Paving Between Railroad Tracks: Valley Blacktopping’s Custom Cart Solution for Non-Parking Lot Jobs

Paving contractors who specialize in non-parking lot work face unique challenges that standard street and parking area methods cannot address. The 2014 Valley Blacktopping Inc. project at a Cargill grain elevator facility in Savage, Minnesota demonstrates how creative equipment adaptation solves difficult paving problems. This job required placing asphalt between more than 1,500 feet of railroad tracks in three lifts, totaling approximately 9 inches of pavement depth. The approach Valley Blacktopping developed offers practical lessons for any contractor who encounters tight-access paving scenarios. Understanding Ada Slope Requirements in Parking Lot Paving Lessons helps frame how specialized paving conditions demand specialized solutions, whether for ADA compliance or railroad track access.

The Challenge of Paving Between Railroad Tracks

Railroad track paving differs fundamentally from parking lot or roadway paving. The geometry of the work area, the presence of rails and ties, and the need to work around active or recently replaced tracks all change how a crew approaches the job. Valley Blacktopping’s Cargill project illustrates these challenges clearly.

Site Conditions and Project Scope

The Cargill grain elevator facility had five sets of railroad tracks running parallel to one another. The existing 9-inch-thick asphalt pavement between the rails had to be removed entirely before the old rails could be taken up and replaced. This meant Valley Blacktopping had to work in narrow corridors defined by the track spacing, with limited room for equipment movement.

Key dimensions and specifications of the project included:

• More than 1,500 linear feet of track requiring pavement removal and replacement
• Five parallel track sets creating multiple narrow work corridors
• 9-inch existing asphalt depth requiring removal in full thickness
• Three separate 3-inch lift placements for the new pavement
• A 7-person crew for demolition and a 9-person crew for paving
• Phased schedule coordinated with the railroad company’s track installation work

Demolition and Site Preparation Methods

Valley Blacktopping began by removing the old asphalt pavement so the railroad company could access and remove the existing rails. The crew used a cutting wheel attachment on a skid steer to cut the asphalt parallel to the tracks along the entire 1,500-foot stretch. This released the pavement from the rails and created clean edges for removal.

After cutting, the crew switched to a jackhammer attachment on a skid steer to break the asphalt into manageable pieces. They used buckets on Case skid steers (430 Series 3, 435 Series 3, and SV250 models) to remove the broken material, working perpendicular to the tracks. The skid steers fit between the sets of tracks, making that phase of the job more efficient than it would have been with larger equipment. All material was hauled away before the railroad company began track removal.

Once the tracks were removed, Valley Blacktopping used a Fiat Allis motor grader to prepare the surface for the new tracks and pavement. This grading work ensured proper drainage and a stable subgrade before the railroad company spent approximately one month installing the new track system.

Custom Equipment Design for Railroad Paving

The most instructive aspect of the Valley Blacktopping project is the custom paving cart that Scott Johnson designed and built in the company’s shop. This piece of equipment transformed what would have been a slow, labor-intensive process into an efficient paving operation.

Why Standard Methods Would Not Work

Before developing the cart, Valley Blacktopping had patched between railroad tracks using manual methods. The crew would scoop material from a dump truck, dump the mix between the tracks, and spread it by hand with shovels. This approach required all hand work and was extremely slow. With three lifts of pavement to place across 1,500 feet of track, the manual method would have taken an unreasonably long time.

The constraints that made standard pavers impractical included:

• Narrow width between rails that could not accommodate a standard paver
• Rail obstructions preventing full-width placement in a single pass
• Need for precise depth control across three separate lifts
• Continuous rail presence requiring equipment to work around fixed obstructions
• Limited access for dump trucks to deliver material directly to the paving front

The Custom Paving Cart Design

Scott Johnson designed a cart with an adjustable blade and wings that would place and level the asphalt mix. The cart featured eight wheels, with four riding on top of the rails and four outside the track to prevent shifting off the rails. This design kept the cart stable and centered during operation.

The leveling bar on the cart was fully adjustable. Every time the crew completed a pass, they raised the bar for the next lift. This allowed consistent mat placement at each 3-inch depth increment without requiring separate setups for each lift. To pull the cart, Johnson used a Craftsman garden tractor with the mower deck removed. The tractor’s size was ideal for the narrow track corridors, and a skid steer loader dumped asphalt in front of the leveling blade while the tractor pulled the cart down the rails.

The custom cart saved Valley Blacktopping significant time and labor costs. Johnson noted that the crew considered buying actual rail car wheels for the cart, but the expense led them to pursue the alternate eight-wheel design instead. The cart worked well from the start, and the project finished ahead of schedule. A modest shop fabrication investment yielded substantial returns on this specialized paving work.

Step-by-Step Process for Paving Between Tracks

The Valley Blacktopping project followed a methodical sequence that contractors can adapt for similar non-parking lot paving work. Understanding each phase helps with planning and resource allocation.

Phase 1: Asphalt Removal and Track Preparation

1. Cut asphalt parallel to tracks using a cutting wheel attachment on a skid steer
2. Break the cut asphalt using a jackhammer attachment on a skid steer
3. Remove broken material using skid steer buckets, working perpendicular to the tracks
4. Haul all removed material off-site
5. Grade the exposed surface with a motor grader to prepare for new track installation
6. Coordinate with the railroad company for track removal and replacement

Phase 2: First and Second Lift Placement

1. Dump asphalt mix between the tracks using a skid steer
2. Pull the custom leveling cart down the rails using the garden tractor
3. Spread and level the mix at the target depth using the adjustable blade
4. Compact the edges using a vibratory plate compactor
5. Compact the full mat width using a vibratory roller
6. Finish with a static roller pass
7. Raise the leveling bar on the cart for the next lift

Phase 3: Final Lift with Rail Clearance Preparation

Before paving the final 3-inch lift, the crew nailed 1-inch by 2-inch pieces of wood next to the inside of the rails. This created a small gap that allowed rail car wheels to pass without interference from the new pavement edge. This detail is critical for any paving work adjacent to active railroad tracks. The final lift followed the same placement and compaction sequence as the first two lifts, with extra care at the rail edges to ensure the pavement surface was flush with the wood spacer height.

Equipment Selection and Compaction Techniques for Tight-Access Paving

The equipment choices Valley Blacktopping made for this project provide a useful reference for any contractor facing confined-space paving work. The equipment lineup balanced size constraints with the compaction power needed for 9 inches of pavement depth across three lifts.

Equipment Used on the Project

Compaction Strategy for Three-Lift Pavement

Valley Blacktopping used a three-step compaction process for each lift that ensured proper density at every layer. The compaction sequence started at the edges using the IR BX-6 vibratory plate compactor. This step was critical because the rail edges are the most vulnerable part of the pavement structure. Insufficient edge compaction leads to premature cracking and pavement failure at the rail interface.

After edge compaction, the crew used the Wacker RD12 vibratory roller for main mat compaction. The RD12’s narrow width allowed it to fit between the tracks while still delivering sufficient compaction force for 3-inch lifts. Each lift required multiple passes to reach target density before the next lift could be placed. The Beuthling B105 static roller provided finish rolling for each pass, sealing the surface and producing a smooth final texture.

Selecting Equipment for Non-Parking Lot Paving

Contractors planning similar work should consider several factors when selecting equipment for non-standard paving jobs. The Valley Blacktopping project demonstrates that small, maneuverable equipment often outperforms larger machines in confined spaces. Paving Utility Cuts Paths and Parking Lots Best practices emphasize that equipment selection must match the access constraints of each job site.

For track paving and similar confined-area work, the following equipment characteristics are important:

• Narrow width to fit between rails or other fixed obstructions
• Adequate compaction force despite smaller drum or plate size
• Ability to work in reverse as frequently as forward
• Durability for repetitive passes in a confined work zone
• Easy maintenance access for equipment in dusty conditions

The project also shows the value of custom fabrication when off-the-shelf equipment does not fit the job. Using Compact Pavers for Utility Cuts Paths and similar applications often requires modifying standard tools or building purpose-specific attachments. Scott Johnson’s paving cart exemplifies how a modest shop fabrication project can solve a major production bottleneck.

Understanding the full range of paving equipment options helps contractors choose the right tools for each job. Pavement Construction and Asphalt Equipment a Complete Guide provides detailed specifications and selection criteria for the machines used in specialty paving applications.

The Valley Blacktopping project offers several key lessons for contractors handling non-parking lot work. Assessing site geometry first, considering custom fabrication for unique access constraints, and planning for proper three-phase compaction are all essential. The crew’s willingness to design and build their own solution turned a daunting job into a successful project that finished ahead of schedule. For contractors who regularly face unusual paving conditions, developing the capacity to fabricate custom tools can become a competitive advantage that standard equipment alone cannot match. Whether the constraint is railroad tracks, utility infrastructure, or building proximity, the principles of measuring the space, matching the equipment, and adapting the method remain the same.