D1) Wavelength 50 m (D2)
Alert limit 12 20
Intervention limit 15 24
Immediate action limit 22 40

6.3.5 Longitudinal Level of Track

Longitudinal level of track is the Zp’ deviation in z-direction of consecutive running table
levels on any rail, expressed as an excursion from the mean vertical position (reference
line), covering the wavelength ranges stipulated below and is calculated from successive
measurements (Figure 54, EN 13848-1; figure 5 in this document).
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Appendix C (Maintenance Standards)

Figure 5. Longitudinal level [EN 13848-1]

The maximum values of longitudinal levels of track are set out in Table 6.
Table 7. Longitudinal level - Isolated defects - Mean to peak value

Mean to peak value (in mm) Mean to peak value (in mm)
Wavelength 5 m (D1) Wavelength 50 m (D2)
Alert limit 15 23
Intervention limit 19 33
Immediate action limit 28 48

Special attention shall be paid to short wavelength defects which, although unlikely, can
become dangerous when their amplitude is high.
Standard deviation of longitudinal level is presented in Table 8.
Table 8. Longitudinal level - Standard deviation

Standard deviation (in mm)

Wavelength 5 m (D1)
Alert limit 2.7
Intervention limit 2.3
Immediate action limit 1.8

6.3.6 Track Twist

Track twist is defined as the algebraic difference between two cross levels taken at a
defined distance apart, usually expressed as a gradient between the two points at which
the cross level is measured.
The track twist limit is a function of the measurement base-length applied (ℓ) according to
one of the equations:
Limit twist = ((20/ℓ) + 3) for u ≤ (r − 100)/2 (curve A) with a maximum value of 7 mm/m

Limit twist = ((20/ℓ) + 1.5) for u ≤ (r − 100)/2 < u < (r − 50)/1.5 (curve B) with a maximum
value of 6 mm/m and a minimum value of 3 mm/m.
Where:
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 ℓ is the twist base-length, with 1.3 m ≤ℓ≤ 20 m

 u is the cross level (in mm)
 r is the curve radius (in m).

Table 9. Twist, zero to peak value

Key
ℓ twist base-length (in m)
C Limit value of immediate action for twist (in mm/m)

Twist values in accordance with the above figure shall only be applicable if the twist
extends for at least 2 m.
The minimum base-length considered herein is 1.3 m and the maximum is 20 m.
[EN 13848-5]
Table 10.Twist - Isolated defects - Zero to peak value (ℓ = 3 m)

Maximum (in mm)

Alert limit 4
Intervention limit 5
Immediate action limit 7

6.3.7 Cross Level

Cross level is the difference in height of the adjacent running tables computed from the
angle between the running surface and a horizontal reference plane. It is expressed as
the height of the vertical leg of the right-angled triangle having a hypotenuse of a value
equal to the nominal track gauge plus the width of the rail head rounded to the nearest 10
mm. For a nominal gauge of 1435 mm, the hypotenuse is 1500 mm in length.
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Appendix C (Maintenance Standards)

Figure 6. Cross level [EN 13848-1]

Table 11 Maximum values for cross level

Maximum (in mm)

Alert limit 12
Intervention limit 15
Immediate action limit 21

6.3.8 Equivalent Conicity in Service

Equivalent conicity, or conicality, is a function of wheel and rail shapes. Equivalent conicity
quantifies the geometric interaction of the profiles and it requires detailed knowledge of
shapes of wheels and rails. Good equivalent conicity allows vehicles to be guided round
sharper curves without flange contact- reduced wear. Bad equivalent conicity leads to
instability on straight track and shallow curves. INF TSI defines equivalent conicity as
follows: tangent of the cone angle of a wheelset with coned wheels whose lateral
movement has the same kinematic wavelength as the given wheelset on straight track
and large-radius curves.
INF TSI gives following limits to equivalent conicity:
(A) If ride instability is reported, the applicable Railway Operator and the Infrastructure
Manager shall localize the section of the line in a joint investigation according INF
TSI. Note: This joint investigation is also specified in point 4.2.3.4.3.2 of TSI LOC
& PAS for action on rolling stock.
(B) The Infrastructure Manager shall measure the track gauge and the railhead
profiles at the site in question at a distance of approximate 10 m. The mean
equivalent conicity over 100 m shall be calculated by modelling with the wheelsets
(a) – (d) mentioned in paragraph 4.2.4.5(4) of INF TSI in order to check for
compliance, for the purpose of the joint investigation, with the limit equivalent
conicity for the track specified in Table 12.
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Table 12. Equivalent conicity

(C) If the mean equivalent conicity over 100 m complies with the limit values in Table
9, a joint investigation by the railway undertaking and the Infrastructure Manager
shall be undertaken to specify the reason for the instability. [INF TSI 4.2.11.2.]
6.4 Switch and Crossing

Switch and crossing minimum requirements are described in INF TSI. Minimum
measurements of switch and crossing are described
Figure 7 and Figure 8. More detailed information is given in Sections 6.4.1 - 6.4.7 below.
Central Railway Project 27 / 39
Appendix C (Maintenance Standards)

Figure 7. Geometry of switches and crossings

Figure 8. Point retraction in fixed common crossings

Rail re-profiling of switch and crossing shall be done in accordance with standard EN
13231-4.

6.4.1 Free Wheel Passage in Switches

Maximum value of free wheel passage in switches: 1380 mm. This value can be increased
if the Infrastructure Manager demonstrates that the actuation and locking system of the
switch is able to resist the lateral impact forces of a wheelset. (INF TSI) Measurement of
free wheel passage in switches is presented in Figure 9 (EN 13231-1).

Figure 9.Measurement of free wheel passage in switches

Maximum values of free wheel passage in switches are set out in Table 13.
Table 13. Free wheel passage in switches

Maximum (in mm)

Alert limit 1.372
Intervention limit 1.375
Immediate action limit 1.380
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6.4.2 Fixed Nose Protection

Minimum value of fixed nose protection for common crossings is 1392 mm. This value is
measured 14 mm below the running surface, and on the theoretical reference line, at an
appropriate distance back from the actual point (RP) of the nose as indicated in Figure 10
(EN 13231-1). For crossings with point retraction, this value can be reduced. In this case
the Infrastructure Manager shall demonstrate that the point retraction is sufficient to
guarantee that the wheel will not hit the nose at the actual point (RP). (INF TSI)

Figure 10.Fixed common crossing nose protection

Minimum values of fixed nose protection are set out in Table 14.
Table 14. Fixed nose protection

Minimum (in mm)

Alert limit 1.399
Intervention limit 1.397
Immediate action limit 1.392

6.4.3 Free Wheel Passage at Crossing Nose

Maximum value of free wheel passage at crossing nose is 1356 mm (INF TSI). Maximum
value of free wheel passage at crossing nose is presented in
Figure 11 (EN 13231-1).
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Appendix C (Maintenance Standards)

Figure 11.Free wheel passage in fixed obtuse crossing

Maximum values of free wheel passage at crossing nose are set out in Table 15.
Table 15. Free wheel passage at crossing nose

Maximum (in mm)

Alert limit 1.349
Intervention limit 1.352
Immediate action limit 1.356

6.4.4 Free Wheel Passage at Check Rail/ Wing Rail Entry

Maximum value of free wheel passage at check rail/wing rail entry is 1380 mm (INF TSI).
Maximum value of free wheel passage at check rail/wing rail entry is presented in
Figure 12 (EN 13231-1).

Figure 12.Free wheel passage at check rail entry and wing rail entry

Maximum values of free wheel passage at check rail/wing rail entry are set out in Table
16.
Table 16. Free wheel passage at check rail/wing rail entry

Maximum (in mm)

Alert limit 1.372
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Intervention limit 1.375

Immediate action limit 1.380

6.4.5 Flangeway Width

Minimum flangeway width is 38 mm (INF TSI).

Table 17. Flangeway width

Minimum (in mm)

Alert limit 43
Intervention limit 41
Immediate action limit 38

6.4.6 Flangeway Depth

Minimum flangeway depth is 40 mm (INF TSI).
Table 18. Flangeway depth

Minimum (in mm)

Alert limit 44
Intervention limit 42
Immediate action limit 40

6.4.7 Height of Check Rail

Maximum height of check rail is 70 mm (INF TSI).

Table 19. Height of check rail

Minimum (in mm)

Alert limit 50
Intervention limit 60
Immediate action limit 70

6.5 Track Superstructure

6.5.1 Rails
Rail wear

Lateral wear occurs primarily on the gauge face due to high-wheel flange force (rail is
located on the high side of a curve).
Vertical wear occurs on the running surface due to the wheel/rail interaction and rail
grinding patterns.
Rail wear can be estimate using rail wear index. Rail wear index shall be calculated using
the following formula.

Where s and hare shown in Figure 13. Rail wear).

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Appendix C (Maintenance Standards)

Figure 13. Rail wear

Maximum rail wear index is 17 mm.

Rail re-profiling shall be done according standard EN 13231-3.
Rail defects

A critical defect is a rail defect that affects the safety of train operations. Non-critical
defects are defects that do not affect the structural integrity of the rail or the safety of the
trains operating over the defect. While improvements in rail milling processes have
eliminated many transverse fissure defect types, there are still transverse defects that may
be found, including detail fractures, engine burn fractures, and compound fractures.
Longitudinal defects include vertical split heads, horizontal split heads, head and web
separations, split webs, and piped webs. Rail that is disturbed after being in one position
for many years is prone to longitudinal defects due to altered stresses and changed
loading patterns.
Rail re-profiling shall be done in accordance with standard EN 13231-3.
Rail defects shall be divided into four categories according to UIC 712.
UIC 712 defines a standard system for classifying broken, cracked and damaged rails
according to the location, appearance and cause of the defects. It also explains ways and
means of detecting such defects and recommends measures to be taken when rail defects
are discovered in the track. Such recommended measures must be implemented.
Welding
Rail defects can be corrected by welding.
Most common welding technologies are flash butt welding, electric arc welding and
thermite welding. Requirement for flash butt welding of rails are described in standards
EN 14587-1, EN 14587-2 and EN 14587-3. Requirement for electric arc welding of rails
are described in standard EN-15594. Requirements for aluminothermic welding are
described in standards EN-14730-1 and EN-14730-2.
Neutral temperature shall be known prior to the installation of continuous welded rail
(CWR) track. Neutral temperature area is described in Appendix B (Technical
Specifications). CWR shall ideally be installed on bridges when the bridge itself is in a
stress-free condition in order to minimize the effect of expansion of the bridge on the
longitudinal forces in the rail. The installation temperature determines the basis of the
temperature range within which maintenance work may safely be undertaken. It is
therefore important that this is known for each track section.
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Appendix C (Maintenance Standards)

6.5.2 Fastenings (fixings)

Fastening system secures a rail to the supporting structure and retains it in the required
position whilst permitting any necessary vertical, lateral and longitudinal movement. All
fastening systems shall be complete and correctly fitted.
The proper rail fastening condition shall guarantee fulfilment of the following objectives:

- To connect the rail to the sleeper

- To withstand creepage phenomena
- To ensure the track gauge
- To resist buckling aspects
- To counteract

 Vertical forces
 Lateral forces
 Longitudinal forces

- To provide for electric insulation of the rail.

6.5.3 Sleepers
The proper sleeper condition shall guarantee fulfilment of the following objectives:

- To provide fixing possibilities for the rail foot and fastenings

- To support and hold the rails vertically, laterally and longitudinally
- To transfer rail forces as uniformly as possible to ballast bed
- To preserve track gauge and rail inclination
- To provide adequate electrical insulation between both rails
- To be resistant to mechanical influences and weathering over a long time period.

6.5.4 Ballast bed

The proper ballast bed condition shall guarantee fulfilment of the following objectives:

- To support the sleepers in order to maintain vertical and horizontal geometry of

track
- To enable correction of track geometry errors
- To provide appropriate resiliency together with other track
- Components (effect on loading performance, noise and vibration)
- To provide efficient drainage of track
- To distribute traffic loading from sleeper to a level allowed by lower structural
layers.
Satisfactory longitudinal and lateral resistance of the track depends on the mass, particle
size, shape, cleanliness and compaction of the ballast. Ballast rock loses its quality as it
ages. Maintenance actions must be undertaken, when the particle size is not within the
range 22.4/63 mm (new ballast 32/64 mm) and the individual particles are not sharp-edged
and uniformly distributed. Ballast condition can be estimated using fouling index. Fouled
ballast shall be replaced or cleaned. Ballast replacement/cleaning machines shall be
equipped with systems able to measure ballast replacement/cleaning working parameters.
Information about uncertainty and resolution of the working parameters shall be
documented in the machine manufacturer’s manual. Calibration and validity checks shall
be carried out according to the manufacturer’s manual.
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6.6 Bridges and Culverts

6.6.1 Bridges
Visual bridge inspections shall be executed every year. These bridge inspections
supplement all other track inspections.The focus of the bridge inspections shall be on the
safety and condition levels of these structures.The inspections shall be documented for
the programming of maintenance and repair actions.
Table 20. Bridge condition limits, minimum requirements

Damage class

Alert limit basic maintenance actions that will extend service life,
save future repair costs and ensures the safety of traffic

Intervention limit repair needs to be programmed within next 1—3 years

Immediate action limit Requires taking immediate measures to reduce the risk of
derailment to an acceptable level (reduced speed limit or
stopped traffic).

Concrete and masonry bridges

On concrete bridges at a minimum the following damage shall be inspected and reported
whether there is a change in the condition level.

- All kinds of movements of structures

- Breakages (cracks, fissures, etc.) in concrete
- The ballast stays on bridge deck and does not fall of the deck
- The bridge ends do not have geometric damages (bumps)
- The railings are safely in place
- The bridge is safe to use.
Steel bridges

On steel bridges at a minimum the following damage shall be inspected and reported
whether there is a change in the condition level:

- All kinds of movements of structures

- All kinds of damages (cracks, etc.) in the steel structures
- The conditions of joints,supports, and rivets
- Fastenings of the rails.
Other inspections of bridges

Track measurements shall be analyzed also to find out if the cause of rail defects is the
bridge, or if the rail defects cause damages to the bridge.
A bridge engineer shall execute a visual inspection every 5 year to understand the
behavior of the bridge and to evaluate service life levels and condition rating. The bridge
expert can use testing of materials on bridges if needed to evaluate the health in more
details.
6.6.2 Culverts

Visual culvert inspections shall be executed every year. The focus of the bridge
inspections shall be on the drainage capacity and condition levels of these
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Appendix C (Maintenance Standards)

structures.These inspections shall be documented for the programming of maintenance

and repair actions.
Table 21. Culverts condition limits, minimum requirements

Damage class

Alert limit Basic maintenance actions that will extend service life,
save future repair costs and ensures the safety of traffic

Intervention limit Repair needs to be programmed within next 1—3 years

Immediate action limit Requires taking immediate measures to reduce the risk of
derailment to an acceptable level (reduced speed limit or
stopped traffic).

On culverts, at a minimum the following damage shall be inspected and reported if there
is a change in the condition level:

- All kinds of movements of structures

- Leaks of soil materials into the culvert
- All kinds of blockage of culverts
- The condition of ditches to and from the culvert

6.7 Level crossings

Level crossings are installed to provide a safe track crossing, for road and pedestrian
traffic.
Trees that can restrict visibility (Figure 14) are to be removed or trimmed. Grass and scrub
growth is to be maintained to restrict growth height. No building, structure or fence that
would restrict existing visibility is to be erected in the line of sight area at a level crossing.

Figure 14. Level crossing sight distance

Pedestrian level crossing sight distance can be calculated for formula 3 x V where V is
train speed.
Level crossing structure surface level from the top of rail shall be ±5 mm. Level crossing
panel movement under road traffic loading shall be prevented.
Signs at level crossings are to be maintained in good condition and are to be clearly visible
to users of the level crossing. Missing or damaged signs are to be replaced as soon as
practicable after detection.
6.8 Signaling System

The safe and efficient operation of transit rail systems is highly dependent on reliable rail
signals to control train operations. Signaling system consists of electronic interlocking
systems on each train passing and station, signals, centralized remote control, automatic
train control system and level crossing warning systems.
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Appendix C (Maintenance Standards)

The technical maintenance of signaling systems shall be executed according to Appendix

M (Signaling System and Centralized Traffic Control System) and manuals of system
supplier.

7. Maintenance resources
The Railway Contractor shall have sufficient Maintenance personnel, machinery and other
resources. All the Maintenance responsibilities and works shall be executed according to
quality, service atenttion time, traffic punctuality requirements and other instructions and
requirements from the Infrastructure Manager and authorities. The minimum requirements
for personnel, depot, workshop, machinery and spare part, tool and material resources
are set up below.
7.1 Labor

The Railway Contractor shall have the following experienced and competent personnel
who are committed to the requirements of the Maintenance project:

- Project manager
- Project engineer
- Responsible for maintenance of track structures
- Responsible for maintenance of signaling system
- Responsible for maintenance of electrical work
- Safety manager
The Infrastructure Manager is responsible for ensuring that the Maintenance personnel
are qualified to do expert works without risks and as efficiently as possible. The
Infrastructure Manager shall have competence management system which aims to ensure
that individuals are aware of the performance level expected of them, that they have
received appropriate training, development and assessment, and that competence is
maintained or improved over time.
The basis for good Maintenance is that it is executed and supervised by professional
personnel. The Maintenance professionals shall have at least the following competences:

- Railway safety competence

- Superstructure and substructure competence
- Rail welding and grinding competence
- Rail inspection competence
- Switch competence
- Bridge competence
- Signaling system competence.
The Maintenance professionals described above shall have at least two years
professional experience of the track maintenance field, technical education and approval
of the Infrastructure Manager.
7.2 Depots and workshops

The Infrastructure Manager shall guarantee sufficient depots and workshops on-site along
the track line of the Railway for the use of The Railway Contractor. Each depot workshop
shall have the required qualified Maintenance staff available on-site.
Proposed depot, workshops and maintenance areas are shown in following list and picture
(Figure 15):
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Appendix C (Maintenance Standards)

- Sayago
- Santa Lucia
- Florida
- Durazno.

Figure 15. Proposed depots, workshops and maintenance areas

The depot workshops shall be equipped with the necessary signaling system diagnostic
units, maintenance tools, equipment and spare parts.
7.3 Maintenance Vehicles and Machines

The Railway Contractorshall ensure the availability of sufficient Maintenance vehicles and
machines. Generally needed Maintenance vehicle and machines are, e.g.:

- Track geometry measurement car

- Tamping machine (rails and switches)
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Appendix C (Maintenance Standards)

- Ballast profiling machine

- Ballast distributing wagons and locomotive
- Welding machine
- Rail grinding machine
- Two-way excavators.
- Two-way cars.
7.4 Spare Parts, Tools and Materials
The Railway Contractorshall ensure the availability of sufficient spares, tools and materials
on-site fulfilling the Maintenance requirements during the whole service period. Generally
needed spare parts and materials are,e.g.,:

- Rails
- Sleepers
- Ballast
- Level crossing barriers
- Track signs
- Parts of switches
- Parts of signaling system
Replaced materials shall be sent to centralized workshops of the Infrastructure Manager
or alternatively to other third party maintenance sub-contractors for overhaul and repair
within the contracted turnaround time for repair and overhaul.
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Appendix C (Maintenance Standards)

Reference data
European Commission regulation
- Commission Regulation (EU) No 1169/2010 of December 10,2010 on a common safety method
for assessing conformity with the requirements for obtaining a railway safety authorization
- INF TSI, Commission Regulation (EU) No 1299/2014 of November 18,2014 on the technical
specifications for interoperability relating to the ‘infrastructure’ subsystem of the rail system in the
European Union
- LOC&PAS-TSI and WAG-TSI
- Commission Implementing Regulation (EU) 402/2013 of April 30, 2013 on the common safety
method for risk evaluation and assessment and repealing Regulation (EC) No 352/2009
- Commission Implementing Regulation (EU) 2015/1136 of July 13,2015 amending Implementing
Regulation (EU) No 402/2013 on the common safety method for risk evaluation and assessment.

Directives of the European Parliament

- Directive 2004/49/ECof the European Parliament and of the Council of 29 April 2004 on safety on
the Community’s railways and amending Council Directive 95/18/EC on the licensing of railway
undertakings and Directive 2001/14/EC on the allocation of railway infrastructure capacity and the
levying of charges for the use of railway infrastructure and safety certification

International Organization for Standardization (ISO) standards

- ISO 9001:2015 Quality management systems - Requirements
- ISO 14001:2015 Environmental management systems - Requirements with guidance for use
- ISO 31000 Risk Management - principles and guidelines
- BS OHSAS 18001 - Occupational Health and Safety Management (OHS) - Requirements

European standards
- EN 13231-1:2013, Railway applications. Track. Acceptance of works. Part 1: Works on ballasted
track. Plain line, switches and crossings
- EN 13231-3:2013, Railway applications. Track. Acceptance of works. Part 3: Acceptance of re-
profiling rails in track
- EN 13231-4:2013, Railway applications. Track. Acceptance of works. Part 4: Acceptance of re-
profiling rails in switches and crossings
- EN 13848-1:2009, Railway applications. Track. Track geometry quality. Part 1: Characterization of
track geometry
- EN 13848-2:2009, Railway applications. Track. Track geometry quality. Part 2: Measuring systems.
Track recording vehicles
- EN 13848-3:2009, Railway applications. Track. Track geometry quality. Part 3: Measuring systems.
Track construction and maintenance machines
- EN 13848-4:2012, Railway applications. Track. Track geometry quality. Part 4: Measuring systems.
Manual and lightweight devices
- EN 13848-5:2010, Railway applications. Track. Track geometry quality. Part 5: Geometric quality
levels. Plain line
- EN 13848-6:2014, Railway applications. Track. Track geometry quality. Part 6: Characterization of
track geometry quality
- EN 14033-1:2017, Railway applications. Track. Rail bound construction and maintenance
machines. Part 1: Technical requirements for running
- EN 14033-2:2017, Railway applications. Track. Rail bound construction and maintenance
machines. Part 2: Technical requirements for travelling and working
- EN 14033-3: 2017, Railway applications. Track. Rail bound construction and maintenance
machines. Part 3: General safety requirements
- EN 14587-1, Railway applications. Track. Flash butt welding of rails. Part 1: New R220, R260,
R260Mn and R350HT grade rails in a fixed plant
- EN 14587-2, Railway applications. Track. Flash butt welding of rails. Part 2: New R220, R260,
R260Mn and R350HT grade rails by mobile welding machines at sites other than a fixed plant
- EN 14587-3, Railway applications. Track. Flash butt welding of rails. Part 3: Welding in association
with crossing construction
- EN 14730-1,Railway applications. Track. Aluminothermic welding of rails. Part 1: Approval of the
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Appendix C (Maintenance Standards)

welding process.
- EN 14730-2, Railway applications. Track. Aluminothermic welding of rails. Part 2: Classification of
aluminothermy welders, approval of Contractors and acceptance of welding.
- EN 15302, Railway applications. Method for specifying the equivalent conicity (with Amendment
A1:2010)
- EN 15594:2009, Railway applications. Track. Restoration of rails by electric arc welding.

Guides and recommendations of International Union of Railways

- UIC CODE 712:R, Rail defects