1

Logistics Park of

North Dakota –

Freight Rail Basis 

of Design

HDR

Minot, ND

November 17, 2022

PREPARED BY: NICHOLAS STADEM
2

TABLE OF CONTENTS

Basis of Design .........................................................................................................................4

Project Background ................................................................................................................................... 4

Design Background.................................................................................................................................... 4

Basis of Operations...................................................................................................................5

Rail Operations Methodology ................................................................................................................... 5

Operations............................................................................................................................................. 8

Dry Bulk ................................................................................................................................................. 8

Liquid Bulk ............................................................................................................................................. 9

Renewables Facility ............................................................................................................................. 10

Intermodal........................................................................................................................................... 10

Transload............................................................................................................................................. 11

Manifest (Carload Shipments)............................................................................................................. 12

Site Hydraulic and Hydrologic Analysis.................................................................................................... 14

Site Geotechnical Analysis....................................................................................................................... 15

References............................................................................................................................................... 16

APPENDIX A - Exhibits.......................................................................................................................... 17

APPENDIX B - Conceptual Rail Design Details...................................................................................... 25

APPENDIX C - BNSF Design Guidelines for Industrial Track Projects ................................................... 29
3

LIST OF FIGURES

Figure 1: Study Area .................................................................................................................. 5

Figure 2: Web Soil Survey.........................................................................................................15

LIST OF TABLES

Table 1: Volumes ....................................................................................................................... 7

Table 2: Track Numbering .......................................................................................................... 8
4

Basis of Design

Project Background

The North Dakota Department of Transportation (NDDOT) is partnering with the Minot Area 

Development Corporation (MADC) of Minot, North Dakota, and Ward County, North Dakota, to develop 

the Logistics Park of North Dakota (Project). The Project will develop the necessary rail infrastructure to 

provide a logistics park that offers intermodal, transload, bulk unit train shipping and additional 

infrastructure to support manifest shipper operations. The proposed project builds upon previous work 

on the 800+ acre industrial park located in northeast Minot. Figure 1 depicts the Study Area in relation 

to the surrounding transportation infrastructure and land use.

Currently, rail facilities within the state of North Dakota are performing limited intermodal/transloading 

operations, and this project is intended to expand upon and fulfill underdeveloped needs in multiple 

areas of rail logistics. The project will increase the economic activity for the surrounding communities 

and throughout North Dakota both with the initial construction of the project and with the creation of 

jobs for new and expanding industries that utilize the logistics park. Additional benefits of the project 

include reduced costs for transporting products and maintenance of highways due to the reduction of 

truck traffic.

Design Background

After reviewing the draft market analysis, HDR, with our partner Ackerman-Estvold (A-E), have been 

developing conceptual designs that address the needs of design flexibility required by market

conditions, but also allow for unique and compact track arrangement explained below. Those designs, as 

well as the Finalized concept laid out in this Memo make use of an HDR-patented rail configuration/ 

layout known as an “Infinity Loop”, which allows for large scale bulk shipping and small manifest 

shippers to share the same site in a way that maximizes physical space utilization without hampering 

fluid rail operations.

Below is a breakdown of basic design criteria used for developing the conceptual design. All turnout 

sizes and tangent distances between reversing curves are in compliance with the BNSF’s Design 

Guidelines for Industrial Track Projects (DGFITP). Both layouts assume that on-site storage tracks and/or 

locomotive servicing facilities for BNSF locomotives are not required.

It should be noted that while BNSF’s DGFITP permits up to 9°30’ of curvature on general industrial 

trackage, BNSF desires 7°30’ maximum degree of curve on unit train tracks. The conceptual layout 

utilizes up to 9°30’ curves on unit train tracks. BNSF has historically been willing to allow for this

exception in cases where track geometry is constrained, and/or the increased curvature allows for the 

development of a rail design with enhanced rail operations. However, all exemptions to BNSF's DGFITP 

are provided on a case-by-case basis by BNSF's engineering department, and there is no guarantee that 

this design exemption will be granted for this particular site.
5

In the case of all designs, commodity-specific rail-served facilities such as petroleum, renewables, and 

automotive are shown as examples only, and are interchangeable with other types of rail-served 

facilities.

Figure 1: Study Area

Basis of Operations

Rail Operations Methodology

This section describes proposed rail operations of the Logistics Park of North Dakota (Park) in Minot, ND. 

The operations assumptions are based on what we are calling Concept 1 – developed in conjunction

with Ackerman’s proposed land development uses and finalized 10/7/2022. The section describes full 

build out rail operations. However, some information related to phasing of the construction is included 

in the memo. The actual buildout of the Park and the rail operations will be driven by future industry 

development and logistics requirements.
6

The concept includes facilities for the proposed types of rail traffic. These include:

• Dry Bulk Unit Train for loading or unloading, up to 8,000 ft long. Dry bulk should be considered 

products such as food or feed grains or products such as fertilizer or other compounds that are 

usually transported in covered hoppers. The train would either be carrying entirely the same 

product throughout the train or blocks of cars with different products combined into a single 

train, but all cars moving from one origin to one destination.

• Liquid Bulk Unit Trains for loading or unloading, up to 8,000 ft long. Liquid Bulk should be 

considered products such as petroleum or chemicals that would be handled in tank cars. The 

train would either be carrying entirely the same product throughout the train or blocks of cars 

with different products combined into a single train but all cars moving from one origin to one 

destination.

• Ethanol / Biodiesel (Renewables) Facility with trains or cuts up to 3,480 ft long. The type of 

industry in this location of the Park could be something other than Renewables. Examples 

would include cross dock facility, food processing, or distribution. The carsfor this facility could 

be a mixture of car types and commodities.

• Intermodal loading and unloading with trains up to 10,000 ft long. These trains would likely 

include both containers in well cars and trailers on flatcars for numerous customers and could 

include both inbound and outbound goods.

• Transload traffic with capacity of almost 9,000 feet of rail car cuts on spot at any one time

(about 140 each 60’ cars). The types of traffic would vary and could include dry bulk products, 

liquid bulk products, manufactured goods, and machinery. Car types would likely include open 

hoppers, covered hoppers (including pneumatic), tank cars, flat cars, and box cars of various 

types.

• Manifest (Carload) traffic associated with individual dedicated industry spurs (of which there 

are 19 new proposed – in addition to the one existing). The type of traffic would be similar to 

transload traffic with respect to the types of products and types of rail cars used.

The concept also provides miscellaneous rail infrastructure, such as manifest auxiliary tracks, to support 

general rail operations. For other design detail for the concept layout refer to Appendix C - Rail Concept 

Details.

The proposed concept can support the following approximate volumes for each type of rail traffic:
7

Table 1: Volumes

Facility Cars/Train Cars/Week Trains/Week Locomotives Assumed 

Car 

Length

Notes

Primary 

Bulk

128 1280 10 4 each train 60' cars

Liquid Bulk 128 384 3 4 each train 60' cars 2 tracks each at 13 cars, 18

cars, 19 cars, 14, cars, from 

west to east tracks

Renewables 58 174 3 3 each train 60' cars

Intermodal 166 1826 11 4 each train

Transload 75 225 3 3 each train 60' cars

Carload 

Manifest

60 720 12 3 each train 60' cars Includes an assumed traffic for 

existing AGT, but not their 

possible north side expansion. 

20 Each Manifest / Carload 

Sites. The new and existing 

sites are assumed to provide 

about 14,000 feet of usable 

track capacity.

Car loads per week will be 

based on approximately 25% of 

usable capacity of industry 

spurs per switch event.

Manifest would be switched 

with two jobs per day and each 

would handle 50% of the cars.

Average 4609

Annual 

Total Cars

239668

The rail operations described are based on the above information. The operations described are only 

one scenario. Many otherscenarios are certainly possible. Actual future operations will be dictated by 

future rail shipping tenant requirements and what operations the serving railroad is able to provide.

The description assumes that all operations within the Park are performed by BNSF except those 

operations that take place on trackage dedicated and owned by a single industry / shipper. It is possible 

or even likely that some or all of the trackage within the Park could be operated by a third-party 

switching company (TPSC) at some point. The most likely portion of the operations that would be 

performed by a TPSC third party switching company would be the manifest and transload traffic. It 

would be more likely that the intermodal and unit train traffic to and from the site would continue to be 

handled directly by BNSF. Note that origins and destinations for the various hypothetical types of traffic 

and volumes are unknown and therefore can only be discussed in general terms. Also note that rail 

operations handled on individual industry tracks could be handled by the industry themselves or a TPSC. 

In this memo we will only refer to these operations as those performed by the industry – not making a 

further distinction about who is actually performing the rail service.
8

Operations

All inbound and outbound rail traffic moves to and from the Park to the BNSF main line corridor (running 

east-west between Interstate 2 and County Route 12) will use the existing Tatman Spur and the existing 

Park rail infrastructure located in the southwest portion of the site.

The operations are described using track numbers. Track numbers have been assigned using the format 

provided and described below:

Table 2: Track Numbering

1-XX LEAD TRACK

101-1XX INTERMODAL STAGING

TRACK

201-2XX INFINITY LOOP STAGING

TRACK

301-3XX DRY BULK BALLOON TRACK

401-4XX INTERMODAL WORKING

TRACK

501-5XX MANIFEST AUXILIARY TRACK

601-6XX TRANSLOAD TRACK

701-7XX LIQUID BULK TRACK

801-8XX FOOD PROCESSING TRACK

901-9XX MISC. INDUSTRY TRACK

See APPENDIX A for Track numbering diagram

Dry Bulk

The Dry Bulk facility consists of a balloon track with a loading or unloading facility for processing 

trains and at least one staging track. A dedicated bad order setout track would potentially be 

required. (This track is currently not shown – but could be easily added.)

A Dry Bulk Unit Train for loading or unloading will enter the site and use Track 1 (shown as a red 

lead) to move towards Staging Tracks 201, 202, 203 (shown in dark blue). After being spotted 

on one of the Staging tracks, the BNSF crew will disembark, and the industry will operate the 

train during the loading or unloading process. (It is assumed that the processing of the train will 

be performed in a limited number of hours and will qualify to have the BNSF locomotives / 

power stay with the train. This is common for bulk unit trains.) The train then is routed to track 

301 (shown in lime green). (The train is routed to the more westerly end point of 301. Track

301 is directional.) As the train traverses this track, the train is loaded or unloaded at the

structure in the southwest portion of the “Infinity Loop*”.) Following the completion of loading 

or unloading from the head end of the train to the rear end, the train is either left by the 

industry on track 301 to be later departed through Track 1 (by a BNSF crew), or industry crew 

operates train through the crossover between the departure end of 301 and the staging tracks 

to be staged or “rechambered” in one of the staging tracks 201 through 203 for later departure.
9

Following staging in one of the staging tracks, the train is then departed using Track 1 (by a BNSF 

crew) and departs the site. In either scenario, the train is “turned” such that the head end on 

the way into the site remains the head end of the train leaving the site (as opposed to many 

“conventional” oval-shaped loop track facilities where the locomotives are often required to be 

re-positioned between arrival and departure). The use of the dry bulk facility requires the 

northwesterly portion of Phase 1 to be constructed and a portion of Phase 2 to be built. How 

many of the staging tracks would be built initially is dependent on initial volumes to be shipped.

Liquid Bulk

The Liquid Bulk facility consists of a dedicated balloon track and 8 rack tracks for loading or 

unloading tank cars.

A Liquid Bulk Unit Train for loading or unloading will enter the site and use Track 1 (shown as a 

red lead) to move towards either track 701 (shown in pink) or Staging Tracks 201, 202, 203 

(shown in dark blue). If the train arrives directly at 701, the train will proceed on the track and 

continue through the balloon switch (a right-hand turnout in the north portion of the loop 

facility). After the train is entirely on the pink balloon and clear of any at-grade roadway 

crossings, the BNSF crew will disembark from the train. If the train is instead routed to and 

staged on one of the staging tracks, the BNSF crew will depart the site once the train is 

positioned entirely in the clear. It may be the case that BNSF would remove the locomotives 

from the train (including rear end distributed power / “DP” locomotives) and depart the site on 

the locomotives using Track 701 and Track 1.

If the train is instead staged on one of the staging tracks during arrival, the industry would move 

the train from one of the staging tracks to Track 701 using connecting lead tracks in the eastern 

portion of the loop complex.

At this point the industry – either using BNSF locomotives or using industry locomotives – would 

break the train up into multiple-car cuts and position the entire train on processing Tracks 702 

through 709 using switching moves.

Following loading or unloading on the processing tracks< the industry crew would reassemble 

the train onto track 701 using a series of switching moves. The train is either then left for BNSF 

to depart from Track 701 (balloon track) or will be repositioned to one of the Staging tracks by 

the industry crew.

From either of these positions, the train is then departed using Track 1 (by a BNSF crew) and 

departs the site. In either staging scenario, or whether the BNSF locomotives are used to break 

up the train for processing, the train is “turned” such that the head end on the way into the site 

remains the head end of the train leaving the site. The use of the liquid bulk facility requires the 

northwesterly portion of Phase 1 to be constructed and a portion of Phase 2 to be built. How 

many of the staging tracks would be built initially is dependent on initial volumes anticipated to 

be shipped.
10

Renewables Facility

The Renewables Facility consists of a dedicated balloon track and 4 each loading or unloading 

tracks. The actual configuration may differ significantly, however if the tracks are arranged as 

presented in the concept the operations would be very similar to those described below.

The Renewables Facility could be served by shorter dedicated trains or manifest cuts up to 3400’ 

long. The description here presents a scenario where all cars on spot are destined for outbound 

destinations as well as the facility having inbound spotted to maximum track capacity all at one 

time /same service event. If served by dedicated trains, these trains would move to track 801 

(shown in purple) using Track 1 – in a very similar way to the Liquid Bulk trains move to Track 

701. Once on Track 801 (which is a balloon track) the BNSF crew would circulate on the balloon 

and either break the train up and switch the cars into Tracks 802 through 805 (assuming no cars 

were already on Tracks 802 through 805) or position the train on the northerly portion of the 

balloon track between switches. If there were cars on spot on Tracks 802 through 804, these 

cars would then be switched by BNSF crew into a single block positioned on a combination of 

Track 803 and the Southerly portion of 801. The BNSF crew would then proceed to temporarily 

stage the outbound cut on one of the staging tracks (Tracks 201 through 203). The crew would 

then proceed back to Track 801 with just locomotives and reconnect to the inbound cut and 

then break the train us using a series of switching moves to spot the train in to Tracks 802 

through 805. (If desired and if the BNSF crew had enough locomotives to complete the moves, 

the inbound cut could be switched into Tracks 802 through 805 while holding onto the

outbound cut rather than temporarily staging it to another track.) Following the spotting of the 

inbound cars, the BNSF crew would return to the outbound cut with their locomotives and once 

coupled up would depart using Track 1. The moves described above would be essentially 

identical if the facility were served by the Manifest local train. The operations of switching 

Tracks 802 through 805 (including pulling and spotting operations) could be performed by an 

industry crew rather than by BNSF directly. For this to take place, BNSF would potentially need 

to temporarily stage inbound cars to perform the exchange of inbound and outbound cars for 

industry crew.

The facility is shown as Phase 2C but can be built at any time and only requires Phase 1 to be 

built before or concurrently.

Intermodal

The rail aspect of the intermodal facility consists of 2 staging tracks with 10,000 feet of capacity 

each, and two working tracks which have a combined length of 10,000 feet of capacity.

Intermodal trains of any length are assumed to operate as dedicated trains (and will not be 

mixed with other types of traffic such as unit trains and manifest trains). Trains will arrive to the 

site by way of the Tatman Spur from either the east or the west (by making use of the wye 

connection at the BNSF Mainline). Trains will then typically travel to intermodal staging Tracks 

101 or 102 via Track 2 – pulling into the staging track in a clockwise direction. Assuming that a 

train arrives and is staged on Track 102, the train will be broken at the halfway point by the
11

BNSF crew to clear the cross-over turnouts in the east-west running portion of Tracks 101 and 

102 by either the inbound (BNSF) crew or a utility crew (BNSF or TPSC crew) taking over for the 

road crew. The two pieces of the train will then be moved to tracks 401 and 402 using a series 

of switching moves thorough the crossovers. Locomotives can be left with the train or can be 

departed from the site. (The balance of the description assumes that the power remains with 

the train.) Following unloading and loading of containers and/or trailers, the two pieces of the 

train are then repositioned into either Track 101 or 102 for reassembly into a continuous train 

for departure. If trains arrived at Track 102 rather than 101, they are switched into Tracks 401 

and 402 using a similar procedure to the one described above. (It is probably preferable to 

arrive trains into Track 102 and reserve track 101 for outbound trains where they can be 

reassembled and not obstruct other trains from being moved from the working tracks to the 

staging tracks.)

(Also, If the working tracks 401 and 402 are unoccupied, and the northeast portion of Track 102 

is unoccupied, an arriving train can be arrived in a more direct fashion than described above by 

first pulling directly through either Track 401 or 402 onto Track 102 until rear half of train is 

positioned for unloading/loading, separating the train, and then moving the front half of the 

train over to the other working track.)

Outbound trains staged on either Track 101 or 102, depart via Track number 1 – continuing in a 

clockwise direction from the intermodal staging tracks. The train is “turned” such that the head 

end on the way into the site remains the head end of the train leaving the site.

For intermodal operations to begin, we have suggested only the most easterly of the working 

tracks (Track 402) be built with a temporary connection to Track 1. This would provide for 

processing a train up to 5,000 feet in length. Only Phase 1 and a small portion of Phase 2 would 

be required in addition to Track 402. As Intermodal traffic grows, Tracks 102 and 401 can be 

added. At that point, the temporary connection to Track 1 at the north end would be removed.

Transload

The rail aspect of the proposed transload facility consists of 4 each double ended tracks with 

side access (and wider track centers) to allow for adjacent-to-track loading or unloading 

operations. It is likely that transloading operations would be handled as part of manifest 

operations until such a time when the volume of traffic would justify a separate operation. The 

description below is based on a dedicated local / job to perform the service. The below 

described sequence is one way the transload tracks could be serviced / switched. There are 

numerous reasonable scenarios. This description assumes all of the tracks will be switched from 

the north end of each of the transload tracks.

Trains would arrive via the Tatman Spur and Track 1. The crew would then position the inbound 

train where the head end of the train would be just clear of the switch to Track 906. The crew 

would then travel with locomotives only north and retrieve using a series of switching moves all 

outbound cars from Track 601 (north portion), 603 (north transload portion), 602, 601 (south
12

portion) – potentially in this order, and temporarily stage the cars on the southerly positions of 

Tracks 603 and Track 1A. Following this, the crew would then move the locomotives to the 

north end of inbound train that had been positioned on Track 1.

Next the crew would pull the train to the north and spot inbound cars to Tracks 601 (both the 

north portion and south portion), 602, and 603 using a series of switching moves.

Following spotting car, the locomotives would return to the south ends of the outbound car cuts 

portioned on the Tracks 603 and Track 1A via Track 1. The train would then depart the site via 

the Tatman Spur.

Note again this is only one scenario for providing service to the transload tracks. This 

description has the benefit of minimizing switching moves across the Ward County Highway 12 

grade crossing.

The above description is based on full build out and approximately half the capacity of the tracks 

being released for outbound and being re-spotted with inbound cars each service / switching 

event. It has been assumed that the transload would be provided rail service 3 days a week.

Regarding phasing, the transload tracks can be built from east to west or west to east depending 

on requirements of shippers and overall volume. The only other necessary phase to be built 

before or simultaneous is Phase 1.

Manifest (Carload Shipments)

The rail infrastructure for manifest rail operations on the site includes various industry tracks 

(for serving individual industries located on numerous proposed parcels) as well as numerous 

auxiliary tracks to support the manifest operations.

Trains would arrive via the Tatman Spur and Track 1. The train would then either travel to Track 

4 or continue to Track 3. Using a series of switching moves the crew would service industry 

tracks 901 through 905 (as well as AGT Foods) as required. As required, the crew would also 

stage cars (either inbound or outbound) on tracks 501 through 503. After completion of 

switching Tracks 901 through 905 and AGT Tracks, the train would move to serve industries on 

the East side of 42nd Street NE via Track 3. The train would then service (if required) industry 

Track 908. The train would then travel to Track 5 and continue on to position the train adjacent 

to Auxiliary Track 504. The crew would then uncouple from the train and use a series of moves

– move from the south end of the train to the north end of the train using Track 504. After 

coupling up, the crew would then switch the balance of the industries located on the East side of 

42nd St NE, using Lead Tracks 3 and 5, and series of switching moves to service Tracks 907, and 

909 through 919. When these moves are complete, the train moves west and crosses 42nd St

NE using Track 3. The single remaining industry Track 906 would be switched using Track 1.

Following this, the train would pick up any remaining outbound cars staged on Tracks 501-503 

using Track 4, and then depart the site using Track 1 and the Tatman Spur.
13

The above description is based on full build out and approximately 25% of the total capacity of 

the industry tracks being released for outbound and being re-spotted with inbound cars each 

service / switching event. It has been assumed that manifest service would be provided rail 

service with two jobs and 6 days a week. Regarding phasing, the industry tracks will be built as 

development proceeds. Initially only Phase 1 is required to support initial service. Later as 

demand dictates, Phases 3A though 3C will be built. It should be noted that to support service 

to Tracks 904 and 905, at least some of Phase 3A (including track built across 42nd St NE) would 

be required to be built.

Note that numerous details such as the lining of individual switches, airbrake tests as required by the 

Federal Railroad Administration (FRA), the handling of defective railcars (often referred to as Bad 

Orders), and crew shuttle operations are not included as to keep the descriptions as concise as possible.

*Note that the concept design includes Patented Infinity Loop track layout to service the proposed Dry 

Bulk, Liquid Bulk, and Renewables facilities.
14

Site Hydraulic and Hydrologic Analysis

A review of the site shows a variety of previous storm water conveyance systems. The conceptual design 

establishes proposed parcel sizes, rail served and non-served capabilities, as well as example surfacing 

types. Because parcel sizes vary widely in size and orientation, it is difficult to establish a one size fits all 

storm water convenience system. Other constraints which limit recommended measures is due to the 

site soils, noted in the next section. These soils allow for both on-site mitigation through subsoil

drainage and a conveyance system for runoff, which may change within each parcel. Below explains the 

current conditions.

East of 42nd St: One previously developed area in the NE Corner of the property uses mostly overland 

drainage, flowing east along 19th Ave and south along the east side of 42nd Ave. The water that flows 

south along 42nd St is through a graded drainage ditch which incorporates storm sewer culverts under 

approaches and roads. Both routes collect through the series of ponds that constitute wetlands. These 

wetlands continue to flow south towards Ward County 12, out-letting east along the north side of the 

road, offsite. If this area is developed based on the conceptual design, each parcel will need to mitigate 

to an extent required by local and state land development ordinances due to the large impervious 

surface area needed for their operations. If those parcels discharge the storm water into the common 

wetlands or roadway ditches, developers will need to coordinate and verify their discharges will not 

inundate culverts or approaches for current or future parcel development.

West of 42nd St: The existing site has had a variety of previous development and farming land uses. 

These previous developments occurred over an extended period, which resulted in a series of different 

methods for storm water conveyance measures to accommodate the storm water runoff. Previous 

Gravel mining in the middle of the project site incorporated large storm water ponds to capture and 

mitigate the runoff before releasing into culverts which direct the water both west and south within the 

disturbed areas. Other development included constructing 4 rail tracks and site grading in a north-south 

orientation that included ponds and culverts, which have been graded to flow south. The area described 

for intermodal operations in the conceptual design has mostly been graded and set up for immediate 

construction when the need arises. The previous Tatum Spur running north-south had culverts 

constructed which direct the water to Livingston Creek and will help to establish the baseline runoff.

Our Partner (A-E) is working on additional high level storm water hydraulics to determine if there are 

advantages to incorporating wetland mitigation prior to parcel development which will be included in 

the environmental documentation.

Storm sewer development in regard to track construction will follow a similar methodology which will 

be required to adequately size pipes and culverts to meet Federal, State, and local laws.
15

Site Geotechnical Analysis

We have reviewed published information from the United States Department of Agriculture / National 

Resource Conservation Service Web Soil Survey (NRCS, 2022) for Ward County, North Dakota. The NRCS 

map indicates primarily cohesive soils indicated as loam, clay loam, silt loam, sandy loam and fine sandy 

loam. Sandier soils are noted at the southern portion of the site described as gravelly loamy sand, fine 

sandy loam and sand beneath the loam surface topsoil layer. Unified Soil Classifications are primarily 

lean clay (CL) and silt (ML) at the surface to a depth on the order of 8 to 18 inches. Below the surface is 

primarily CL and silty clay (CL-ML). The exception is at the southern portion with silty sand (SM), 

silty/clayey sand (SC-SM) and sand (SP) soils were noted.

According to NRCS, about 70 to 80 percent or more of the site is rated as “somewhat limited” or better 

(“not limited”) for local roads, streets, and light commercial construction. The limitation is due to the silt 

loam at the surface which is highly frost susceptible. Minor excavation may be required to remove the 

silt loam beneath track embankments, pavements and buildings, and small structures. This excavation is 

estimated to be on the order of 6 to 18 inches, based on the NRCS soil survey information. These areas 

rated as “very limited” are indicated in red in Figure 2.

Figure 2: Web Soil Survey
16

References

APPENDIX A – EXHIBITS

APPENDIX B – Conceptual Rail Design Details

APPENDIX C – BNSF Design Guidelines for Industrial Track Projects
17

APPENDIX A - Exhibits
Appendix A contains engineer drawings which depict the Project’s build concept 

as well as the typical sections for the build concept. Concepts include location of 

all rail related infrastructure as well as the size, location, and anticipated use of 

future buildings within Logistics Park. Uses for buildings within the area will include Ag/Food Processing, Distribution, Product Storage/Sales, Petroleum Facility/Storage, Ag Storage, Distribution, Ethanol/Bio-Fuel Production, Manufacturing, 

Petroleum Storage/Distribution, Ag Storage/Production, and Distribution/Storage.

15

3 22

17

15

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16 17

18

19

20

21 22 25 24 23

26

27

ETHANOL/

BIO-FUEL

FACILITY

NO. REVISIONS APPR. SCALE (H):

SCALE (V):

Drawing Name

Project NO.

OF

DRAWN BY: DESIGNED BY: CHECKED BY: 

LOGISTICS PARK OF NORTH DAKOTA

CONCEPT 1 - OVERVIEW

MINOT, ND

DATE: 

DRAFT SET

EXHB_MINOT 1

10315558

1

DATE BY

EXHIBIT

1

1"=800'

1"=800'

SK

PW/SK

PW

10/07/22

THIS DESIGN INCLUDES USE OF

THE HDR PATENTED RAILWAY

FACILITY WITH HIGH

THROUGHPUT LOOP TRACK

(INFINITY LOOP) LAYOUT.

PATENT NUMBER 11027752. USE

OF THIS LAYOUT IS SUBJECT TO

LICENSING REQUIREMENTS AND

OR OTHER FORMS OF

ACKNOWLEDGMENT FROM HDR.

GRAPHIC SCALE

0' 375' 750'

PRELIMINARY DRAFT CONCEPT

FOR REVIEW / DISCUSSION

INITIAL PHASE

PHASE 1

INFINITY LOOP PHASES

PHASE 2A

PHASE 2B

PHASE 2C

PHASE 2D

MANIFEST SITE PHASES

PHASE 3A

PHASE 3B

PHASE 3C

TRANSLOAD PHASES

PHASE 4A

PHASE 4B

PHASE 4C

INTERMODAL PHASES

PHASE 5A

PHASE 5A TEMP. CONNECTION

PHASE 5B

PHASE 5C

POTENTIAL INDUSTRY TRACKS

EXISTING TRACKS

LEGEND

WETLAND AREA

# PARCEL IDENTIFICATION NUMBER

Ward County 12

19th Ave NE

42nd St NE

Tatman Spur

PETROLEUM

FACILITY (8

TRACKS WITH

DOUBLE-SIDED

RACKS)

BULK UNIT

TRAIN LOADER

OR DUMPER

STAGING

YARD

INTERMODAL

FACILITY

STAGING

TRACKS

MANIFEST

STAGING

YARD

EXISTING TRACK

(TO BECOME

LEAD TRACK)

EXISTING AGT

FACILITY

PARALLEL LEAD

TRACK CONNECTING

RMG TO NEW FACILITY

EXISTING TRACK (TO BECOME

ALTERNATE/DUAL LEAD TRACK)
15

Site Building

Size (SF)

Building

Height

(Feet)

Site Usage

125,000 120 Ag / Food Processing

150,000 50 Distribution

475,000 100 Ag Production Facility

175,000 40 Ag / Food Processing

27,000 30 Distribution

120,000 60 Product Storage / Sales

160,000 60 Petroleum Facility / Storage

120,000 120 Ag Storage

290,000 100 Ethonal/Bio-fuel Production

250,000 50 Distribution

27,000 30 Distribution

145,000 40 Distribution

130,000 40 Distribution

100,000 30 Manufacturing

25,000 50 Petroleum Storage / Distribution

125,000 30 Ag / Food Processing

175,000 30 Manufacturing

540,000 80 Production Facility

45,000 35 Ag / Food Processing

95,000 80 Ag Storage / Production

150,000 30 Distribution

80,000 40 Manufacturing

100,000 40 Distribution & Storage

110,000 40 Manufacturing

110,000 30 Ag / Food Processing

130,000 40 Distribution

470,000 40 Manufacturing

NO. REVISIONS APPR. SCALE (H):

SCALE (V):

Drawing Name

Project NO.

OF

DRAWN BY: DESIGNED BY: CHECKED BY: 

LOGISTICS PARK OF NORTH DAKOTA

BUILDING CONCEPTS

MINOT, ND

DATE: 

DRAFT SET

CONCEPT

R21003C

1

DATE BY

SITE OVERVIEW

1

1" = 800'

1" = 800'

ATB

ATB

SLE

09/26/2022

Monday, September 26, 2022 1:58:44 PMG:\PROJECTS\R21003_MINOTINTERMODALCRISIPROGRAM\CIVDWG\XREFS\R21003C-XR-PSITE-CONCEPT_2.DWG

400 0 400 800 123456789

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16 17

18

19

20

22 21 24 23 25

26

27

Ward County 12

Ward County 12A

55th Street / Ward County 12A

42nd St NE
15

22

17

15

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16 17

18

19

20

21 22 25 24 23

26

27

NO. REVISIONS APPR. SCALE (H):

SCALE (V):

Drawing Name

Project NO.

OF

DRAWN BY: DESIGNED BY: CHECKED BY: 

LOGISTICS PARK OF NORTH DAKOTA

CONCEPT 1 - RAIL PHASING -TRACK NUMBERING

MINOT, ND

DATE: 

DRAFT SET

EXHB_MINOT 1

10315558

1

DATE BY

EXHIBIT

1

1"=800'

1"=800'

SK

PW/SK

PW

10/07/22

THIS DESIGN INCLUDES USE OF

THE HDR PATENTED RAILWAY

FACILITY WITH HIGH

THROUGHPUT LOOP TRACK

(INFINITY LOOP) LAYOUT.

PATENT NUMBER 11027752. USE

OF THIS LAYOUT IS SUBJECT TO

LICENSING REQUIREMENTS AND

OR OTHER FORMS OF

ACKNOWLEDGMENT FROM HDR.

GRAPHIC SCALE

0' 400' 800'

PRELIMINARY DRAFT CONCEPT FOR REVIEW / DISCUSSIONWard County 12 19th Ave NE

42nd St NE

Tatman Spur

101

102

1

1

1A

603

602

601 601

402

401

102

101

2

402

4

4

904

903 902

901

501

502

503

3

905

201

202

203

802

803 804

805

906

701

301

801 709

702

701

3

5

5

913

914

912

911

3A

910

909

907

908

915 918

917 505

504

919

916

901

3

# TRACK NUMBER

INITIAL PHASE

PHASE 1

INFINITY LOOP PHASES

PHASE 2A

PHASE 2B

PHASE 2C

PHASE 2D

MANIFEST SITE PHASES

PHASE 3A

PHASE 3B

PHASE 3C

TRANSLOAD PHASES

PHASE 4A

PHASE 4B

PHASE 4C

INTERMODAL PHASES

PHASE 5A

PHASE 5A TEMP. CONNECTION

PHASE 5B

PHASE 5C

POTENTIAL INDUSTRY TRACKS

EXISTING TRACKS

LEGEND

WETLAND AREA

# PARCEL IDENTIFICATION NUMBER

19th Ave NE

A B

B C C

E

E

D D

F F

A
25.0' 25.0' 6.0' 202.0' INTERMODAL WORKING AREA

6.5' 6.5' 6.5' 6.5'

24.0'

65.0' PERMEABLE BASE (TYP.)

2:1 2.0'

1.0'

TRACKSIDE

ACCESS ROAD

2% 2% 1%

8" HMA 2' AGGREGATE BASE

ACCESS

ROAD

PERIODIC CATCH BASINS

EXISTING GROUND

CL TRK

101

CL TRK

102

CL TRK

401

12.0'

INSPECTION

ROAD

63.0' TRANSLOAD AREA

63.0'

TRANSLOAD AREA 24.0'

PAVED ROADWAY

6.0' 6.0'

6.0' 6.0' 6.0' 12.0'

2% 2%

2.0'

2.0'

3% 2%

VALLEY DRAIN WITH PERIODIC CATCH BASINS

2%

SLOT DRAIN

2:1 2.0'

1.0'

2.0' 2.0'

EXISTING GROUND

CL TRK

402 CL TRK

601

CL TRK

1

2:1

24.0' 25.0' 25.0' 25.0' 8.0' 24.0'

PAVED ROADWAY 8.0' 25.0' 25.0'

6.5' 6.5' 6.5' 6.5' 6.5' 6.5' 8.5' 6.5' 6.5' 24.0'

PAVED ROADWAY

50.0'

STANDARD WALKWAY

6.0'

9.0'

2% 2%

VALLEY DRAIN WITH PERIODIC CATCH BASINS

VALLEY DRAIN WITH PERIODIC CATCH BASINS

2% 2% 2% 2% 2% 2% 2% 2% 2% 2% TRACKSIDE

ACCESS ROAD

PERMEABLE BASE (TYP.)

2.0' 2.0' 2:1 2.0'

1.0'

2:1 2.0'

1.0'

EXISTING GROUND

CL TRK

201

CL TRK

202

CL TRK

203

CL TRK

701

CL TRK

301

CL TRK

801

CL TRK

801

CL TRK

701

12.0'

INSPECTION

ROAD

12.0'

INSPECTION

ROAD

12.0'

INSPECTION

ROAD

CL TRK

301

UNIT TRAIN LOADING OR UNLOADING STRUCTURE

12.0'

INSPECTION

ROAD

MATCH LINE SEE CENTER LEFT

MATCH LINE SEE BOTTOM LEFT

MATCH LINE SEE TOP RIGHT

MATCH LINE SEE CENTER RIGHT

GRAPHIC SCALE

0' 12.5' 25'

NO. REVISIONS APPR. SCALE (H):

SCALE (V):

Drawing Name

Project NO.

OF

DRAWN BY: DESIGNED BY: CHECKED BY: 

LOGISTICS PARK OF NORTH DAKOTA

CONCEPT 1 - TYPICAL SECTIONS

MINOT, ND

DATE: 

DRAFT SET

EXHB_MINOT 1

10315558

4

DATE BY

1. BALLAST DEPTH (8" MIN.)

2. SUBBALLAST DEPTH (6")

3. ADDITIONAL BALLAST WILL LIKELY BE REQUIRED UNDER

LEAD TRACKS AND OTHER HIGH-TONNAGE TRACKS.

4. ADDITIONAL SUBBALLAST DEPTH MAY BE REQUIRED WHERE

DICTATED BY SOIL CONDITIONS

10/28/2022

PW/SK

N/A

SK

1"=800'

N/A

1

EXHIBIT

HORIZONTAL SCALE: 1" = 25'

VERTICAL SCALE: 1" = 25'

HORIZONTAL SCALE: 1" = 25'

VERTICAL SCALE: 1" = 25'

HORIZONTAL SCALE: 1" = 25'

VERTICAL SCALE: 1" = 25'
25.0' 15.0' 25.0' 15.0' 25.0' 11.0' 24.0'

PAVED ROADWAY 25.0' 15.0'

PAVEMENT SECTION IS REPRESENTATIONAL ONLY - NOT BASED ON ACTUAL DESIGN

2.0' 2.0'

24.0'

PAVED ROADWAY 2.0' 2.0'

38.0'

2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%

DOUBLE SIDED TANKCAR RACK (TYP.)

PERF. PIPE PERF. PIPE PERF. PIPE PERF. PIPE

EXISTING GROUND

CL TRK

709

CL TRK

708

CL TRK

707

CL TRK

706

CL TRK

705

CL TRK

704

CL TRK

703

CL TRK

702

75.0' 24.0' PAVED

ROADWAY 24.0' 10.7' 25.0' 17.5' PAVED ROADWAY 50.5'

24.0'

6.5' 6.5' 12.0' 8.0' 8.0'

8.0' 6.0'

PERMEABLE BASE (TYP.)

2:1 2.0'

1.0'

2% 2% 2% 2%

2% 2%

2% 2%

2:1

2.0' WALKWAY

2:1 2.0'

1.0'

TRACKSIDE

ACCESS ROAD

EXISTING GROUND

CL TRK

701

CL TRK

301 CL TRK

1

12.0'

INSPECTION

ROAD

25' SWALE

23.0' SWALE

GRADE CROSSING

2:1 2:1

25.0' 25.0' 45.0' 25.0'

6.5' 6.5' 6.5' 6.5' 6.5' 6.5' 24.0'

24.0'

2% 2% 2% 2%

2:1

2.0' 1.0'

2:1

TRACKSIDE

ACCESS ROAD

TRACKSIDE

ACCESS ROAD

1.0'

TRACKSIDE

ACCESS ROAD

EXISTING GROUND

CL TRK

203

CL TRK

202

CL TRK

201

CL TRK

102

CL TRK

101

12.0'

INSPECTION

ROAD

12.0'

INSPECTION

ROAD

12.0'

INSPECTION

ROAD

PERMEABLE BASE (TYP.)

EXISTING

PUBLIC

ROADWAY

42ND STREET

NO. REVISIONS APPR. SCALE (H):

SCALE (V):

Drawing Name

Project NO.

OF

DRAWN BY: DESIGNED BY: CHECKED BY: 

LOGISTICS PARK OF NORTH DAKOTA

MINOT, ND

DATE: 

DRAFT SET

EXHB_MINOT 4

10315558

4

DATE BY

EXHIBIT

2

1"=800'

N/A

SK

PW/SK

N/A

10/28/2022

MATCH LINE SEE BOTTOM LEFT

MATCH LINE SEE CENTER RIGHT

1. BALLAST DEPTH (8" MIN.)

2. SUBBALLAST DEPTH (6")

3. ADDITIONAL BALLAST WILL LIKELY BE REQUIRED UNDER

LEAD TRACKS AND OTHER HIGH-TONNAGE TRACKS.

4. ADDITIONAL SUBBALLAST DEPTH MAY BE REQUIRED WHERE

DICTATED BY SOIL CONDITIONS GRAPHIC SCALE

0' 12.5' 25'

HORIZONTAL SCALE: 1" = 25'

VERTICAL SCALE: 1" = 25'

HORIZONTAL SCALE: 1" = 25'

VERTICAL SCALE: 1" = 25'

HORIZONTAL SCALE: 1" = 25'

VERTICAL SCALE: 1" = 25'

CONCEPT 1 - TYPICAL SECTIONS
6.0'

50.0' 6.0' 201.5'

INTERMODAL WORKING AREA

6.0'

2:1

2.0'

1.0'

2% 1%

65.0'

PERIODIC CATCH BASINS

2%

1.0'

TYP.

24.0'

8" HMA 2' AGGREGATE BASE

EXISTING GROUND

CL TRK

2

CL TRK

401 CL TRK

402

TRACKSIDE

ACCESS ROAD

34' INSPECTION ROAD

53.5' 50.0' 50.0'

73.5'

70.0'

6.0'

63.0'

TRANSLOAD AREA

3% 6.0' TRANSLOAD AREA 6.0' EXISTING TRANSLOAD AREA EXISTING TRANSLOAD AREA EXISTING TRANSLOAD AREA

BLOCK DRAIN

2% 2%

VALLEY DRAIN WITH PERIODIC CATCH BASINS EXISTING GROUND

CL TRK

601

CL TRK

602

CL

EX TRK

603

CL

EX TRK

604

CL

EX TRK

1

73.5' 15.0' 15.0' 25.0' VARIES

11.0' 11.0'

24.0' 6.5' 24.0'

6.5'

PERMEABLE BASE (TYP.)

2% 2% 2% 2%

TRACKSIDE

ACCESS ROAD

2:1

2:1

TRACKSIDE

ACCESS ROAD 2.0'

1.0'

2:1

2.0' 2:1 1.0'

2.0'

1.0'

EXISTING GROUND

CL TRK

501

CL TRK

502

CL TRK

503

CL TRK

4

CL TRK

904

12.0'

INSPECTION

ROAD

NO. REVISIONS APPR. SCALE (H):

SCALE (V):

Drawing Name

Project NO.

OF

DRAWN BY: DESIGNED BY: CHECKED BY: 

LOGISTICS PARK OF NORTH DAKOTA

MINOT, ND

DATE: 

DRAFT SET

EXHB_MINOT 4

10315558

4

DATE BY

EXHIBIT

3

1"=800'

N/A

SK

PW/SK

N/A

10/28/2022

MATCH LINE SEE BOTTOM LEFT

MATCH LINE SEE CENTER RIGHT

MATCH LINE SEE CENTER LEFT

MATCH LINE SEE TOP RIGHT

1. BALLAST DEPTH (8" MIN.)

2. SUBBALLAST DEPTH (6")

3. ADDITIONAL BALLAST WILL LIKELY BE REQUIRED UNDER

LEAD TRACKS AND OTHER HIGH-TONNAGE TRACKS.

4. ADDITIONAL SUBBALLAST DEPTH MAY BE REQUIRED WHERE

GRAPHIC SCALE DICTATED BY SOIL CONDITIONS

0' 12.5' 25'

HORIZONTAL SCALE: 1" = 25'

VERTICAL SCALE: 1" = 25'

HORIZONTAL SCALE: 1" = 25'

VERTICAL SCALE: 1" = 25'

HORIZONTAL SCALE: 1" = 25'

VERTICAL SCALE: 1" = 25'

CONCEPT 1 - TYPICAL SECTIONS
50.0' 15.0' 25.0' 50.0'

11.0' 11.0' 24.0' 6.5' 6.5' 12.0'

WALKWAY

TRACKSIDE

2.0' ACCESS ROAD

1.0'

2:1

2%

1.0'

2:1

2:1

2:1

2.0'

1.0'

2.0'

1.0'

2.0'

1.0'

PERMEABLE BASE (TYP.)

2% 2% 2% 2% 2%

EXISTING GROUND

CL TRK

917

CL TRK

505

CL TRK

504

CL TRK

5

CL TRK

918

12.0'

INSPECTION

ROAD

10'

SWALE

25.0' 15.0' 15.0' 25.0' VARIES

24.0' PAVED

ROADWAY 38.0'

25.0' VARIES

24.0' 6.5' 6.5' 24.0'

24.0'

24.0'

11.0' 11.0'

PERMEABLE BASE (TYP.)

2:1

2:1

2.0'

1.0'

TRACKSIDE

ACCESS ROAD

TRACKSIDE

ACCESS ROAD

2.0'

1.0'

2.0'

2.0'

TRACKSIDE

ACCESS ROAD 2% 2%

2% 2%

2:1

2:1 2.0'

1.0'

2.0'

1.0'

2.0'

1.0'

TRACKSIDE

ACCESS ROAD

EXISTING GROUND

CL TRK

102

CL TRK

101

CL TRK

3

CL TRK

501

CL TRK

502

CL TRK

503

CL TRK

4 CL TRK

905

12.0'

INSPECTION

ROAD

1.0'

1.5:1 MAX

9.5' INSPECTION

ROAD 9.5' INSPECTION

ROAD

NO. REVISIONS APPR. SCALE (H):

SCALE (V):

Drawing Name

Project NO.

OF

DRAWN BY: DESIGNED BY: CHECKED BY: 

LOGISTICS PARK OF NORTH DAKOTA

MINOT, ND

DATE: 

DRAFT SET

EXHB_MINOT 4

10315558

4

DATE BY

EXHIBIT

4

1"=800'

N/A

SK

PW/SK

N/A

10/28/2022

1. BALLAST DEPTH (8" MIN.)

2. SUBBALLAST DEPTH (6")

3. ADDITIONAL BALLAST WILL LIKELY BE REQUIRED UNDER

LEAD TRACKS AND OTHER HIGH-TONNAGE TRACKS.

4. ADDITIONAL SUBBALLAST DEPTH MAY BE REQUIRED WHERE

GRAPHIC SCALE DICTATED BY SOIL CONDITIONS

0' 12.5' 25'

HORIZONTAL SCALE: 1" = 25'

VERTICAL SCALE: 1" = 25'

HORIZONTAL SCALE: 1" = 25'

VERTICAL SCALE: 1" = 25'

CONCEPT 1 - TYPICAL SECTIONS
25

APPENDIX B -Conceptual 

Rail Design Details
 

 

 

 

 

 

 

 

Lead Tracks: 

• Maximum degree of curvature = 9°30’

• Minimum turnout size = #11 

• Track Profile = Varies 0% to 1.0% 

• Minimum track spacing of 25’ from adjacent tracks 

Infinity Loop: 

• Maximum degree of curvature = 9°30’

• Minimum turnout size = #11 

• Track Profile = Varies 0% to 0.25% (approx.) 

• 3 staging tracks (blue) – minimum 8,000’ clear length. Can be used for either unit trains for the 

bulk facility on the green balloon, or for unit trains related to the pink trackage (petroleum 

facility) and purple trackage (ethanol / biodiesel or renewables facility). 

o Track centers of 25’ are provided between all staging tracks to allow for small betweentrack access roads, associated with mandatory inspection of trains prior to departure. 

o For most fluid operations, normally the innermost two staging tracks would be the first 

ones used for dry bulk unit trains, with the 3rd track only used if the other two are 

already occupied (to allow for outer track to be used by a train associated with the 

petroleum and renewables balloon tracks). A parallel lead connected to the inside end 

of the 3rd staging track allows moves on and off of this track without interfering with dry 

bulk unit train loading/unloading operations. 

• 1 dry bulk unit train facility (green balloon) with a fixed-point railcar loading or unloading 

structure. Entirety of an 8,000’-long unit train can be processed completely “in the clear”

without blocking movements into or out of the petroleum and food processing center balloon 

tracks. 

• Minimum track spacing of 25’ on all balloon tracks, which allows for possibility of train

inspection on balloon tracks without needing to move train to a staging track first. 

• 1 petroleum unit train facility (pink balloon) with 8 stub-ended tracks for tankcar 

loading/unloading. Tracks are on alternating 25-15-25-foot track centers, which allows for 

double-sided tankcar “racks” between each wider-spaced pair of tracks. The example facility 

shown allows for an 8,000’ train to be broken into 8 pieces such that the entire train is “on spot”

on the racks at one time. 

• 1 renewables facility (purple balloon). Rail-served facility with spur tracks as shown provide 

space for approx. 3,500 feet of railcars to be “on spot” at one time.

• The balloon tracks associated with the three operations of the infinity loop “turn” the trains, so

repositioning of road locomotives is not needed between arrival and departure. 

• Roadways into the interior of both balloons require no grade separations, only grade crossings. 

Processing of unit trains through dumper/loader building does not block any at-grade crossings. 

Crossings are normally blocked only by through moves or limited-duration switching 

movements. 

• Wide spacing (75’ track centers) provided around roadways is provided to allow for full-size 

roadways with comfortable shoulders. Roadways are assumed to be 2 x 12’ lanes, plus 

shoulders. 

26 
 

Intermodal Facility: 

• Maximum degree of curvature = 9°30’

• Minimum turnout size = #11 

• Strip Track Profile = 0.5% 

• Intermodal Staging Track Profile = Varies 0% to 1.4% 

• 2 staging tracks, each capable of holding an 10,000+’ intermodal train in the clear, even when 

train is split on either side of the midpoint crossover. Staging tracks are slightly conservatively 

long to account for varying lengths and arrangements of articulated well cars and spine cars. 

• 2 strip tracks, each with 5,000’ of working length.

• Midpoint crossover (on north edge of facility) allows for an intermodal train on either of the two 

staging tracks to be separated into two halves, and then each half moved over to the strip tracks 

(completely in the clear of any non-intermodal train operations). 

• Similarly, intermodal trains can be re-assembled without blocking any other movements. 

• Wide track spacing between 2 strip tracks allow for a circulating roadway and 2 rows of angled 

trailer parking, and/or substantial container storage area between tracks. 

• Trains can be “turned” without repositioning of power (due to overall balloon configuration). 

Transload (yellow tracks): 

• Maximum degree of curvature = 9°30’

• Minimum turnout size = #11 

• Track Profile = Varies 0.5% to 0.62% (matches existing) 

• 4 transload tracks, ranging from 1,000’ to 2900’ long. Wide track spacing (varies from 50’ to 75’) 

provides room for loading/unloading. Transload area could potentially become more functional 

with some reconfiguration of existing (black) tracks to the south to provide wider track centers. 

• Connection to lead track at north end allows for locomotives to access north end of transload 

tracks. 

Manifest Staging Yard (3 parallel orange tracks to the south of Infinity Loop): 

• Maximum degree of curvature = 9°30’

• Track Profile = 0.5% 

• 3 tracks (each approx. 1,800’ to 2,000’ clear) 

• Provides a switching area to support the various manifest industrial sites through the Park. 

Misc. industrial trackage / conventional spur industrial park trackage 

• Maximum degree of curvature = 9°30’

• Track Profile = Varies 0% to 1.5% per BNSF DGFITP, but not to exceed 0.5% where railcars will be 

spotted for loading/unloading 

• For area east of 42nd St. NE, north-south running portion of lead track intentionally biased 

towards the east to provide a variety of industry sizes. 

27 
• On the north-south running lead track tangent east of 42nd St. NE, two auxiliary tracks are 

provided to enhance switching and/or railcar storage for nearby industries. Lead tracks maintain 

minimum 25’ track centers from other tracks, while the 2 auxiliary tracks are on 15’ track 

centers. 

• Layout of lead track and rail-served parcels in the area east of 42nd St. NE attempts to 

minimize/avoid impacts to jurisdictional wetlands. 

28 
29

APPENDIX C - BNSF

Design Guidelines for 

Industrial Track Projects
 

 

 

BNSF RAILWAY COMPANY 

GUIDELINES FOR INDUSTRY 

TRACK PROJECTS 

Engineering Services 

System Design & Construction 

4515 Kansas Avenue Kansas 

City, KS 66106 

August 2018 

1 

August 2018 
 

 

 

 

 

 

 

 

 

BNSF RAILWAY COMPANY 

Design Guidelines for Industry Track Projects 

August 2018 

Table of Contents Page 

1. General Procedure for Industrial Track Projects 4 

2. Standards for Industrial Trackage (Non-Unit) 6 

3. Standards for Unit Train/Loop Facilities 10 

4. Survey and Plan Requirements 14 

5. Specifications for Construction of Industrial Trackage by Private Contractor 20 

6. Track Inspection Acceptance Checklist 28 

7. Requirements for Working on BNSF Right of Way 29 

Appendix List Page 

Procedures for Continuous Welded Rail in Industry Tracks A-1 – 9 

Preliminary Conceptual Sketch Example A-10 

Standard Sections for Industry Track A-11 – 13 

Construction Pad Details – Manual Turnouts A-14 

Earthen Bumper Details A-15 

No. 9 Turnout Plan and Geometry A-16 – 21 

No. 11 Turnout Plan and Geometry A-22 – 27 

No. 15 Turnout Plan and Geometry A-28 – 33 

Double Switch Point Derail (16'-6") A-34 

Switch Stand with 30 Degree Handle and Target A-35 - 36 

2 

August 2018 
 

 

 

 

Appendix List (cont.) Page 

Road Crossings A-37 – 39 

Clearance Requirements and Sign A-40 – 42 

Vertical Curves A-43 – 44 

Underground Cable Locate Form A-45 

Point of Switch and Derail Stake-out Guidelines A-46 

Receipt of Design Guidelines A-47 

3 

August 2018 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

1. General Procedure for Industrial Track Projects 

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

1.1. Customer will contact BNSF’s Economic Development (ED) representative. Contact information 

and a questionnaire can be found at http://www.bnsf.com/customers/support-services/. 

1.2. After completing the questionnaire the customer will be asked to provide a conceptual layout for the 

project. This layout should include property boundaries, existing buildings and roads, and a general 

location of where the proposed tracks will be located. 

BNSF will consider the feasibility of constructing the project at the desired location along with 

operating issues related to product origins and destinations. BNSF will prepare a scaled track layout 

(project schematic) based on the customer’s concept to ensure the desired operation meets design 

standards. The project schematic will identify both BNSF’s and the customer’s scopes of work, and 

then be shared with the Customer (see appendix, page A-10 for an example). After BNSF approval 

of the opportunity (New Business Review) the customer will be provided a cost estimate for BNSF’s 

track and signal work. 

1.3. The Customer may use a designer or contractor of its choice to prepare the track plans. Survey on 

BNSF right-of-way will require the application of a temporary occupancy permit (see “Requirements 

for Working on BNSF Right of Way”). The project schematic should be used as a guide for preparing 

the industrial track plan. Plans should be complete with all the items in the “Final Track Plan 

Checklist” included. Questions concerning these guidelines should be directed to the BNSF 

Engineering representative. Customers are encouraged to reference this document, including standard 

plan drawings, in the construction specifications. BNSF Engineering will review and approve the 

track design, and if there are significant changes from the original project schematic, the plan may 

need to be reviewed by other BNSF departments. 

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

revisions will be documented on the prints and communicated in writing to the Customer. BNSF 

Engineering will notify ED when the industrial track plan has been reviewed and approved. 

1.5. BNSF Engineering will prepare a cost estimate, chargeable to the Customer, which includes BNSF’s 

portion of track and signal construction, as well as an appropriated amount for an 

Inspector/Coordinator for construction monitoring purposes. The cost estimate does not include 

flagging charges as they can vary significantly based on the approach adopted by the customer’s 

contractor. In general, BNSF will construct from point of switch to the 14-ft clearance point for 

manual switches, and from the point of switch to just beyond the power derail and the approach signal 

for powered switches. The Inspector/Coordinator will serve as a BNSF representative related to 

grading on BNSF R/W, utility drops, turnout installation schedules and customer track construction 

inspection. 

1.6. Upon receiving the Firm Bid Cost Estimate, ED will present the formal industrial track package, 

including all agreements and cost proposal, to the Customer for consideration. 

1.7. Upon Customer's acceptance of the proposal (check, fully executed agreements, and submittal of the 

final plans) ED will notify all concerned the project has been approved and funded. 

1.8. The final plans must be approved by BNSF Engineering prior to the execution of the contractor’s 

right of entry, which limits when work can start on BNSF property. Materials for BNSF’s portion of 

the project are then ordered, work scheduled and construction completed, which can take up to 27 

weeks. Customers should note that turnout construction pads must be completed 6 weeks or more 

4 

August 2018 
(dependent on territorial restrictions) before the target construction completion timeline to allow time 

to deliver, assemble, and install the turnout at the designed location.

Following is the timeline for a typical industry track project

STAGE ACTIVITY START END TIMELINE

1 New opportunity conceptual 

layout request

Conceptual layout 

request received

Conceptual layout 

delivered to ED Mgr.

1 week

2 New Business Review 

(internal BNSF assessment)

NBR created NBR completed 2 weeks

3 Projectschematic approval & 

cost estimate preparation

NBR completed 

notification

BNSF cost estimates 

completed

9 weeks

4 Customer acceptance & 

payment

Proposal letter sent Check deposited 9 weeks

5 Request for capital Check deposited / 

CPAR approved

AFE approved 3 weeks

6 Track & signal materials 

ordered and delivered

AFE approved Track and signal 

material delivered

13 weeks

7 Track & signal construction Customer agreements 

& contracts executed

Track and signal 

construction complete

13 weeks

8 Engineering & Construction 

complete

Final customer track 

inspection completed

Actual project in 

service date entered in 

ESI

1 week

9 Customer moves carsinto 

facility

Project Closeout

Actual project in 

service date entered in 

ESI

CDI, CRF & Credit 

complete

1 week

Total Engineering and 

Construction timeline

52 weeks

5

August 2018
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

2. Standards for Industrial Trackage (Carload, or Non-Unit Facilities) 

2.1 Roadbed: Roadbed and ballast section for industrial trackage shall conform to the special roadbed 

section (see appendix, page A-11), and to the ballast material requirements on page 24. 

2.2 Curvature: Maximum degree of curve shall not exceed 9°30' (603.80' radius). All curves are defined 

using the chord definition. A minimum tangent length of 50 feet must be placed between reversing 

curves. No turnouts (switches) can be placed in a curve. Mainline turnouts must be placed at least 

200 feet from the end of a mainline curve. Industry turnouts within the facility must be placed at least 

50 feet from the end of any curve. 

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

2.4 Vertical Curves: Vertical curves must be provided at break points in profile grade. The rate of 

change shall not exceed 2.0 in summits or sags. Vertical curves shall not extend into limits of turnout 

switch ties. See appendix, pages A-43 and A-44 for BNSF's standard for vertical curves. 

2.5 Track: Recommended rail section is 115-lb. or greater. Hardwood ties shall be new 7” X 8” (No. 4) 

or 7” X 9” (No. 5), 8’-6” long, placed on 21.5" centers with a 6” ballast section. Rail anchorage shall 

be provided at a minimum rate of 16 anchors per 39' panel. Continuous welded rail (CWR) shall be 

box-anchored every other tie. Concrete ties can be spaced at 28” center to center with an 8” ballast 

section. CWR is recommended when using concrete ties. M-8 steel ties (8mm or 5/16” section) can 

be used in non-unit facility tracks and are spaced at 24” centers with 8” ballast section. 

2.6 Turnouts: All main line, controlled siding and passing track turnouts will be a minimum new No. 

11-141 lb. and include either a spring-rail frog or a rigid, railbound manganese frog, as specified by 

BNSF Engineering. For other turnouts maintained by BNSF, the size and weight will be determined 

dependent upon the transportation commodity, with a No. 11-141 lb. recommended, and a No. 9 -

115 lb. as the minimum (see appendix, pages A-16 to A-33). Main line turnout switch ties shall be 

new and hardwood. All mainline, controlled siding and passing track turnouts and trackage are to be 

placed by BNSF personnel out to the 14' clearance point. 

Mainline, controlled siding and passing track turnouts will require the placement of a construction 

pad alongside the track to allow assembly of the turnout, with no disruption to traffic. After the 

turnout is assembled, a track window is obtained to remove the trackage and insert the turnout. An 

example of a construction pad is shown in the appendix on page A-14. For turnouts placed off of 

BNSF property and/or maintained by the Customer, and operated by BNSF, the recommended 

minimum is a No. 9 - 115 lb. All switch stands need to include a "30 Degree" handle (see appendix, 

page A-35), and a target with alternating green and yellow colors indicating switch position (page A36). 

Switch heaters are required for mainline turnouts where snow and ice present operational challenges. 

If a power turnout requires a switch heater, the power derail will require one also. The cost estimate 

will include installation of the switch heaters when required. 

2.7 Derails: A derail shall be placed on all tracks connecting with a main line, siding, or industrial lead. 

Derails protecting mainline tracks and controlled sidings shall be double switch point (see appendix, 

page A-34) and installed so that the derailed car is directed away from BNSF trackage. A power 

derail is required when the mainline turnout is powered, and BNSF will install track and signal from 

the point of switch to the insulated joints just beyond the power derail. Derails protecting mainline 

tracks shall be placed a minimum of 100 feet behind the 14' clearance point, and placed on tangent 

track where possible. Derails protecting other-than-mainline tracks shall be placed a minimum of 50 

feet behind the 14' clearance point, and placed on tangent track where possible. The type of derail 

and actual location may be determined by BNSF Operating Department requirements. A “Derail” 

sign needs to be placed next to the derail. 

6 

August 2018 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

2.8 Structures: Bridges, drainage structures, track hoppers, retaining walls, etc. shall be designed to 

carry Cooper E-80 live load with diesel impact. Structures shall be designed per American Railway 

Engineering and Maintenance of Way Association (AREMA) Manual chapters 1, 7, 8, or 15 as 

applicable, and designed by a licensed engineer. See AREMA standards for unloading pits (Chapter 

15, Section 8.4). All structural plans will need to be reviewed and accepted by BNSF Engineering. 

Gratings covering open pits must be bolted in place. 

If a project creates the need for existing structures (including BNSF’s structures) to be modified, the 

modifications shall be accounted into the customer’s scope of work of the project, subjected to 

BNSF’s review and approval. For drainage related structures, additional information is included in 

“Culverts” section within the “Specifications for Construction of Industry Trackage by Private 

Contractor” chapter. 

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

concrete plank (for 141-lb. rail) placed on 10-ft. switch ties. Also, ten each 10-ft. switch ties are 

placed on both ends of the crossing, replacing any standard cross-ties. For crossings installed and 

maintained by the Customer, a concrete plank is recommended, with a wood plank surface as 

acceptable (see appendix, pages A-37 to A-39). 

2.10 Clearances: BNSF will adhere to the "Clearance Requirements By State," BNSF Dwg. No. 2509, 

Sheet No. 2 (see appendix, page A-40) for each state. If a state does not have its own clearances, the 

"BNSF Minimum Clearances Diagram," BNSF Dwg. No. 2509, Sheet No. 1 (see appendix, page A41) will apply. Side clearances for curves should have an additional 1-1/2" per degree of curvature. 

All effort should be made to provide adequate clearances. In the event clearances cannot be provided 

for as prescribed, warning signs will be installed and they must be illuminated at night (see appendix, 

page A-42). 

All loading/unloading equipment that fouls the clearance envelope during operation must positively 

lock in a non-fouling position when not in use. 

All new tracks constructed will maintain a minimum distance of 25 feet for track centers from any 

main track, controlled siding or passing track. New tracks adjacent to other tracks will maintain a 

minimum distance of 14 feet for track centers. 

At road crossings the set-back distance for storing rail cars on multiple adjacent tracks (track centers 

less than 25') is 250 feet from the edge of roadway. For single tracks, the setback distance varies for 

each state and is regulated by the states' appropriate agencies, but 150 feet from the edge of roadway 

is the minimum. However, operating conditions may require greater distances. 

2.11 Walkways: Walkways on bridges and adjacent to switches and trackage are governed by the 

appropriate State Public Service Commission, Railway Commission or other State and/or Federal 

agencies. However, the example on page A-11 depicts requirements for most states. Walkway ballast 

shall be Class 2 and no larger than 1” in size (ballast gradation shown on page 24). 

2.12 Signals and Utility Service: Customer shall provide electrical service to BNSF property should 

the proposed trackwork require power for the signal facilities. The requirement and locations 

will be identified by BNSF Engineering and communicated to the customer. If the service will include 

providing power to one or more switch heaters, a minimum of 200 Amp, Single Phase, 120/240 volt 

service, with meter socket and service disconnect is required. The service disconnect shall be a 

minimum of 200 amp, 2 pole breaker by either Cutler Hammer or Square D (QO style), with the 

meter socket requirement as per the power company specifications. No additional electrical panels 

are necessary as BNSF will take a feeder from the load side of the 200 amp service disconnect 

switch. The service may be either overhead or underground. All electrical installations will be made 

in accordance with the prevailing State/local electrical code(s), or if there is none, the current edition 

of the National Electrical Code will govern the installation. If an electric switch heater is not 

involved, 100 Amp service will be sufficient. 

Customer shall also provide natural gas service to BNSF property should the proposed 

7 

August 2018 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

trackwork require the installation of one or more switch heaters. The requirement and locations 

will be identified by the BNSF project representative. The service shall be capable of delivering 600-

900 thousand BTUs per heater per location required. The actual pressure shall be requested from 

BNSF for each project specifically (typical pressure should be around 6 psi). 

2.13 Inspection of Materials and Track: BNSF's Engineering representative should inspect all track 

materials prior to placement to avoid subsequent removal of sub-standard material. BNSF personnel 

will inspect the completed track before placing it into service. 

2.14 General: 

2.14.1 Loading and unloading tracks must be designed so that they are completely independent 

of railroad operating lines and passing tracks such that loading and unloading operations 

in no way interfere with train operations. Design of trackage must be approved by BNSF 

Engineering. 

2.14.2 Utility installations may require a permit. Pipelines under track are to be encased per BNSF 

requirements. Wirelines are to be installed per BNSF requirements. Refer to "BNSF 

Utility Accommodation Policy" booklet http://bnsf.com/communities/faqs/pdf/utility.pdf. 

Utilities within 50 feet beyond the end of track must be underground, and protected as if 

they were under the track. 

2.14.3 The effect on sight distance must be considered when planning construction of trackage in 

the vicinity of any grade crossings. The required sight distance should be determined and 

preserved when performing and designing for construction near any grade crossing. Less 

than the required sight distance will be the liability of the Customer. 

2.14.4 Maintenance of Way Operating Rule No. 6.32.4: "Leave cars, engines, or 

equipment clear of road crossings and crossing signal circuits. If possible, avoid leaving 

cars, engines, or equipment standing closer than 250 feet from the road crossing when there 

is an adjacent track (<25' track centers)." 

2.14.5 The effect on queuing distance of a crossing must be considered when planning the 

extension of a track across a grade crossing. The proposed plans shall not cause vehicles 

to be trapped in between tracks, cause vehicles to have to stop on a track while waiting in 

queue for a crossing to clear, or to cause excessive highway congestion by reducing the 

queuing distance of an existing crossing. Adding new public crossings or adding more 

tracks to an existing public crossing will be reviewed by BNSF Engineering and the 

appropriate entity with jurisdiction over the crossing (Typically the State’s Department of 

Transportation). 

2.14.6 An earthen berm (see appendix, page A-15) or suitable bumping post shall be installed at 

the end of track. Also, a red retro-reflective marker shall be placed at the end of track. 

2.14.7 Customer is responsible for all grading including placing all subballast up to BNSF ballast 

and the placement of a construction pad. 

2.14.8 Customer is to acquire any additional property required to construct grade and drainage. 

If the proposed trackage or facility will increase runoff onto BNSF property, a detailed 

drainage plan needs to be submitted for review prior to construction. Drainage should be 

handled in a manner as not to increase current drainage structures on BNSF property. 

8 

August 2018 
 

 

 

 

 

 

2.14.9 Contractor must not at any time foul the main line tracks. A BNSF flagman will be 

required, at the Contractor's expense, when working within 25 feet from centerline of the 

track, which would include, but not limited to, work that could foul a track, such as with a 

large crane, excavation activities that could undermine a track, and overhead wire work 

which could potentially fall onto the track. Billing for the flagman is separate from the cost 

for BNSF portion of the track work. Current cost for BNSF flagging is approximately 

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

2.14.10 Appropriate access must be provided for BNSF to drive an SU-40 maintenance truck (See 

AASHTO’s “A Policy on Geometric Design of Highways and Streets”, a.k.a. the 

“AASHTO Green Book”) to the proposed installations to be installed and/or maintained 

by BNSF or other existing BNSF infrastructure. If switch heaters are required at locations 

where the installation of a natural gas supply is infeasible, the access must be sufficient for 

refueling trucks to access the switch heater area. Depending on the location and the fuel 

providers of the region, refueling trucks may exceed the size of a SU-40 vehicle. Additional 

requirements related to the backing up of vehicles may be active in certain operating 

regions, which affects turnaround designs. Consult your project representative for 

additional region specific requirements. 

9 

August 2018 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

3. Standards for Unit Train/Loop Facilities 

3.1 Roadbed: Roadbed and ballast section for industrial trackage shall conform to the special roadbed 

section (see appendix, page A-11), and to the ballast material requirements on page 24. 

3.2 Curvature: Maximum degree of curve shall not exceed 7°30' (764.49' radius). All curves are defined 

using the chord definition method. A minimum tangent length of 100 feet must be placed between 

reversing curves. No turnouts (switches) can be placed in a curve. Mainline turnouts must be placed 

at least 200 feet from the end of a mainline curve. Industry turnouts within the facility must be placed 

at least 100 feet from the end of any curve. 

3.3 Profile Grade: Track profile grades shall be limited to a maximum of 1.5%. For loop tracks, the 

maximum grade will be 0.5%. Other restrictions may be defined for individual projects. A flat grade 

(0.0%) must be maintained through loading/unloading areas. 

3.4 Vertical Curves: Vertical curves must be provided at break points in profile grade. The rate of 

change shall not exceed 1.0 in summits or 0.5 in sags. Vertical curves shall not extend into limits of 

turnout switch ties. See appendix, pages A-43 and A-44 for BNSF's standard for vertical curves. 

3.5 Track: For New Unit Train Facilities minimum rail section is 115-lb and continuous welded rail 

(CWR) is recommended. Hardwood ties shall be new 7” X 8” (No. 4) or 7” X 9” (No. 5), 8’-6” long, 

placed on 21.5" centers with a 6” ballast section. Rail anchorage shall be provided at a minimum rate 

of 16 anchors per 39' panel. Continuous welded rail (CWR) shall be box-anchored every other tie. 

Concrete ties can be spaced at 28” center to center with an 8” ballast section. CWR is recommended 

when using concrete ties. M-10 steel ties (10mm or 13/32” section) can be used in unit facility tracks 

and are spaced at 24” centers with 8” ballast section. 

3.6 Turnouts: All main line, controlled siding and passing track turnouts will be a minimum new No. 

11-141 lb. and include either a spring-rail frog or a rigid, railbound manganese frog, as specified by 

BNSF Engineering. For other turnouts maintained by BNSF, a No. 11-115 lb. is the minimum (see 

appendix, pages A-22 to A-33). Main line turnout switch ties shall be new and hardwood. All 

mainline, controlled siding and passing track turnouts and trackage are to be placed by BNSF 

personnel out to the 14' clearance point. All joints on the side of turnout receiving majority of traffic 

will be thermite welded. 

Mainline, controlled siding and passing track turnouts will require the placement of a construction 

pad alongside the track to allow assembly of the turnout, with no disruption to traffic. After the 

turnout is assembled, a track window is obtained to remove the trackage and insert the turnout. An 

example of a construction pad is shown in the appendix on page A-14. 

For turnouts placed off of BNSF property and/or maintained by the Customer, and operated by BNSF, 

a No. 11 - 115 lb. turnout will be the minimum. All switch stands need to include a "30 Degree" 

handle (see appendix, page A-35), and a target with alternating green and yellow colors indicating 

switch position (page A-36). 

Switch heaters are required for mainline turnouts where snow and ice present operational challenges. 

If a power turnout requires a switch heater, the power derail will require one also. The cost estimate 

will include installation of the switch heaters when required. 

3.7 Derails: A derail shall be placed on all tracks connecting with a main line, siding, or industrial lead. 

Derails protecting mainline tracks and controlled sidings shall be double switch point (see 

appendix, page A-34) and installed so that the derailed car is directed away from BNSF trackage. 

A power derail is required when the mainline turnout is powered, and BNSF will install track and 

signal from the point of switch to the insulated joints just beyond the power derail. Derails 

protecting mainline tracks shall be placed a minimum of 100 feet behind the 14' clearance point, 

and placed on tangent track where possible. Derails protecting other-than-mainline tracks shall be 

10 

August 2018 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

placed a minimum of 50 feet behind the 14' clearance point, and placed on tangent track where 

possible. The type of derail and actual location may be determined by BNSF Operating 

Department requirements. A “Derail” sign needs to be placed next to the derail. 

3.8 Structures: Bridges, drainage structures, track hoppers, retaining walls, etc. shall be designed to 

carry Cooper E-80 live load with diesel impact. Structures shall be designed per American Railway 

Engineering and Maintenance of Way Association (AREMA) Manual chapters 1, 7, 8, or 15 as 

applicable, and designed by a licensed engineer. See AREMA standards for unloading pits (Chapter 

15, Section 8.4). All structural plans will need to be reviewed and accepted by BNSF Engineering. 

Gratings covering open pits must be bolted in place. 

If a project creates the need for existing structures (including BNSF’s structures) to be modified, the 

modifications shall be accounted into the customer’s scope of work of the project, subjected to 

BNSF’s review and approval. For drainage related structures, additional information is included in 

“Culverts” section within the “Specifications for Construction of Industry Trackage by Private 

Contractor” chapter. 

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

concrete plank (for 141-lb. rail) placed on 10-ft. switch ties. Also, ten each 10-ft. switch ties are 

placed on both ends of the crossing, replacing any standard cross-ties. For crossings installed and 

maintained by the Customer, a concrete plank is recommended, with a wood plank surface as 

acceptable (see appendix, pages A-37 to A-39). 

3.10 Clearances: BNSF will adhere to the "Clearance Requirements By State," BNSF Dwg. No. 2509, 

Sheet No. 2 (see appendix, page A-40) for each state. If a state does not have its own clearances, the 

"BNSF Minimum Clearances Diagram," BNSF Dwg. No. 2509, Sheet No. 1 (see appendix, page A41) will apply. Side clearances for curves should have an additional 1-1/2" per degree of curvature. 

All effort should be made to provide adequate clearances. In the event clearances cannot be provided 

for as prescribed, warning signs will be installed and they must be illuminated at night (see appendix, 

page A-42). 

All loading/unloading equipment that fouls the clearance envelope during operation must positively 

lock in a non-fouling position when not in use. 

All new tracks constructed will maintain a minimum distance of 25 feet for track centers from any 

main track, controlled siding or passing track. New tracks adjacent to other tracks will maintain a 

minimum distance of 14 feet for track centers. 

At road crossings the set-back distance for storing rail cars on multiple adjacent tracks (track centers 

less than 25') is 250 feet from the edge of roadway. For single tracks, the setback distance varies for 

each state and is regulated by the states' appropriate agencies, but 150 feet from the edge of roadway 

is the minimum. However, operating conditions may require greater distances. 

3.11 Walkways: Walkways on bridges and adjacent to switches and trackage are governed by the 

appropriate State Public Service Commission, Railway Commission or other State and/or Federal 

agencies. Due to revised FRA Airbrake and Train Handling Rules, outbound trains are required to 

have an airbrake inspection on both sides of the train. New shuttle projects will be required to have 

a minimum 13' inspection road on one side and a minimum 8.5' walkway on the other. See appendix 

pages A-11 and A-12 for typical sections of roads and walkways. Walkway ballast shall be Class 2 

and no larger than 1” in size (ballast gradation shown on page 24). 

11 

August 2018 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

3.12 Signals and Utility Service: Customer shall provide electrical service to BNSF property should 

the proposed trackwork require power for the signal facilities. The requirement and locations 

will be identified by BNSF Engineering and communicated to the customer. If the service is for an 

electric switch heater, a 200 Amp, Single Phase, 120/240 volt service, with meter socket and service 

disconnect is required. The service disconnect shall be a 200 amp, 2 pole breaker by either Cutler 

Hammer or Square D (QO style), with the meter socket requirement as per the power company 

specifications. No additional electrical panels are necessary as BNSF will take a feeder from the load 

side of the 200 amp service disconnect switch. The service may be either overhead or 

underground. All electrical installations will be made in accordance with the prevailing State/local 

electrical code(s), or if there is none, the current edition of the National Electrical Code will govern 

the installation. If an electric switch heater is not involved, 100 Amp service will be sufficient. 

Customer shall also provide natural gas service to BNSF property should the proposed 

trackwork require the installation of one or more switch heaters. The requirement and locations 

will be identified by the BNSF project representative. The service shall be capable of delivering 600-

900 thousand BTUs per heater per location required. The actual pressure shall be requested from 

BNSF for each project specifically (typical pressure should be around 6 psi). 

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

the entire train prior to movement from the facility. Due to revised FRA Airbrake and Train Handling 

Rules, outbound trains are required to have an airbrake inspection on both sides of the train. New 

shuttle projects will be required to have a minimum 13' inspection road on one side and a minimum 

8.5' walkway on the other. See appendix pages A-12 and A-13 for typical sections of roads and 

walkways. A standard section with a 13-ft wide roadway is shown in the appendix, page A-13. The 

roadway can be constructed using subballast materials as specified in the Grading & Embankment 

section of this document, page 20. 

3.14 Inspection of Materials and Track: BNSF's Engineering representative should inspect all track 

materials prior to placement to avoid subsequent removal of sub-standard material. BNSF personnel 

will inspect the completed track before placing it into service. 

3.15 General: 

3.15.1 Loading and unloading tracks should be designed so that they are completely independent of 

railroad operating lines and passing tracks such that loading and unloading operations in no 

way interfere with train operations. Design of trackage must be approved by BNSF 

Engineering. 

3.15.2 Utility installations may require a permit. Pipelines under track are to be encased per BNSF 

requirements. Wirelines are to be installed per BNSF requirements. Refer to "BNSF Utility 

Accommodation Policy" booklet http://bnsf.com/communities/faqs/pdf/utility.pdf. Utilities 

within 50 feet beyond the end of track must be underground, and protected as if they were 

under the track. 

3.15.3 The effect on sight distance must be considered when planning construction of trackage in 

the vicinity of any grade crossings. The required sight distance should be determined and 

preserved when performing and designing for construction near any grade crossing. Less 

than the required sight distance will be the liability of the Customer. 

Maintenance of Way Operating Rule No. 6.32.4: 

"Leave cars, engines, or equipment clear of road crossings and crossing signal circuits. If 

possible, avoid leaving cars, engines, or equipment standing closer than 250 feet from the 

road crossing when there is an adjacent track (<25' track centers)." 

12 

August 2018 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

3.15.4 The effect on queuing distance of a crossing must be considered when planning the 

extension of a track across a grade crossing. The proposed plans shall not cause vehicles to 

be trapped in between tracks, cause vehicles to have to stop on a track while waiting in 

queue for a crossing to clear, or to cause excessive highway congestion by reducing the 

queuing distance of an existing crossing. Adding new public crossings or adding more 

tracks to an existing public crossing will be reviewed by BNSF Engineering and the 

appropriate entity with jurisdiction over the crossing (Typically the State’s Department of 

Transportation). 

3.15.5 An earthen berm (see appendix, page A-15) or suitable bumping post shall be installed at the 

end of track. Also, a red retro-reflective marker shall be placed at the end of track. 

3.15.6 Customer is responsible for all grading including placing all subballast up to BNSF ballast 

and the placement of a construction pad, if required. 

3.15.7 Customer is to acquire any additional property required to construct grade and drainage. If 

the proposed trackage or facility will increase runoff onto BNSF property, a detailed 

drainage plan needs to be submitted for review prior to construction. Drainage should be 

handled in a manner as not to overload current drainage structures on BNSF property. 

3.15.8 Contractor must not at any time foul the main line tracks. A BNSF flagman will be 

required, at the Contractor's expense, when working within 25 feet from centerline of the 

track, which would include, but not limited to, work that could foul a track, such as with a 

large crane, excavation activities that could undermine a track, and overhead wire work 

which could potentially fall onto the track. Billing for the flagman is separate from the cost 

for BNSF portion of the track work. Current cost for BNSF flagging is approximately 

$1,000 per day with billing based on actual charges. 

3.15.9 Adequate lighting must be provided for train crews working at night. Work areas near 

switches, gates, doors, pits and buildings should be illuminated to prevent walking/tripping 

hazards and allow crewmen riding rail cars to see without reliance upon a flashlight. 

3.15.10 A track to set out bad order cars unsuitable for loading or unloading needs to be added to 

the overall design. Set out track should be long enough to place at least 5 rail cars and be 

accessible to a repair crew. A locomotive tie-up track may also need to be incorporated 

into the design. This need will be determined at the on-site meeting. 

3.15.11 Appropriate access must be provided for BNSF to drive an SU-40 maintenance truck (See 

AASHTO’s “A Policy on Geometric Design of Highways and Streets”, a.k.a. the 

“AASHTO Green Book”) to the proposed installations to be installed and/or maintained by 

BNSF or other existing BNSF infrastructure. If switch heaters are required at locations 

where the installation of a natural gas supply is infeasible, the access must be sufficient for 

refueling trucks to access the switch heater area. Depending on the location and the fuel 

providers of the region, refueling trucks may exceed the size of a SU-40 vehicle. Additional 

requirements related to the backing up of vehicles may be active in certain operating 

regions, which affects turnaround designs. Consult your project representative for 

additional region specific requirements. 

13 

August 2018 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

4. Survey and Plan Requirements 

4.1 Surveying on BNSF Right of Way: In order to protect BNSF's investment of its Right of Way 

(ROW) and for the safety of persons coming onto BNSF property, BNSF requires all parties entering 

or performing work on the right-of-way to secure appropriate agreement and insurance before 

beginning any type of work. Please consult the BNSF project representative and the section 

“Requirements for Working on BNSF Right of Way” before proceeding. 

4.1.1 Grading and alignment stake out and re-staking is the responsibility of the customer, 

including the portions to be installed by BNSF forces. BNSF project stake out shall not 

include the point of intersection (PI). All stake out locations shall be documented by 

photographs. We encourage marking up photographs to demonstrate the stakes’ 

corresponding feature to minimize misunderstanding. They shall be sent to the BNSF project 

representative (the BNSF inspector coordinator) when completed. The stakeout guidelines 

listed below illustrate the various responsibilities of the customer relative to the stage of the 

project: 

Project Stage Pt. of Switch (PSw) 

Power Switch Projects Only 

Pt. of Derail (Derail) Alignment 

Conceptual: Allows for 

proper visualization of 

preliminary site visit. 



Pad Completion: 

Enables crews to unload 

and assemble the switch 

at the correct locations. 

 

Pre-Install Stake Out: 

These staked items will 

be communicated to the 

BNSF during the preinstall meeting. 

  

4.1.1.1 Point of Switch: A one page document has been included in A-51 of the appendix. This 

stake out shall include rail markings and center of track markings at a minimum. An offset 

stake is encouraged after the pad is completed. A flagger will be needed for this stake out 

due to the need to foul the track. 

4.1.1.2 Point of Derail: BNSF will construct and install up to the entering signal for the power 

switch’s control point for projects involving power switches. The power derail shall be 

marked with both a centerline feather and an offset stake. The stake out shall follow the 

format included in the point of switch stake out document on A-51 of the appendix with the 

only difference being replacing “PSw” by the word “Derail”. 

4.1.1.3 Alignment: BNSF will construct and install up to the entering signal for the power switch’s 

control point for projects involving power switches. The alignment stake out shall start from 

the last long tie to the entering signal’s location. Stakes should be in intervals of 100’ or less, 

and should include centerline feathers and offset stakes at the edge of the pad or a location 

that will not be easily damaged by construction equipment. 

14 

August 2018 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

4.2 Plan Requirements: All plans and drawings need to be prepared electronically in a CADD 

format. This allows for updates to BNSF's maps and records to be done electronically. All 

information is to be in English units. Plan submittals should be in Adobe’s Acrobat pdf format, with 

11” x 17” sheet size. Upon approval, BNSF Engineering will revise the project schematic, if 

necessary. 

Plan View Scale: 1" = 50' 

Profile View Scale: 1" = 50' horizontal and 1” = 5’ vertical 

Cross Sections Scale: 1”=10’ horizontal and vertical 

4.2.1 BNSF Engineering Plan Submittals - Definitions 

Conceptual – An alignment plan showing existing track and features along with proposed 

changes, and the official operating plan. This will be used for the New Business Review 

(NBR). 

30% Design - All items from the conceptual submittal plus plan/profile sheets, crosssections, typical sections, xing plans, drainage plans, revisions from changes due to land and 

utility negotiations, and 30% structure plans. This plan will be used for the walk-thru 

inspection and schematic approval. 

90% Design - All items from the 30% submittal plus revisions from the walk-thru inspection, 

culvert extensions, road xing plans, and 60% structure plans (e.g. pit plans, catwalks, and 

sheds). 

Final Track Plan – All items in 30% and 90% with all relevant details and revisions 

incorporated from previous comments. Specifications and details included. 

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

surveyed. 

4.2.2 Provide an Operating Plan 

Prepare a sketch (does not have to be to-scale) showing in-bound and out-bound switching 

plans and lengths of tracks to be used. Prepare multiple sketches to show the position of cars 

and locomotives at different stages of switching/loading/unloading together with a narrative 

describing the movements depicted by the multiple sketches. 

In developing track lengths for operating plans, designers shall be aware that: 

- Switches cannot be thrown unless the closest on track equipment is at least 50’ from the 

point of switch 

- Cars shall not come within 25’ of the end of track bumper at any time 

- Parked cars shall be at least 50’ or more from the clearance point of a turnout if the other 

side of the turnout is to be safely used by BNSF crews. 

- If a power turnout is required, industry switching cannot come within 50’ of the proposed 

entering signal location of the control point 

- If a manual turnout and derail is used, industry switching cannot come within 50’ of the 

proposed point of derail location 

Customers are encouraged to reference this document, including standard plan drawings, in 

the construction specifications. 

15 

August 2018 
16

August 2018

Conceptual Plan Submittal Checklist:

□ Furnish Milepost and Line Segment in the Title Block, along with name of Industry and date of 

plan preparation. Contact information for engineering firm should also be included on plans. 

□ BNSF Milepost location and BNSF stationing information for switches on proposed on BNSF 

tracks (Lat/Long information for power switch projects)

□ Curvatures not exceeding 7-30 (unit train) or 9-30 (manifest)

□ Grades not exceeding 0.5% on receiving/departure tracks

□ Grades not exceeding 1.5% on any tracks

□ Track centerline distances from BNSF mainline and for inspection roads & ATV inspection paths

□ Switch sizes for all switches

□ Culverts to be abandoned/extended/replaced for those under BNSF tracks

□ Designated unit train receiving/departure tracks and/or manifest tracks

□ Added tracks across existing BNSF at grade crossings, or additional crossings proposed across 

public roadways 

□ Additional bridges next to existing BNSF infrastructure

□ Distances from proposed turnouts to existing critical BNSF infrastructure

□ To abutments of BNSF bridges

□ To the edge of BNSF crossings

□ To the closest start of BNSF curve (i.e. the distance from the spiral to the PSw/last long tie)

□ Basic property limits & railroad Right of Way lines

□ Graphical operating plan

□ Include a description of work to be performed by BNSF. Example: “Construct 185 track feet 

including a #11-141 lb. turnout from point of switch to clearance point, raise railroad pole line, 

adjust signals.” 

□ Include a description of work to be performed by the contractor. Example: “Construct remaining 

trackage from clearance point to end, place wheel stops, install plank crossing and signs, perform 

all grading, install all drainage structures, install double switch point derail, provide electrical 

service to a point opposite the proposed switch locations.” 

□ Include a list of track materials to be used by the contractor. Example: “115-lb continuous welded 

rail (CWR) on #4 new cross-ties, #11-115lb BNSF standard turnouts, 32-ft full depth timber 

crossing planks to be placed in new construction. 

□ Effective track capacities of proposed/modified tracks
17

August 2018

30% Design Drawings Submittal Checklist:

□ 30% checklist with conceptual checklist included

□ Track Plan alignment included

□ Dimension from proposed BNSF switch locations to an identifiable fix object in the field 

(For practicality, shall be in the direction of the track) 

□ Derail location stationing and derail type included

□ Crossing location(s) with stationing and width included

□ PC/PT stationing on all curves included

□ Curvature information on all curves included

□ 14.21’ clearance point stationing included

□ Point of switch stationing included (PSw)

□ End of track stationing and structures included

□ Culvert/other pipe crossings included

□ Location of connection structures to existing drainage systems

□ Access roadway information called out

□ Turnout pad sizes called out

□ Turnarounds/Access at turnout pad determined

□ Track profile plan included

□ Vertical curves included

□ Vertical curves’ lengths included

□ Culvert/other pipe structures included on profile

□ Cover information on culvert/other pipe structures to top of subgrade & base of rail

□ BNSF construction coordination sheet for power turnout projects(One page blow up sheet of pad 

size, signal house locations, key asset locations such as the derail and the signal locations)

□ Cross section drawings with typical sections included

□ Grading limits plan

□ Survey monuments/control point locations

□ Utility relocates on the BNSF right-of-way with owner information

□ Separate sheet for each public crossing proposed / modified including information

□ Distance from turnouts to nearest crossings

□ Cross bucks locations / Lights & gates locations

□ Access roadway locations

□ Signal house locations (if applicable)

□ Distance between multiple track crossings (if applicable)
18

August 2018

□ DOT # (if crossing is existing)

□ Queuing distance from adjacent roadways (if applicable)

□ Contour information of surrounding terrain (use light gray lines for contours)

→ At least 300’ on each side parallel to the direction of the track

→ At least 100’ on each side parallel to the direction of the roadway

□ City, county, and governing roadway authority information

90% Design Drawings Submittal Checklist:

□ 90% checklist with 30% checklist included

□ Clearance submittal for all structures coming within 15’ of the centerline of the closest track

□ Clearance submittal for all structures crossing above any track in the facility

□ Finalized drainage plan

□ Culvert extensions finalized

□ Culvert locations finalized with cover information requested in 30%

□ Line drawings for all pipe crossings/drainage structures under existing or proposed tracks 

that will be impacted by the project 

□ Pre-project drainage pattern with pre-project terrain contours

□ Post-project drainage pattern with (if available, include post-project terrain contours)

□ Finalized access roadway plan

□ Final turnout pad access routes

□ Final crossing locations internal to facility

□ Structure locations included (i.e. building sheds, catwalks, etc.)

□ H&H studies included in submittal (if required)

□ 100% signed and sealed plans for structures included (Only structures that affects track stability 

or track clearance will require reviews. E.g. pit plans, shed plans, catwalks, etc.)
19

August 2018

Final Track Plan / 100% Design Plan Submittal Checklist:

□ 100% checklist with 90% checklist included

□ Signage plans included

□ Sign locations included

□ Lighting plan included

□ Details included

□ Switch geometry details

□ Stand details

□ Crossing details

□ Bumper details

□ Rail weights and tie specifications

□ Reference to the specifications within the BNSF design guidelines and applicable AREMA 

guidelines

□ Culvert specifications

As-Built Record Drawing Submittal Checklist:

□ Lat/Lon of actual installed BNSF switch location

□ Actual installed location from an identifiable permanent structure in the field

□ Alignment deviations of actual installed track

□ Actual lengths of tracks and effective lengths of tracks
 

 

 

 

 

 

 

 

 

 

 

 

5. Specifications for Construction of Industrial Trackage by Private Contractor 

5.1 Contractor’s Responsibility: By acceptance of the contract the contractor assumes complete 

responsibility for construction of the work. The Contractor should understand that any work not 

specifically mentioned in the written specifications, but which is necessary, either directly or 

indirectly, for the proper carrying out of the intent thereof, shall be required and applied, and will 

perform all such work just as though it were particularly delineated or described. Contractor should 

also understand that final approval of the track for service is the prerogative of BNSF and close 

contact with BNSF's Engineering Representative is required. No work is to be performed on BNSF's 

right-of-way, or in such proximity as to interfere with BNSF's tracks or roadbed, without advance 

permission by BNSF, including insurance and if necessary, flagging protection. 

5.2 Insurance Requirements: Contained within the Contract for Industrial Track Agreement to be 

executed prior to construction. 

5.3 Grading & Embankment: The work covered by this section of the specifications consists of 

furnishing all plant, labor, material and equipment and performing all operations in connection with 

construction of track roadbed, including clearing and grubbing, excavation, construction of 

embankments and incidental items, all in accordance with the contract drawings and specifications. 

The Contractor shall load, haul, spread, place and compact suitable materials in embankments and 

shall finish the embankments to the grade, slope and alignment as shown in the plans. Suitable 

materials shall consist of mineral soils free from organics, debris, and frozen materials. Embankment 

slopes shall be compacted and dressed to provide a uniform and dense slope. Embankments shall be 

built with approved materials from excavation of cuts or from borrow unless otherwise shown on the 

plans. 

If materials unsuitable for embankments (organics, debris, brush and trees, etc.) are encountered 

within the areas to be excavated, or material existing below the designated subgrade in cuts or within 

areas on which embankments are to be placed are of such nature that stability of the roadbed will be 

impaired, such materials shall be removed and wasted or stockpiled for other use. Topsoil removed 

from embankment areas shall be spread uniformly over the embankment slopes. 

Unsuitable material removed from embankment foundations or below subgrade elevation in 

excavation areas shall be replaced to grade with suitable material compacted as specified for 

embankments in these specifications. 

Wherever an embankment is to be placed on or against an existing slope steeper than four horizontal 

to one vertical, such slope shall be cut into steps as the construction of the new embankment 

progresses. Such steps shall each have a horizontal dimension of not less than three feet and a vertical 

rise of one foot. 

At all times, the Contractor shall operate sufficient equipment to compact the embankment at the rate 

at which it is being placed. Compaction shall be accomplished by sheep’s foot rollers, pneumatictired rollers, steel-wheeled rollers, vibratory compactors, or other approved equipment. Use 

construction procedures and drainage design that will provide a stable roadbed. 

20 

August 2018 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Each layer in embankments made up primarily of materials other than rock shall not exceed 6" in 

loose depth and shall be compacted to the dry density as specified hereinafter before additional layers 

are placed. All embankments shall be compacted to a density of not less than 95% of the maximum 

standard laboratory density, and not more than +4 percentage points above the optimum moisture 

content, unless otherwise specified on the drawings. The standard laboratory density and optimum 

moisture content shall be the maximum density and optimum moisture as determined in accordance 

with ASTM Designation: D 698 (Standard Proctor Test). Copies of soil test results shall be furnished 

to owner. 

On top of the embankment fill, the Contractor shall place a minimum of 6 inches of granular subballast which meets the above criteria and contains no material larger than that which will pass 

through a (3) inch square sieve. Sub-ballast shall be crushed gravel or crushed stone with a minimum 

75% of the material having two fractured faces. Sub-ballast must meet the quality requirements of 

ASTM Designation: D 1241 and be approved by the Engineer. Additional sub-ballast may be 

required as determined from an engineering soil analysis. 

5.4 Culverts: The minimum diameter for all culverts installed under main tracks or tracks maintained by 

BNSF is 36 inches. This is to accommodate regular inspection and cleaning. Culverts maintained by 

the Customer should be 24 inches or larger. Impacts to existing culverts shall be included in the 

customer’s scope of the project. 

Culvert extensions with a change in direction or a change in pipe section (including size) is generally 

not permitted. If the project involves removing/abandoning existing culverts under BNSF tracks, 

adding additional culverts under BNSF tracks or extending an existing culvert under BNSF tracks, a 

hydraulic study shall be provided to demonstrate that the post project condition will meet or exceed 

the existing hydraulic capacity. Projects adjacent to BNSF right-of-way with potential hydraulic 

impacts to BNSF will also require a hydraulic study. The hydraulic study can be waived if the project 

area is less than 1.0 Ac and does not have any hydraulic impact to an existing BNSF bridge/drainage 

structure. 

Existing pipes that have to be extended will become the responsibility of the customer in installation, 

ownership and maintenance. If it is determined by BNSF Structures that an existing pipe cannot be 

extended in an acceptable manner, the cost of installing an acceptable replacement pipe shall be the 

responsibility of the customer. Additional guidelines related to pipe installations can be requested 

from your BNSF engineering project representative. 

5.5 Corrugated Metal Culverts: These instructions cover the selection, installation, and fabrication of 

circular type zinc coated (galvanized) corrugated steel culverts for nominal diameters of 36-inch to 

96-inch, inclusive. Additional protective coatings may be specified or allowed by BNSF 

Engineering. 

Galvanized corrugated steel pipe shall be manufactured in accordance with AASHTO Specifications 

M 36 and M 218. All areas of surface rust on re-corrugated ends or lock seams shall be painted using 

the hot-dip or metallizing process. 

Design, installation, and fabrication shall be in accordance with current American Railway 

Engineering and Maintenance of Way Association (AREMA) Specifications Chapter 1, Part 4, 

Culverts. Additionally, all culvert pipes shall meet the requirements shown in Table 1. 

21 

August 2018 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

TABLE 1 

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

Diameter 

(Inches) 

Corrugation 

(Inches) 

Width of Lap 

(Inches) 

Thickness 

(Inches) 

U.S. Std. 

Gage 

Diameter 

(Inches) 

Cover Cover 

36 2-2/3 x 1/2 2 0.109 12 3/8 40' *** 

42 2-2/3 X 1/2 3 0.138 10 3/8 70' *** 

42 3 x 1 &5 x 1 3 0.109 12 7/16 70' *** 

48 2-2/3 x 1/2 3 0.138 10 3/8 65' *** 

48 3 x 1 & 5 x 1 3 0.109 12 7/16 70' *** 

54 2-2/3 x 1/2 3 0.168 8 3/8 60' *** 

54 3 x 1 & 5 x1 3 0.138 10 7/16 75' *** 

60 2-2/3 x 1/2 3 0.168 8 3/8 55' *** 

60 3 x 1 & 5 x 1 3 0.138 10 7/16 70' *** 

66 3 X 1 & 5 X 1 3 0.138 10 7/16 60' *** 

72 3 X 1 & 5 X 1 3 0.168 10 7/16 65' *** 

84 3 X 1 & 5 X 1 3 0.168 8 7/16 55' *** 

96 3 X 1 & 5 X 1 3 0.168 8 7/16 45' *** 

* Where two types of corrugation are acceptable, the use of standard 2-2/3" x 1/2" material is preferred, 

if available. 5 x 1 corrugations to be used only on helical pipe. 

** For riveted pipe. 

Pipes 48 inches or greater in diameter shall be shop-elongated 5 percent of their diameter in a vertical 

direction and have lifting lugs. 

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

Due to settlement of culvert pipes, cambering longitudinally is recommended to improve the flow 

line profile after settlement. This is accomplished by laying the upstream half of the pipe on a flatter 

grade than the downstream half. Riveted pipe shall be placed with the inside circumferential laps 

pointing downstream and with the longitudinal laps at the side. Pipes shall be installed with a camber 

suitable to the height of the cover over the pipe and bearing capacity of the supporting soil. 

Firm support must be provided to obtain a satisfactory installation. The filling material adjacent to 

pipes shall be loose granular material, free from large stones, frozen lumps, cinders, or rubbish. The 

filling shall be deposited alternately on opposite sides of the pipe in layers not exceeding 6 inches in 

depth, and each layer shall be thoroughly tamped before placing the next layer. Special care shall be 

taken in tamping under the lower part of the pipe. For a trench installation, the backfill shall be 

tamped the entire width of the trench, and for surface installation it shall be tamped not less than one 

half the pipe diameter out from the sides of the pipe. The density of the backfill after tamping must 

be at least 95% of its maximum density, as determined by ASTM D 698. 

Any other type or size drainage structure shall have approval of BNSF Engineering prior to 

installation under track locations. 

5.6 Utility Crossings: Utility crossings and relocations shall conform to BNSF standards as outlined in 

the "BNSF Utility Accommodation Policy" http://bnsf.com/communities/faqs/pdf/utility.pdf 

Applications for utility crossings and relocations are handled by Jones, Lang, LaSalle (JLL), phone 

number 1- 866-498-6647. Any questions regarding utilities can be directed to the BNSF Engineering 

representative. 

22 

August 2018 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

5.7 Curvature and Grades: Tracks will be staked by the customer’s surveyor (under flag protection if 

necessary) and constructed as shown on the approved plans. Any changes to the approved design 

need to be reviewed by BNSF Engineering or appointed representative. 

5.8 Clearances: BNSF will adhere to the "Clearance Requirements By State," BNSF Dwg. No. 2509, 

Sheet No. 2 (see appendix, page A-38) for each state. If a state does not have its own clearances, the 

"BNSF Minimum Clearances Diagram," BNSF Dwg. No. 2509, Sheet No. 1 (see appendix, page A41) will apply. Side clearances for curves should have an additional 1-1/2" per degree of curvature. 

Warning signs will be installed for all close clearances less than standard (see appendix, page A-42). 

All loading/unloading equipment that fouls the clearance envelope during operation must positively 

lock in a non-fouling position when not in use. 

5.9 Material: BNSF's Division Engineer representative should inspect all track materials prior to 

placement to avoid removal of sub-standard material. BNSF personnel will also inspect the track 

before placing it into service. 

5.9.1 Rail: For trackage maintained by the Customer the minimum acceptable rail shall be 112# 

section (5-1/2” base) and shall be compatible with BNSF standard rail section. For locations 

where trackage will be maintained by BNSF rail and fastenings shall conform to the BNSF 

standard rail section in use in that area. Contractor shall contact BNSF Engineering for 

approved section. Transition rails or compromise joints at the BNSF-Customer interface are 

the responsibility of the customer. Minimum length shall not be less than 39 feet except in 

turnouts and shall be free from defects. Rail should be minimum full ball relay rail, not 

exceeding 3/16 inch wear on any surface. Continuous welded rail (CWR) will need to be destressed as soon as possible after laying (see “Procedures for the Installation, Adjustment, 

Maintenance, and Inspection of CWR in Industry Tracks” appendix, page A-1 thru A-9). 

CWR is recommended when using concrete ties. Thermite and flash-butt welds must be 

placed in crib area between ties. An abrasive rail saw will be used to cut rail—no torchcutting. 

5.9.2 Anchors: Rail anchors shall be new or reconditioned, sized to fit the rail section, and shall 

be provided per industrial track design criteria on pages 3 and 6. High traffic volumes or 

unusual grade or alignment problems may require additional anchors as determined by BNSF 

Engineering. Turnouts shall also be anchored. 

5.9.3 Ties: Hardwood ties shall be new 7” X 8” (AREMA No. 4) or 7” X 9” (No. 5), 8’-6” long, 

placed on 21.5" centers. Switch ties shall have a minimum cross section of 7" x 9" and 

minimum lengths shall conform to applicable BNSF Standard plans. Concrete ties shall be 

pre-stressed, measure 11” wide at the bottom and 9” high with a length of 8’ 3” and weight 

of 630 pounds. Concrete ties can be placed on 28” centers provided there is a minimum 

ballast section of 8” below the tie. Second-hand, or “3/4” concrete ties can be used after 

inspection and approval from the BNSF Roadmaster. When placing 3/4 ties, the damaged 

shoulders should be alternated from left to right sides so that they are not on the same side. 

Steel ties are spaced at 24” centers with 8” ballast section and can be used with timber or 

concrete ties. Steel ties should not be used within 200 feet of a signal circuit identified by 

insulated joints. 

5.9.4 Turnouts (Switches, Frogs & Guardrails): All parts shall be new or good secondhand, 

with secondhand parts being free of injurious defects. 

5.9.5 Tie Plates: Tie plates may be new or secondhand, free of injurious defects and foreign 

material, conforming to AREMA Specifications, and shall fit rail being used. For rail 110# 

section and greater, all plates will be double-shouldered. 

23 

August 2018 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

5.9.6 Joints: New or secondhand joints, free of foreign material and without injurious defects, 

and with 4 or 6 bolt holes, conforming to AREMA requirements, may be furnished to fit rail 

section for which they are designed. Bolt holes must be drilled with proper equipment. 

Torch-cutting of bolt holes is not allowed. New or secondhand compromise joints of 

manufactured type (welded or homemade are not acceptable), free of foreign material and 

without injurious defects, shall be furnished and used where rail section (weight or design) 

changes. Rail section by weight shall not be compromised where difference in weight is in 

excess of 25 lbs. When this becomes necessary, a rail of some weight between the two 

different rail sections, in excess of 25 lbs., shall be used and the compromise made in two 

steps. The length of the medium-weight rail should be 39 feet where practical. 

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

requirements. 

5.9.8 Track Bolts & Nuts: Track bolts and nuts shall be installed conforming to AREMA 

Specifications. Bolts will be correct size and length to fit rail. 

5.9.9 Lock Washers: One lock washer conforming to AREMA Specifications shall be installed 

on each track bolt. 

5.9.10 Ballast: Track ballast shall be Class 2 (1" - 3/8"). Ballast shall be free from loam, dust, and 

other foreign particles and shall not have less than 75% crushed particles with two or more 

fractured faces, unless otherwise approved by BNSF. Processed ballast shall be hard, dense, 

of angular particle structure, providing sharp corners and cubicle fragments and free of 

deleterious materials. Ballast materials shall provide high resistance to temperature changes, 

chemical attack, have high electrical resistance, low absorption properties and free of 

cementing characteristics. Materials shall have sufficient unit weight (measured in pounds 

per cubic foot) and have a limited amount of flat and elongated particles. Unless it meets or 

exceeds BNSF requirements, slag is not an approved ballast material. Walkway ballast shall 

be Class 2 (1" - 3/8"). 

NOMINAL BALLAST SIZE PERCENT PASSING (BY WEIGHT) 

SIZE 

NO. 

SQ. 

OPENING 2 1⁄2” 2" 1 3⁄4” 1 1⁄2” 1 1⁄4” 1" 3/4” 1/2” 3/8” No. 4 

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

5.9.11 Bumping Post: An earthen berm (see appendix, page A-15) or suitable bumping post, 

approved by the Railroad, shall be installed at the ends of tracks. Also, a red retro-reflective 

marker shall be placed at the end of track. Cars shall not be parked or spotted closer than 25 

feet to the end of the track. 

5.9.12 Derails: A derail shall be placed on all tracks connecting with a main line, siding, or 

industrial lead. Derails protecting mainline tracks and controlled sidings shall be double 

switch point (see appendix, page A-34) and installed so that the derailed car is directed away 

from BNSF trackage. A power derail is required when the mainline turnout is powered, and 

BNSF will install track and signal from the point of switch to the insulated joints just beyond 

the power derail. Derails protecting mainline tracks shall be placed a minimum of 100 feet 

behind the 14' clearance point, and placed on tangent track where possible. Derails 

protecting other-than-mainline tracks shall be placed a minimum of 50 feet behind the 14' 

clearance point, and placed on tangent track where possible. The type of derail and actual 

location may be determined by BNSF Operating Department requirements. A “Derail” sign 

24 

August 2018 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

needs to be placed next to the derail. Timber ties are recommended within 50 feet of a 

derail. 

A second derail may be required where BNSF locomotives are parked during unit train 

loading operations. BNSF's Operating department will determine the necessity and type. If 

required, placement will be 275 feet from first derail. A “Derail” sign needs to be placed 

next to the derail. 

5.9.13 Highway Crossings: All crossings shall be approved by BNSF Engineering and local 

governments as to type and design, in advance of placing order. Effect on sight distance of 

crossings must be considered when planning construction of trackage in vicinity of public 

grade crossings not equipped with automatic signals. 

5.9.14 Under Track Hoppers or Pits: Plans shall be approved by BNSF Engineering or authorized 

representative. Specifications for unloading pits are covered in the "AREMA Manual for 

Railway Engineering," (Chapter 15, Section 8.4). Gratings covering open pits must be bolted 

in place. 

5.10 Track Construction 

5.10.1 General: All work shall be of good quality in materials, equipment and workmanship and 

shall conform in every respect with the specifications and instructions. 

5.10.2 Ties: Ties will be unloaded and handled in such a manner as not to damage ties, using 

approved handling equipment. Ties to be placed at design spacing of 21.5-inch center to 

center (22 ties/39 feet) for wood, and 28-inch centers for concrete, on the finished subgrade, 

perpendicular to center line of track with the right hand ends of ties being parallel. Exception: 

On curves, align the ties to the inside of the curve. All joints are to be suspended between 

ties. Top surface of ties shall be clean and smooth to provide full bearing for tie plates. Lay 

wood ties with heartwood face down, and if not possible to determine position of the 

heartwood, lay the widest surface of the tie down. If spikes are pulled from any tie, hole 

shall be filled by driving in a treated wood tie plug the full depth of the hole. Boring or 

adzing of ties shall be kept to a minimum. 

5.10.3 Tie Plates: Double-shouldered tie plates will be used on all ties and set in position with cant 

surface sloping inward, making sure they are firmly seated and have full bearing. After rails 

are in place, shoulder of plates shall be in full contact with outside edge of rail base. 

5.10.4 Rails: Assemble joints before fastening rails to ties, using joint bars with full number of 

track bolts and spring washer for each bolt, first removing loose mill scale and rust from 

contact surfaces or joint bars and rails. In laying secondhand rail, care must be taken to rail 

end mismatch at the joints. Under no circumstances must rail be struck in web with tool or 

any metal object. The right-hand rail facing in direction of increasing construction shall be 

spiked to ties, and the opposite rail shall be brought to gage of 4' 8-1/2", measured at right 

angles between the rails, in a place 5/8" below top of rail. A track gauge manufactured for 

the purpose of measuring gage should be used rather than a tape measure. Gage is to be 

checked at every third tie. Do not strike rail directly with a maul, either on top when driving 

spikes, or on side to obtain track gage. Rail shall be laid with staggered joints. Joints shall 

be located as nearly as possible to the middle of the opposite rails with the following 

variation: (a) except through turnouts, the staggering of the joints on one side shall not vary 

more than 6' in either direction from the center of the opposite rail. 

Continuous welded rail (CWR) will need to be de-stressed as soon as possible after laying 

(see “Procedures for the Installation, Adjustment, Maintenance, and Inspection of CWR in 

25 

August 2018 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Industry Tracks” appendix, pages A-1 thru A-9). The completed “Record of Neutral 

Temperature of Welded Rail as Laid” form will be completed and presented to the BNSF 

Engineering representative at time of final track inspection. 

5.10.5 Joints: If necessary to force joint bar into position, strike lower edge of bar lightly with 4-

lb. maul. Do not drive bolts in place. Tighten bolts in sequence, beginning at joint center and 

working out to ends. Bolts are to be tightened to a range of 20,000 to 30,000 ft.-lbs. tension. 

If a bolt tightening machine is not used, a standard track wrench with a 42" long handle may 

be used. At the time of installation, rail expansion shims of softwood not over 1" width shall 

be placed between the ends of adjacent rails to insure proper space allowance for expansion 

required by the rail temperatures in the following table, and shall be left in place: 

39-ft Rail 

Temperature 

Deg. F Expansion 

Over 85 None 

66 to 85 1/16 

46 to 65 1/8 

26 to 45 3/16 

6 to 25 1/4 

Below 6 5/16 

5.10.6 Bending Stock Rails: Use approved rail bending equipment. Make bends uniform and 

accurate for all stock rails. 

5.10.7 Spiking to Wood Ties: Rails shall be spiked to every tie, using not less than 2 spikes for 

each rail at each tie. Drive spikes through tie plate holes into ties, located diagonally opposite 

each other but not less than 2" from edge of tie. Start and drive spikes vertically and square 

with rail. Take care to avoid slanting, bending, or causing sideways movement of spike. 

Each rail will be spiked with two spikes per tie plate on tangent track staggered with inside 

spikes to the east or north and outside spikes to the west or south. On curves a third spike is 

required on the gage side of the rail. Spikes should not be placed in the slots on skirted joint 

bars when such practice can be avoided by providing other plates with a hole pattern that will 

clear the skirts. When spikes are driven by machine, work shall be closely supervised to see 

that they are driven with hammer centered exactly over each spike head and drive spike 

vertically. Set stop bolt on the machine to prevent over-driving. Withdraw spikes that are 

incorrectly driven and fill hole by driving a tie plug to full depth of hole. Locate replacement 

spike at another hole in tie plate and tie. 

5.10.8 Ballast and Surfacing: Raise track by means of jacks placed close enough together to 

prevent excessive bending of rails or strain on joint. Lift both rails simultaneously and as 

uniformly as possible. Power jack may also be used. Each track raise shall not exceed 4" 

with ties tamped prior to additional raise. 

5.10.9 Unloading and Tamping Ballast: Unload and level down ballast by most practical means, 

taking care not to disturb grade stakes. Perform tamping, using power tamping machines 

wherever possible, or manually, using approved AREMA tamping tools appropriate for type 

of ballast being placed. Tamp each layer of ballast from a line 15" inside each rail, on both 

sides of and to the ends of ties. Center area between these limits shall be filled lightly with 

ballast but not tamped. At turnouts and crossovers, tamp ballast uniformly for full length of 

ties. Tamping shall proceed simultaneously at both ends of same tie, making sure ballast is 

forced directly under the ties and against sides and ends of ties. 

26 

August 2018 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

5.10.10 Finishing and Dressing: Dress ballast in conformance with dimensions shown on drawings, 

placing additional ballast material as necessary. When placing pavement up to the track and 

flush with top of rail it is important to make sure water drains away from the track. This will 

prevent pooling and freezing which create hazardous walking conditions. Lines should be 

painted 10 feet parallel to the centerline of track on both sides to serve as visual reminder of 

the track’s foul zone. Crushed rock or fabric should be placed over the ties to keep the 

pavement from adhering to them. Flange ways need to be kept clean to allow wheels to 

contact top of rail at all times. 

5.10.11 Final Inspection: After ballasting and surfacing are completed, inspect track to see that 

joints are tight and rail attachments to ties are secure. Customer will notify the BNSF 

Engineering Representative that the track work is complete and ready for inspection. The 

BNSF Engineering Representative will inspect the finished track work and complete the 

Project Closeout Checklist (not included in this document). Civil and Track items to be 

inspected are included in a list in the next section. The Contractor will provide a copy of the 

“Record of Neutral Temp of Welded Rail as Laid” form to the BNSF Engineering 

Representative prior to or during inspection. After the BNSF Engineering Representative’s 

approval, the track will be placed in service by the Division’s General Manager and can then 

accept rail cars. Rail cars delivered to site before the track is in service will be stored at 

another location at an additional cost to the customer, or returned to origination point. 

5.11 Miscellaneous 

5.11.1 Fencing and Gates: Gates and fences must be grounded in accordance with National 

Electric Safety Code requirements to prevent an injury resulting from an electrical charge. 

Gates crossing tracks must have the ability to lock in the open position during train 

operations. If a fence parallel to a track has an angled piece at the top with security wire it 

must not foul the clearance envelope of the track. 

27 

August 2018 
 

 

 

 

6. Acceptance 

CIVIL 

All slopes meet design plans 

Drainage ditches drain properly 

All access roads and Inspection Paths completed 

All drainage devices (Culverts, Catch Basins, etc.) Installed as per the plans 

All abandoned culverts properly sealed, filled, and communicated to Structures and RIS 

Gates/fences installed per plans and are appropriately locked 

Paving and grading for disturbed crossings completed per plan 

Grade crossing roadway markings established per crossing agreement 

Temporary road crossings removed and proper drainage established 

Temporary traffic controls removed 

All structures placed according to the design plans 

All clearances meet the design plans 

Full and proper seeding completed 

TRACK 

All rail joints identified as part of the project scope are welded 

Record of target neutral temperature recorded for CWR as laid 

Destressing completed 

Site cleaned and scrap rail and ties stockpiled 

Track surfaced to design plans 

Placed ballast meets design standards 

Switch stands dressed properly with walkway ballast 

All turnouts installed as per the plans 

Targets installed and properly oriented 

Derails installed in proper locations and positions with appropriate locks 

Insulated Joints installed per plan (with 10ft ties and correct plates installed) 

All retired insulated joints identified by project scope have been removed (OS, Intermediates, and 

Turnouts) 

All crossings installed according to plans 

Crossing approaches paved/graded to provide a smooth transition (if performed by track) 

All signage has been installed per plan (Track, road crossings, etc.) 

All track work completed to plan 

28 

August 2018 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

7. Requirements for Working on BNSF Right of Way 

In order to protect BNSF's investment in its right-of-way and for the safety of persons coming onto BNSF 

property, BNSF has established certain requirements. The following constitute minimum requirements for 

Contractors, Consultants and Surveyors coming on or near BNSF right-of-way. Contractors are encouraged 

to develop their own safety rules that meet or exceed the following requirements. A web site has been set up 

to assist in preparation of a safety plan http://www.bnsfcontractor.com/ (or contractororientation.com). 

Registering on the web site and completing the course is a requirement prior to occupying or working on 

BNSF right-of-way. 

The orientation does not relieve the contractor from the need to secure appropriate flagging protection when 

working close to BNSF tracks. Flaggers are required whenever there is a potential for men, structures, 

materials or equipment to enter within 25’ of BNSF tracks. See the list below for additional guidance. If in 

doubt, take the safe course and request a flagger. 

It shall be noted that these requirements are complementary to the contractor’s right of entry agreement to be 

executed by the contractor prior to starting work on BNSF right-of-way and is not intended to waive any 

terms within the right of entry agreement. The permission to work and enter the BNSF right-of-way can be 

taken away at any time if BNSF deems the contractor’s behavior not meeting or exceeding the safety vision 

of how BNSF intends to have work performed on its right-of-way. 

7.1 All permits and agreements must be in effect, required payments made, and insurance certificates 

received and approved prior to Contractor entering BNSF right-of-way. All of these documents are 

included in the packet containing the cost proposal. Prior to performing the preliminary survey, the 

consultant/surveyor will obtain a "Temporary Occupancy Permit". To obtain a permit contact Jones, 

Lang, LaSalle (JLL), phone number 1-866-498-6647, or follow the relevant instructions online 

(http://www.bnsf.com/communities/faqs/permits-real-estate/). The permit requires a preparation fee 

and some lead time. Copies of all documents should be kept on the job site. 

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

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

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

Engineering. 

7.5 Contractor must have BNSF-approved "Final Construction Plans" prior to commencing work on a 

project, or will be proceeding work at their own risk. No change will be made to "Final Construction 

Plans" without approval by all parties involved. Approved revised plan will be furnished to all parties 

prior to implementation of changes. 

7.6 Road Authority or Contractor will be responsible for all costs for track work, including flagging, etc., 

made necessary due to their construction operation. 

7.7 Pursuant to BNSF safety rules, flagging protection is always required when equipment crosses or is 

working within 25 feet of center of any track. When deemed necessary by BNSF, a flagman may be 

required at all times while working on BNSF right-of-way. 

7.8 Crossing of any railroad tracks must be done at approved locations and must be over full depth 

timbers, rubber, etc. Any equipment with steel wheels, lugs, or tracks must not cross steel rails 

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

7.9 All temporary construction crossings must be covered by a "Private Roadway & Crossing 

Agreement," and must be barricaded when not in use. 

29 

August 2018 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

7.10 Contractor must furnish details on how work will be performed that may affect existing drainage 

and/or possible fouling of track ballast as well as removal of overhead bridges/structures. (Structures 

and bridge spans over tracks must be removed intact.) 

7.11 Absolutely no piling of construction materials or any other material, including dirt, sand, etc., within 

25 feet of any track or on property of BNSF not covered by construction easement, permit, lease or 

agreement. 

7.12 Storage of materials, temporary structures, equipment and etc. shall not be within 250 feet of a public 

grade crossing. If material haul routes involve crossing a BNSF crossing or traversing a considerable 

distance parallel to a BNSF track, a trucking coordinator provided by the contractor will be required. 

Contractors shall supply a radio for communications between the railroad flagger and the roadway 

flagger/coordinator to ensure activities such as dumping/unloading/other activities that can foul the 

main will stop until the train has completely passed. 

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

stopped train inspection. 

7.14 No construction will be allowed within 25 feet of center of any track unless authorized by BNSF and 

as shown on Final Plan approved by the Railroad. This includes any excavation, slope encroachment 

and driving of sheet piles. 

7.15 No vehicles or machines should remain unattended within 25 feet of any track. All machines will be 

disabled with as much potential energy released as practicable, and locked out when not in use to 

prevent unauthorized operation. (e.g. A mobile crane that has to be left on the BNSF right-of-way 

will have to be boomed down, with outriggers disengaged.) 

7.16 IMPORTANT: Non-compliance to any of these items and requirements within the right-of-entry 

agreement could result in the job being shut down. The contractor/consultant/surveyor will then be 

prohibited from working on BNSF right-of-way while the infraction is investigated. Based on 

findings of the investigation, BNSF will determine whether the non-compliant entity/entities will be 

allowed to continue its work on BNSF rights-of-way in the future. 

7.17 Contractor safety rules, including rules regarding Personal Safety Equipment, must not conflict with 

BNSF safety policies. Contractor's personnel will complete BNSF's safety orientation prior to 

entering BNSF property. A job safety briefing will be held prior to beginning work each day and any 

time work conditions change. All personnel will wear proper personal protective equipment (PPE) 

while on BNSF property. Any person working on BNSF property may be subjected to a safety audit 

by BNSF personnel, and is required to comply with the audit. The results of the audit will be 

presented to the contractor's supervisor immediately upon completion. Any questions regarding 

safety should be directed to the BNSF project representative. 

30 

August 2018 
 

 

 

 

 

" 

RA/LWAY 

Procedures for the Installation, Adjustment, Maintenance, 

and Inspection of CWR as Required by CFR 213.118 

February 22, 2016

Materials contained within this documents are excerpts from BNSF’s Engineering Instructions, and the EI

chapter numbers and references are retained. Sections unrelated to construction of industry tracks have

been removed. 

This document details the Railroad's policy on installing, adjusting, maintaining, and inspecting Continuous

Welded Rail (CWR) track. Each chapter details how the Railroad applies its standards and procedures to

comply with FRA standards. The procedures listed in this document apply to CWR on all main tracks, sidings,

and other tracks over which trains operate at speeds above Class 1. 

Table of Contents

Chapter 1 CWR Installation Procedures

1.1 Neutral Temperature ..................................................................................................... 2 

1.2 Temperature Differential .................................................................................................2 

1.3 Installing CWR.... .........................................................................................................3 

Chapter 2 Rail Anchoring Requirements

2.1 Standard Box Pattern .................................................................................................... 3 

2.2 Solid Box Pattern ..............................................................................................................3

2.3 Bridge Pattern .............................................................................................................. 4 

2.4 Legacy Patterns ............................................................................................................ 4 

2.5 Anchor Requirements after Rail Repair ........................................................................ 4 

Chapter 3 Track Buckling Preventive Maintenance

3.1 Maintaining Desired Rail Installation Temperature Range ............................................ 5 

3.2 De-stressing Rail ........................................................................................................... 7 

Chapter 9 Recordkeeping

9.1 Report of CWR Installations ...........................................................................................8 

9.2 Report Maintenance Work in CWR .............................................................................. 8 

Figures and Tables

Figure 6-1 Target Rail Laying Temperatures ..............................................................................2 

Figure 6-4 Rail Adjustment Record .............................................................................................5 

Figure 6-2 Record of Neutral Temperature of Welded Rail as Laid............................................8 

Table 6-3 Change in Length to Change Neutral Temperature ................................................... 9 

A-1
 

 

 

 

 

 

I 

' 

95 

- r-

.· -~-1⁄2[2} 

Figure 6-1. Target Rail Laying Temperatures 

Chapter 1 CWR Installation Procedures

Rail length that exceeds 400 feet is considered CWR. Rail installed as CWR remains CWR, regardless of 

whether a joint or plug is installed into the rail at a later time. Temperature variations affect rail length. Rail

expands (lengthens) when heated and contracts (shortens) when cooled. 

1.1 Neutral Temperature

The neutral temperature is the temperature at which a rail is neither in tension nor compression. 

Target neutral temperatures have been established to provide a specific desired neutral temperature

to prevent track buckling. When laying or adjusting CWR use Figure 6-1, Target Rail Laying 

Temperatures. 

1.2 Temperature Differential

The difference between the target neutral temperature and the actual rail temperature taken at the 

time of installation is called the temperature differential. CWR laying and adjusting procedures have 

been established to compensate for this temperature difference.

A-2
A-3

1.3 Installing CWR

Follow these general requirements when laying CWR:

● Refer to Figure 6-1 for the target rail laying temperature for your area.

● Take the rail temperature and calculate the expansion required before making adjustments.

● Record the rail laying temperature, location, and date on approved forms. These records 

may be retained in an electronic format per FRA 213.241.

● Rail does not need to be adjusted when the actual rail temperature exceeds the target neutral 

temperature.

● Use rail heaters or rail expanders to adjust the rail to the correct length when the actual rail 

temperature is less than the target neutral temperature. Heat the rail evenly and uniformly so 

that the rail expansion occurs evenly and uniformly throughout its length. If rail is laid at a 

rail temperature cooler than 40 F degrees below the target neutral temperature, it must be 

adjusted or protected with a 40 mph restriction. When tight rail conditions exist excess rail 

must be adjusted using Figure 6-4 as a guide.

Chapter 2 Rail Anchoring Requirements

Where the anchoring function is otherwise provided by Pandrol clips or concrete ties, rail anchors may be 

omitted. Anchors should not be applied where they will interfere with signal or other track appliances, where 

they are inaccessible for adjustment or inspection, or on rail opposite a joint. Anchor pattern may be varied 

as reasonable to avoid placing anchors against deteriorated ties. 

Installation

The following anchoring requirements apply to CWR installations on all main tracks, sidings, and other 

tracks over which trains operate at speeds above Class 1.

2.1 Standard Box Pattern

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

Procedures.

2.2 Solid Box Pattern

When installing CWR, box anchor every sound (effective) tie at specific locations listed below to 

provide additional restraint against rail movement.

Condition Action

Turnouts*, Crossing Frogs, Joints, OpenDeck Bridges, and where CWR abuts boltedAnchor every tie for 195 feet in each 

direction

Bolted joint created during CWR 

installation/construction when using heater, rail 

expander, or at or above Target Neutral Temperature

Within 60 days from date of creation: 

Weld joint, OR Install joint with 6 bolts, OR 

Anchor every tie for 195’ in both directions

*For turnouts connected to Class 1 yard or back tracks, it is only necessary to anchor every tie to 

the first transition rails/joints of the diverging route.
A-4

2.3 Bridge Pattern

When installing CWR, follow these bridge anchoring requirements:

1. Ballast deck bridges should be anchored with the same pattern as in section 2.1 and 2.2 of 

these CWR Procedures.

2. Open-deck bridges should be anchored according to Engineering Instruction 6.4.5:

● On open-deck timber bridges, apply anchors to all ties fastened to the stringers.

● On open-deck steel bridges 150 feet long or less, apply anchors to all ties fastened to the

steel structure.

● On all other structures, apply anchors as directed by the Director Bridge Engineering

Maintenance or Rail Repair

2.4 LegacyPatterns

On CWR installations completed before September 21, 1998, existing anchoring may remain if rail 

is restrained to prevent track buckles. Rail must be adjusted (by increasing or decreasing the length 

of rail or by lining curves) or anchors added to rail, if restraint is not sufficient.

2.5 Anchor Requirements after Rail Repair

When rail repairs result in a joint added to CWR, the anchor pattern shall match the existing pattern 

in track. At least every other tie will be box anchored for a distance of 195 feet in each direction 

unless anchoring is otherwise provided. When repairs are made to a stripped joint or failed joint bar, 

the adjustment or addition of anchors will be as prescribed in the following table. 

Condition Action

Bolted joint in CWR 

experiencing service failure 

(stripped joint) or failed 

bar(s) with gap* present.

*gap exists if it cannot be 

closed by drift pin.

1. Weld joint,

OR

2. Remediate joint conditions (per Chapter 6.5 CWR) and replace bolts 

(new, in-kind or stronger), and weld joint within 30 days,

OR

3. Replace failed bar(s), install 2 additional bolts and adjust anchors

OR

4. Replace bars, bolts (if failed or missing) and anchor every tie for 

195' in both directions

OR

5. Add rail (with provisions for adjusting later, if necessary)
 

 

 

 

 

 

ADJUSTMENT RECORD 

I line Segmem I Da1e: 

A. Reason for adjustment: 

1) Service failure, broken rail 

2) Detector Car defect 

3) Open joint 

4) Adjustment due to heat 

5) Other (explain) 

B. Mile Post where adjustment occurre~----

C. Curve ot tangent 

0 . Weight of rail 

E. Adjustment made to which rail 

F. Rail temperature at time of adjustmeDL---

G. GAP (inches) 

H. PULL (inches) 

I. Rail was cut in, out, or welded 

J. Show specific data recorded on rail 

If rail was added, indicate date 

follow up rail adjustment is made 

FORM 1643().N Origir,al•Roadma&ter Covt.ftetaln 

Figure 6-4. Rail Adjustment Record 

Printed in U.S.A. 

Chapter 3 Preventive Maintenance on Existing CWR Track

Performing track buckling preventive maintenance can reduce the risk of buckles. When tight rail 

conditions exist excess rail must be adjusted using Figure 6-4 as a guide.

3.1 Maintaining Desired Rail Installation Temperature Range

A record of rail neutral temperature will be maintained where rail has pulled apart, broken, or

been cut for defect removal. Record the length of the rail-end gap and rail temperature in 

addition to the other required information on the Rail Adjustment Record, figure 6-4.

Rail that has pulled apart, broken, or has been cut for defect removal must be readjusted into 

a safe zone defined as the Target Neutral Temperature minus 20 F degrees or higher for that 

location. 

A-5
If the rail has not been readjusted prior to the rail temperature exceeding the values in the 

TABLE below, a speed restriction not to exceed 25 mph will be placed. A speed restriction 

of 40 mph can be placed in lieu of the 25 mph but the track must be inspected daily during 

the heat of the day.

As you can see from the table below, if the rail temperature at the time of break or pull-apart 

exceeded 60°F, no slow order is necessary.

Rail Temperature Recorded at 

Time of Break or Pull-Apart (°F)

Readjust or Place Slow Order Before 

Rail Temperature Reaches (°F)

60 135

50 130

40 125

30 120

20 115

10 110

0 105

-10 100

-20 95

-30 90

-40 85

Effective January 1, 2010, locations where the neutral temperature has been lowered below 

the safe zone by adding rail must be adjusted to TNT-20 F degrees or higher within 365 days 

of the date of the addition (broken rail/pull apart).

When rail is added for any reason, measure and record the Gap, Pull, and Rail Temperature 

at the time of repair. Where rail has been added to re-establish the TNT this requirement 

need not apply. This measurement will be made by the use of match marks.

● Prior to cutting rail, make match marks outside of the rail section to be repaired or 

removed. Match marks should be made:

o On the field side of the rail using a ball-point paint marker

o At least 4 feet from any planned cuts or drilled holes in the rail

o A whole number of feet apart

● Write the match mark measurement on the web of the rail next to both of the match 

marks. The markings should not be between the match marks.

● If there is a gap due to broken rail or a pulled-apart joint, consider the gap when

making match marks.

● Install the rail.

● Record and document the information on the rail.

● Take Gap, Pull, and Rail Temperature at each repair.

When welding rail ends together, the required weld gap or rail consumption must be taken into 

consideration when determining the amount of rail adjustment.

A-6 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

3.2 De-Stressing Rail

Rail can be de-stressed by cutting rail out or by re-aligning a curve. When cutting rail out, use

this procedure: 

1. Cut rail to be de-stressed. 

2. Remove or reposition anchors or clips for a minimum of 200 feet in both directions

from the cut or up to a restriction that prevents rail movement. 

3. Wait until the rails stop moving. The rail ends may need to be trimmed more than one

time to allow for expansion. 

4. Make match marks on either side of the cut after the unrestrained rail is relaxed.

5. Take the rail temperature (far enough away from the cut so that the reading is not

affected by the cutting procedure).

6. Use Figure 6-1 in Engineering Instruction 6.2.3 A to compare the rail temperature with

the target neutral temperature for the territory. This is known as the temperature

differential.

7. If the actual rail temperature is lower than the target neutral temperature for the

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

Temperature, located in Engineering Instruction 6.2.3 B, to determine the rail length

to be removed based on the total distance the anchors or clips have been removed.

8. If the rail temperature is at or above the Target Neutral Temperature, no additional

adjustments are needed. When destressing rail near fixed objects, de-stress each

rail to a temperature that is 10 degrees higher than the TNT.

9. Weld the joint or apply joint bars.

10. Replace the rail anchors or clips.

11. Document match marks, employee name, date work performed, rail temperature at

time of adjustment, amount of rail added or removed (PULL) per Table 6-3 on Page

9, and feet of rail adjusted. 

A-7
Chapter 9 Recordkeeping

9.1 Report of CWR Installations

Rail temperature, location, and date of CWR installations must be recorded on the prescribed 

form ,”Record of Neutral Temperature of Welded Rail as Laid”, can be found as Figure 6-2 in 

the appendix of this document. 

9.2 Report Maintenance Work in CWR

Because track maintenance can disturb the lateral and longitudinal resistance of the track, 

records of the following must be kept until corrections or adjustments are made:

● Rail that is cut, broken, or added for any reason, including repair of broken or defective 

rail, pull-aparts, and welding of rail joints.

● A curve that has been staked and inward lateral curve movement exceeds 3”. Record 

offset measurements on BNSF form ENG00018 “Curve Offset Measurements Record.” 

Check them again after the curve has been surfaced. Hand deliver the completed form 

to the Track Inspector, who, in turn, will copy the Territory Roadmaster so that the curve 

can be monitored.

● CWR installation or maintenance work that does not conform to these written 

procedures. A record of rail neutral temperature will be maintained where rail has pulled 

apart, broken or been cut for defect removal.

A-8 
 

p. 

DilI., (°F) 

50 

ma 

lY' 

20° 

25° 

30° 

35° 

40° 

45° 

50" 

55" 

60" 

6,5" 

70" 

75° 

80° 

850 

90° 

95" 

100° 

Table 6-3. Challge m L.emgtih of Welded Rail to Change ootral T,empe:ratu.re. 

Length. of Un1"estn1i111e~l Rail 

200'' 400' 600' 8001 1,000' 1,200" 1,400'' 1,600' 

l/8" 1/411 1/4" h/4" II 1 ' I 1 11 ltl" 

l/8" 11411 1 11 U2" 3/4" h" 1" 1-1/411 

1/4" 11211 3./411 l" 1-1/4" 1-1/2" 1-3/4" 1-3/4" 

l/4" l/211 1" 1-1/4 I 1-1 II 1-3/4" 2-1/4" 2-1 .. 

3/8" 3/411 1-1/4" 1- I II 211 2-1/4" 2-3/4" 3" 

1 ,I I h'" 1-1 " 1-3/4 ' 2-1/4" 2-3/4" 3-1/4" 3-3/411 

1 ,II 1" 1-3/411 2- 1 4" 2-3/4" 3-1/4" 3-31411 4-1/411 

5 II 1-1/411 1-3/4" 2- I 3" 3-3/4" 4-1/411 5" 

3/4" 1-1 11 2" 2-3/4 ' 3-1 II 4-1/4" 5'" 5-1/2'" 

3/4" 1-1 11 2-1/411 3" 4" 4-3/411 5-1 11 6-lW' 

7/8" 1-3/411 2-1 " 3- 1 .,, 4-1/4" 5-1/411 ,fj" 6-3/4"' 

7/8" 1-3/4" 2-3/4" 3-3/4" 4-3/4" 5-1/211 6-1 _ 11 7-1/1" 

111 211 3" 4 ' 5," 6" 7" 8'" 

1-1/8" 2-1/4" 3-1/4" 4-1/4"' 5-1 II 6--1/2 I 7-3/4" 8-3/4" 

1-1/8" 2-1/411 3-1 11 4-3/4" 5-3/4" 7" 8.-1/411 9-1/4" 

1-1/4" 2-1/2" 3-3/411 5" 6- 4" 7-1 ,II 8.-3/411 10" 

1-3 II 2-3/411 4" 5-1/4" 6-3/4" 8" 9-1/411 10-1 II 

1-3/8" 2-3/411 4-1/411 5-1 " 7 ' &-1 ,II 9-3/411 11-1/411 

1-1 ,11 311 4-1 11 6' " 7- 1 '" 9" 10- 1 4" 11-3/4" 

1-1 ,II 311 4-3./411 6-1/4" 7- 4'" 9-1/4 I 11 ' 12-1 II 

Note:: TI1e abon amountL'S dlo not all.off' fo1· rail added. dul'im.g thei:miirte we.lding 

noi· l'aill 1-emo,-ed im. upset dming Hasb-tbl!ltt welding. 

A-9
From A-10 to A-46, Engineering plan sheets are 

included. These plan sheets depict the building 

plans and details for the New Ag Loop Facility in 

Bess, KS.

A-10
A-11
A-12
A-13
A-14
A-15
A-16
A-17
A-18
A-19
A-20
A-21
A-22
A-23
A-24
A-25
...\No 11\343100.dgn 3/2/2005 2:22:57 PM

A-26
A-27
A-28
A-29
A-30
A-31
...\No 15\345100.dgn 03/07/2003 03:07:20 PM

A-32
A-33
A-34
A-35
QUANTITY

 HARDWARE

 SIGN PANEL

REFLECTIVE BACKGROUND AS SHOWN.

OR 8" X 18" SIZED WITH RED, YELLOW, OR GREEN

1. ALL SIGNS LISTED IN THIS PLAN ARE 6" X 8 1/2"

19-18

A-36
A-37
A-38
A-39
A-40
2-2

A-41
A-42
 

 

 

PVI 

PVT 

VERTICAL CURVES 

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

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

speed of the traffic. 

The rate of change for tracks with a vertical curve concave upwards (sag) should be 

one-half the rate of change of a vertical curve concave downward (summit). 

The rate of change for high-speed main tracks (> 50 MPH) should not be more 

than 0.05 feet per station (of 100 feet) in sags, and not more than 0.10 

feet per station on summits. 

For secondary main tracks (speed < 50 MPH), the rate of change should not be 

more than 0.10 feet per station in sags, and not more than 0.20 feet per 

station on summits. 

For industry tracks and non-main tracks with speeds not greater than 20 MPH, 

the rate of change should not be more than 2.0 feet per station for both 

sags and summits. 

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

R = Rate of change per station 

D = Algebraic difference of the two intercepting grades 

L = Length of vertical curve in 100-ft. stations 

M = Correction from the straight grade to the vertical curve 

A parabola is used for the vertical curve in which the correction from the straight grade 

for the first station is one half the rate of change, and the others vary as the square of 

the distance from the point of tangency. Where points fall on full stations, it will be 

necessary to figure these for only one half the vertical curve, as they are the same for 

corresponding points each side of the vertex. Corrections are (-) when the vertical 

curve is concave downwards (summit), and (+) when the vertical curve is concave 

upwards (sag). The rate of change may be assumed and the length of vertical curve 

computed, or preferable the length assumed and the rate computed. 

Revd 12/11/2012 

A-43
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

St at i on 1 0 • 0 0 1 1 1 ? 1 .1 1 4 1 5 1 6 • 00 

El evat i on 90. 00 90 . 50 91 . 00 9 1 . 50 9 1 . 2 8 91 . 06 9 o. 84 

Correct i o n 0. 00 0. 06 0. 2 4 0. 54 0. 24 0. 06 0. 00 

El evat i on 9 0. 00 90. 44 9 0 . 76 9 0 . 9 6 9 1 . 0 4 91 . 00 90 . 84 

Percent Grade I + , 4 4 I +, 32 I • . 2 0 I + . 08 I - . 0 4 I - . 1 6 I 

VERTICAL CURVES 

For example: 

Assume length = 600 feet (6 stations) 

D – 0.50 minus –0.22 = 0.72 

R = 0.72/6 = 0.12 

Calculate the straight-grade elevations for each station. 

The correction for the first station is one-half the rate of change (R). So, the correction 

for station 11 is 0.06 (minus since it concaves downwards). 

The correction for the Station 12 is 4(0.06) = 0.24. This is the correction to the first 

station (one-half the rate of change) multiplied by the square of the length, in 

stations, from the PVC. At Station 13 (the PVI), the correction is 9(0.06) = 0.54. 

Notice the corrections for Stations 11 and 15 are the same. Likewise, for 12 and 

14, since they are the same distance from the PVC and PVT. So, only one-half of 

the curve’s corrections need to be calculated. 

Next, apply the correction at each station to the straight-grade elevation to obtain the 

elevation on the vertical curve. 

A simpler method of computing this and one that furnishes check throughout is the 

following:

Sta. 10 90.00 

+0.44 (% grade sta. 9 to 10) minus one half rate = 0.50 – 0.06

Sta. 11 90.44 

+0.32 (% grade sta. 10 to 11) minus rate = 0.44 – 0.12 

Sta. 12 90.76 

+0.20 (% grade sta. 11 to 12) minus rate = 0.32 – 0.12 

Sta. 13 90.96 

+0.08 (% grade sta. 12 to 13) minus rate = 0.20 – 0.12 

Sta. 14 91.04 

-0.04 (% grade sta. 13 to 14) minus rate = 0.08 – 0.12 

Sta. 15 91.00 

-0.16 (% grade sta. 14 to 15) minus rate = -0.04 – 0.12

Sta. 16 90.84 

Revd 12/11/2012 

A-44
Engineering Instructions 26 Underground Utilities

Revision: January 1, 2012 26-9 

 

 

 

 

r "'Iii 

I 

/ Outside of Nearest Rail 

I 

fr= Distance Measured 

(Length Measured) 

-- - - Buried Cable 

To: To 

Next Station This area has been marked or cleared for grading. 

'-. 

RA/LWAY 

____________________________________________________________________________________ 

____________________________________________________________________________________ 

____________________________________________________________________________________ 

____________________________________________________________________________________ 

____________________________________________________________________________________ 

____________________________________________________________________________________ 

BNSF Railway

Underground Cable Location and Acknowledgement 

Date: ________________ Project: _________________ 

Meeting Location: ______________________ Time: ___________________ 

Attendees at proposed work site (Signature of representative) 

BNSF Telecom ____________________ 

BNSF Signal ______________________ Grading Contractor __________________ 

Project Inspector ___________________ Flag Person on Duty _________________ 

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

Notes: 

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

Copyright BNSF 1999 Revision: October 15, 2004 

Figure 26-1. Underground Cable Location and Acknowledgement 

A-45

 

 

 

 

 

 

 

_______________________________________________ __________________ 

__________________________________ 

I acknowledge that I have received the internet link and/or hard copy of BNSF’s 

“Guidelines for Industry Track Projects” dated August 2018. I understand that the 

design and construction of this facility will follow the Guidelines. Questions concerning 

the Guidelines are to be directed to the BNSF Project Engineer listed below. 

http://www.bnsf.com/customers/pdf/indytrkstds.pdf <<Industrial Track Guidelines 

http://www.bnsf.com/communities/faqs/pdf/utility.pdf << Utility Specs 

Owner Representative 

Signature Date 

__________________________________ ______________________________ 

Printed Company Name 

BNSF Project Engineer 

A-47