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TMC 224 - Rail defects and testing

1. DATE OF ROLLING LT ILL MY oomi POSITION IN INGOT AND HEAT No fs RAIL SECTION 60HH 60 53 47 Other MANUFACTURER AIS BHP OneSteel Other TRACK INFORMATION RADIUS straight L_ curved L_ asna m LENGTH OF RAIL between joints CWR ON otsaitibessanenaeta m SLEEPER Timber _ Concrete Sleeper on Concrete SLEEPER Good for 5 years or more __ Split _ TYPE Slab track etc L Mixed timber and concrete L CONDITION Broken or rotten Other _ TRACK Dogspikes and lockspikes __ Dogscrews and lockscrews __ Faasaapane E FASTENINGS Pa CONDITION Pandrol clips _ Fastclip __ Other resilient fastenings C RAIL Adjustment correct L_ For Broken Rails ONLY Short of steel 0 ADJUSTMENT oe of steel RAIL TEMPERATURE c wiDTHOFGAP mm WAS DEFECT YES NO DETECTED IF WELD OR T O LT LT LT LAST R F D ee BCA REMEDIAL ACTION PLATE by watadacass E REMOVE by ETT arisin using closure rail length Signed ecccee Team Manager Date 0 seseoee ecwonse Signed siessen Team Manager Date 0 sensen daxsoewes DATE PLATED SIQMOG 2 iaiia DATE REMOVED Signed ninnaa rnp ienr TEAM MANAGER Signed a eee Date TEAM MANAGER Signed e Date Rail Corpor
2. Rail Corporation Chapter 18 Page 1 of 0 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 1 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 change of section leg apron monobloc change of section leg end Figure 38 Parts of a monobloc crossing C18 3 Defect classifications Use current rail defect classifications for rail and crossing defects as detailed in Table 6 in Section C4 6 For all defects except transverse defects the visible crack length can be treated as probe movement for sizing categories For transverse defects the crack lengths should be used instead of probe movement see Table 13 Defects should be considered as if they are plated where substantial additional support is provided by the adjoining material in the flangeway or table area Internal Rail Defects Limits and Responses Plate TSR Within Remove km h See Within Notes TD 191028 Head 70 Probe a E 240 20 ASP Monitor defect min 6hrly and stop trains if necessa until defect removed Table 13 Crack lengths for transverse defects in monobloc crossings Fs Defect 12t018 7days Smonths Rail Corporation Chapter 18 Page 2 of 1 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 1 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 There are two areas of monobloc crossings not described in Table 6 of Section C4 6 the bottom
3. The maximum permissible track speed is 10kph even if Table 11 indicates it could be higher If the track break is not clean and square or there is any doubt about the condition of the break or track support do not let trains travel across the break The person must remain on site and monitor the situation as directed by you until you arrive You must inspect the site as soon as possible 10 Monitor ALL broken rails that are unplated continuously at least for the passage of each train You can do this from a safe position away from the track provided you can observe the behavior of the track 11 Re measure the rail gap if it appears to have changed If it has changed reassess the speed restriction C12 3 Repair of Broken Rails Arrange for the broken rail to be repaired as soon as possible using the procedures in RailCorp Engineering Manual TMC 221 Plated broken rails that are not clean square should be repaired or replaced within 5 hours Plated clean square broken rails should be repaired or replaced within 8 hours If the break cannot be repaired in that time its condition must be reassessed and additional monitoring should be arranged C12 4 Completing a Rail Fail form for broken rails 1 Complete a Rail Fail Form RF1 See Appendix 1 using the guidelines in Chapter 13 as soon as possible after the broken rail has been plated or removed Most of the information can only be obtained on site 2 Send
4. S M L over 90mm over 150 mm 25 to 50mm 51 to 75mm over 75mm Twin 70 Foot Defect Width Probe Note The foot test is for aluminothermic welds only 15 to 35mm or 10 to 35mm if indication starts from outer edge of foot ys 25mm to 56 mm A lt gt ad Va z 57mm to 70mm lt lt A over 70 mm i gt 57mm to 90mm lt p 70 Probe Wire Feed Welds amp New Flash Butt n Welds Conduct 0 Probe test for laminations in wire feed welds Use probe movements as for 70 M Probe for defect assessment and classification Head defect in plain rail Transverse Defects in rail head Transverse fissures Transverse shelling Shatter cracks Engine Burn Fracture Same as TD TD EBF Size as TDM if complete Same as for TD reading is not possible Rail Corporation Chapter 10 Page 6 of 5 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 2 n 4 w 2 i z gt _ gt A Over 90mm cni RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Classification of rail defects by probe movement for K K Operators Probe Type of Defect Code Probe Movements for Size Definition Type Size Longitudinal Sideways Multiple Transverse Head Defects S TDX M Same as TD Same as for TD Horizontal Split Head S 25 to 100mm Applies to horizontal indications with a depth of 10mm or more HSH 101 to 200mm For rail with surface damage and shallow laminat
5. Size definition Plate aed Remove Defect Type Probe Movement Within Within Other Action mm See Notes See Notes Vertical Split Head Monitor Routine ultrasonic testing VSH If distance between See Notes below 0 amp Twin 70 Probe adjacent VSH is See additional lt 100mm treat as requirements in Notes gt 15 from top one defect at the bottom of this 50 200 long f gt 100mm then 5 weeks Reclassify to medium if located within 1m of table 15 from top ee as separate an aluminothermic weld M 201 400 long a 7days 15 from top L P400 long 40 5days Monitor and stop trains if necessary until 15 from top ria is removed OR Assess See Chapter visible 10 Toni and stop trains if necessary until is removed OR Assess See Chapter Vertical Split Web Any 6 months a full rail length weld to weld VSW registration in 0 Probe rail length Transverse Split web 20 to 40 S w aor 20 aros 09e L over 75 10 ASP Monitor defect and stop trains if necessary until defect removed Piped Rail PR 210150 f 5weeks M 151 to 7 days 300 L over 300 10 ASP Monitor defect and stop trains if necessary until defect removed Horizontal Split Web 2oto4o 7days HSW 41t075 30 48hours aP A idee 7510150 29 ASP Monitor defect min 6hrly and stop trains if LE overio 10 nn o O Eeay unt delec romovad Horizontal Spit Head 5 2510100 gt f Sweets HSH M 101to 7 days 38 amp 0 Probe 200 E E E OOl Applie
6. Track Rail Defects and Testing TMC 224 Welding Return Form WR2 Welder s Name Welder s Signature Date Ultrasonic Operator Licence No Welder s Home Station Name Week Ending Supervisor s Signature Date Signature WELDER TO COMPLETE RAIL FLAW DETECTION OFFICER TO COMPLETE Weld Location Weld Detail Ultrasonic and Alignment Test He Alignment Retest Site Conditions Steel in Steel out Codes Rail Fail No OR Alignment Failure No Alignment Pass YES or NO Rail Size Rail or Sector Code Weld Sticker Defect Type Alignment Punch Mark Rail Temp C Associated Work Have welds been packed YES NO NOTES Are closures less than 6m in length crowed t correct curvature Do rail ends and closures match existing rail YES NO Rail Corporation Appendix 3 Page 2 of 1 Issued February 2011 UNCONTROLLED WHEN PRINTED Version 1 3 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Appendix 4 Wire Feed Welding Return Wire Feed Weld Return Form WFR1 Welder s Details Welders Name LicenceNo Signatwe OOOO Weld Details werddate JL J Bese code rmes JL Tur Ton D M Y BASE CODE LINE TRACK osie m CLTM 111 CEN Weld Number Weld Type WHEELBURN CROSSING REPAIR WireType sd For plain track ONLY Rail size 60HH 60 53 47 Defect Depth CLI mm
7. 3 Take appropriate action for the continuing integrity of the rail system C2 5 Recording and reporting rail defect detection and removal This requirement applies to all rail defects found in plain track and welds regardless of the means of detection Submit a completed Rail Fail Form RF1 See Appendix 1 for each rail or weld that fails in service on any running line whether main loop refuge relief road goods road or siding no matter what the reason for failure DO NOT include rail failures in Private Sidings Report all rail failures in switches crossings closures stockrails check rail carriers junction rails as well as plain rails In addition report failures in check rails and guard rails even though they are not classed as running rails DO NOT complete a report for rails that are removed from track and renewed as part of a rerailing program Person finding defect 1 If the defect requires urgent attention arrange appropriate correction or protection 2 If Vertical Split Head defects are found in night inspections and cannot be visually examined to meet the requirements of Chapter 11 arrange for the defect to be inspected in daylight hours in accordance with the requirements of ESC 100 Technical Maintenance Plan 3 Complete a Rail Fail Form RF1 See Appendix 1 using the guidelines in Chapter 13 for all rail defects as soon as practicable after the defect is found within 24 hours 4 Forward the form to the Te
8. Approach 2 detailed in Section C10 5 Note 2 Remember that for all gassing type defects use the Normal Scanning Gain method of sizing detailed in Section C10 3 Move the probe backward until the last significant signal from the extremity of the defect drops to full screen height Mark the side of the rail with chalk in line with the beam centre of the probe Peak the defect signal again as in Step 1 This allows the operator to re establish the defect position Repeat step 3 in the forward direction The distance between the two chalk marks represents the total movement of the probe Determine the size classification of the defect based on longitudinal probe movement by reference to the sizing chart in Section C10 13 C10 7 1 Sizing information relating to the 70 and or 38 probe 1 Carry out the sizing procedure in both testing directions to determine the greatest probe movement Use the longer of the two probe movements to determine the size of the defect When sizing head defects which have more than one reflective face always use the face with the lowest energy return as the indication for peaking prior to sizing When using a 38 probe any indication found in welds which has qualified by probe movement as a defect and occurs between 8 and 10 on the base line of the screen is a Flange Defect and should be classified as Medium ie DW M If the probe movement shows a large defect to be present then a DW L classifi
9. C8 5 2 Scanning for defects with a twin 0 probe 1 Move the probe in a longitudinal direction along the rail keeping the probe centred over the web Scanning for horizontal defects Horizontal defects will be indicated by a reflected signal between 0 and 9 5 on the base line of the screen This type of defect displays on the screen as a strong signal The position of the signal along the base line of the screen is determined by the depth of the defect and determines its defect name Eg HSH 0 to 2 HWS 2 to 3 HSW 4 to 7 FWS 7 to 8 See Figure 26 fF oe Horizontal Split Head HSH Head Web Separation HWS Horizontal Split Web HSW ee Foot Web Separation FWS Figure 26 Horizontal Splits in Head and Web Note Horizontal defects close to the top of the rail will have several repeat signals The first signal indicates the depth of the defect Size horizontal indications using the last significant echo method detailed in Chapter 10 Scanning for vertical defects This type of defect does not display a reflected signal from the defect on the screen The presence of a Vertical Split is indicated by a drop in the back wall echo The strong signal from the base of the rail drops below the top of the screen or drops completely If this occurs a 0 probe such as a K4NF should be placed on the field side vertical face of the head to check for a Vertical Split Head and on the sid
10. TMC 221 Rail Installation amp Repair TMC 222 Rail Welding TMC 223 Rail Adjustment TMC 224 Rail Defects amp Testing TMC 225 Rail Grinding TMC 226 Rail Defects Handbook TMC 227 Rail Management C1 3 How to read the Manual The best way to find information in the manual is to look at the Table of Contents starting on page 4 Ask yourself what job you are doing The Table of Contents is written to reflect work activities When you read the information you will not need to refer to RailCorp Engineering standards Any requirements from standards have been included in the sections of the manual and shown like this The following requirements are extracted from RailCorp Standard ESC 220 On Curved Track Top surface requirements are as for straight track The horizontal alignment of the newly welded portion of rail must have a curvature consistent with the curvature of the existing rail and the gauge face at the weld s must be smooth and continuous There must be no visible elbow at the weld Reference is however made to other Manuals C1 4 References C1 4 1 Australian and International Standards AS 2207 1994 Non destructive testing Ultrasonic testing of fusion welded joints in carbon and low alloy steel AS 2083 2005 Calibration blocks and their methods of use in ultrasonic testing Rail Corporation Chapter 1 Page 1 of 0 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 2 RailCor
11. Bhor L over 75 10 ASP Monitor defect and stop trains if necessary until defect removed Defective Welds Same as TD Large defect keep defective weld under DW i i observation until removed Head 70 and 0 Probe Defective Welds Loss of weld Gassing defects base signal DW Gassing over 35mm o 24 hrs I NEEKS Full weld 0 Probe width of weld a web L 75t0150 20 ASP Monitor defect min 6hrly and stop trains if HSW HWS FWS E 10 ASP necessary until defect removed Defective Welds 30days 12months re oa elds E E J 2 e days TS weeks oe Keep under observation until removed Web Centre foot 38 probe L over 75 30 2 hrs 48 hours Keep under observation until removed 60km hr once clamped but no greater than When testing new Flashbutt welds remove all non standard foot centre indications line speed E SS SC Inspect clamp bolts after 24hrs of installation Defective Welds 15 to 35 from 24 hrs 5 weeks Keep under observation until removed DW or 10 to 35 if Foot defect with 38 probe treat as DW M Foot indication Twin 70 Probe starts from Foot test for aluminothermic as edge of elds ONLY DoF L overss 2hrs 48hours Keep under observation until removed S M L M L Rail Corporation Chapter 4 Page 6 of 5 Issued July 2010 UNCONTROLLED WHEN PRINTED Version 3 3 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Internal Rail Defects Limits and Responses
12. Weld tolerance gauge narrow WTGN and the size S M or L eg WTGNS 4 Weld tolerance gauge wide WTGW and the size S Mor L eg WTGWS Spraying of Welds Spray all new welds on the weld on both the field side and gauge side of the weld to indicate whether they have passed or failed the ultrasonic test Spray over the pink luminescent paint on new wire feed repair welds Spray all new welds with two paint dots one on each side of the weld on both the field side and gauge side of the rail to indicate whether they have passed or failed the alignment test Use BLUE paint for pass and YELLOW paint for fail Take care when spraying around the weld so that paint is not sprayed on the weld identification sticker Rail Corporation Chapter 6 Page 6 of 5 Issued February 2011 UNCONTROLLED WHEN PRINTED Version 2 3 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Chapter 7 Ultrasonic testing of turnouts and special trackwork C7 1 Testing requirements 1 Test the rails crossings and switches of turnouts catchpoints expansion switches diamonds and slips for internal rail defects The testing is separated into three individual tests as follows Head Use a 70 probe to examine the rail head area for defects of a transverse nature only Use the testing procedure detailed in Section C8 2 to conduct the test Web and flange Use a 38 probe to examine the rail web and that part of the flange foot direc
13. ideal conditions are a single break clear of joint or weld with a gap less than 30mm and if on the high rail a curve more than 500m radius and with good track support Reduce the speed for less than ideal conditions For gaps gt 30mm apply the restrictions relating specifically to rail gap from Table 11 even if the broken rail is plated If the break is plated no allowance needs to be made for opening under load Arrange for monitoring of plated broken rails at a frequency that matches the condition of the break and the type and frequency of rail traffic Carefully assess the effectiveness of plating for break types that are not clean and square In some cases there would be no reduction in risk and the only option will be to replace the rail with a closure In other situations there may be a limited improvement sufficient to allow limited rail operations until the broken section can be replaced If you cannot remove or plate the broken rail you MUST follow the guidelines in Table 11 Answer ALL of the questions in Table 11 SELECT the appropriate speed response for EACH answer There is no need to continue answering questions once a STOP TRAINS response has been established The best case is where the track is straight and well supported and restrained considering the operating loads Assess the potential increase in rail gap under a train and add it to the static gap measured before determining the response required For
14. 1 5 screen height Move the probe back and forth over the defect to obtain the best possible reflection from the defect DO NOT turn the gain down Move the probe sideways keeping it parallel with the edge of the rail until defect signal drops to screen height at the extremity of the defect Mark the rail head at the front centre of the probe Return probe to original position by moving sideways until the best defect signal is again obtained Repeat Step 3 in the opposite adjacent direction without lifting the probe off the rail Note whether the sideways movement ie distance between marks is equal to 2 way 3 4 way or full width across the rail head Refer to the Sizing Chart in Section C10 13 to determine the adjusted Size Classification if indicated C10 7 Sizing of web and flange defects in rail welds and rail with a 38 probe 1 Peak the defect signal Move the probe backwards and forwards until the highest possible signal is obtained from the defect Remember the 38 probe must at all times be kept directly over the centre of the web Adjust the gain until the peaked signal just reaches the top of the screen then add 6db to the gain Rail Corporation Chapter 10 Page 3 of 2 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 2 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Note 1 If the grass level reaches 12 screen height use the Last significant echo method
15. 5 C2 7 Monthly return of turnouts and WEeIS cccccceeececeeeeeeeeeeeaeeeeeeeeeseaeeesaaeseeeeeseaeeesaaeeteaeeseeeeess 2 5 C2 8 Management of broken rails cccccceeseeeceeneeeeeeeeceeeeeeaaeeeeaaeeeaeeeeaaeseeaaeseeeeeseaeeseaaesneneeeseaness 2 5 C2 9 Recording of broken rasuna anainn aair aaaea aaa aiaa daai eio 2 6 C2 10 Monthly amp annual broken rail reports cceeeeeeceeeeeeeceeeeeeeeeeeeeeeceaeeesaaeeeeeeeeseeeeseaeeeeaaeeeeneeeaes 2 6 Chapter 3 C mpeteCi S seina s aa aa a r cee nn es a aaa Aa aa aa aa a a coed eas e EEKE aaea 3 1 Chapter 4 Rail Condition Operating Limits and RESPONSES ccsseeceeeeeeeeeeseeeeeeeeeeeeeeseneeeenseeeees 4 1 C4 1 VST MS sec cca tes EEEE A E EAA EA EEI SEE E EE ET 4 1 C4 2 Rail GOON C UY sca sees client aaeeeiai eaen ve te cote a Tgp tees ee kate Re EAE TEA 4 1 C4 3 Weld AliQnMent 0 ccccecececeeceececeeeeeseeceeeecaaeeeeaaeseeeeceaeeeeaaeedeaeeeseaeeesaaesdeaeeseaeeesaeeseaaeseaeeesaees 4 1 C4 4 Rail SurfaGe GOnditlOMiaeissac cccssastcnesusassvacsuaneacetbescabsvaaccacuuandedeuseasecdchuagecdcseasscdbauaandialuaeddelabsncads 4 3 C4 5 Welds near other welds rail ends bolt holes and signal bonding holes s s s 4 4 C4 6 Internal Rail DeTeCtSisc ciccsssscaciaseccucssssscacsnaet cocsuastvaeiuandevalawaniacsuasseausdeadtadusasevavavasicansuseaneauaeccads 4 6 Chapter 5 Aluminothermic Weld Testing s cccesccssseeeeseeeeseeeeesnaeenseeeeeeeeessaeseuseeeeeseeessaesa
16. Defect Length For Crossing Repairs ONLY Nose Repair Depth CL mm Nose Repair Length CITI mm Yard YES NO Main Wing Repair Depth _ mm Main Wing Repair Length _ mm Turnout O Turnout Wing Repair Depth CI mm Turnout Wing Repair Length CILI mm Number type Comments Weld Testing Data Test Date TILL ILL Ultrasonic Pass YES NO Defect Size S M Alignment Pass pees Ne D M N Defect Location RaiFanin AlignmentFailureiD RFD Operators ame State Retest Alignment only Test Date Lt Alignment Pass Alignment Failure ID BEEEESaee RFD OperatorsName Jsme id Comments eld Details werddate TILT JL Bese code rmes Jf Te D M Y BASE CODE LINE TRACK pistict km ETT HLL LI vl EE Weld Number Weld Type WHEELBURN CROSSING REPAIR Wire Type E For plain track ONLY Rail size 60HH 60 53 47 Defect Depth mm DefectLength mm For Crossing Repairs ONLY Nose Repair Depth CLI mm Nose Repair Length CILI mm Yard no Main Wing Repair Depth CL mm Main Wing Repair Length CIIL mm Turnout Turnout Wing Repair Depth CLI mm Turnout Wing Repair Length CILI mm Number type Comments eld Testing Data Test Date CLJILLICI Ultrasonic Pass YES NO Defect Size s M L Alignment Pass D M Y Defect
17. NO Punch Mark Check I m D M Y Rara CTT 1 Momenrawen TT TTT RFD Operators Name Signature Retest Alignment Test Date CL Alignment Pass Alignment Failure ID Eo see a D M M RFD Operators name J O OS E YES NO Comments eld Details Weld Date III Be Base Code Track D M N n wom tit BASE CODE LINE Rail Weld Number RailSize soHH Jeo 53 47 Other ___ WeldReason WeldType Weld Condition CL Weather Condition CI Track Condition CI Batch Number sd UP DN Punch Mark Before I Imm Punch Mark After Imm YES Rail Temperature CL G Has weld been packed NO Adjustment Maintained Are closures less than 6m in YES NO YES NO length crowed to correct curvature Comments eld Testing Data Test Date i ti eet Ultrasonic Pass YES NO Alignment Pass YES NO Punch Mark Check CLII mm D M Y Rairaio CTT TT TTL Atgnmentraiwreio TT TTT RFD Operators Namo J smew Retest _ Alignment Test Date Alignment Failure ID RnR D M Y RFD Operators Name O J Soare O O O OOOO S S Comments Appendix 3 Page 1 of 0 Version 1 3 YES NO Alignment Pass Rail Corporation Issued February 2011 UNCONTROLLED WHEN PRINTED RailCorp Engineering Manual
18. Procedure in Chapter 10 to determine whether they qualify as a defect Only Horizontal defects should be sized using a twin 0 probe Vertical splits should be sized with a miniature 0 probe Rail Corporation Chapter 8 Page 11 of 10 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Guidance Notes 1 It is always essential to determine the reason for a drop in the signal height of the back wall echo base of rail signal See Section C8 6 2 Back Wall Echo for reasons other than defects that cause the back wall echo to drop in height 2 Ifa loss of signal height occurs then a second test must be conducted to establish the presence of a vertical split in the head or web This is carried out by testing from the side of the head for a VSH and from the side of the web for a VSW A miniature 00 probe is used for this purpose See separate setting up and testing instructions for this procedure in Section C8 7 3 The lower end of a VSH often turns horizontal and breaks out underneath the head in the top fillet area When this occurs a similar signal to a HWS is displayed on the screen between 2 and 3 When any HWS signal indicates on the screen always carry out a side of head test for a VSH 4 Follow up testing stick indicators with hand testing If a section of rail has loss of back wall echo when testing with the stick rete
19. TMC 224 mm back from the weld through to just past the weld Keep the probe parallel with the side of the rail 3 If a potential defect is present in the web centre foot or a bolthole then a signal will travel along the screen as the probe is moved The testing window for this test is from O to 10 along the base line of the screen If an indication is present in the testing window then it should be sized using the Sizing Procedure in Section C10 7 to determine if a defect is present in the rail Guidance Notes 1 Horizontal defects are often located with a 38 probe Size these indications with a 0 probe using the Sizing Procedure in Chapter 10 2 Indications found with a 38 probe between 0 amp 2 along the base line of the screen indicate a potential defect in the head Size these indications with a 70 probe using the Sizing Procedure in Chapter 10 to determine if a head defect is present and to determine the size of the defect 3 When testing with a 38 probe a couple of signals are often obtained on the base line of the screen between 4 and 2 as the beam from the probe passes through the top fillet area These signals should be ignored unless they are a continuation of a signal that has started from lower down in the rail or they continue past 2 up into the head area of the rail See Figure 23 38 probe q 38 probe Top fillet reflection Figure 23 Signals fr
20. West North Facilities KILOMETRES Main Suburban Local TRACK BASE CODE LINE TRACK Loop Platform Rd Siding High Rail Low Rail Tangent METHOD OF Signal Rail Flaw Manual Special Manual Rail FINDING Failure Visual C Detection Car Ultrasonic Test Ultrasonic Test C Cleanliness Testing DEFECT Derailment Mishap _ Train crew __ Other __ 04 Name of KK Operator 0 ccccccccsccececceesseeeeseeens Sal Feit WHEN FOUND hrs REPORTED TO cccssscssssssseessseesseee WHEN REPORTED D OR BREA In Plain Raill o eeeeeeeeeee m from In SwitchL__ In Stockrail At __ Atjoint L AtGIJ POSITION Weld within fishplates within fishplates E oe Rail L_ in Crossing C In Wing rail C a2 Maine Flashbutt _ Aluminothermic __ Wirefeed __ ace oF werp n yearns orRweeks PROBABLE TD Shelling __ Squat __ Shatter crack __ TD Wheelburn __ Gassing __ Hottear __ Wirefeed Weld __ FAILURE TYPE Impact No Obvious Damage __ Corrosion __ Bolthole _ Clean Break __ Other c ceesceeecesteeeteeteeees Defect L DIRECTION Transverse vertical L Diagonal L Horizontal _ Star L For Rail Defects ONLY _For Rail Defects ONLY 0 L L L L O DEFECT Tp L lox sd_ to eBrFL_ owFwlL_ ow _ pwd__ pwrL_ vsH L_ vsw L_ tsw__ BH L TYPE PR L_JHsw L HSHL_ HwsL_ rwsL_ crL_ mJsL_ weld Geometry L_ Proximity to holes welds ete L Foot Damage __ Other seccansasencenscctransusestosnenscets DEFECTSIZE s mL LL EL
21. a 8 in the appropriate box Area office to complete Sleeper condition Put a 8 in the appropriate box or write in a response Area office to complete Fastenings Put a 8 in the appropriate box Area office to complete Age of Weld If the defect or break is at a weld how old is it Enter the answer in the boxes For welds less than 1 year old enter the age in weeks Answer as accurately as possible for aluminothermic welds Detailed weld information may not be readily available for welds older than 1 2 years This information should however be readily available for new welds as it is written on the weld or available from area databases Ifa flash butt weld the age will be the same as the rail age for all practical purposes Last Tolerance test When was the weld last tested for alignment defects Enter the date in the boxes Remedial Action Team Manager to complete Instructed to This item is provided to detail the remedial measures to be taken and who is to deal with it Employee removing defect to complete Date removed Fill in after replacing the defective rail and return copy to Team Manager Team Manager to complete Team Manager signed Sign and date the form Make sure as much information as possible has been included Rail flaw detection operator to complete if defect removed by grinding Date retested Enter retest date and sign Tested Put a Y in the appropr
22. as to whether response requirements can be relaxed or if any additional actions are required such as closer monitoring further reduction in speed Retesting All identified defects remaining in track longer than two months MUST be retested Table 6 Rail Defect Limits and Responses Rail Corporation Chapter 4 Page 8 of 7 Issued July 2010 UNCONTROLLED WHEN PRINTED Version 3 3 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Chapter 5 Aluminothermic Weld Testing C5 1 C5 2 C5 3 Testing requirements When you receive a Welding Return Form WR1 arrange to test the welds as follows DO NOT test welds ultrasonically or for alignment until at least two 2 hours after the finish grinding has been completed The weld should be cool enough to touch by hand This means in practice that a momentary touch of the weld should be as tolerable as a momentary touch on the rail on a hot day Important Ultrasonic testing operators need to be careful when testing near insulated joints to ensure that no aspect of the testing procedure causes an electrical connection across the joint When you have completed the testing return the completed form to the Team Manager Ultrasonic testing 1 Test welds ultrasonically The testing is separated into the following individual tests Head Use a 70 probe to examine the rail head area of the weld This probe is used to loc
23. defect is found by ultrasonic or visual inspection by the Ultrasonic Rail Testing Operator spray the defect YELLOW and mark the type size and location extremities of the defect on the foot or gauge side face of the rail as appropriate eg HWS M Rail Corporation Chapter 6 Page 5 of 4 Issued February 2011 UNCONTROLLED WHEN PRINTED Version 2 3 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 C6 9 2 Marking on plain track When a defect is found by ultrasonic or visual inspection by the Ultrasonic Rail Testing Operator spray the defect YELLOW and write the following testing details on the foot or gauge side face of the rail as appropriate Your operator initials and date of testing eg JS 20 3 09 The type size and location extremities of the defect eg HWS M When pre testing for wire feed repairs write the depth of the defect in mm on a suitable part of the rail C6 9 3 New Field Welds Write the following testing details on the flange foot of the rail immediately adjacent to each new weld that has been tested Your operator initials and date of testing The size location or type of any defects found by ultrasonic testing eg DW M Foot Weld alignment test details when a non compliance has been found Top of rail straightness 1 Weld tolerance dip WTD and the size S M or L eg WTDS 2 Weld tolerance peak WTP and the size S Mor L eg WTPS Side of rail straightness 3
24. distance must put the reflector within the near half of the weld for the indication to qualify for sizing iii The primary part of the test window for this test is from 3 to 4 along the base line All indications travelling from 3 to 4 must be sized If the indication complies with the criteria in Step 6 both i and ii or part iii then the defect should be sized using the Sizing Procedure in Chapter 10 Rail Corporation Chapter 8 Page 8 of 7 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Guidance Notes 1 The strongest reflections from lack of fusion often occur between 4 and 3 along the base line of the display Special attention should be given to this part of the testing window It is however essential to disregard indications which display between 3 and 0 along the base line of the screen as these are typically due to surface wave reflectors from the weld and are not a defect indication 2 Make sure you test right to the edge of the rail foot A slight overlap of the edge of the foot is OK 3 Special care is needed to detect defects extending from the edge of the web outwards underneath the bottom fillet radius Signals in this area are lost because the probe cannot sit on the radius If any indication displays strongly on the screen in the testing window as displayed in Figure 24 but drops due to the probe lifting off
25. each weld in SmartWeld or on the Wirefeed Welding Return Form WFR1 if the SmartWeld system is not available See Appendix 4 The fields on the form are explained in Table 8 Weld Testing Data Test Date Enter date of test Ultrasonic Pass Circle YES or NO Rail Corporation Chapter 6 Page 4 of 3 Issued February 2011 UNCONTROLLED WHEN PRINTED Version 2 3 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Alignment Pass Circle YES or NO Defect Size Circle S Small M Medium or L Large Defect Location Location of defect Rail Fail ID Number of rail fail form completed for this weld defect Alignment Failure ID Number of Alignment Failure form completed for this defect RFD Operator s Name Name of RFD Operator Signature Not required in SmartWeld Comments Write down any comments relevant to the work Table 8 Information to be recorded on Wirefeed Welding Return C6 8 Testing and marking of rail closures Test any second hand 53kg m rail full lengths or closures before use as follows 1 Examine ultrasonically using the procedures in Section C6 1 Steps 1 3 only 2 Check the rail heat number and manufacturers brand on the closure the Heat number is usually the first character in the heat number If NO defects of any detectable size are found AND there is NO evidence of inclusions AND the rail is BHP or AIS AND the Heat number does NOT co
26. elastic fastenings the increase should be 5mm for passenger trains 10mm for freight trains For non elastic fastenings 10mm for passenger trains and 15mm for freight trains These values can be adjusted by observing actual trains in service For constrained situations such as within a crossing or turnout no allowance need be made When ALL questions have been answered the LOWEST speed selected for ANY answer Rail Corporation Issued August 2011 Chapter 12 Page 1 of 0 UNCONTROLLED WHEN PRINTED Version 1 2 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 is the speed restriction that can be applied The maximum possible speed from Table 11 is 40km hr 7 If you cannot get to site and you can establish two way communication with lesser qualified staff on site you may be carry out a remote assessment For this to work your communication needs to be sufficient to determine the size of the gap whether the break is clean and square and with the gauge face of the ends aligned and whether the track is in reasonable condition not obviously boggy or distressed 8 You will also need to know the curvature of the track and the type of traffic that runs over it this can be from local knowledge 9 Use the information you have from the person on site to answer the questions in Table 11 Because you are not on site to make a detailed assessment yourself the following additional restrictions apply
27. for cracking or discoloration rust band especially on the root radius area where the web adjoins the underside of the head Note especially the proximity to welds boltholes and joint gaps Inspect both sides of the rail 4 Measure the tangent wear of the rail if significant tangent wear is obvious 5 Check the area at the top of the web where VSH indications have been found in the rail head This is to check if any cracks from the head have progressed into the web below the fillet area the fillet area itself cannot be examined with current probes C6 4 Additional testing of squat defects When a squat defect has been identified the following additional procedure applies 1 2 Measure the depth of the cracks using an ultrasonic depth gauge Use a 0 probe placed on the head of the rail to determine the length of the crack horizontally using the sizing procedure in Chapter 10 Effective testing within the laminated area using the 70 probe on top of the rail is unlikely to be successful A test for large medium transverse indicators under squat laminations can be conducted by testing with a 70 probe in both longitudinal testing directions along the gauge side vertical face of the head The probe must be kept parallel with the edge of the rail with the probe sitting as flat as possible on the vertical surface Transverse defects will however not always be located using this test C6 5 Testing of wire feed welds C6 5 1 Testing bef
28. made with the Range depth Control Repeat this procedure on the opposite adjacent corner of the weld Do not readjust the test range again until all 4 corners of the weld have been displayed on the screen and their position noted Turn the probe to the opposite testing direction and repeat the procedure again The corners on both sides of the weld should have displayed on the screen on 8 approximately Choose the best of these corner signals and set the corner signal on 10 along the base line of the screen This adjustment is made with the Range depth Control The left hand side of signals should always be used to set their position on the screen Three of the 4 corners should display on the screen in approximately the same place If there is no consistency then the weld may be defective and another weld or a rail end with a similar level of head wear should be found The screen is now set for assessing indicators in the head of the weld The screen from 0 to 10 represents the rail from the top to the base of the head See Figure 16 70 Probe Figure 16 Setting bottom of rail head Guidance Notes 1 Take care when using the WB70 probe for testing the head of welds as small shoulders left on the side of the head after grinding can give spurious indicators Avoid twisting the probe off parallel during testing runs Surface irregularities in newly ground rail may cause difficulties in testi
29. nuunuu eg neeaeeeegseeeeeegseeeeesgseeeeesaseneneeseeeenees A3 1 Appendix 4 Wire Feed Welding Return cccscccssccssseeeeseeeeeneeesceseseeeeeneeeescaesasaeeenseeeeeaeseseaesaseenenenees A4 1 Appendix 5 Turnout and Weld Testing Report csseccsseecesccesseeseseeeeeseeeessaeseseeeenseeeesaesesseeeeneeeeseaees A5 1 Rail Corporation Control Pages Page 5 of 4 Issued August 2011 UNCONTROLLED WHEN PRINTED Version 4 5 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Chapter 1 Introduction C1 1 Purpose This manual provides requirements processes and guidelines for the testing of rail for internal defects and for the acceptance testing of rail welds and weld repairs C1 2 Context The manual is part of RailCorp s engineering standards and procedures publications More specifically it is part of the Civil Engineering suite that comprises standards installation and maintenance manuals and specifications Manuals contain requirements process and guidelines for the management of track assets and for carrying out examination construction installation and maintenance activities The manual is written for the persons undertaking rail testing activities It also contains management requirements for Civil Maintenance Engineers and Team Managers needing to know what they are required to do to manage rail testing activities on their area This manual is part of a series of seven 7 rail manuals
30. of CTN 08 05 Added Defect Size coding to Form WAF 1 4 0 May 2008 C1 Additional reference added C5 4 Clarification of application of alignment testing to flashbutt welds C9 1 2 Reference to Australian Standard added 3 0 October 2007 Addition of damage limits for foot damage welds close to welds and joints and short closures 2 0 April 2007 Inclusion of restriction on welder testing own welds refinement of CME accountabilities for defect assessment and review Minor corrections revision of definition of TDX inclusion of upgraded defect limits and responses for alignment defects revision of defect limits for VSH defects Revision of definition of HSH Relaxation of restriction on welding near heat numbers in new rail inclusion of method for measuring punch marks Additional guidance on squat testing testing of wirefeed in plain track guidance on marking of testing Extended area and type of testing additional guidance on testing for crack predictors removed requirement to dye test non bearing part of switch Additional guidance on gassing defects addition of guidelines for setting up 0 probe for testing defect depth Revision of defect limits for VSH defects Revision to reflect changes of form 1 0 October 2006 First issue as a RailCorp document Includes content from C 2405 C 2406 C 2408 C 3210 AP 5373 AP 5374 RC 2407 RC 2408 RC 2410 RTS 3733 RAP 5374 RAP 5393 CTN 01 0
31. of the flangeway and the aprons at either end of the crossing If cracks are found in these areas size them the same as cracks in the web of the rail considering If crack is parallel to the rail treat as horizontal split web HSW If crack is perpendicular to the rail treat as transverse vertical web defect C18 4 Surface irregularities Defect classifications refer to cracks which have grown in service If surface irregularities from casting defects are visible treat them as follows If these defects DO NOT show growth paint mark them and report them to the Team Manager for monitoring during routine patrols If they DO show signs of crack growth reclassify the defect in accordance with the Table 13 considering the full length of the defect If any defects have been classified as medium or greater recheck them at not greater than four weekly intervals Report all defects requiring action to be taken including any significant casting defects to the Chief Engineer Track and to Rail Inspection Services Rail Corporation Chapter 18 Page 3 of 2 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 1 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Appendix 1 Rail Fail Form Rail Fail Form Form RF1 RAIL DEFECT C BROKEN RAIL C LOCATION Infrastructure DISTRICT Central Illawarra
32. of the transmission signal on Zero along the base line of the screen and the left hand side of the signal from the opposite side of the head back wall echo on 10 If preferred the back wall echo can be set on 5 and the repeat of the back wall echo on 10 Set the Gain initially to 58db Scanning for VSH defects 1 Conduct two 2 Lengthwise Testing Passes along the Vertical Face of the Head on the Field Side of the rail ensuring that the grass is at 1 5 screen height for both passes Adjust the Gain when required to maintain this level of grass Rail Corporation Chapter 8 Page 14 of 13 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Pass 1 is conducted adjacent to the base of the head to check for inclusion bands IB s Keep the edge of the probe in line with the bottom comer of the rail head Pass 2 is conducted adjacent to the top of the head to check for a potential VSH Keep the edge of the probe in line with the top corner of the rail head Guidance Notes 1 If the rail is badly curve worn an intermittent back wall echo may occur around 5 along the base line of the screen and a signal from an IB or VSH may be dose to this signal eg on 4 2 If there is a significant angular chamfer at the top of the head on the field side then the base of the chamfer should be treated as the top of the head for the testin
33. on the radius the weld should be classified as a DW M Foot unless the sideways probe movement has already qualified the defect as a DW L VS70 probe 0123 45 6 7 8 9 10 Figure 24 defect under bottom fillet radius C8 5 Testing the full rail with a twin 0 probe SEB 2 0 C8 5 1 Setting up procedure for twin 0 probe SEB 2 0 1 Place the probe on the top of the rail with both the sending and receiving probe aspects directly over the web 2 Locate the back wall echo from the base of the foot and set the signal on 9 5 on the base line of the screen with the Range Depth Control See Figure 25 0 Probe Conttol Pai i lf signal from 9 5 Gain pak disappears a Vertical Control Split may be present Set signal from base o rail on 9 5 j CAEN es Gs eS 0123 45 6 Figure 25 Setting up a twin 0 probe 3 Adjust the Gain Control until the Grass is 20 1 5 screen height 4 Setthe probe Zero with the Pulse Delay Control using the calibration procedure in Section C9 2 2 The Screen is now set for locating Horizontal and Longitudinal Vertical defects in the head and web of the rail The screen from 0 to 10 represents the rail from the top to the base of the foot See Figure 19 Rail Corporation Chapter 8 Page 9 of 8 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224
34. small or large 2 How long before you are able to have it removed 3 Can trains operate safely over the defect Can you impose a speed restriction 4 How heavy is the traffic Number of trains axle loads etc 5 What are the consequences of a broken rail at this site Will the rail break clean or will it break in multiple pieces Will the break be straight or will it more likely create a foul joint 6 Do you need to increase the surveillance of the defect This may include additional ultrasonic testing or increased visual monitoring C16 2 Minimum requirements The minimum requirement is for the defect to be re tested at a frequency equivalent to the repair requirement detailed in Section C4 6 e g if mandatory response is remove within 7 days then the defect must be re tested within 7 days At locations where only 2 bolts one each side of the defect have been used to secure the plates no extension is permitted unless 4 bolts have been installed Rail Corporation Chapter 16 Page 1 of 0 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 1 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Chapter 17 Ultrasonic Bolt Testing C17 1 Introduction Broken rail brace bolts may cause signal failures This problem is mainly related to non approved rail brace bolts which have been installed in the past The bolts typically break at the top of the shank Ultrasonic bolt testing using an ultrasoni
35. stored in memory when using digital units such as the USM 25 or 35 1 Select Range Control menu Set the depth for the test with this Control 2 Select Probe Delay menu Set the left hand side of the transmission signal from the probe on zero 3 Select Range Control menu Re check depth setting after the probe delay is set Re adjust range control if required Rail Corporation Chapter 9 Page 3 of 2 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Chapter 10 Ultrasonic Sizing Procedures C10 1 C10 2 Select sizing method Sizing is undertaken after ultrasonic scanning for defects finds indications that meet or exceed the threshold levels described in Chapter 8 When a potential defect indication in rail is to be sized two criteria need to be decided before sizing is commenced The first is the gain level for sizing and based on this the method of sizing to be employed Two methods are used to establish defect size depending on the type of defect and probe The methods are 1 Sizing defects with gain at normal scanning level 2 Sizing defects with the defect signal adjusted to the top of the screen last significant echo method using 6db drop to define defect extremities There are two approaches to this method See last significant echo method Approach 1 step 2 for most suitable approach Conduct the following sizing p
36. the screen with the Pulse Delay Control Note Always use the left hand side of the signal 3 Move the probe back until the front of the probe is exactly in line with the 50mm mark on the test block 4 Adjust the reflected signal from the end of the block to number 5 on the base line of the screen with the Test Range Control 5 Repeat Steps 3 and 4 6 as many times as necessary until both the signals at 30mm and Rail Corporation Chapter 9 Page 1 of 0 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 50mm from the end of the block are in exactly the correct positions on the screen i e 3 and 5 respectively When carrying out the above steps it is essential to visually follow the signal on the screen as it travels from 3 to 5 to ensure that the same signal is being used for setting up esting area 3 to 5 on screen Zero Delay Gain Control Control Figure 33 C9 1 1 2 Calibration of USM25 USM35 units 1 Recall the VS70 memory preset 2 Check that the signal locations at 3 amp 5 on the base line of the screen correspond with the graduations at 30 and 50 mm on the test block C9 1 2 Annual calibration assessment and function test All Flaw Detectors are to be checked for calibration and proper function for the testing of rail every 12 months by Rail Inspection Services using the method described in AS 208
37. unless the rail is being welded using a junction weld in which case appropriate limits apply and 5 mm in gauge wear Distance between the welds and other welds or joints Rail ends or Aluminothermic welds may not be located closer than 1 2 m from the centre of a bonded insulated joint Aluminothermic welds may not be placed within 2 2 metres of any weld flashbutt or aluminothermic or mechanical joint main line or siding except as indicated below Rail Corporation Chapter 4 Page 4 of 3 Issued July 2010 UNCONTROLLED WHEN PRINTED Version 3 3 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 In Turnouts Aluminothermic welds may be placed closer than 2 2 metres to a minimum distance of 1 2m to a flashbutt weld aluminothermic weld or rail joint mechanical or glued provided that The flashbutt weld or joint has no internal defects The rail length is well secured by two ties with the ties held by more than two rails such that they will not be able to skew if the rail breaks in two places The aluminothermic weld is ultrasonically tested within 6 hours of completion Closures The minimum length of a closure to be welded into track is 2 2 metres except as indicated below in turnouts closures shorter than 2 2 metres to a minimum length of 1 2m may be used provided that The closure is well secured by two ties with the ties held by more than two rails such that they
38. will not be able to skew if the rail breaks in two places The aluminothermic welds are ultrasonically tested within 6 hours of completion Location of welds Aluminothermic welds may be installed opposite each other on adjacent rails as long as gauge side of each weld is ground prior to passage of trains Aluminothermic welds are not permitted on a sleeper Aluminothermic welds shall not sit directly on slab track Remedial action detailed in Table 5 is required for all defects found in the location of welds whether found by a Rail Flaw Detection officer or by other inspections Defect peers within New welds ie not previously tested lt 80mm from bolthole 30 days Closure in plain track lt 2 2m or weld on 3 or 4 good sleepers S Review in lt 2 2m from another weld 12 months on 2 good sleepers M 6 months on 1 good sleeper L 14 days Weld in turnouts 1 2 to 2 2m from on 1 tie L 14 days weld flashbutt or aluminothermic or mechanical joint Welds lt 1 2m from the centre of a on 1 tie with Joint in good condition M 6 months panosdnsuiatea juin on 1 tie with Joint in poor condition L 14 days Table 5 Remedial Actions for weld proximity defects Rail Corporation Chapter 4 Page 5 of 4 Issued July 2010 UNCONTROLLED WHEN PRINTED Version 3 3 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 C4 6 Internal Rail Defects Internal Rail Defects
39. 0 9mm Dip gt 1 5mm 14 days PEAK WELDS WTP Small WTPS Peak gt 0 6mm s 1 2mm Peak gt 1 0mm lt 2 0mm 90 days Medium WTPM Peak gt 1 2mm lt 1 8mm Peak gt 2 0mm lt 3 0mm 30 days Large WTPL Peak gt 1 8mm Peak gt 3 0mm 14 days GAUGE NARROW WTGN Small WTGNS Narrowing gt 0 6mm lt 1 2mm Narrowing gt 1 0mm lt 2 0mm 90 days Medium WTGNM Narrowing gt 1 2mm lt 1 8mm Narrowing gt 2 0mm lt 3 0mm 30 days Large WTGNL Narrowing gt 1 8mm Narrowing gt 3 0mm 14 days GAUGE WIDE WTGW Small WTGWS Widening gt 0 3mm simm Widening gt 0 5mm simm 90 days Medium WTGWN Widening gt 0 6mm lt 0 9mm Widening gt 1mm lt 1 5mm 30 days Large WTGWL Widening gt 0 9mm Widening gt 1 5mm 14 days Rail Surface Condition New welds Table 2 Remedial action for weld alignment defects The following installation requirements have been extracted from RailCorp standard ESC 220 All welds shall be ground to the profile of the rail each side of the weld with no visible deviations from a straightedge The gauge face will normally be parent rail and shall be visibly smooth and consistent with the curvature of the existing rail Squat defects Squats should be recorded during normal patrol and other inspections and monitored for growth They are to be reported as defects in Teams 3 using the guidelines in Table 3 below In areas where squats are present close attention should be given to the r
40. 3 If further assessment or adjustments are required the unit must be forwarded to the Supplier Manufacturer for a more comprehensive assessment and adjustment C9 2 Establishing Zero for probes Use the following procedures to set the probe delay on the screen to establish zero for each individual probe C9 2 1 Zero Delay for 70 and 38 probes C9 2 1 1 USK7 S Units The delay established when setting up with the VS70 Probe and test block in Section C9 1 1 1 above is suitable for the other standard probe tests when using analog type flaw detectors Lock the Zero Delay Control after setting up and use the same setting for all angle probes C9 2 1 2 USM Units Use the following method to set zero on individual screens test settings to be stored in memory when using digital units such as the USM 25 or 35 1 Select Range Control menu Set the depth for the test See relevant setting up steps 2 Select Probe Delay menu Place the angle probe on the VS70 test block facing the transverse end Move the probe forward until the beam centre of the probe is in line with the end of the block Use the Probe Delay Adjustment to set left hand side the signal from the end of the block on zero Rail Corporation Chapter 9 Page 2 of 1 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 3 Select Range Control Re check depth after the probe delay is set Re
41. 5 4 Alignment testing Note Also use this method of test for alignment testing of flashbutt welds 1 Test welds for top surface and rail alignment with a calibrated 1m straight edge and a taper gauge as illustrated in Figure 7 and Figure 8 top surface and Figure9 and Figure 10 alignment 500mm Figure 7 Weld misalignment tolerance in vertical plane peaking 500mm Figure 8 Weld misalignment tolerance in vertical plane hollow Rail Corporation Chapter 5 Page 2 of 1 Issued August 2011 UNCONTROLLED WHEN PRINTED Version 3 3 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Gauge Face Spina Figure 9 Weld misalignment tolerance in horizontal plane tightening Gauge Face 500mm Figure 10 Weld misalignment tolerance in horizontal plane widening When testing for weld peaking Check alignment with the centre of the straight edge over the centre of the weld Move the straight edge so that one end is at the centre of weld and check alignment again Move the straight edge so that the other end is at the centre of weld and check alignment again This additional check is essential to check that grinding of the weld has not transferred the peak error away from the centre of the weld There are two different types of peak that do not comply with the defect limits An excessive peak resulting from the rails being peaked too much prior to welding A
42. 8 CTN 01 11 CTN 02 01 CTN 02 03 CTN 02 06 CTN 04 25 CTN 05 02 CTN 05 25 CTN 05 26 CTN 06 06 CTN 06 20 CTN 06 08 Rail Corporation Issued August 2011 Control Pages Page 2 of 1 UNCONTROLLED WHEN PRINTED Version 4 5 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Summary of changes from previous version Chapter Current Pages Date of Summary of change Revision Approval Control 4 5 5 August 2011 Control changes Pages 1 2 2 2 December 2009 2 2 3 July 2010 3 2 2 1 August 2011 Competencies updated for current National Competencies 4 3 3 8 July 2010 3 3 August 2011 C5 2 Addition of paint marking new aluminothermic welds 2 3 February 2011 7 2 4 5 August 2011 C7 1 additional requirements for testing turnouts 8 2 1 15 December 2009 9 2 1 3 December 2009 10 2 2 7 December 2009 11 1 1 2 December 2009 12 1 2 4 August 2011 C12 Inclusion of warning regarding arcing of broken rails C12 1 competency updated 13 2 1 3 December 2009 14 2 2 2 December 2009 15 1 1 1 December 2009 16 1 1 1 December 2009 17 1 2 3 July 2010 18 1 1 3 December 2009 Appendix 1 2 1 1 December 2009 Appendix 2 2 2 1 December 2009 Appendix 3 1 3 2 February 2011 Appendix 4 1 1 1 December 2009 Appendix 5 2 1 1 December 2009 Rail Corporation Issued August 2011 UNCONTROLLED WHEN PR
43. ANCE TEST REMEDIAL ACTION using CLOSURE GRINDING delete whichever is not applicable Signed Team Manager TO BE COMPLETED BY PERSON REMOVING DEFECT Date retested Never lt 1Month 1 6Months 7 12Months _ Name instructed to remove Weld exceedent by EEE T aeiia OK FAILED _ Tested If failed complete a new Weld Alignment Failure Form Rail Corporation Issued December 2009 UNCONTROLLED WHEN PRINTED Appendix 2 Page 1 of 0 Version 2 2 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Appendix 3 Welding Return Weld Return Form WR1 elder s Details WeldersName UcenceNo Signate k eld Details WedDate Bese code rres JL Tur fon D M Y BASE CODE LINE TRACK o E N Rai J UP DN UT 60HH 60 53 47 Other Weld Number RailSize ___ Weld Reason WeldType Weld Condition CL Weather Condition CI Track Condition CI Batch Number sd Punch Mark Before I Imm Punch Mark After Imm YES Rail Temperature _ e Has weld been packed NO Adjustment Maintained Are closures less than 6m in YES NO YES NO length crowed to correct curvature Comments eld Testing Data Test Date TILL IEL Ultrasonic Pass YES NO Alignment Pass YES
44. Approach 2 1 Peak the defect signal Move the probe forward towards the defect and then backwards away from the defect until the highest possible signal is obtained from the defect Use the full width of the rail head when peaking the signal Adjust the gain until the peaked signal just reaches the top of the screen Move the probe backward until the last significant signal from the extremity of the defect drops to screen height Mark the side of the rail with chalk in line with the beam centre of the probe Peak the defect signal again as in Step 1 This allows the operator to re establish the defect position Repeat Step 3 in the forward direction The distance between the two chalk marks represents the total movement of the probe Determine the size classification of the defect based on longitudinal probe movement by reference to the sizing chart in Section C10 13 Rail Corporation Chapter 10 Page 2 of 1 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 2 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 C10 6 Sizing of head defects in rail welds and TDs with a 70 probe Two sizing procedures should be used for the rail head They are longitudinal and sideways sizing procedures C10 6 1 Longitudinal sizing procedure Longitudinal sizing is always done in both testing directions to determine the initial size classification before commencing sideways sizing 1 Peak the
45. Defect in Type amp size of defects D Nearest Station al g 2 location 2 Track 2 3 S PR DWA 5 Bi ST R CR VSH TD EBF SC HSH HW HSW yw BH DWI BR C P E N B HB Total turnouts tested Mainline Turnouts Catchpoints Secondary line Turnouts Catchpoints Total defects Mainline Total defects Secondary line Aluminothermic Weld testing Wirefeed Weld testing Total No of Welds tested Crossing repairs Total No of Welds defective Total No of weld repairs tested Total No of HEAD defects Total No of weld repairs defective Total No of WEB defects Total No of Repairs not within alignment tolerance Total No of FOOT defects Rail repairs Total No of welds not within alignment tolerance Total No of weld repairs tested Total No of weld repairs defective Total No of Repairs not within alignment tolerance Operator s signature oe eee cece ee cece teen ee eee eee eee eee eee asina iasanen Date 20 Rail Corporation Issued December 2009 UNCONTROLLED WHEN PRINTED Appendix 5 Page 1 of 1 Version 2 1
46. Each new wire feed weld should have been marked in pink flourescent paint by the welder after the weld has been completed C6 5 3 3 Alignment testing 1 Check that the weld has been ground to correct profile and that excessive grinding has not been undertaken 2 Test all new wire feed welds in plain track not crossings for top surface and rail alignment with a 1m straight edge as described in Section C5 4 3 Complete a Weld Alignment Failure Form WAF1 see Chapter 14 for each weld that does not meet alignment limits in Section C4 2 C6 6 Testing of Rail Bond Welds Where a defective or potentially defective Rail Bond weld is reported carry out an ultrasonic test for internal defects If any internal defects are identified classify them as for wire feed welding defects If molten metal has been deposited onto the rail foot and there is visible damage to the rail web or rail foot no more than 0 5mm deep the defect must be ground out The priority for action is the same as a DWS If visible damage is deeper than 0 5mm classify the defect as a Defective Weld Small DWS Where there is more major visible damage classify the defect as a Defective Weld Medium DWM The defect can be removed with a weld wide gap weld as necessary to remove all of the visibly damaged area and provided there is no other Cadweld within 300mm Otherwise a closure is to be used C6 7 Completing a Welding Return Record the following information about
47. Engineering Manual Track TMC 224 RAIL DEFECTS AND TESTING Version 4 5 Issued August 2011 Owner Chief Engineer Track Approved by Andrew Wilson Authorised by Malcolm Kerr Technical Specialist Chief Engineer Track Wheel Rail Disclaimer This document was prepared for use on the RailCorp Network only RailCorp makes no warranties express or implied that compliance with the contents of this document shall be sufficient to ensure safe systems or work or operation It is the document user s sole responsibility to ensure that the copy of the document it is viewing is the current version of the document as in use by RailCorp RailCorp accepts no liability whatsoever in relation to the use of this document by any party and RailCorp excludes any liability which arises in any manner by the use of this document Copyright The information in this document is protected by Copyright and no part of this document may be reproduced altered stored or transmitted by any person without the prior consent of RailCorp hA XM g AOA Transport NSW RailCorp UNCONTROLLED WHEN PRINTED Control Pages Page 1 of 0 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Document control Revision Date of Approval Summary of change 4 5 August 2011 Changes detailed in Chapter Revisions 4 4 February 2011 New C6 6 Testing of Rail Bond Welds C 7 C6 8 and C6 9 renumbered App 3 Welding Retur
48. Geometry The following requirements have been extracted from RailCorp standard ESC 220 Mechanical joints shall be constructed with a gap of 6mm between rail ends at design neutral temperature of 35 C Joints shall be installed suspended between adjacent ties Joints are not permitted in continuously welded track except within turnouts Permanent mechanical joints are not permitted on bridges Temporary mechanical joints on bridges are limited to no more than 7 days Weld Alignment The following installation requirements have been extracted from RailCorp standard ESC 220 Straightness Welds shall be vertical to the top surface of the rail with no more than 5mm mismatch between the top and bottom of the weld Alignment The top surface and rail alignment is to be checked with a 1m straight edge as illustrated in Figure 1 and Figure 2 top surface and Figure3 and Figure4 alignment The permitted tolerances are as shown in Table 1 500mm gt a Figure 1 Weld misalignment tolerance in vertical plane peaking Rail Corporation Chapter 4 Page 1 of 0 Issued July 2010 UNCONTROLLED WHEN PRINTED Version 3 3 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Figure 2 Weld misalignment tolerance in vertical plane hollow Gauge Face somm Figure 3 Weld misalignment tolerance in horizontal plane ughtening Gauge Face 500mm Fi
49. INTED Control Pages Page 3 of 2 Version 4 5 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Contents Chapter 1 VIMEO UCT ON aoc eas cectic sa dete de cece essine sac a eseude cuca diieas T 1 1 C1 1 PUNDOSC xiii Acie neh Sih cians nin hai eid Best cies ded eee eat 1 1 C1 2 OMEN seer cesaceccuaniencceseeicencciaecsutasneg EEN E E E N 1 1 C1 3 How to read the Manuals i 2 i ccccc cesestecetee cadens deelcecdahatescensdecdedcadescieendheeediatdasianseine ne ddaeres 1 1 C1 4 REICLENCES A E E E E E eaxcaeddounense 1 1 Chapter 2 Management Requirements cccesccccseeeseeeeeeeeeseneseseeeeeeneeeseaesesaaeseseeeeeeeeeseaesseseeeenseeeesieess 2 1 C2 1 Rail flaw testing Of plain track c ccecccececeeececeeeeeeee cee eeceaeeeeaaeseeeeceaeeeseaesdeneeseaeeesaeeseaeesneeeeaas 2 1 C2 2 Rail flaw testing of new WEIS ececeeeeeeceteeeeeee scene eeeeaeeeeaae scenes seaeeeeaaeseeaeeseaeeesaeeesaeessaeeseas 2 2 C2 3 Rail flaw testing Of tUrnOUts cccceeeceeeeeeeceeeeeeeeeeeeeeeceaeeeeeaaeseeeeseaeeesaaeseeaeeseeeeesaeeseaeeeeeeeeas 2 2 C2 4 Management of defect removal c ccceccceceeeeeeneeeeeeeeeeeeeeeaae scenes saeeesaaeeseaeeseneeessaeeseaeeseeeeees 2 3 C2 5 Recording and reporting rail defect detection ANd removal ccccssececeesseeecsssteeeesssteeeeeesaes 2 4 C2 6 Completing a Weld Alignment Failure fOrim cceccceceeeeeeeneeeeeeeeceaeeeeaaeeseaeeseeeesaeeesaeeenaees 2
50. Limits and Responses Size definition TSR Plate Remove Defect Type Probe Movement Within Ca Other Action km h Within mm See Notes See Notes Transverse Defect 40 to56 7days 5months 0 571090 24hours 5weeks Head 70 Probe 7 Inspect clamp bolts after 24hrs of installation Multiple Transverse S 40 to56 7 days Remove all defects from weld to weld 0 Defects TDX 57 to 90 24 hours Individual defects can be removed provided Head 70 Probe the welds are situated clear of any below size defects and provided that the whole rail length is removed within 3 months pee yep ena Spe esa u Monitor and stop trains if necessary until TD in Shatter Cracked Same as TD If TD is reported in shatter cracked rail the full length must Rail SC If multiple same be replaced weld to weld Head 70 Probe as TDX defect is removed Transverse Defect at Same as TD If complete reading not possible teat as TDM Where several Engine Burn EBF exist in the same rail length consider replacing rail TD EBF Head 70 Probe Defective Wire Feed 25 to 56 As for TD If defect contains another component of medium or greater Weld DWFW 57 to 70 size e g HSW increase the response by one band Head 70 and Twin 70 L Conduct 0 Probe test for laminations in wire feed welds Use probe movements as for 70 Probe for defect assessment and classification Bolthole Cracked BH S 201040 J 7days Web 38 probe aor 20
51. Location sd Rail Fail ID AlignmentFaitureiD T J RFD Operator s Namel d Signatur Retest Alignment only Test Date LLT LT Alignment Pass YES NO Alignment Failure ID TIT LTLT LL RFD Operator s Namef O Z OOO Signature Comments O OSE Rail Corporation Appendix 4 Page 1 of 0 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 1 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Appendix 5 Turnout and Weld Testing Report Monthly Turnout and Weld Testing Report Form MRTR1 Month Year Area Name s of operator s Indicate all defects located in turnouts by ticking or writing in appropriate squares In column marked Defect in C Crossing write N for nose or WR for wing rail In column marked Defect in S Switch write B for blade or HB for Heel Block Tick ST Stock Rail R rail or CP Catchpoint In columns marked Type and Size indicate defect size S M L or E in the appropriate square SEND TO Fax 25873 or Email Rail Inspection Services COMPLETE THE FORM AT THE END OF EVERY MONTH AND alg
52. Notes 23 Foot Damage FD M 210mm 24 hrs 5 weeks If other minor impact points are 5m or Twin 70 Probe wide but more away these can be left in track but OR lt 35mm checked regularly by the existing track patrol sideways regime Any rail with visible cracking should be Visible cracking often lt 35mm monitored on a weekly basis by the Rail seen as a rust band Testing Operator until the defect is removed to ensure that failure of the rail has not occurred Twin 70 Probe L 235mm 2 hrs 2 weeks The length of rail affected by any additional OR impact damage or cracking should be Visible crack removed with the defect s OR a visible cracks or 2 10mm Note If the appearance of a visible crack is not clear a magnifying lens and or dyel ultrasonic indications wide but penetrant should be used to confirm the presence of a crack in a 2 5m length of rail lt 35mm Foot indented S lt 2mm 30 days 12 months alternatively small defects may be able to OR M 2 lt 24 hrs 5 weeks be ground out if only the top of the foot is edge of the foot has 4mm affected been bent or distorted E sseanam 2hrs 48 hours Remove any remaining sharps by grinding Notes Defect Size Plated defects Inclusion Bands VSH Defects Head Transverse IB Category of head Small 3 10 Clamp plated defects with G Clamps Criteria to be met for IB Classify defect as next size up if U a A for maximum 24 hrs or Robel clamps 1 Indications are 1 visible discoloratio
53. Setting up a 38 probe Zero Control The screen is now set for finding transverse and diagonal indicators in the web and centre foot of the rail The screen from 0 to 10 represents the rail from the top to the base of the foot See Figure 19 38 probe and 0 probe Figure 19 Setting rail height Set the scanning gain by adjusting the Gain Control until the grass level is 20 1 5th screen height as the probe is moved over the surface of the head If this gain level does not produce an indication that reaches 80 screen height then the indication should be disregarded unless it is established as a defect with another probe The Screen is now set for locating defects including Bolthole Defects Defective Welds in the web and transverse indicators in the centre foot of the rail Rail Corporation Chapter 8 Page 5 of 4 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 C8 3 2 Scanning for defects with a 38 probe 1 Move the probe in a longitudinal direction along the top of the rail head 2 Always scan in both testing directions Scanning for Bolthole Defects Make a scanning pass in both longitudinal testing directions along the full rail length in the bolthole areas with the probe centred over the top of the web Test slowly and a obtain a signal from each bolthole Defect signals will occur on the scr
54. Write down the answer Width of Gap For Broken rails only What was the size of the gap between the two broken rail ends Write down the answer Last RFD Car run When was the rail last tested by the Rail Flaw Detection Car Area office to complete Enter the date in the boxes KK Test date If the defect or break is in a weld or in a turnout when was the Area office to complete last test by a KK operator Enter the date in the boxes Rail Corporation Chapter 13 Page 2 of 1 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Was the defect Korcives or NO It is important to note if the rail was unable to be tested on the last run and the reason for this Remedial Action Action taken For Broken Rails ONLY What remedial action was taken until Area office to complete permanent repairs could done Write down the answer Speed restriction What speed restriction was applied until permanent repairs Area office to complete could be done Write down the answer Team Manager to complete Plate by This item is provided to detail the remedial measures to be taken and who is to deal with it Remove by This item is provided to detail the remedial measures to be taken and who is to deal with it Employee removing defect to complete Date plated removed Fill in after plating or replacing the defective ra
55. adjust range control if required C9 2 2 Zero Delay for Twin 0 probe C9 2 2 1 USK7 S Units The zero delay established when setting up with the VS70 Probe on the test block see Section C9 1 1 1 is suitable for the Twin Zero Probe Alternative method 1 Use the Range Control to set the depth for the test See relevant setting up steps 2 Use the Zero Delay Control to set the reflected signal from the base of the probe on zero 3 Use the Range Control to re check depth setting after the probe delay is set Re adjust range control if required C9 2 2 2 USM Units Use the following method to set zero on individual screens test settings to be stored in memory when using digital units such as the USM 25 or 35 1 Select Range Control menu Set the depth for the test with this control 2 Select Probe Delay menu Set the reflected signal from the base of the probe on zero 3 Select Range Control Re check depth setting after the probe delay is set Re adjust range control if required C9 2 3 Zero Delay for Single 0 probes K4NF C9 2 3 1 USK7 S Units 1 Range Control Set the depth for the test See relevant setting up steps 2 Zero Delay Control Adjust the left hand side of the transmission signal from the probe to zero on the base line of the screen Re check depth setting and adjust as needed with the Range Control C9 2 3 2 USM Units Use the following method to set zero on individual screens test settings to be
56. aked with solvent are volatile even when dry Used rags should be kept wet with water until disposed of at the depot Do not leave dried solvent rags in a vehicle C7 2 5 Apply the White Developer Blue Can 1 Shake the aerosol can before use about 15 seconds 2 Apply the White Developer Blue Can on to the blade to cover the full test area The aerosol can should be sprayed from a distance of about 25cm from the surface Use a side to side sweeping motion to get an even light and complete cover of the surface Do not clear the nozzle of the aerosol C7 2 6 Check for defect indications Rail Corporation Chapter 7 Page 4 of 3 Issued August 2011 UNCONTROLLED WHEN PRINTED Version 2 4 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 1 Allow 3 to 5 minutes for any indications to develop If any cracks are present in the test area of the switch blade the cracks will appear as a distinct red line A mirror may be needed away from the point to look for cracks beneath the rail head Rail Corporation Chapter 7 Page 5 of 4 Issued August 2011 UNCONTROLLED WHEN PRINTED Version 2 4 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Chapter 8 Rail Flaw Testing Guidelines C8 1 Introduction At the beginning of each day before doing any kind of testing check the flaw detector for proper function and calibration using the calibration procedure
57. ally assessed prior to a repair weld indicate the approximate depth in mm to assess viability of using a repair weld NOTE the heat of welding can cause a defect to increase in depth Rail Corporation Chapter 6 Page 3 of 2 Issued February 2011 UNCONTROLLED WHEN PRINTED Version 2 3 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Head 0 Probe Use a 0 probe currently a Krautkramer SEB2 OE to examine the rail head for horizontal laminations that were not removed prior to welding and horizontal laminations due to lack of fusion in the wire feed weld Use the testing procedure detailed in Section C8 5 to conduct the test Web 38 Probe Use a 38 probe currently a Krautkramer WB35 2E to examine any boltholes for cracks Use the testing procedure detailed in Section C8 3 to conduct the test 2 Test the repair area plus 100mm each side paying particular attention to weld depth area i e weld rail interface 3 Establish the size of defects using the sizing procedures in C9 1 and by reference to the defect limits in Section C4 6 Take appropriate action if defects require urgent attention Complete a Rail Failure Form RF1 see Appendix 1 using the guidelines in Chapter 13 for each rail defect 6 When the weld has been ultrasonically tested paint over the pink paint mark with blue paint if satisfactory and yellow paint if a defect is found
58. am Manager Team Manager 1 Check each Rail Fail Form RF1 for completeness and accuracy 2 Determine appropriate corrective action The action required for each type of defect is detailed in Chapter 3 3 Complete an instruction to carry out the corrective action using the guidelines in Chapter 13 Forward a copy to the appropriate staff directing that the work be completed Monitor the progress of the repair of all defects giving particular attention to defects overdue for removal Team Leader 1 Undertake the work to remove or repair the defect as instructed 2 Endorse and return the copy of the Rail Fail Form RF1 to the Team Manager Team Manager 1 Complete the Rail Fail Form RF1 and forward a copy to the Civil Maintenance Engineer as soon as practicable Civil Maintenance Engineer 1 Retain a copy and forward a copy to Rail Inspection Services Manager Rail Inspection Services 1 Provide consolidated details of rail defects Rail Corporation Chapter 2 Page 4 of 3 Issued July 2010 UNCONTROLLED WHEN PRINTED Version 2 3 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 C2 6 Completing a Weld Alignment Failure form As required in Section C5 4 all new field welds are tested for geometric alignment When a defect is detected The Person finding the alignment defect will 1 Fill in a Weld Alignment Failure Form WAF1 See Appendix 2 using the guidelines in Chapter 14 2 Forward a
59. and compensate This is the most harmful alignment problem as the wheels hit this very hard This also can only be repaired by a replacement weld or a rail bending process combined with grinding iii A dip resulting from a dip in the track Packing may resolve this problem but a memory is often set up in the weld that can only be repaired with a closure or rail bending iv A dip resulting from an attempt to weld a crippled rail joint This can only be reliably repaired with a closure Dips cannot be removed with a long grind This will only transfer the misalignment to another location away from the weld Classify this as a dip even though it is displaced from the weld This can only be repaired with a closure 3 Establish the size of defects by reference to the defect limits and remedial action in Section C4 3 4 Mark each tested weld with a paint dot on the web on both sides of the weld area approx 100mm from the weld Blue Dots ifthe alignment is satisfactory Yellow Dots if the alignment is not satisfactory Mark the date of examination and identification code of the operator on the rail Complete a Weld Alignment Failure Form WAF1 using giudelines in Chapter 14 for each weld that does not meet alignment limits in Section C4 2 even if it is removed before trains run over the weld Forward the form to the Team Manager Record the test result on the Welding Return Form WR1 If the alignment defects have been repaired by gri
60. and visible to car crews during testing Maintenance representatives are nominated and accompany the cars Hard stand areas adjacent to the track with all weather road access are available at locations agreed with Rail Inspection Services for access by road rail vehicles Rail lubricators in areas to be tested are turned off in sufficient time so that grease on the rail head will not interfere with testing The requirements are detailed in TMC 221 The lubricators should be turned back on as soon as practicable after the rail flaw inspection Appropriate action is taken to protect or remove rail defects when they are detected Manual ultrasonic testing is conducted as required in accordance with Section C6 1 of this manual All 53kg m rails full lengths or closures proposed for re use in main lines are ultrasonically tested and classified in accordance with Section C6 2 of this manual Rail Corporation Issued July 2010 Chapter 2 Page 1 of 0 UNCONTROLLED WHEN PRINTED Version 2 3 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 C2 2 Rail flaw testing of new welds Rail Flaw testing of welds or weld repairs aluminothermic or wirefeed CANNOT be undertaken by the person who installed the weld C2 2 1 Civil Maintenance Engineer Civil Maintenance Engineers must establish systems to ensure All aluminothermic welds are tested after installation in accordance with ESC 100 Te
61. any probe C9 1 1 1 Calibration of USK7 S Rail Flaw detector units Test Block Required for calibrating the screen Use a piece of rail flange 80mm long with a saw cut end Engrave two permanent transverse lines at 30mm and 50mm parallel to the saw cut end Note This setting up procedure has been established using the RIS modified VS70 probe The wear shoe on the RIS modified probe adds an additional 3mm to the front of the probe Ifa probe without a wear shoe is used you need to make adjustments to the setting Setting Up Procedure The Calibration method for testing the foot of aluminothermic field welds using a VS70 probe involves setting up the screen to indicate the measurement or distance from the front of the probe to any interface encountered by the beam See Figure 33 Zero Delay Control 50mm 30mm a gt ile gt Critical indications that travel 3 to 4 on screen MUST be sized Size width of defect only Twin 70 probe Figure 32 Setting up procedure for twin 70 probe Use the 20mm web side edge of the block for this setting up procedure 4 Connect the VS70 Probe to the flaw detector 5 Switch on the flaw detector and set to twin probe operation Calibrate the Screen 1 Place the probe on the test block and line up the front of the probe with the 30mm mark Note Set Gain Control to a Grass level of 1 5 screen height 2 Adjust the reflected signal from the end of the block to number 3 on the base line of
62. ate lack of fusion or inclusions in the head area Use the testing procedure detailed in Section C8 2 to conduct the test Web Use a 38 probe to examine the web area of the weld and that part of the flange foot directly beneath the web This probe is used to locate lack of fusion or inclusions in these areas Use the testing procedure detailed in Section C8 5 to conduct the test Foot Flange Use a miniature twin 70 probe to examine the rail flange foot area of the field weld for lack of fusion and inclusions Use the testing procedure detailed in Section C8 2 6 to conduct the test Full Rail Weld Use a 0 probe to examine the full height of the weld for Gassing test for complete loss of back wall echo through the weld Junction welds excluded and horizontal cracks Use the testing procedure detailed in Section C8 2 6 to conduct the test 2 Establish the size of defects using the sizing procedures in Chapter 10 and by reference to the defect limits in Section C4 6 3 Take appropriate action if defects require urgent attention 4 When the weld has been ultrasonically tested paint over it with blue paint if satisfactory and yellow paint if a defect is found Make sure any pre existing pink paint is painted out Each new aluminothermic weld should have been marked in pink fluorescent paint by the welder after the weld has been completed 5 Complete a Rail Fail Form RF1 see Appendix 1 using gui
63. ation Appendix 1 Page 1 of 0 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Appendix 2 Weld Alignment Failure Form Weld Ali gnment Failure Form Form WAF1 DATE OF FAILURE I I DISTRICT Infrastructure North Facilities _ wometres T sasecoe _ pmm Local UP DN UT DT CP Refuge RAIL Main Suburban Relief Through SUGGESTED METHOD OF REMOVAL CLOSURE TRACK INFORMATION TO BE COMPLETED BY TEAM MANAGER TRACK BASE CODIBASE CODE LINE LINE TRACK TRACK oop Platform Rd Siding High Rail Low Rail Tangent WELDNUMBER 11 1 1 4 WELDER S LICENCE NO O METHOD OF A Lee eee Visual L Weld Acceptance test L Derailment Mishap L Other L EEE T DEFECT TESTED TO New Track Acceptance Limits Existing Track Acceptance Limits L Vertical Horizontal DEFECT TYPE a C case C Gaue C oO Peak Dip Step Narrow Wide Step DEFECT SIZE CILI mm s Im O L LJ GRINDING Straight or RADIUS RAIL SECTION 60HH 60 53 47 Other __ SLEEPER Timber _ Concrete _ Sleeper on Concrete C FASTENINGS TYPE Slab track etc Mixed timber and concrete C Dogspikes lockspikes __ Dogscrews lockscrews __ Pandrol clips __ Fastclip __ Other resilient fastenings _ AGE OF WELD IN YEARS LAST TOLER
64. ble 10 Vertical Split Head Assessment Guidelines Recording and reporting VSH defects 1 Complete a Rail Fail Form RF1 see Appendix 1 using the guidelines in Chapter 13 and the additional information in Step 1 below for each VSH defect Record the following additional information on the form Ifthe gap between two or more defects is less than 100mm classify the defects as one continuous defect Detection If found by Manual Ultrasonic testing from non routine testing circle Special Manual Ultrasonic Test If found as a result of Rail Cleanliness Testing circle Rail Cleanliness Testing Rail Cleanliness Testing is special testing to look for rail inclusions and very small defects in the rail Use the space in the item to record the name and position of the person who has classified the defect Defect type f more than one defect has been found in the one rail length between flashbutt welds write in the number of additional defects after Other in the form xx additional defects Rail section Measure the head height as for tangent wear and write the measurement after Other Send completed Rail Fail forms for VSH defects by fax to Rail Inspection Services within 2 working days of the detection of a VSH defect If there is any delay in completing the form fax in an interim form as soon as possible with the word INTERIM written at the top of the form Rail Cor
65. c crack measuring instrument can detect cracks and potential failures in bolts Bee SS ww Re a Figure 34 Location of cracking C17 2 Test locations Carry out testing at High risk locations such as those where non approved bolts have been identified Non approved bolts can be identified from the markings on the head see Chapter C5 5 of TMC 251 Turnout Installation and Repair Manual Bolt inspections may be used as an alternative to replacement of non approved bolts High risk locations where there is a history of failures Locations where upgrading or major maintenance work is planned in turnouts Take the opportunity to replace any incorrect bolts with the correct type along with any worn or distorted bolts noted in service C17 3 Instrument The recommended instrument is a Krautkramer DM4E ultrasonic thickness gauge with a DA 301 probe A smaller probe TM2 002 is also available for testing in difficult access locations ie where holding down bolts etc obstruct the larger probe C17 4 Calibration Check the calibration of the probe before each use or once per day whichever is the longer period Extreme accuracy is not necessary for bolt testing or squat depth determination Use the probe to measure the thickness of a test block of known thickness checked with vernier If the distance measured by the probe matches the depth of the test block within 1 0 2 mm for bolt testing or 0 05mm for squat depth identification
66. cation is of standard TD S size 40mm probe movement or more size the defect with a 70 probe using the sizing procedure in Section C10 6 If the probe movement of the defect is less than 40mm size the defect with the twin 70 probe VS70 04E using the sizing procedure in Chapter 10 Guidance Notes 1 If a transverse or horizontal defect is found in either a new or old wire feed weld always designate the defect as a DWFW S Mor L Do not call these defects a TD or HSH when writing out the Railfail form Rail Corporation Chapter 8 Page 4 of 3 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 C8 3 C8 3 1 Testing the web and centre foot of the rail with a 38 probe WB35 2E Note Set the zero end of the base line using the Zero Delay for 70 amp 38 probes procedure in Section C9 2 1 Setting up procedure 1 2 Place the probe on top of the rail head with the probe centred over the top of the web Move the probe along the rail in a longitudinal direction Set the left side of the reflected rolling signal from the base of the rail on 10 along the base line of the screen See Figure 18 This adjustment is made with the Range depth Control 38 Probe Range Conttol l Gain Control ete Set left side of rolling signal from base of rail ion 10 with depth control Singlel Figure 18
67. cation would apply The base line grass scanning gain as defined above should not significantly exceed 1 5 Screen Height when sizing rail or rail weld defects If this gain level does not produce an indication that reaches the top of the screen then the indication should be disregarded unless it is established as a defect with another probe If welds or rail cannot be properly tested due to poor surface condition or lack of access report them as defects so that corrective action can be assessed C10 8 Sizing of flange defects in rail welds with a miniature twin 70 probe When sizing defects in the foot of the rail with a VS70 probe the size of any defect found is determined by its width only and is assessed by moving the probe sideways to determine the two transverse extremities of the defective area 1 The best possible reflection from the defect should be obtained by the longitudinal passes and usually occurs between 3 and 5 on the base line of the screen The front of the probe should be kept at this distance from the weld to facilitate sizing The gain should be left at normal testing level i e the Grass should be 1 5 screen height within the above indicated testing window 2 Move the probe sideways toward the edge of the flange until the defect signal drops to 1 2 screen height The rail should then be marked at the front centre of the probe Move the probe sideways toward the web until the defect sig
68. cceseeeceeeeeeeeeeneeeeeeenseeeeseenaeee seen seeeseeeseaeeeenseeeeeenseenseeneeneeennees 17 1 G17 Introduci n scssi ENEA I EEEE AIER E EOE 17 1 G17 2 VOSLIOCALIONS sis cccsssact cctgsaitvesseaisccundaraecduadag coxacedigcevasasdecusadas devaaaidccsstdaaccvaniied sasaiacessvnaccesvonsede 17 1 FES E T A NE N A EI A EA I A ceva idiacdaetalidevaitiavedstaaccadissines 17 1 CULE Calibration A EAIN E IEAA EAN E N SI A A E A N E 17 1 C175 Testing Method asi cccsaz cecaca eck cesses caccchataseet das ceeakeetisceesdicessanchocisdbuath adi aa di castahidevsstecesataleedeieeneae 17 2 Chapter 18 Inspection of Monobloc CroSSiNGS ccceseccseeeeseeeeeeeeeesnaeeeeeeeeeeeeeseaeseseeeeneeeesseeseneeeeneeees 18 1 G18 UNTOGUCTION seseina e A E EEEE SET E NTER ESA RS 18 1 C18 2 Inspection requireMent cccceceeeeeeeeeeeeeeeeeeee eee ee eaaeeeeeee scenes eeaeeeseaeseeeeeeseaeeesaeeeeeeseeneess 18 1 C18 3 Detect classifications iiiccs iiba cis sistent esti daliadi a aiaa 18 2 C18 4 Surface irreQularitieS eee eee ceecee cece ee eceeeeeaeeeeeeeeaaeeeeeaaeeaaececaeeeeaaesgaeeseaeeesaeeseaaeseeeaeseeneess 18 3 Appendix 1 Rail Fail ORIN secs aunen teeta cesses teeta eden ee cde dece eaaa aaa eaaa aaa aHa aaa aeaa aaa A1 1 Appendix 2 Weld Alignment Failure Forim ccccsccsseeeeeeceesseeeeseeeenseeeeseeeescaeseseeeeeseaeseseseneenenseeeeuees A2 1 Appendix 3 Welding Returin ceeecccsseeeeeeeeeeeeeeennneeee en sneeee eg neeee eg
69. chnical Maintenance Plan and Section C5 1 of this manual All wirefeed rail repairs are tested after installation in accordance with ESC 100 Technical Maintenance Plan and Section C6 1 of this manual Appropriate action is taken to protect or remove rail defects when they are detected C2 2 2 Project Managers Project Managers must Designate an authorized RailCorp employee to enter the details of both the welds carried out and the ultrasonic test and alignment results into the SmartWeld system Ensure completion of these forms in full and that all information is entered in the SmartWeld database C2 3 Rail flaw testing of turnouts C2 3 1 Civil Maintenance Engineer Rail Flaw testing of turnouts is a Safety Significant Inspection Civil Maintenance Engineers must establish systems to ensure 1 Formal testing programs for ultrasonic and dye penetrant testing of rails in turnouts are established and managed to meet the requirements of ESC 100 Technical Maintenance Plan In sections where Integrated Track Patrol has been implemented the ultrasonic testing of turnouts and special trackwork includes testing for crack predictors in heeled switches Special crossing types are identified and the correct rail flaw inspection regime is applied 3 Rail condition including defect trends and conditions affecting testing is monitored and appropriate protective or corrective action is taken 4 Turnouts and other special trackwork that are or wi
70. completed Rail Fail Forms by fax e mail within 5 days of the rail break to Civil Maintenance Engineer Chief Engineer Track Rail Inspection Services When the broken rail has been removed from track 3 For simple breaks cut two pieces of rail one from each side of the break each approximately 200mm long For multiple breaks collect all broken rail pieces 4 Package the pieces of broken rail securely with the details of the track rail and kilometrage clearly marked on rail and with paperwork clearly identifying the incident Copy of Telegram and Rail Fail form 5 Deliver the package to Rail Inspection Services for analysis within 5 days of the break Rail Corporation Chapter 12 Page 2 of 1 Issued August 2011 UNCONTROLLED WHEN PRINTED Version 1 2 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 ASSESSMENT OF UNPLATED BROKEN RAILS Answer ALL of the 13 questions below SELECT the appropriate speed response for EACH answer When ALL questions have been answered There is no need to continue answering questions once a STOP TRAINS response has been established the LOWEST speed selected for ANY answer is the speed restriction to apply QUESTIONS IF YES STOP TRAINS Check after each train Speed km hr 10 20 30 40 N A 1 If the break is NOT a clean break is other cracking that could lead to additional pieces falling out do not consider fine cracking on
71. d When the assessment is finished the LOWEST speed selected for ANY answer is the speed restriction that can be applied Rail Corporation Chapter 11 Page 1 of 0 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 1 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Defect Indication or size Action Visible crack with disjoint across crack faces Visible crack which has turned up into the head or turned down into the web including down into a weld or any crack running into a bolthole Stop Trains Visible crack on both sides of the rail Visible crack greater than 1m in length Dip greater than 3 5mm Any visible crack Dip greater than 1 2mm and up to 3 5mm Where a VSH crack has changed into another type of defect at a weld such as a horizontal crack or transverse defect Priority 1 20 10kph Monitor Remove urgently Discoloration band Internal defect passes within 100mm of a weld or bolthole Internal defect is continuous greater than 1m continuous including where less than 200mm between continuous internal cracks Dip is greater than 0 5mm up to 1 1mm Priority 2 40 20kph Remove defect within 48hrs Visually reassess every 12hrs Test ultrasonically every 24hrs Defects not meeting any of the above criteria Classify defect as Large Medium or Small in accordance with sizing criteria in Section C4 6 C11 3 Ta
72. d onto 10 along the base line of the screen See Figure 14 This adjustment is made with the Range depth Control The left hand side of signals should always be used when setting the position of the signal on the screen 70 Probe Range l Conttol I Zero Use Depth Control tol Gain l Control set signal on 10 Control I l m L i 50 eo l 70 10 l Use 70 plate to set I signal from bottom l corner of rail head on 10 l I l l Figure 14 Setting up a 70 probe The screen is now set for finding transverse indicators in the head of the rail The screen from 0 to 10 represents the rail from the top to the base of the head Rail Corporation Chapter 8 Page 1 of 0 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 3 Set the scanning gain by adjusting the Gain Control until the grass level is 20 1 5 screen height as the probe is moved over the surface of the head If this gain level does not produce an indication that reaches 80 screen height then the indication should be disregarded unless it is established as a defect with another probe The Screen is now set for locating Defects including Transverse Defects and Defective Welds in the head C8 2 2 Scanning for defects with a 70 probe 1 Move the probe in a longitudinal direction along the top of the rail head 2 Alwa
73. d turnout line joints within the area Rail Corporation Chapter 7 Page 1 of 0 Issued August 2011 UNCONTROLLED WHEN PRINTED Version 2 4 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 bounded by the extremities of the turnout with 0 and 38 probes Test mechanical joints at both ends of any rail which butts to the stock or switch rails with 0 and 38 probes Test bolt holes in all check rail carriers with a 38 probe Test any welds Test full length of crossings both wing and point rails Test the full extent of the turnout as indicated above using a testing stick Test load bearing portions of the crossing including the wing rails and nose of the crossing by hand with all three probes indicated Give special attention to locations which have been built up using a wire feed or other welded repair When testing turnouts with the testing stick you must use the audible monitor when using a 70 probe All running rails including load bearing portion of wingrails to be tested Typical limit of Wingrail testing a Figure 13 Crossing and wingrail testing Examine the heel block area and adjoining closure rail at the heel joint of heel jointed switches for crack predictors Crack predictors are defined as indications with probe movement in the range of 10mm to 19mm including bolthole and head web fillet indications Record any new crack predictors At pumping rail ends when
74. defect signal Move the probe forward towards the weld and then backwards away from the weld until the highest possible signal is obtained from the defect Use the full width of the rail head when peaking the signal 2 Adjust the gain until the peaked signal just reaches the top of the screen then add 6db to the gain Note 1 If the grass level reaches 12 screen height use the Last significant echo method Approach 2 detailed in Section C10 5 Note 2 Remember that for all gassing type defects use the Normal Scanning Gain method of sizing detailed in Section C10 3 3 Move the probe backward until the last significant signal from the extremity of the defect drops to full screen height Mark the side of the rail with chalk in line with the beam centre of the probe NB Use full width of rail head when sizing and ensure signal from the defect has dropped to full screen height for the last time 4 Peak the defect signal again as in Step 1 This allows the operator to re establish the defect position Repeat Step 3 in the forward direction The distance between the two chalk marks represents the total movement of the probe Determine the size classification of the defect based on longitudinal probe movement by reference to the sizing chart in Section C10 13 C10 6 2 Sideways sizing procedure Sideways sizing should also be done from both testing approaches to the weld 1 2 Return gain to normal testing level ie Grass should be
75. defects the following additional procedure applies 1 Check that the plates are installed with at least four 4 bolts If not then mark the defect as a defect for the attention of the Civil Maintenance Engineer Additional testing of VSH defects 1 When a VSH defect has been detected ultrasonically test the full rail length between flash butt welds This is done from the outside field side of the rail head using a 0 probe using the procedure outlined in Section C8 7 Arrange or undertake a visual assessment of the VSH defect see Section C6 3 1 Establish the size of defects using the sizing procedures in Chapter 10 and by reference to the defect limits in Section C4 6 Take appropriate action if defects require urgent attention Complete a Rail Failure Form RF1 see Appendix 1 using the guidelines in Chapter 13 for each rail defect Visual assessment of VSH defects Additional inspection requirements for VSH examination are detailed as follows 1 Measure the dip in the rail at the VSH defect using a 1 metre straight edge and a tapered feeler gauge Rail Corporation Chapter 6 Page 1 of 0 Issued February 2011 UNCONTROLLED WHEN PRINTED Version 2 3 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Check at least 500mm either side of the marked defect for the initial inspection In any subsequent inspection reduce this distance to 200mm each side 3 Visually inspect the area
76. delines in Chapter 13 for each defective weld 6 Record the test result on the Welding Return Form WR1 see Section C5 6 Visual examination 1 2 Measure the distance of the weld to other welds rail ends bolt holes and signal bond holes Check whether the weld meets the distance requirements in Section C4 5 Rail Corporation Issued August 2011 Chapter 5 Page 1 of 0 UNCONTROLLED WHEN PRINTED Version 3 3 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 3 Establish the size of defects by reference to the defect limits in Section C4 5 Take appropriate action if defects require urgent attention 5 Check that the weld has been ground to correct profile and that excessive grinding has not been undertaken 6 Check the weld for discoloration blueing This is generally caused by grinding the weld while it is still hot It is not correct practice and must be noted in the Comments field in SmartWeld for follow up us Bare AI ae Figure 6 Blueing of rail 7 Check that rail closures if 53kg rail have a BLUE paint stripe If no paint stripe exists arrange ultrasonic testing of the closure in accordance with Section C6 8 8 Mark each tested weld with paint the same as for ultrasonic testing 9 Complete a Rail Fail Form RF1 see Appendix 1 using the guidelines in Chapter 13 for each defective weld 10 Record the test result on the Welding Return Form WR1 see Section C5 6 C
77. ding out would not normally be an option unless the KK identified that the squats were very shallow less than 1 2mm Rail grinding is however important to stop very small squats from initiating and growing Grinding should be carried out on a regular basis in areas where squats have been found to prevent new squats developing Further information can be obtained from RailCorp Engineering Manual TMC 226 Rail Defects Handbook Welds near other welds rail ends bolt holes and signal bonding holes The following requirements have been extracted from RailCorp standard ESC 220 Distance between the welds and any boltholes 6 Hole Pattern Rails which have all 3 holes bored on each rail end must be cut behind the first bolthole so that a minimum of 80mm is achieved from the weld to the first bolthole see Figure 5 D Otin Figure 5 Minimum distance of bolthole from weld Welding near signal bonding holes Aluminothermic welds may not be placed within 80mm of any holes drilled in the rail web for attachment of signalling bonds This includes holes currently in use those no longer in use and those that have been plugged Note The end of the cut rail can not be located after the weld has been completed When testing welds for compliance the measurement from the weld collar to the bolthole or bonding hole shall be 70mm Match of rail ends The closure must conform to existing rail with a maximum 5mm mismatch in height
78. e of the web to check for a Vertical Split Web using the procedure in Section C8 7 Rail Corporation Chapter 8 Page 10 of 9 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 If no vertical spit is present then determine which of the other causes indicated in Section C8 6 2 accounts for the drop in back wall echo Loss of signal on 9 5 with this probe may indicate a vertical slit in either head or web Side probing of the head and then the web will establish if a defect is oresent Signal on 2 from Vertical split in o Head Standard 0 probe settina 4 _ Vertical splits in the head which have cracked out under the head may also give a signal between 2 and 3 as well as loss of Signal on 2 from Vertical split in signal from the base of the Web rail Depth Control Setting needs to be changed for this test 0 probe Zero Gain Control Control ee Signal from opposite side of web on 4 on screen 23 4 5 6 7 8 9 10 OFF Xs No Defect Vertical Split Web Signal from defect on 2 on screen Figure 27 Vertical Splits in Head and Web 1 0 N Variations from the standard signal presentation on the flaw detector screen should be investigated as a potential defect These potential defects should be located and sized with the most appropriate probe using the Sizing
79. e operator to re establish the defect position Repeat step 3 in the forward direction The distance between the two chalk marks represents the total movement of the probe Determine the size classification of the defect based on longitudinal probe movement by reference to the sizing chart in Section C10 13 Last significant echo method Approach 1 The sizing procedure is based on the last significant echo sizing method detailed in Australian Standard AS 2207 For the practical purpose of clearly defining the marking point for the probe a 6db loss in the maximised height of the defect signal is used to define the point of rapid drop 1 4 Turn down the scanning gain used when scanning for defects prior to sizing so that the best signal from the defect just reaches the top of the screen Add 6db to the gain Note 1 If the grass level reaches 1 screen height use the Last significant echo method Approach 2 detailed in Section C10 5 Note 2 Remember that for all gassing type defects use the Normal Scanning Gain method of sizing detailed in Section C10 3 Move the probe until the last indication from each extremity of the defect drops to full screen height on the display Mark the rail at the beam centre of the probe Note Always remember to adjust the gain back up to normal testing level before doing sideways sizing with a 70 probe and before resuming to scan for defects Last significant echo method
80. e the full length within six months DO NOT place any new aluminothermic welds within 500mm of a VSH defect As a temporary measure a weld can be installed but only for defects classified as IB and clear of the weld by at least 200mm Remove these temporary welds within 30 days If you cannot remove the defect 1 Check for visible cracking 2 Check for disjoint across the crack faces if cracking is visible A disjoint is where the crack faces overlap or have pulled apart Establish the location of the crack relative to the head web any welds or boltholes Check on both sides of the rail especially in the head web fillet area to see if the crack is visible Measure the length of the crack Measure the dip in the rail surface to the nearest 0 1mm using a taper gauge or feeler gauge at the centre of a 1m straight edge placed along the rail The centre of the defect should be checked along with any locations where there is visible widening of the contact band 7 Check for a discolouration band This is the band that may be found under the rail head in the web fillet sometimes called a rust band 8 Use the results of the ultrasonic test and your visual inspection and measurement to determine appropriate speed and monitoring conditions to apply Follow the guidelines in Table 10 SELECT the appropriate speed response for the defect There is no need to continue the assessment once a STOP TRAINS response has been establishe
81. eceeeeeeeeeeeeeeeeeeeeeeeeeaeeeeaeeseeeeeseaeeeeaeeeeneeess 10 2 C10 5 Last significant echo method Approach 2 cceeececeeeeeeeeeeeeeeeeeeeeeeaaeeeeaaeseeeeeseaeeesaeeeeaeeess 10 2 C10 6 Sizing of head defects in rail welds and TDs with a 70 probe cccceceeeeeseeeeeteeeeteeeeeeees 10 3 C10 7 Sizing of web and flange defects in rail welds and rail with a 38 probe cceeeeeeeees 10 3 C10 8 Sizing of flange defects in rail welds with a miniature twin 70 probe cccseeeeeeeeereees 10 4 C10 9 Sizing Defects with a Twin 0 Probe SEB 2 0 ecceecccceeeeeeseeeeeeeeeeeaeeeeaeeseeeeeseaeeeeaeeseeeeess 10 5 C10 10 Sizing of VSH defects with a miniature 0 probe cccceceeeee cece eeeeeeeeeeeeeeeeeteeeeseaeeeeeeees 10 5 C10 11 Sizing of wire feed defects 2 0 cee ccc ceeece cece ee eee eeeaaeeeeeeeeeeaeseeaaeseaeeesaeeseaaeseeaeesseeeesaeeeeaaeeees 10 5 C10 12 Sizing of Horizontal Split Head HSH defects 0 eeeececeeeeeeeeeeeeee sete esses eeeaeeeseaeeeeaeeeeneeees 10 5 C10 13 Classification of rail defects by probe movement Sizing Chart cccceeeeeteeeeeeeeneees 10 6 Chapter 11 Assessment of VSH Rail Defects ccccssteeeeeeeeeeeeeseeeeneeeeeeneeeseaeeeneeeeeeeeeeseaesaseeeenseeeneas 11 1 GTi Rall TSUN 2 scans ciate os geapth cess aea aaaea aeaa Aa aea aa Aaa a NEAGA NE ROE EEE 11 1 a E ASSESSMOEN E AA E EA E E 11 1 C11 3 Recording and reporting VSH defects cccccecc
82. eeecsceeeeeeeeeeeeeeeeeceeeeesaaeseeaaeseeeeeseaeeeeaeeneneeees 11 2 Chapter 12 Assessment of Broken Rails ssssnnssuunnennnunnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnn nnmnnn nnmnnn nnna 12 1 C12 DEfNIONS a casactssstscvsseesscatsevtenbusstavelvas cvvsensedseastase d t ea e aa EAEN aa E EEA EE 12 1 G122 ASSESSMOM sisi s vecdeanasccucvaasccuesnss ccseemanctcmaanendubecs lt cudeelsecdeebans ANARAN NNE NAAA R REKER EARNER RAKKE R RRN 12 1 C12 3 Repair of Broken RailSiiunicucninii aniei T aaa 12 2 C12 4 Completing a Rail Fail form for broken railS s esseeeseeeseeeeeeeeeressrresrnssrnernssrnssrnssrnssrnssrnssens 12 2 Chapter 13 A guide to completing a Rail Fail form cseccceeeeeeeeeeeeeeeeeeeeeeseseneensesesneeseseenenseseeeneens 13 1 Chapter 14 A guide to completing a Weld Alignment Failure form csssccseeeese ese seseeeeeseenes 14 1 Chapter 15 Variation of testing imtervalls ccccscccseeeseeeeeseeeeeeeseseneeneeeeeseaeseseeeenseeeseeeeeseaesaseeenseeneeas 15 1 Chapter 16 Rail Defect Removal Risk Assessment c ccseeceeeteeesneeeneeeeeeeeeeeeaesaseeeeeeeeeeseeseaeenenseees 16 1 C16 1 Risk assessment methodology ccececeeceeceeeeeeeeeeeeeeeceaeeeeaae senses seaeeesaaeeseaeeeseeeesaeeeeaeeees 16 1 C16 2 Minimum requirement cceeccececcceeceeeeeeeeeeeeeeceaeeeeaaeeeeeeecaeeeceaeseeaaeegeeeeseaeessaaeseeaeeseeneess 16 1 Chapter 17 Ultrasonic Bolt TeStinng ccceecc
83. eeeseeeeeeeeceeeeeeeaeeeeeeeeseaeeesaeeeeaeeteaas 8 9 Rail Corporation Control Pages Page 4 of 3 Issued August 2011 UNCONTROLLED WHEN PRINTED Version 4 5 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 C8 6 Setting up SEBO for testing depth of horizontal Indicators ceeececeeeeeeeeteeeeeeeteeeetaeeeeees 8 12 C8 7 Using a miniature 0 probe for locating VSH defects ccccccceccessseeeeeessneeeeeeseeeeessneeeeeess 8 14 Chapter 9 Cali ati OI ica snccescecectic cdnnecencececeuteveceneeend qertuevedeies cue cestucuedecdiedhacecctecedeeesduadectieddenweceucrdussicateedds 9 1 C9 1 Calibration and function test of flaw detectors eeecceceeeceeeeeeeeeceeeeecaeeesaaeseeeeeseaeessaaeeeenees 9 1 C9 2 Establishing Zero for Probe ccsceececeeceeeceeeeeeeeeeeceaeeeeaaeseaeeecaaeeeeaaeseeaeeseaeeesaeseeeaeeseeeeaas 9 2 Chapter 10 Ultrasonic Sizing ProCeCures cssecsseeceseeeeeeseeeseeesesneeenseeeeesaeseseeeeneneeeneeeesnaeseseeeenseeeeesees 10 1 G10 1 SEl6CUSIZING MOOD a iiceccsed ivesccendscecade tended ctuizzcadehdazepea vans csdance denen aTa aaia aE 10 1 C10 2 Scanning gain defined 2 2 eee eecececeeeee cece eeeeee cece eee aeeeeaaeeeeeee ceases seaeeeeaaeeseeeesaeeseaaeeeeeeeenneess 10 1 C10 3 Normal Scanning Gain sizing method eee ee ence ceee eect eeeaeeceeeeeseaaeeeeaaeeeeeeeseaeeesaeeneaeeees 10 2 C10 4 Last significant echo method Approach 1 cee
84. een in addition to the signals from the boltholes If a bolthole fails to display a signal on the screen the reason must be determined Guidance Notes 1 Test boltholes slowly with both the 38 and 0 probes Figure 20 shows likely probe locations relative to bolthole cracks While probe is Look for defects above this hole from this hole Figure 20 Scanning for bolthole defects Guidance Notes 1 Bolthole cracks that propogate from the lower half of the 1 bolthole downwards towards the rail end can only be found when using a 38 probe by skip testing of the face of the rail end onto the defect Indications will occur between 6 and 10 on the baseline See Figure 21 38 Probe Bolt hole vO Defect Figure 21 Skip testing for bolthole defects 2 Sometimes you can miss a defect at the first bolthole due to rail end batter or a proud joint If the bolthole is not displayed you may mistake a small defect for the first bolthole See Figure 22 38 Probe Figure 22 defects near the first bolthole Scanning for Weld Defects With the probe pointing towards the weld make two 2 longitudinal scanning passes in both testing directions with the probe kept centred over the web Make the passes from at least 150 Rail Corporation Chapter 8 Page 6 of 5 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 1 RailCorp Engineering Manual Track Rail Defects and Testing
85. encies and Engineering Authority To carry out this work You need these competencies Ultrasonic examination of field welds TLIS3010A Test rail using ultrasonic equipment NOTE You CANNOT test welds that you have installed Alignment Testing of welds TLIS3010A OR TLIW3015A OR TLIB3094A Test rail using Weld rail using Check and ultrasonic aluminothermic repair track equipment welding process geometry Visual examination and adjustment check punch mark check TLIS3010A Test rail using TLIW3015A Weld rail ultrasonic equipment OR using aluminothermic welding process OR OR TLIB3102A Adjust rail OR TLIB3100A Visually inspect track infrastructure Ultrasonic examination of rail using hand held TLIS3010A Test rail using ultrasonic equipment equipment Ultrasonic testing of TLIS3010A Test rail using AND TLIS3011A Test rail using turnouts and special ultrasonic equipment non destructive testing trackwork using hand equipment held equipment Test switch tips using TLIS3010A Test rail using AND TLIS3011A Test rail using dye penetrant ultrasonic equipment non destructive testing equipment Visual Assessment of TLIS3010A Test rail using AND TLIS3011A Test rail using Manganese amp CV ultrasonic equipment non destructive testing Crossings equipment Assess VSH Rail Defects TLIS3010A AND TLIS3011A OR Staff certified Test rail using Test rail using as competent ultras
86. ersion 2 3 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 C6 5 3 Testing new wire feed welds When you receive a Welding Return Form WR1 arrange to test the welds as follows DO NOT test welds until at least two 2 hours after the finish grinding has been completed The weld should be cool enough to touch by hand This means in practice that a momentary touch of the weld should be as tolerable as a momentary touch on the rail on a hot day When you have completed the testing return the completed form to the Team Manager C6 5 3 1 Ultrasonic testing of wire feed weld repairs in plain track 1 Test new wire feed welds ultrasonically for defects The testing is separated into two individual tests as follows Head 0 Probe Use a 0 probe currently a Krautkramer SEB2 OE to find the longitudinal extremities of any laminations resulting from the wire feed repair Use the zero probe to find the width of any lamination Head 70 Probe Conduct all testing of wire feed repairs with a 70 probe using three passes in each of the two testing directions for any transverse cracking resulting from the wire feed weld DO NOT use a 70 probe to test over the lamination as spurious indicators will be obtained Use the 70 probe to test before the lamination Not closer than 40mmm and immediately after the lamination for TD type indicators If the lamination does not extend across the full w
87. esults from the ultrasonic test vehicle Multiple Defects less Size Pingle Doroci than 300mm between Small lt 30mm wide by 30mm long 12mths T3 3mths T3 Medium lt 60mm wide by 80mm long 3mths T3 imth T2 Large gt 60mm wide by 80mm long imth T2 7days T1 Table 3 Squat Defect Classification and Removal Priority Note 1 The priority should be increased if the squat defect is causing impact damage to the track Note 2 Arrange for testing by Rail Flaw Detection operators who can establish the depth and look for any other cracking that may be developing from the original squat Rail Corporation Issued July 2010 UNCONTROLLED WHEN PRINTED Chapter 4 Page 3 of 2 Version 3 3 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 C4 5 Where evidence of squat laminations is found in the heat affected zone of wirefeed welds they must be dealt with in accordance with Table 4 Plate Remove Defect within within Other Action Long squat laminations in 7 days 5 months Monitor for the early signs of any the heat effected zone of squats forming over wire feed wire feed repairs repairs Table 4 Squat lamination action Repair of Squat defects can be carried out by wire feed welding if they are small or by aluminothermic head repair If multiple medium or large defects exist it may be necessary to use a rail closure Grin
88. f 6 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 2 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Chapter 11 Assessment of VSH Rail Defects When a Vertical Split Head rail defect is found in track it is necessary to determine if it is safe to allow traffic to pass for a short period until repairs can be undertaken The following guidelines will assist staff with the assessment of VSH rail defects and the determination of operating restrictions that are to apply C11 1 Rail Testing If the defect has been found by other than manual ultrasonic testing eg Track Patrol or Rail Flaw Detection Car arrange for the defect to be tested by manual ultrasonic testing Manual ultrasonic testing involves checking the length of defect and checking that no other types of crack have initiated in any included welds such as a horizontal crack or transverse defect C11 2 Assessment All VSH large defects should be removed as soon as possible The maximum periods given are only applicable where larger numbers of defects have been found than can be dealt with quickly 1 DO NOT plate the defect Plating does not help and may cause additional problems 2 Remove the defect if you have appropriate tools and equipment and sufficient time Remove the full length of rail normally 13 75m if there are already thermit welds in the length If this can t be done immediately install a closure to remove the defect and replac
89. for unplated broken rails PLATING RESTRICTION Plated and held with G Clamps Maximum Speed of 30kph under ideal conditions with monitoring after each train Plated and held with Robel Clamps Maximum Speed of 40kph under ideal conditions with monitoring after each train Plated and held with Robel Clamps if gap is less than 20mm Maximum Speed of 60kph under ideal conditions with monitoring after each train Plated with one bolt each side of gap Maximum Speed 40kph under ideal conditions Plated with at least two bolts each side of gap Maximum Speed 60kph under ideal conditions Table 12 Rails that have been plated Rail Corporation Issued August 2011 UNCONTROLLED WHEN PRINTED Chapter 12 Page 4 of 3 Version 1 2 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Chapter 13 A guide to completing a Rail Fail form Complete a Rail Fail Form RF1 See Appendix 1 as soon as possible after the rail defect or broken rail has been found Most of the information can only be obtained on site Person finding a rail defect or attending the broken rail Location Date of failure or date the There are six boxes in this section for recording data The failure was detected date of the failure is recorded in these boxes For example if the rail failed on 28 February 2005 the completed boxes would appear as Defect type Are y
90. g pass adjacent to the top of the head If there is a lip at the top of the rail head then a pass immediately beneath the lip should be regarded as the pass adjacent to the top of the head To qualify as a valid indication the reflection must appear as a continuous signal on the screen between 1 and the back wall echo signal on the base line and be of full screen height If however the testing surface is poor due to rough texture or irregular angles then an indication of only 70 screen height is required If a valid indication is present in the testing window then it should be sized using the Sizing Procedure in Section C10 10 to determine if a defect is present in the rail If an indication of full screen height is found on both the top and bottom passes at the same location in the head then the top indication only should be sized Rail Corporation Chapter 8 Page 15 of 14 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Chapter 9 Calibration C9 1 Calibration and function test of flaw detectors C9 1 1 Daily Calibration assessment and function test At the beginning of each day before doing any kind of testing use the VS70 probe with the VS70 setting up block to check the flaw detector for proper function and calibration Also ensure the Grass is 1 5 screen height in the testing window when testing with
91. g the bolt from the nut end 4 Move the probe around to pick up as many reflections as possible indicating distances to the end of the bolt as well as bolt threads Any steady readings found which represent the bolt length minus the head depth ie 125mm Chapter 17 Page 2 of 1 Rail Corporation Version 1 2 Issued July 2010 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 for a 140mm bolt with a 15mm head depth indicate a crack at the top of the shank This method should reliably find any cracks deeper than 6mm Indications of smaller cracks may be found less consistently Extra coupling medium will help to obtain a reading on rough bolt ends The smaller probe is generally more sensitive to irrelevant reflections such as bolt threads and should only be used where the larger probe does not fit Remove defective bolts as soon as possible Rail Corporation Issued July 2010 Chapter 17 Page 3 of 2 UNCONTROLLED WHEN PRINTED Version 1 2 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Chapter 18 Inspection of Monobloc Crossings C18 1 C18 2 Introduction Inspect monobloc crossings using the following procedures The crossings are the same material as the manganese crossing noses already in widespread use With monobloc the whole crossing is made from manganese including the wing section and all joining material The monobloc section is flashbutt
92. gure 4 Weld misalignment tolerance in horizontal plane widening On Straight Track Weld Surface Alignment A B Cc D Vertical step eos Limits mm mm mm mm mm p mm For rail on concrete 0 3 over 100 0 3 over 100 sleepers new rail or rail in good condition Other situations 1 0 0 5 1 0 0 5 0 3 over 100 0 3 over 100 Table 1 Weld Surface Alignment Limits On Curved Track Top surface requirements are as for straight track The horizontal alignment of the newly welded portion of rail must have a curvature consistent with the curvature of the existing rail and the gauge face at the weld s must be smooth and continuous There must be no visible elbow at the weld Rail Corporation Chapter 4 Page 2 of 1 Issued July 2010 UNCONTROLLED WHEN PRINTED Version 3 3 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Remedial action detailed in Table 2 is required for all weld alignment defects whether found by a Rail Flaw Detection officer or by other inspections C4 4 C4 4 1 C4 4 2 Defect type Defect size Rectify within For new rail or rail in Other situations good condition on concrete sleepers DIP WELDS WTD Small WTDS Dip gt 0 3mm lt 0 6mm Dip gt 0 5mm lt 1 0mm 90 days Medium WTDM Dip gt 0 6mm lt 0 9mm Dip gt 1 0mm lt 1 5mm 30 days Large WRDL Dip gt
93. he answer in the boxes For welds less than 1 year old enter the age in weeks Answer as accurately as possible for aluminothermic welds Detailed weld information may not be readily available for welds older than 1 2 years This information should however be readily available for new welds as it is written on the weld or available from area databases If a flash butt weld the age will be the same as the rail age for all practical purposes Rail Corporation Chapter 13 Page 1 of 0 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Weld Number If the defect or break is at a weld what is the weld number Read the number from the Weld Identification sticker adjacent to the weld Older welds may not have this label Welder s licence No If the defect or break is at a weld what is the licence number ene of the welder who installed the weld Write down the number Probable failure type For Broken Rails only Complete fields relating to the break Direction as far as possible Put a 8 in the appropriate box Information contained in Engineering Manual TMC 226 Rail Defects Handbook can assist in making assessments Defect type For Rail Defects only Complete fields relating to the break as far as possible Put a 8 in the appropriate box Information contained in Engineering Manual TMC 226 Rail Defects Handbook can assist
94. he previous test and with a probe movement which has reached at least 15mm This should then be regarded as a strong crack predictor If there appears to be growth in a previously detected crack predictor which is indicating as a strong crack predictor remove the plates and locate any cracks using visual and dye penetrant inspection Where any visible cracks are located replace the rail end Rail Corporation Issued August 2011 Chapter 7 Page 2 of 1 UNCONTROLLED WHEN PRINTED Version 2 4 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 12 13 14 15 Continue 3 monthly retesting of the switch and adjoining closure rail at the heel joint where crack predictors have been recorded until the switch or closure rail is replaced Test all switch tips using Dye Penetrant testing as detailed in Section C7 2 Examine switches and crossing for visually detectable defects Inspect the switch foot and web of the switches for any signs of cracking from about 1 5m to 3m back from the tip Wipe off any surface dirt or grease from the outside of the switch first Visually examine the inside of the open switch Make arrangements to have the points reversed so that the inside of the other switch can also be visually examined A CAUTION Staff must not put any part of their body or anything else between the switch and the stockrail unless appropriate protective arrangements are made Worksite supervisors
95. he rail Surface damage to the head including sub surface laminations or grooving of the head due to wear particularly on the nose or wing rail of a crossing Probe surface not making proper contact with the surface of the rail eg grease poor probe surface insufficient coupling water These problems should be corrected Other less common faults in rail can cause loss of Back Wall Echo These include 1 Loss of back wall echo from the base of the foot with an twin 0 probe can also be caused by loss of section in the web due to corrosion This usually occurs in tunnels or other damp areas and is rare in other locations If the corrosion reduces the internal width of the web then it can stop the beam from reaching the base of the foot Major corrosion can be seen by visual examination and may warrant removal of the rail Corrosion is also the most common cause of Foot Web Separation FWS Another occasional cause for this signal loss can be lamination just beneath the top surface of the head This sub surface lamination can be due to shelling or lamination from engine burns or where squats are occurring Shallow indications due to the above will display at the zero end of the screen Using a miniature 0 probe for locating VSH defects Setting up procedure 1 2 3 Use the appropriate miniature 0 probe 4NF MB4F Place the probe on the vertical face of the head on the field side of a new rail Set the left hand side
96. heck after each train 5 Does the rail gap behave like a foul joint in one direction Trains SHOULD NOT be allowed to pass in that direction 6 Is the track vertical or lateral support poor such that the track will flog or the rail subject to excessive bending or movement This should include consideration of the size of the rail the sleeper spacing the type and condition of the sleeper fastening the ballast condition Reduce train speed appropriately If too severe trains SHOULD NOT be allowed to pass Is the rail unrestrained eg a switch Trains SHOULD NOT be allowed to pass Is the track subject to 30t axle load coal trains 30t axle trains should only be allowed to pass if the track is in good condition and well supported and at a maximum speed of 20kph 9 Is the track poorly tied considering the curvature Assess condition fastening and sleeper type and track curvature and apply speed restriction or stop trains 0 to 20kph depending on condition Rail Corporation Issued August 2011 UNCONTROLLED WHEN PRINTED Chapter 12 Page 3 of 2 Version 1 2 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 ASSESSMENT OF UNPLATED BROKEN RAILS Answer ALL of the 13 questions below SELECT the appropriate speed response for EACH answer When ALL questions have been answered There is no need to continue answering quest
97. iate box If failed complete a new Weld Alignment Failure Form and enter the Form No in the box Rail Corporation Chapter 14 Page 2 of 1 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 2 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Chapter 15 Variation of testing intervals Rails are tested for internal defects by the rail flaw detection vehicle at locations and frequencies established in ESC 100 Technical Maintenance Plan The basis for determining testing intervals is primarily tonnage at intervals of 3 to 6 million gross tonnes This tonnage generally reflects the growth rate of rail discontinuities however existing testing intervals have been established on the basis of the additional factors detailed below Testing intervals on main lines may be shortened with the approval of the Civil Maintenance Engineer after consultation with the Chief Engineer Track Testing intervals may be lengthened only with the approval of and Chief Engineer Track for main lines and of the Civil Maintenance Engineer for other lines after taking into account all relevant factors The factors that are to be considered are rail weight rail quality rail age and condition annual tonnage current and proposed axle loads residual stress in the rail head thermal stress seasonal variations rail grinding program sections with sharper
98. idth of the rail head then use the 70 probe to test the rail head adjacent to the lamination for any transverse indicators 2 Test the repair area plus 100mm each side paying particular attention to weld depth area i e weld rail interface For wheel burn repairs the start and finish of the repair should have been marked on the head and web of the rail by the welder at time of installation 3 Establish the size of defects using the sizing procedures in C9 1 and by reference to the defect limits in Section C4 6 Take appropriate action if defects require urgent attention Complete a Rail Failure Form RF1 see Appendix 1 using the guidelines in Chapter 13 for each rail defect 6 When the weld has been ultrasonically tested paint over the pink paint mark with blue paint if satisfactory and yellow paint if a defect is found Each new wire feed weld should have been marked in pink flourescent paint by the welder after the weld has been completed C6 5 3 2 Ultrasonic testing of wire feed weld repairs in crossings and wing rails 1 Test new wire feed welds ultrasonically for defects The testing is separated into the following tests Head 70 Probe Use a 70 probe to examine for transverse defects in the head that were not removed prior to welding and transverse indications due to lack of fusion in the wire feed weld Use the testing procedure detailed in Section C8 2 to conduct the test When TD type defects are ultrasonic
99. il and return copy to Team Manager Team Manager to complete Team Manager signed Sign and date the form Make sure as much information as possible has been included Rail Corporation Chapter 13 Page 3 of 2 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Chapter 14 A guide to completing a Weld Alignment Failure form Complete a Weld Alignment Failure Form WAF1 See Appendix 2 when an aluminothermic or wirefeed weld does not pass the geometry alignment test Most of the information can only be obtained on site Person finding a weld alignment failure Date of failure There are six boxes in this section for recording data The date of the failure is recorded in these boxes For example if the rail failed on 28 February 2005 the completed boxes would appear as 2 8 o aio 5 Location District What District was it found on Put a 8 in the appropriate box Kilometres The location of the defect recorded as kilometres to the nearest metre eg 27 359 Base Code Track RailCorp has been divided up into small sections and each different section is given a different code number Write down the line eg Bankstown Illa Local Suburban Main North The track on which the rail failed Circle he answer Type of track Main Suburban Refuge etc CCirclethe answer Rail The rail on which the failu
100. in making assessments Defect size For Rail Defects only What size is the defect Put a 8 in the appropriate box Rail Rail Section Rail weight in kilograms per metre Is it Head hardened or andard carbon This information is stamped on the rail e the answer or write the weight if other Date of rolling This Information is found on the web of the rail Give true dates in months and years e g for July 1985 write 0785 If not available estimate as accurately as possible Manufacturer Information is found on the rail welf Circle the answer or write the weight if other Position in ingot and Record the number usually a letter A to I followed by 8 Heat Number numbers Track Information Radius Cercs radius from a curve and gradient book or G Sheets Area office to complete e Straight or write in radius in metres Length of rail between Is it CWR or jointed If it is jointed how lona is rail length in joints which the defect or broken rail occurred Circ CWR or write the length in metres Sleeper type Put a 8 in the appropriate box Sleeper condition Put a 8 in the appropriate box or write in a response Track condition Write description eg good fair poor Fastenings Put a 8 in the appropriate box Rail adjustment Put a 8 in the appropriate box Rail Temperature For Broken rails only What was the rail temperature at the time of the break Estimate if not known
101. ion see C4 5 2 for remedial actions Vertical Split Head Use next size up when lt 50 long lt 15 from top If distance between defect has visible cracking or E gt 50 long gt 15 from top discoloration OR aa defect is within 100mm of Wela o Joint BH and has a significant L gt 400long lt 15fromtop defects dip in rail OR gt 400 long with visible if tangent wear 2 10mm cracking or Refer to Chapter 11 and C10 10 for head dip gt 0 5mm more details or defect gt 1metre long Web and foot defects in plain rail Head and Web Separation Ss 20 to 75mm Use weld sizing sheet Horizontal yw 76 to 200mm Defects if defect is at a weld or rail end S 20 to 40mm 41 to 75mm 75 to 150 mm 20 to 40mm 41 to 75mm m ot s M Tt 750 150mm a ES M L L E S L Foot and Web Separation S Horizontal Split Web Ww 20 to 40mm 41 to 75mm Vertical Split Web Longitudinal Any reading in one rail length Bolthole Crack All angles g BH per fe Piped Rail S 25 to 150mm pe 151 to 300mm tse ss 20 to 40mm Transverse Split Web TSW 41 to 75mm 75 to 150 mm Mechanical Joint Suspect MJS When you are unable to test the rail end of a mechanical joint due to damaged rail ends defective weld build up or incorrectly drilled boltholes the joint should be marked out and reported as an MJS M L E S M L E S M S S M L S M L Rail Corporation Chapter 10 Page 7 o
102. ions once a STOP TRAINS response has been established the LOWEST speed selected for ANY answer is the speed restriction to apply QUESTIONS IF YES STOP TRAINS Check after each train Speed km hr 10 20 30 40 N A 10 broken joint itself Is there a thermit weld or joint not including a rail within the 2 1m but lt 2m from the break AND with at least 2 good sleepers in between 2 0 5m but lt 1m from the break AND with at least 1 good sleeper in between Assess the support condition of the intervening sleepers fastenings apply appropriate speed restriction and and Maximum 20kph Maximum 10kph within 0 5m of Trains MAY NOT pass the break OR in the same sleeper bay 11 Is the joint break at or beyond the back Trains MAY NOT pass bolted bolthole ie the furtherest from the joint gap 12 Ils the broken rail on Radius Gap lt 30 31 50 51 70 71 100 gt 100 the high rail of a curve z with this radius and Maximum speed gap 21000m 40 30 20 10 Stop 700 999m 40 30 10 Stop Stop 500 699m 40 20 Stop Stop Stop 300 499m 30 10 Stop Stop Stop lt 300m 20 10 Stop Stop Stop Check closely and remeasure after each train Table 11 Rails that have not been plated ASSESSMENT OF PLATED BROKEN RAILS Applies to gaps lt 30mm For gaps gt 30mm apply restrictions
103. lained in Chapter 16 4 Review records and defects for trend identification at least annually The outcomes must be considered in the development of district maintenance strategies and Asset Management Plans Manager Rail Inspection Services 5 The Manager Rail Inspection Services is to maintain details of rail defects found by the Rail Flaw Detection vehicle C2 4 1 Management of defects in special track work When defects are found in special track work i e locations other than plain rail careful assessment is required in each case Such locations include crossings wing rails checkrails switches including expansion switches and heel blocks The assessment should consider any support provided by existing chocks bolting whether the section can be plated the defect shape and position in the rail section and what happens if it fails The assessment should result in a determination as to whether response requirements can be relaxed or if any additional actions are required such as closer monitoring or further reduction in speed Rail Corporation Chapter 2 Page 3 of 2 Issued July 2010 UNCONTROLLED WHEN PRINTED Version 2 3 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Civil Maintenance Engineers must 1 Ensure that a Defect Management Plan is established for defects that cannot be removed within default timeframes 2 Monitor the implementation and effectiveness of the Defect Management Plan
104. lay on the screen These indications can be misinterpreted as a defect at the 10 end of the screen A re check of the position of the corner at the base of the head is therefore essential 1 Choose a testing direction and line up the blade of the 70 angle plate with the corner at the base of the head created by the far side corner of the weld 2 Place a vertical mark on the side of the rail head where the other end of the blade meets the top of the head 3 Repeat this operation in the opposite testing direction See Figure 15 Use 70 angle plate to check position of signals from all 4 corners of the base of the 70 probe rail head l Pa ae This corner of w Correct corner for establishing the gives false indications position of the signal from the base of the rail head Figure 15 False defect indication from bottom corner of head 4 Place the 70 probe on the top of the rail pointing toward the weld with the beam centre of the probe in line with the mark determined by the angle plate Rail Corporation Chapter 8 Page 2 of 1 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Move the probe to one side of the head and point the front of the probe slightly outwards toward the corresponding corner of the weld Adjust the signal from the bottom far corner of the weld onto 8 along the base line of the screen This adjustment is
105. le 7 Non RailCorp Contract Welders or Rail Flaw testing personnel must use Welding Returns RailFail forms and Weld Alignment Failure forms Contract staff are not permitted to use SmartWeld Weld Testing Data Test Date Enter date of test Ultrasonic Pass Circle YES or NO Alignment Pass Circle YES or NO Punch Mark Check Insert length between punch marks to three decimal places If no punch marks write NIL Rail Fail ID Number of rail fail form completed for this weld defect Defect position and size information is contained on the Railfail form Alignment Failure ID Number of Weld Alignment Failure form completed for this weld defect Defect type and size information is contained on the Weld Alignment Failure form RFD Operator s Name Name of RFD Operator Signature Not required in SmartWeld Retest Alignment only Test Date Date the weld is retested Alignment Pass Circle YES or NO Alignment Failure ID Complete a new Weld Alignment Failure form for a failed retest RFD Operator s Name Name of RFD Operator Signature Not required in SmartWeld Comments Write down any comments relevant to the work Table 7 Information to be recorded on Welding Return Rail Corporation Chapter 5 Page 5 of 4 Issued August 2011 UNCONTROLLED WHEN PRINTED Version 3 3 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Chapter 6 Manual Ultrasonic tes
106. ll become overdue for testing are monitored each month 5 Appropriate corrective or protective action is taken if testing is overdue or if rail condition restricts testability 6 Provide all resources to undertake the testing Provide reports on turnouts tested and defects detected C2 3 2 Team Managers The existence of crack predictors in the heel area of heeled switches is a significant issue in areas where Integrated Track Patrol is operating Team Managers must 1 Check with Rail Flaw Detection Operators and receive Weekly Defect Summary Reports for heeled switches with strong crack predictors nominated for Supplementary Patrol Teams3 entry Enter Crack predictors into Teams3 as a heel defect with size of crack predictor entered in size field 2 Arrange for scheduled retesting of crack predictors in accordance with ESC 100 Civil Technical Maintenance Plan Rail Corporation Chapter 2 Page 2 of 1 Issued July 2010 UNCONTROLLED WHEN PRINTED Version 2 3 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 3 If advised of a heeled joint with a crack predictor ensure track patrol staff specifically observe for signs of cracking or breaks during Walking Patrols and Mechanised Track Patrols 4 f advised of a heeled joint with a strong crack predictor initiate Supplementary Patrol for the particular location in accordance with the requirements of Engineering Manual TMC 203 Track Inspection until the swi
107. ll copies to the Team Manager The Team Manager will 1 Arrange for the area office to complete fields nominated in the Guidelines 2 Write down remedial action required and who will perform it 3 Forward a copy to the person who has been instructed to remove the weld alignment failure 4 Forward a copy to the manager in charge of the welder if not under the Team Manager s control The Person instructed to remove weld alignment failure will 1 Rectify the weld alignment failure 2 Complete appropriate section of the form 3 Return the copy to the Team Manager The Team Manager will 1 Acknowledge removal of the defect 2 Arrange for the defect to be retested if the defect has been corrected by grinding 3 Forward the copy to the Rail Flaw Detection operator for completion if a retest is required 4 Retain completed form for management of welders performance C2 7 Monthly return of turnouts and welds 1 Ultrasonic Rail Flaw Detection operators are required to record the detail of all turnouts tested and defects found and summary detail of welds tested both aluminothermic and wire feed welds on the Turnout and Weld Testing Report Form MRTR1 see Appendix 5 2 Atthe end of each month return the form to Team Manager The Team Manager will 1 Maintain copies of the report and forward it to Rail Inspection Services Technical Officer Rail Testing Rail Inspection Services 1 Will review information supplied and p
108. max Ave Giraween Phone 98960700 Fax 98960634 Also Required Nitrile Gloves 33 cm Protector Safety Chemical Safety Glasses Protector Safety Wire brush 25mm paint brush scraper Cleaning rags Turps or degreaser possibty required Note Order at least 2 cans of Cleaning Solvent per can of dye C7 2 2 Safety Requirements To carry out this procedure Wear Chemical Safety Glasses Keep both hands and feet well clear of the gap between the switch blade and the stock rail Be aware of sharp slivers when using rags to wipe the top of the blade Rail Corporation Issued August 2011 Chapter 7 Page 3 of 2 UNCONTROLLED WHEN PRINTED Version 2 4 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Wear gloves to avoid getting dye on the hands and to help reduce the risk of cuts Note Aerosols inside a vehicle must be kept out of direct sunlight and the vehicle kept ventilated at all times Due to risk of explosion keep aerosols in an Esky to insulate from excessive heat C7 2 3 Surface cleaning 1 Clean the surface to be tested Carry out cleaning on the side of the switch blade facing the 4 foot from the point end of the switch blade back at least 750mm and from the top of the blade to a depth of 70mm Attachments to the side of the switch will set some limit to the depth of the area that can be tested Clean the surface to remove all grease heavy rusi dirt etc wi
109. n only closures less than 6m in length need be crowed 4 3 July 2010 C2 4 1 New section dealing with management of defects in special track work C4 4 2 Additional treatment for squat laminations associated with wirefeed welds C4 6 Changed detail in DWFW defect responses Addition of requirements for retesting C5 1 Addition of note regarding shorting of track circuits C6 1 Addition of note regarding shorting of track circuits C7 1 Addition of note regarding shorting of track circuits New C17 4 Calibration of Bolt testing probe C17 5 renumbered Appendix 3 Additional Welding Return Form WR2 to suit manual entry of data 4 2 December 2009 Format change Title changes to reflect organisation change C4 2 Added Straightness requirement C4 2 Add restriction on aluminothermic welds sitting on track slabs 4 1 December 2008 Chapter 1 Additional reference Added requirements in Section C2 1 2 for turning off lubricators prior to testing runs Additional Testing requirements for Defective wire Feed Welds in Section C4 6 Internal Rail Defects Added requirement to inspect monobloc crossings in Section C7 1 Additional Testing requirements for Defective wire Feed Welds in Section C10 13 Sizing Chart Chapter 14 Added Defect Size Coding New Chapter17 Ultrasonic Testing of Bolts Includes content of CTN 08 07 New Chapter 18 Visual Inspection of Monobloc crossings Includes content
110. n a ae ee ensue Whichithey continuous 2 cracked out under head 2 No visible cracking or 3 runs into weld BH joint other L Large gt 30 If a clamped plated defect is not discoloration defect removed within the time specified 3 Must not come within E Emergency apply the default speed restriction 100mm of Weld Joint 4 tangent wear more than 10mm Percentage figures are in Normally TDX aren t plated Where BH and must be No Use Assessment Guidelines See relation to rail head area there are sufficiently separated they significant dip in rail Chapter 11 if there is only may be plated If plated the speed 4 Rail tangent measured 1 visible cracking restriction applied may be reduced one wear is not less than F ees uae ws of level eg TDX M with a 20kph TSR 10mm ra ge nes g may be lifted to 40kph 5 VSH has not been Up greater than etm detected in weld area 4 defect is over 1m long Defects in special trackwork When defects are found in special trackwork ie locations other than plain rail careful assessment is required in each case Such locations would include crossings wingrails checkrails switches including expansion switches and heelblocks The assessment should consider any support provided by existing chocks bolting whether the section can be plated the defect shape and position in the rail section and what happens if it fails The assessment should result in a determination
111. nal once again drops to 1 2 screen height and mark the rail as in step three 5 Measure the distance between the two sizing marks and refer to the sizing code attached for the correct classification Notes When sizing always ensure that the defect indication has dropped to 1 2 screen height for the last time before marking the rail at the front centre of the probe Ensure that the flange surface remains saturated with water and that sufficient grass can be seen on the screen at all times when testing and sizing defects Rail Corporation Chapter 10 Page 4 of 3 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 2 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 C10 9 C10 10 C10 11 C10 12 Special care is needed to detect defects extending from under the edge of the web outwards underneath the bottom fillet radius A defect indication may be at full screen height when the edge of the probe begins to lift off the surface due to the lower fillet radius If any indication displays strongly on the screen in the testing window as displayed in Figure 24 but drops due to the probe lifting off on the radius the weld should be classified as a DW M Foot The indication should however be classified as a DW L if this is warranted by the probe movement Sizing Defects with a Twin 0 Probe SEB 2 0 Size horizontal indications using the Normal Scanning Gain method of sizing as o
112. nding the Weld Alignment Failure form will be returned to you Test the geometry again following Steps 0 to 5 above 10 Record the retest result on Weld Alignment Failure and on the Welding Return Form WR1 see Section C5 6 11 Return the completed forms to the Team Manager C5 5 Measuring punch marks Where field welds have been installed in CWR track using the rail out rail in process measure and record the length between punch marks using the following method 1 Locate the punch marks They should be on the outside head of the rail near the top of the face about 300mm either side of the closure and be marked with a white paint circle Place one end of a non conductive measuring tape on the top of the rail head as close to one of the punch marks as possible Stretch the tape along the rail head to the second punch mark keeping it as straight and flat as possible Measure the distance between the 2 marks to the nearest mm and record the measurement on the Weld Return Form WR1 see Section C5 6 Rail Corporation Issued August 2011 Chapter 5 Page 4 of 3 UNCONTROLLED WHEN PRINTED Version 3 3 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 C5 6 Completing a Welding Return Record the following information about each weld in SmartWeld or on the Welding Return Form WR1 or WR2 if the SmartWeld system is not available See Appendix 3 The fields on the form are explained in Tab
113. ng because of rocking of the probe See Figure 17 Rocking 70 probe Figure 17 Probe rocking Rail Corporation Chapter 8 Page 3 of 2 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 C8 2 4 Determining the location longitudinal alignment position of defects with a 70 probe Defects found with an angle probe do not generally lie under the probe but are located in front of the probe For the removal of defects it is necessary to determine the longitudinal alignment of the transverse defect in the head 1 Move the probe along until the left hand side of the defect signal is on 5 on the base line of the screen A signal on 5 using the above settings is a reflection from halfway down the head from the top of the rail Place a mark on the rail in line with the beam centre of the probe Lift the probe off the rail Place the top end of the blade of the 70 angle plate in line with the mark and draw a line along the blade of the plate downwards toward the base of the head 5 Draw a horizontal line half way down from the top of the head intersecting the line from the plate 6 The point where the two lines intersect is the longitudinal alignment of the transverse indication C8 2 5 Determining the location depth of defects with a 70 probe For the removal of defects it is often neces
114. ntain the A character mark the rail as suitable for re use in main line by painting the rails with a WHITE stripe If defects of any detectable size are found or there is any evidence of inclusions or if the Heat number contains the A character mark the rail as scrap by painting the rails with a GREEN paint stripe If the brand shows the rail is not BHP or AIS it is not to be used on main lines but may be used on sidings Mark the rail with a BLUE paint stripe 3 Mark the rail with a paint stripe about 200mm long on one side of the rail foot at each end of the rail length but leaving the end itself clear for about 200mm For rails longer than 4 metres that are likely to be subsequently cut up into closures a paint a stripe every 3 metres along the rail 4 Cut scrapped rails into lengths less than 2 metres If there is any delay in carrying this out paint the rails with a GREEN stripe C6 9 Marking of testing details on the rail Use a paint pencil or suitable long lasting marker to write required testing information on the rail C6 9 1 Marking on turnouts Marking of testing details Write your operator initials and date of testing on the top of the wing rail away from wheel contact area on each crossing that comprises part of turnout that has been tested Write these details also on any catchpoints expansion switches etc which are a part of a regular testing program Marking of defects found when testing turnouts When a
115. om bottom corner of rail head C8 4 Testing the foot of an aluminothermic weld with a twin 70 probe VS70 04E C8 4 1 Setting up procedure Use the USK7 S rail flaw detector unit setting up procedure detailed in Section C9 1 1 1 to set up the VS70 04E Probe 1 The flaw detector is now set up to read the distance in front of the probe of any indication on the screen Each major unit on the screen represents a distance of 10mm eg When the left hand side of a signal is at 4 on the base line of the screen then the reflector is located 40mm from the front of the probe 2 This measurement can be used to confirm the relevance of an indication eg If a signal appears on 4 on the base line of screen measure 40mm from the front of the Rail Corporation Chapter 8 Page 7 of 6 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 probe If this measurement indicates the opposite side of the weld then the indication is confirmed as a non defect reflector from the far corner of the weld If the 40mm measurement falls within the relevant range for the alignment of the fusion plane then the indication is a potential defect and should be sized see steps below The relevant range for the alignment of the fusion plane is from the transverse near edge of the external weld metal to the transverse centre of the weld C8 4 2 Scanning for defec
116. ond WeIS ccccceesceceeeeceeaeeeeeeeeeeeeeeaaeeeeaaeseaeeeeeaaesseaeeseaeeeseaeeesaaeseeneeseaees 6 4 C6 7 Completing a Welding Return ccccccccccesseceeeeeceeeeeccaeeeseaeeseeeesaaeeesaaesseneeseaeeeseaaeeseaeeseneeesaees 6 4 C6 8 Testing and marking of rail closures 0 cecececeeeeeeeeeceeeeeceaeeeeaaeeeeeeeseaeeesaaeeeeaeeseaeessaaeeseneeeeaees 6 5 C6 9 Marking of testing details on the rail cccecceeeeeeeeeeeeeeeeeeaeeceeeeeceaeeeseaaeseeeeeseeeesaeeseeeeeeeeees 6 5 Chapter 7 Ultrasonic testing of turnouts and special trackWoOrk ccccssseceeesseeeeeeseeeeeeeseeeeeeeneees 7 1 C7 1 Testing requirements cecccecceeeeeeeeeeeeeeeeaeeeeaaeceeeeeceaeeeceaeedeaeesaeeecaaeeseaaeeseaeeeeaaeeseaeeseaeessaees 7 1 C7 2 Dye penetrant testing of Switch blades cceeceeeeeeceeeeeeeaeeeeeeeceeeeeseaaeeeeaeeseaeeeeaeeeeaeeeeneeeaas 7 3 Chapter 8 Rail Flaw Testing Guidelines sccssecesseeeeeeeeeeeeeeesneeeeeeeeeseaesesaeseseeeeeeneeseaeseseaeeneeeeseeeeeas 8 1 C8 1 IMO GUGCHON eesse e EEEE REE RAESTE EER AARRE ESNEA ARENE ES 8 1 C8 2 Testing the head of the rail with a 70 probe WB70 2E 0 ceccececeeeeeeeeeeeeeeseeeeeeseaeeeeaeeeeaes 8 1 C8 3 Testing the web and centre foot of the rail with a 38 probe WB35 2E 8 5 C8 4 Testing the foot of an aluminothermic weld with a twin 70 probe VS70 04E 0 ceee 8 7 C8 5 Testing the full rail with a twin 0 probe SEB 2 0 cceec
117. onic non destructive in the use of equipment testing the guidelines equipment in 011 2 of this manual by the CME Assess broken rails for TLIB3100A AND TLIB3099A AND TLIB3094A continued traffic Visually inspect Examine track Check and track infrastructure repair track infrastructure geometry Rail Corporation Issued August 2011 Chapter 3 Page 1 of 0 UNCONTROLLED WHEN PRINTED Version 2 2 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Chapter 4 C4 1 C4 2 C4 3 Rail Condition Operating Limits and Responses This chapter details the definitions for the classification of rail defects by size and type together with remedial actions to be taken Definitions Broken Rail A broken rail is defined as forming two separate pieces ie clean break or piece broken out It includes breaks in switches and welds It does not include breakaways or broken plates Note Small sections of rail eg head flow shelling or foot damage are not included as broken rails Cracked Rail A rail that has a crack or cracks visible in any part but no piece has been broken out Multiple Transverse Defects TDX occur as follows 1 When 2 or more defects are closer than 2 2m apart 2 Where a rail length between any two welds flashbutt or aluminothermic has more than one defect in a single run and where there are indications of below size defects at other locations in the rail length Rail
118. ore welding in plain track When testing proposed wire feed weld repair areas in plain track the following additional procedure applies 1 Test the proposed repair area and 300mm each side with a 0 probe SEB2 OE using the testing procedure in Section C8 2 6 paying particular attention to near surface cracks 2 Record the location depth and length of all defect indications and report this information to the Team Manager 3 Test with a 70 probe if no laminations are found with the 0 probe 4 Test boltholes in the heat affected zone with a 38 probe C6 5 2 Testing before welding in crossings When testing proposed wire feed weld repair areas in crossings the following additional procedure applies 1 Test the proposed repair area Check for Defect indications that are too deep to be removed more than 12mm deep from top of rail surface Any bolthole defects in the preheat area These crossings cannot be welded 2 Mark defect indications ignoring surface indications Mark the extremities of horizontal indications and their length and depth Mark the rail locating the position of any transverse indications and their depth Identify any ultrasonic indications below sizing code defect criteria ie indications below a probe movement of 20mm 3 Record all the above defect details and report these to the Team Manager Rail Corporation Chapter 6 Page 2 of 1 Issued February 2011 UNCONTROLLED WHEN PRINTED V
119. ou reporting a rail defect or a broken rail Put a 8 in the appropriate box District What District was it found on Put a 8 in the appropriate box Kilometres The location of the defect recorded as kilometres to the nearest metre eg 27 359 Base Code Track RailCorp has been divided up into small sections and each different section is given a different code number Write down the line eg Bankstown Illa Local Suburban Main North The track on which the rail failed Circle the answer Type of track Main Suburban Refuge et amp Circ the answer Rail The rail on which the failure occurred Circid the answer UT Up Turnout Rail DT Down Turnout Rail CP Catchpoint Switch and Crossing is dealt with later Is it on High Rail or Low Rail or Tangent Circi the answer Detection Method of finding defect CCirci the answer or write a response When found For Broken Rails only Write down what time the broken rail Reported to was found use 24hr clock who in the civil discipline it was reported to and what time it was reported When reported Defect or Break Position Where on the rail was defect or broken rail found Circle the answer If it occurred in plain rail write down measurements to the nearest metre Weld type If the defect or break is at a weld what type of weld is it the answer Age of Weld If the defect or break is at a weld how old is it Enter t
120. p Engineering Manual Track Rail Defects and Testing TMC 224 C1 4 2 RailCorp Documents ESC 100 Civil Technical Maintenance Plan ESC 220 Rail and Rail Joints TMC 001 Civil Technical Competencies and Engineering Authority TMC 203 Track Inspection Manual TMC 221 Rail Installation amp Repair Manual TMC 226 Rail Defects Handbook TMC 251 Turnout Installation and Repair Manual Rail Corporation Chapter 1 Page 2 of 1 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 2 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Chapter 2 Management Requirements RailCorp has in place a Defect Management System for rail defects The system includes periodic testing of rail for ultrasonic defects recording of defects limits and mandatory responses to the occurrence of defects and management of their removal Management requirements for the Defect Management System are detailed below C2 1 Rail flaw testing of plain track C2 1 1 Manager Rail Inspection Services Rail Flaw testing is a Safety Significant Inspection The Manager Rail Inspection Services must 1 Ensure that formal testing programs are established for on track ultrasonic testing of rails to meet the requirements of RailCorp Standard ESC 100 Technical Maintenance Plan 2 Include in the testing program any additional testing required by the Civil Maintenance Engineers 3 Manage the operation of the
121. poration Issued December 2009 Chapter 11 Page 2 of 1 UNCONTROLLED WHEN PRINTED Version 1 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Chapter 12 Assessment of Broken Rails When a broken rail has been found in track it is sometimes necessary to determine if it is safe to allow traffic to pass for a short period until repairs can be undertaken C12 1 C12 2 Warning The ends formed by a broken rail may be subject to electrical arcing Track staff should consult with signal staff on what if any precautions to apply and the bonding required The following guidelines will assist staff with the assessment of broken rails and the determination of operating restrictions that are to apply They should only be used as a temporary measure to defer full repair until a suitable break in traffic is available or to avoid a peak period Definitions Track Assessor a person who is competent in the competency TLIB3099A Examine track infrastructure Monitor Visually assess gap and check and retighten clamps Assessment If you are on site 1 2 Examine the condition of the broken rail Repair the broken rail if you have appropriate tools and equipment and sufficient time If Plate the broken rail if you have appropriate tools and equipment and sufficient time If you can plate the broken rail use the guidelines in Table 12 to determine appropriate speed and monitoring conditions to apply
122. r 2009 UNCONTROLLED WHEN PRINTED Version 2 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 0 Probe a 012 3 45 67 8 9 10 Figure 29 Signal from opposite side of head Place probe on outer extremity of foot with probe overhanging the edge of the foot Set reflection from base of foot on 1 on base line of screen the extremity of the foot is 10mm thick at the edge 0 Probe T 012345678910 Sey Figure 30 Signal from edge of foot Repeat Steps 2 and 4 until both signals are set in correct position Note Screen is now set to read depth of horizontal indicators in mm Place probe on top of head and size indicators for both depth and length 0 Probe 20 mm jf XX mm I I I I I I I I I I I 0123 45 6 7 8 9 10 Figure 31 Measuring depth and length of indications C8 6 1 Scanning for wire feed weld defects with a twin 0 probe 1 Move the probe in a longitudinal direction along the rail keeping the probe centred over the web Test the repair area plus 100mm each side paying particular attention to weld depth area i e weld rail interface Horizontal defects in a wire feed weld will appear between 0 and 2 on the base line of the screen the head area of the rail when using a O probe Rail Corporation Chapter 8 Page 13 of 12 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 1 RailCorp Engineering Manual Track Rail Defects and Tes
123. radius curves propagation rate of rail defects rail defect rate per kilometre incidence of broken rails type of traffic including extent of passenger traffic economic analysis of system costs of a broken rail and costs of rail testing testing intervals in adjacent sections availability and cost of examination resources line type main line siding loop etc When minimum testing intervals are proposed to be varied the proposing officer must document the basis for the change The recommended maximum variation is inthe case of a shorter interval the new testing interval shall not be shorter than half of the previous interval In the case of a longer interval the new testing interval shall not be longer than twice the previous interval Rail Corporation Chapter 15 Page 1 of 0 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 1 1 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Chapter 16 Rail Defect Removal Risk Assessment The potential for a rail defect to grow in size and lead to a broken rail is considered in the responses defined in Chapter 4 If it not possible to remove a rail defect within the time limits detailed in Section C4 6 the Civil Maintenance Engineer shall undertake a risk assessment to establish appropriate management of the risk C16 1 Risk assessment methodology Review the defect 1 How severe is the defect Is it
124. rail testing vehicles Provide resources to operate the car in accordance with the program 5 Provide operating reports to maintenance areas including daily production details and defects detected 6 Supply Civil Maintenance Engineers with details of locations where rail testing has been inhibited by gauge corner damage and associated lamination 7 Monitor and report on the achievement of rail examination relative to the approved program C2 1 2 Civil Maintenance Engineer Civil Maintenance Engineers must establish systems to ensure Any additional routine testing requirements are advised to the Manager Rail Inspection Services Guidelines for the establishment of rail testing intervals are provided in Chapter 15 Rail condition including defect trends and conditions affecting testing is monitored and appropriate protective or corrective action is taken Locations of rail that are or will become overdue for testing are monitored each month Appropriate corrective or protective action is taken if testing is overdue or if rail condition restricts testability Appropriate protective action is taken if rail condition restricts testability Where the track is unsignalled determine additional safety measures These may include additional track patrols or a further reduction in speed Verification of defect sizing that is not able to be detected by manual ultrasonic examination is undertaken All kilometre posts are correctly located
125. re is determined as a manufacturing defect 3 Determine further actions if necessary C2 9 Recording of broken rails The Chief Engineer Track maintains the Broken Rail Database It contains all the fields included on the Broken Rail Form for all the broken rails on the RailCorp network When a completed Broken Rail Form is received from the field enter the information into the database When a completed Broken Rail Report is received from Rail Inspection Services enter the additional information into the database C2 10 Monthly amp annual broken rail reports Using the information contained in the Broken Rail Database monthly reports are produced by Track Services These reports highlight trends in numbers of broken rails in different districts by comparison to previous years and months A more detailed report is compiled and published annually Whilst ALL broken rails are entered in the Broken Rail Database only broken rails in main lines are included in the Broken Rail count and reported in monthly and Annual reports Rail Corporation Chapter 2 Page 6 of 5 Issued July 2010 UNCONTROLLED WHEN PRINTED Version 2 3 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Chapter 3 Competencies NOTE These competencies may enable activities to be carried out in other manuals For a comprehensive list of all activities that are covered by a given competency see Engineering Manual TMC 001 Civil Technical Compet
126. re occurred CCircle he answer UT Up Turnout Rail DT Down Turnout Rail Weld Number Read the number from the Weld Identification sticker adjacent to the weld z If the defect or break is at a weld what is the licence number A ffice t let of the welder who installed the weld Write down the number Detection Method of finding defect Circl the answer or write a response Defect Tested to What Acceptance limits did you apply Put a 8 in the appropriate box Defect type Complete fields relating to defect type Put a 8 in the appropriate boxes Defect size What size is the defect Write the size in mm to 2 decimal places Is ita Small S Medium M or Large L defect Check Section C4 3 for definition of sizes Put a 8 in the appropriate boxes Suggested method of Circi the answer or write a response removal Track Information Radius Cires radius from a curve and gradient book or G Sheets Area office to complete Straight or write in radius in metres Rail Corporation Chapter 14 Page 1 of 0 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 2 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Rail Section Rail weight in kilograms per metre Is it Head hardened or andard carbon This information is stamped on the rail Area office to complete Circle the answer or write the weight if other Sleeper type Put
127. repare consolidated details of to the Chief Engineer Track C2 8 Management of broken rails When broken rails are found they must be dealt with as follows Team Leader 1 Follow the requirements of to assess protect and remove the broken rail 2 Follow the requirements of Chapter 12 to complete and forward a Rail Fail Form RF1 and pieces of the broken rail to Rail Inspection Services Rail Corporation Chapter 2 Page 5 of 4 Issued July 2010 UNCONTROLLED WHEN PRINTED Version 2 3 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Technical Officer Rail Testing Rail Inspection Services 1 Conduct a visual examination of each broken rail to determine the cause of the failure 2 Compile a Broken Rail Report within 21 days of the break detailing Cause and growth of failure Comments on whether the rail defect leading to the failure would have been of a detectable size during the last ultrasonic testing run A response from Speno may be required to validate this Photograph of the fracture face and shape of failure plane 3 Send copies of the Broken Rail Report within 28 days of the break to The Civil Maintenance Engineer Chief Engineer Track Chief Engineer Track 1 Arrange for further examination by a metallurgist where RIS are unable to determine the cause of the rail failure or where there are other outstanding issues 2 Give the manufacturer an opportunity for review where the rail failu
128. rocedures using the Normal Scanning Gain sizing method detailed in Section C10 3 ALL sideways sizing with the WB70 and VS70 probes ALL sizing with the SEBO probe ALL sizing of Horizontal Splits even with the WB35 probe ALL sizing of Vertical Splits ALL sizing of Large Bolthole cracks with a WB35 probe ALL sizing of Gassing Defects in aluminothemic welds with WB70 and WB35 probes NOOO LV Sizing of Gassing Defect in aluminothemic welds using loss of back wall echo with an SEBO probe 8 ALL sizing of in the foot defects in aluminothemic welds with a WB35 probe 9 Sizing of aluminothemic weld defects associated with an unusually high grass level Use the Last significant Echo method detailed in Section C10 4 and C10 5 when carrying out longitudinal lengthways sizing with the WB70 or the WB35 probe when determining the size the following types of defects 1 All longitudinal lengthways sizing of aluminothemic and flash butt weld defects except thermit gassing defects or welds with defects associated with an unusually high grass ratio with the WB70 and WB35 probes 2 All longitudinal sizing of Transverse defects TDs in the rail head including defects due to Shelling and Engine Burns with the WB70 and WB35 probes 3 All longitudinal sizing of Small Bolthole defects with the WB70 and WB35 probes Scanning gain defined All testing for the location of defects should be conducted with a Gain setting that provide
129. s a grass of 1 5 screen height Scanning Gain This is the normal testing level for this application Grass refers to the display along the base line of the screen when a probe is moved over the material being tested This display is the reflected energy from the grain structure of the material its height on the display being determined by the level of gain The base line grass should not exceed 1 5 screen height when sizing rail or rail weld defects If this gain level does not produce an indication that reaches the top of the screen then the indication should be disregarded unless it is established as a defect with another probe Rail Corporation Chapter 10 Page 1 of 0 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 2 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 C10 3 C10 4 C10 5 Normal Scanning Gain sizing method 1 Peak the defect signal Move the probe forward towards the defect and then backwards away from the weld until the highest possible signal is obtained from the defect Use the full width of the rail head when peaking the signal Leave the gain at normal scanning level DO NOT reduce the gain to size Move the probe backward until the last significant signal from the extremity of the defect drops to screen height Mark the side of the rail with chalk in line with the beam centre of the probe Peak the defect signal again as in step 1 This allows th
130. s in Section C9 1 Check that individual probe test setting is correctly selected and set for zero and depth calibration when testing Use ALL probes designated for use in the testing applications detailed in Table 9 Component or defect Probes to be used Aluminothermic welds WB70 WB35 SEBO amp VS70 Turnouts WB70 with audible gate on WB35 amp SEBO Wire Feed Welds WB70 amp SEBO Size Small indications with a VS70 Boltholes close to a newly WB35 completed wire feed welds Vertical Splits Size with K4NF Table 9 Use of probes for testing C8 2 Testing the head of the rail with a 70 probe WB70 2E Note Set the zero end of the base line using the procedure for Zero Delay for 70 amp 38 probes in Section C9 2 1 C8 2 1 Setting up procedure The signal from the bottom corner of the rail head has to be set on 10 along the base line of the screen This adjustment requires using the 70 Angle Plate in conjunction with the Range depth Control 1 Line up the blade of the 70 angle plate with the bottom corner of the head at a rail end and place a vertical mark on the side of the rail head where the other end of the blade meets the top of the head 2 Place the 70 probe on the top of the rail pointing toward the rail end Line up the beam centre of the probe with the mark determined by the angle plate Point the probe slightly outwards toward the corner of the rail head and adjust the signal from the bottom corner of the hea
131. s to horizontal indications with a depth of 10mm or more Monitor defect min 6hrly and stop trains if necessary until tee removed 18 Head and Web S 20 to 75 7 days Separated HWS M 76to200 20 48 hours 38 amp 0 Probe z a L over 200 10 ASP Monitor defect and stop trains if necessary until defect removed 19 Foot and Web S 20 to 40 7 days ppl lita FWS M 41 to 75 30 48 hours 98 amp 0 FODE L 76to150 20 ASP Monitor defect min 6hrly and stop trains if necessary until defect removed E over 150 10 ASP Monitor defect min 6hrly and stop trains if necessary until defect removed 20 Corroded Rail CR If reported by rail flaw detection car or manual ultrasonic test maintenance staff to inspect in accordance with TMC 203 21 Mechanical Joint Remove plates and inspect within 14 days If defect found refer to Bolthole defect Suspect MJS 22 Broken rail BR Assess Broken Rail See Chapter 12 Stop trains if necessary and replace broken rail ASP Rail Corporation Chapter 4 Page 7 of 6 Issued July 2010 UNCONTROLLED WHEN PRINTED Version 3 3 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 Internal Rail Defects Limits and Responses Size definition Plate abe Remove p Defect Type Probe Movement Within Ca Other Action km h Within mm See Notes See
132. sary to determine the depth of the lowest extremity of a transverse defect in the head This information is needed for assessing the practicality of using a Wire Feed Repair Weld When the setting up procedure in Section C8 2 1 has been used each unit along the base line of the screen represents an increment of depth equal to 1 10 of the height of the head For 60kg rail a practical average height is 40mm giving each unit on the screen a value of 4mm For 53kg rail a practical average height is 35mm giving each unit on the screen a value of 3 5mm 1 When sizing is carried out on a defect note the position of the signal on the screen at the lowest extremity of the defect 2 Multiply the unit number base line number to the left of the indication by 4mm or 3 5mm according to the head size above to determine the depth of the lowest extremity of the defect C8 2 6 Scanning for defects in wire feed welds with a 70 probe 1 Move the probe in a longitudinal direction along the top of the rail head scanning for Transverse defects in the head that were not removed by the welder prior to welding ie Engine Burn Defects or other Transverse Defects Transverse indications due to lack of fusion in the wire feed weld Probe the repair area plus 100mm each side along the top of the rail head Make multiple passes with the probe in each testing direction paying particular attention to weld depth area i e weld rail interface 4 If a transverse indi
133. seenenseaeeenees 5 1 C5 1 Testing requirements ccceccceccceeeeneeeeeeeeeeeaeeeeaaeeeeeeecaaeeeeaaesaeesaeeecaaesdeaaeesnaeeseaeeseaeesneeeesaees 5 1 C5 2 Ultrasonic Testing sive ssdedessctcaegceasce finch A vtensatece ve tatetadas aches eas cedutassaedevgadhenx E A E S 5 1 C5 3 VISUALS XAMINATION sis saxcccicssieccctetancedvasuvace savandecsaselcadseestaadsasdeldngsaauteadseestandsaaateadeesandeeeaadaadoasates 5 1 C5 4 Alignment TESTING sezeecccdutescanccedesdecadean hates na dused nptesudach aueena a E E Eaa 5 2 C5 5 MEASURING PUNCH MaikS iranan a E EEEa 5 4 C5 6 Completing a Welding Return ccccccccceceeceeeeeceeeeeceaeeeceaeeseeeeecaaeeecaaesseaeeseaeeesaaeeseaeeseneeesaees 5 5 Chapter 6 Manual Ultrasonic testing cccceeececeeeeeeeeeeeeeeeeeeeee eee eeeeeeseeeeeeeseeeeeeeseseeeeesegeeeeeeseseeensesenenes 6 1 C6 1 Testing requirements for general rail testing ccececceeeee cesses ceeeeeceeeeseaeeeeaeeseeeeessaeeeseaeeeeaes 6 1 C6 2 Re testing of rail detects cinese eiiiai aa AE EN AAA AKEE EEEa E 6 1 C6 3 Additional testing of VSH defects ceeecccecceceeeceeeeceeeeecaaeseeneeceeeeeeaaeeseaaeseaeeeseaeeeseaaesseeeetaees 6 1 C6 4 Additional testing of squat defects cccceeececeeeeeeeeceeeeeeaeeeeeaeeeeaeeesaaeeesaaeseneeeseaeeeseaaeseneeetaees 6 2 C6 5 Testing of wire feed weldS cccceceeeceenceceeeceesaeeeeneeeeaeeeeaaeseaeeeaaeeecaaeedeaaeseaeeeseaeeseeeaeseneeesaees 6 2 C6 6 Testing of Rail B
134. should review the protection required but it would at least require having the points secured and clipped by the signaller Examine crossings with a hardened alloy insert such as manganese or chrome vanadium for characteristic horizontal defect which is the typical type of failure that occurs with this type of crossing Examine monobloc crossings using the procedure detailed in Chapter 18 Establish the size of defects using the sizing procedures in Chapter 10 and by reference to the defect limits in Section C4 6 Take appropriate action if defects require urgent attention Complete a Rail Fail Form RF1 see Appendix 1 using the guidelines in Chapter 13 for each rail defect Record the detail of all turnouts tested and defects found on the Monthly Test Return Form MRTR1 see Appendix 5 At the end of each month return the form to Team Manager for recording and forwarding to Rail Inspection Services Mark your initials identification and the date of testing on the top of the crossing related to the turnout in a location not effected by the wheels of a train C7 2 Dye penetrant testing of switch blades C7 2 1 Equipment Suggested equipment Stock Code 1 Cleaning Solvent Aerosol Ardrox 9PR50C Green Can 001309467 2 Dye Penetrant Aerosol Ardrox 907PB Store upright Red Can 001309442 3 Developer Aerosol Ardrox 9DIB Store upright Blue Can 001307891 Product also available from Chemetall 23 A
135. st the suspect length with a hand probe as it is easier to manipulate a hand probe and therefore maximise the back wall echo If a back wall signal exceeding the top of the screen can be obtained with the twin 0 hand probe then the rail is satisfactory 5 This probe is essential for finding Gassing in an aluminothermic weld A 38 probe will often give a very poor indication from gassing See Figure 28 38 Probe Figure 28 Scanning for gassing defects 6 Use the SEB 0 probe with the gain slightly higher than usual and look for complete loss of back wall echo from the base of the weld continuing throughout the width of the weld Return the grass to normal scanning gain and check for any horizontal cracks associated with the weld 7 Confirming Gassing Defects with a 0 Probe If indications that are similar to gassing i e multiple simultaneous signals are found in a weld with the 70 or 38 probes but there is no complete loss of backwall echo with the 0 probe disregard the indications Make sure however that the indication is like a typical gassing display and not a lack of fusion indication C8 6 Setting up SEBO for testing depth of horizontal Indicators 1 Place probe on field side of unworn rail head 2 Set reflected signal from opposite side of the head back wall echo on 7 on the base line of screen Head width is 70mm Rail Corporation Chapter 8 Page 12 of 11 Issued Decembe
136. t with a sideways width of rail head width See Sizing Code Section C10 13 Sizing of Horizontal Split Head HSH defects A Horizontal Split Head HSH defect is any horizontal crack in the head which is 10mm or greater in depth and meets the standard sizing criteria longitudinal probe movement Horizontal indications which are associated with squat lamination or rolling contact fatigue cracking should not be classified as a HSH unless the lamination is 10mm in depth or greater When shallow horizontal laminations associated with squats or rolling contact fatigue are present in the rail determine remedial action on the basis of the severity of surface damage Refer to Table 3 in Section C4 4 2 to determine remedial action when rail containing the above types of shallow sub surface lamination is detected Rail Corporation Chapter 10 Page 5 of 4 Issued December 2009 UNCONTROLLED WHEN PRINTED Version 2 2 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 C10 13 Classification of rail defects by probe movement Sizing Chart Classification of rail defects by probe movement for K K Operators Probe Type of Defect Probe Movements for Size Definition 70 Probe Head d 7 g 40mm to 56mm i z DW 57mm to 90mm 0 Probe Full Weld DW Loss of weld base signal Gassing Defects Gassing M over 35mm or width of weld All Horizontal Web Defects HWS FWS 75 to 150 mm Web Centre Foot Sectional Defects DW
137. tch or closure rail is replaced Teams3 entry Enter locations and details of components defects or conditions requiring Supplementary Patrol into Teams3 In the Proposed Action drop down box select Supplementary Patrol In addition to the normal method of recording the defect C2 4 Management of defect removal This requirement applies to the management of all rail defects found in plain track turnouts and welds regardless of the means of detection All rail and weld defects in welded and CWR track must be reported and rectified in accordance with this manual Team Manager The Team Manager is to manage the Defect Management System for Rail Defects including 1 Obtain details of all rail defects detected on the area within 24 hours of their detection This will include advice by the maintenance representative on the Rail Flaw Detection vehicle of any defects found 2 Arrange and manage corrective action 3 Maintain defect details in the Defect Management System for Rail Defects Civil Maintenance Engineer 1 Ensure that the Defect Management System for Rail Defects is satisfactorily managed by the Team Manager 2 Monitor the level of rail defects assess the impact on rail performance and take appropriate action 3 If a defect cannot be repaired within the nominated time period in Section C4 6 undertake a risk assessment to establish appropriate management of the risk The Risk Assessment methodology is exp
138. testing with a 0 probe there is often loss of back wall echo and horizontal surface indicators from lamination due to rail end battering In addition rail ends at the joint are often proud on one side which prevents the probe sitting properly as it passes over the joint This combination of problems makes it difficult to detect under size horizontal head web indicators Look as carefully as you can at the rail end extremity with the 0 and 38 probes Ifyou see any sign of a head web indicator or undersize bolt hole crack at joints associated with switches classify the joint as an MJS for removal of the plates and testing with dye penetrant for head web cracking and or minor bolt hole cracks All cracks found no matter how small require replacement of the rail end Advise the Team Manager of the heel joint locations where crack predictors have been detected by completing a Weekly Defect Summary Report Form 2 Mark locations with crack predictors by paint marking the rail with a horizontal pink stripe on web of the heel joint Retest the switch and adjoining closure rail at the heel joint where crack predictors have been recorded at three monthly intervals Retest previously recorded crack predictors and compare with the previous test results Record any new crack predictors Report to the Team Manager if a 3 month retest of crack predictors shows both an increase in the probe movement obtained from the indicator compared to t
139. th a scraper brush rag as required It may sometimes be necessary to use a brush and turps to remove a heavy grease layer from the surface of the switch Use spray solvent Green Can for final cleaning Allow solvent to dry off C7 2 4 Apply the Red Dye Penetrant Red Can 1 Shake the aerosol can for a few seconds before use Warning The dye is very difficult to remove from clothing and hands 2 Spray Dye Penetrant onto the test area from the point on the blade where wheel transfer occurs where shiny marks start back at least 750mm and to a depth 70mm from the top of the blade Use a side to side sweeping motion to get a complete and thorough cover of the surface Do not clear the nozzle of the aerosol 3 Leave the red dye on the switch blade for a dwell time of 20 minutes Trains running over the blade during this time will assist the test and are not a problem 4 Clean the surface of the test area thoroughly to remove all residue dye Wipe off excess dye with a dry rag Water can be sprayed lightly onto the surface of the rail as another means of removing the excess surface dye 5 Spray the cleaning solvent Green Can onto a piece of rag and thoroughly wipe all remaining dye from the surface Do not spray cleaning solvent directly on to the test area Final clean should be with cleaning solvent on a rag Green Can Always keep both hands well clear of the gap between the switch blade and the stock rail Note Dry rags previously so
140. the calibration is satisfactory If greater accuracy is required for other uses follow the calibration requirements in the manufacturer s user manual The test block should be of the same material as the material that will be gauged Calibration should be carried out at the same temperature as testing Rail Corporation Chapter 17 Page 1 of 0 Issued July 2010 UNCONTROLLED WHEN PRINTED Version 1 2 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 C17 5 Testing Method 1 Identify bolts for testing Normally this would include all rail brace bolts in the switch area with potential to jam the switch see Figure 35 2 Determine the overall length of the bolt by measuring bolt projection from the web of the rail and adding amounts for the web thickness usually 15mm and the bolt head depth also usually 15mm Rail brace bolts in the switch area are typically 135mm to 140mm long If washers or studs are present they should also be allowed for Bolts to test Eaa Figure 35 Bolts to be tested 3 Place the measuring probe at the end of the bolt using ample coupling medium and aim the probe straight down the bolt Instrument screen readings should give the distance in mm to the nearest reflection of the ultrasonic signal For a sound bolt this will be either the overall length of the bolt usually 135mm to 140mm or reflections from the bolt threads up to about 80mm Figure 36 Testin
141. the rail head that is continuous along the rail Trains may NOT pass unless a detailed assessment of cracking potential indicates further cracking will not lead to an unsafe situation Maximum speed 10kph and check cracking after each train 2 Are there any problems with the rail in the vicinity of the break Including any fine cracking visible on the top of the rail head running along the rail wheelburns or rail dips significant rail wear Maximum speed of 20kph for any of the following fine cracks with no spalling minor wheelburns minor rail dips rail wear at reportable level Maximum speed of 10kph for any of the following heavy cracks with spalling large wheelburns large rail dips or rail wear at or near condemning level 3 Is the break non vertical ie not square like a rail joint and more than 30 degrees to the vertical Trains SHOULD NOT be permitted to pass unless a detailed assessment of the crack slope wheel impact axle load rail condition track support condition indicates the rail end will cope without collapse Maximum speed 10kph and check after each train 4 Does the break pass through or within 50mm of a bolthole on the web of the rail Trains SHOULD NOT be permitted to pass unless a detailed assessment of the crack slope wheel impact axle load rail condition track support condition indicates the rail end will cope without collapse Maximum speed 10kph and c
142. ting C6 1 C6 2 C6 3 C6 3 1 Testing requirements for general rail testing 1 Test rail for defects The testing is separated into three individual tests as follows Head Use a 70 probe to examine the rail head area for defects of a transverse nature only Use the testing procedure detailed in Section C8 2 to conduct the test Web and flange Use a 38 probe to examine the rail web and that part of the flange foot directly beneath the web for defects of a transverse nature including bolthole fatigue and weld defects Use the testing procedure detailed in Section C8 5 to conduct the test Head Web and flange Use a 0 Probe to examine the rail head web and flange for defects of a vertical or horizontal nature including bolthole fatigue and longitudinal defects Use the testing procedure detailed in Section C8 2 6 to conduct the test Important Ultrasonic testing operators need to be careful when testing near insulated joints to ensure that no aspect of the testing procedure causes an electrical connection across the joint Establish the size of defects using the sizing procedures in Chapter 10 and by reference to the defect limits in Section C4 6 Take appropriate action if defects require urgent attention Complete a Rail Failure Form RF1 see Appendix 1 using the guidelines in Chapter 13 for each rail defect Re testing of rail defects When retesting plated rail
143. ting TMC 224 C8 6 2 C8 7 C8 7 1 C8 7 2 Guidance Notes 1 It is useful to place the 0 probe down on the very extremity of the foot prior to testing for wire feed defects as this will show the operator where at the zero end of the screen a lamination of 10mm depth will appear on the base line It also assists in setting the gain for looking at shallow indications Variations from the standard signal presentation on the flaw detector screen should be investigated using the Sizing Procedure in Chapter 10 to determine whether they qualify as a defect Back Wall Echo BWE When testing from the top of the head on standard rail which is not defective there should be a strong back wall echo from the base of the rail set between 9 amp 10 on the screen Loss of this back wall echo can indicate the presence of a defect Other rail features can however effect this signal Loss of back wall echo when the rail is not defective can be the result of 1 When a railhead is worn so that the probe is tilted toward the field side top fillet This will result in a loss of back wall but stronger echo s from the top fillet and base of the head These signals typically display on 2 and 3 on the base line of the screen When testing the nose of a crossing or curve worn rail where the centre of the head is no longer over the centre of the web due to machining or head wear This prevents the beam getting to the base of t
144. tly beneath the web for defects of a transverse nature including bolthole fatigue and weld defects Use the testing procedure detailed in Section C8 5 to conduct the test Head Web and flange Use a 0 Probe to examine the rail head web and flange for defects of a vertical or horizontal nature including bolthole fatigue and longitudinal defects Use the testing procedure detailed in Section C8 2 6 to conduct the test Important Ultrasonic testing operators need to be careful when testing near insulated joints to ensure that no aspect of the testing procedure causes an electrical connection across the joint Main Line Tracks m rails to be tested rails not to be tested mechanical joints or welds Relief Roads and Crossing Loops Sidings and Yards Figure 12 Locations for ultrasonic testing in turnouts 2 Examine the rails and track components as shown in Figure 12 and Figure 13 Test the through main line with the 70 and 0 probes from the far end of the stock rail through to the location on the main line rail which is adjacent to the furthest end of the crossing This includes both up and down rails Test in both testing directions with the 70 probe Test the full stock rail and switch rail past the heel block to the end of the rail with all 3 turnout probes Test in both testing directions with the 70 and 38 probes Test all mechanical joints including both main line an
145. ts with a twin 70 probe 1 Ensure that the four foot flange surfaces adjacent to the weld are properly cleaned to enable good coupling of the probe to the rail Maintaining water saturation of the surface is also essential for this test Set the scanning gain Place the probe on the flange of the rail adjacent to the weld to be tested and while moving the probe adjust the grass level to 20 1 5th screen height in the primary part of the testing window ie 3 to 5 on the base of the screen with the Gain Control Point the probe toward the weld to be tested Use a long testing sweep to make several longitudinal passes from 80mm back through to 20 mm from the transverse edge of the weld Cover the full width of the flange with the testing passes Keep the probe parallel with the edge Repeat this procedure on all four of the flange surfaces adjacent to the weld If an indication is obtained on the screen it is necessary to determine its relevance before sizing is carried out The following criteria must be met i The indication must appear within the appropriate testing window When the probe is moved back and forth a significant signal must travel across the base line of the screen for at least one major unit between 3 and 7 to qualify for sizing ii The signal on the screen indicates the distance from the front of the probe to the reflector in the weld This distance must be measured with a rule The measured
146. ttempts to remove this type of problem with a long grind do not result in the removal of the peak but in a transfer of the peak to another location away from the weld See Figure 11 Classify this as a peak even though the peak is not in the weld This can only be repaired with a closure Peaked weld Weld ground to remove a peak SSA Td Peak transferred to m end of grinding Shh Figure 11 Transfer of peaked weld by grinding A peak resulting from insufficient removal of the weld metal It can sometimes be the case that the weld is ground to profile on the gauge side but is left proud on the field side top of the rail head This non compliance will not correct itself no matter how long the weld is left in the track and means that the weld cannot be tested on the field side top and will be failed as a peak weld This kind of peak is easily removed with further grinding There are four different types of dip that do not comply with the defect limits A dip resulting from the rails not being peaked enough prior to welding This can only be repaired by a replacement weld or a rail bending process A dip resulting from the rails not being peaked enough prior to welding but the weld metal Rail Corporation Issued August 2011 Chapter 5 Page 3 of 2 UNCONTROLLED WHEN PRINTED Version 3 3 RailCorp Engineering Manual Track Rail Defects and Testing TMC 224 has been left high to try
147. utlined in Section C10 3 When sizing zero probe defects always maintain the gain at normal scanning level 20 grass Sizing of VSH defects with a miniature 0 probe This sizing is carried out lengthwise along the side of the head with the edge of the probe in line with top of the head All sizing should be conducted at normal testing level ie grass at 1 5 screen height The length of the defect should be determined by marking the rail at the centre point of the probe when the indication has dropped to 50 screen height for the last time at the two testing extremities of the defect The distance between these marks at the two sizing extremities should be measured If a probe movement of 50 mm in length or more is obtained then the rail should be removed as a VSH S For larger defects refer to the defect limits in Section C4 6 If the space between separate defects is less that 100mm then the defects should be treated as one continuous defect If the space between defects is 100mm or more then the defects should be regarded as separate defects Note For the purpose of removal where there are multiple defects in a rail then the two extremities of a group of defects should be clearly marked on the rail Sizing of wire feed defects Removal criteria for a horizontal indication with a 0 probe is 25 mm probe movement in any sizing direction Removal criteria for a transverse indicator with a 70 probe is 25mm longitudinal probe movemen
148. welded to 60kg m rail so the crossing can be welded into track in the same way as current crossings see Figure 37 Leg ends made from 60kg m rail Solid monbloc manganese casting Leg ends made from 60kg m rail Figure 37 Monobloc Illustration The monobloc crossing has features that are different to conventional crossing designs Like other manganese components they cannot be ultrasonically tested Inspection requirements As with other crossings that cannot be ultrasonically tested monobloc crossings must be visually inspected Dye penetrant inspection can be used to provide additional information on the extent of cracks 1 Clean the crossing surfaces where necessary with a wire brush so they can be visually inspected 2 Use a hand mirror to inspect the underside parts where direct vision is limited e g underside of the rail head 3 Inspect the whole visible surface area of the monobloc crossing including the rail ends at either end of the crossing This includes areas not normally inspected such as the bottom of the flangeway and the aprons at either end Areas of particular interest also include longitudinal changes of section the foot area and around the flashbutt welds joining the monobloc to conventional rail See Figure 38 4 Ifa crack is seen as coming from behind a plate that can be removed be remove it to assess the extent of the crack If there are no visible cracks it is not necessary to remove plates
149. ys scan in both testing directions Scanning for Transverse Defects Make a scanning pass in both longitudinal testing directions along the full length of the rail to be tested slightly favouring the gauge corner side of the head Guidance Notes 1 Surface horizontal laminations such as occur at wheel burns battered crossing noses and squats can often give a similar display on the screen to a transverse defect Be careful to avoid confusing these surface wave reflections with a TD Scanning for Weld Defects With the probe pointing towards the weld make three adjacent longitudinal passes in both testing directions along the head Make the passes from at least 150 mm back from the weld through to just past the weld and cover the full width of the head Keep the probe should be parallel with the side of the head 3 If a potential defect is present in the head of the rail then a signal will travel along the screen as the probe is moved The testing window for this test is from 0 to 10 along the base line of the screen If an indication is present in the testing window then it should be sized using the Sizing Procedure in Chapter 10 to determine if a defect is present in the rail C8 2 3 Additional setting up procedure prior to assessing indications found in the lower part of the head when testing aluminothermic welds Note Due to head wear reflected signals from the overflow of the weld metal underneath the outer base of the head may disp

TMC 224 - Rail defects and testing

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