SIST EN 13231-5:2018

Railway applications - Track - Acceptance of works - Part 5: Procedures for rail reprofiling in plain line, switches, crossings and expansion devices

This document specifies the procedure for planning and execution of rail reprofiling work including description of rail surface defects. It concerns work in both plain lines and switches and crossings generally done with machines according to the EN 14033 series and EN 15746 series.
It applies to vignole railway rails of 46 kg/m and above according to EN 13674-1.

Bahnanwendungen - Oberbau - Abnahme von Arbeiten - Teil 5: Procedere zur Reprofilierung von Schienen in Gleisen, Weichen, Kreuzungen und Schienenauszügen

Dieses Dokument legt das Vorgehen für die Planung und Durchführung von Schienen-Reprofilierungsarbeiten fest, einschließlich der Beschreibung von Schienenoberflächenfehlern. Betroffen sind sowohl Arbeiten auf freier Strecke, als auch an Weichen und Kreuzungen, üblicherweise ausgeführt mit Maschinen nach den Normenreihen EN 14033 und EN 15746.
Die Norm gilt für Vignole-Schienen von 46 kg/m oder mehr nach EN 13674-1.

Applications ferroviaires - Voie - Réception des travaux - Partie 5 : Procédure pour le reprofilage de rails en voie courante, en appareil de voie et en appareil de dilatation

Le présent document spécifie les procédures de planification et de réalisation des travaux de reprofilage de rail, description des défauts de surface du rail comprise. Elle concerne à la fois les travaux en voie courante et dans les appareils de voie, généralement réalisés à l'aide de machines conformes à la série EN 14033 et à la série EN 15746.
Elle s'applique aux rails Vignole de masse supérieure ou égale à 46 kg/m conformes à l'EN 13674-1.

Železniške naprave - Zgornji ustroj - Prevzem del - 5. del: Postopki za reprofiliranje tirov na odprti progi, stikal, prehodov in razširjevalnih naprav

Ta evropski standard opisuje postopek za pregled, načrtovanje in izvedbo del reprofiliranja tirov, vključno z opisom površinskih napak na progi. To zadeva dela na odprtih progah, stikalih in prehodih, ki jih običajno izvajajo naprave v skladu s skupinama standardov EN 14033 in EN 15746.
Uporablja se za Vignolove tirnice z maso 46 kg/m in večjo v skladu s standardom EN 13674-1.

General Information

• Status: Published
• Public Enquiry End Date: 21-Dec-2016
• Publication Date: 20-Aug-2018
• ICS: 45.080 - Rails and railway components
• ICS: 93.100 - Construction of railways
• Technical Committee: IŽNP - Reilway applications
• Current Stage: 6060 - National Implementation/Publication (Adopted Project)
• Start Date: 26-Jul-2018
• Due Date: 30-Sep-2018
• Completion Date: 21-Aug-2018
• Directive: 2016/797/EU - Directive (EU) 2016/797 of the European Parliament and of the Council of 11 May 2016 on the interoperability of the rail system within the European Union (Text with EEA relevance)
• Mandate: M/024 - Mandate to CEN/CENELEC/ETSI for programming and standardization in the field of railway equipment
• Mandate: M/483 - Mandate for programming and standardisation addressed to the European standardisation bodies under directive 2008/57/EC in the field of the interoperability of the rail system within the European Union
• Ref Project: EN 13231-5:2018 - Railway applications - Track - Acceptance of works - Part 5: Procedures for rail reprofiling in plain line, switches, crossings and expansion devices

Standards Content (Sample)

2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Železniške naprave - Zgornji ustroj - Prevzem del - 5. del: Postopki za reprofiliranje tirov na odprti progi, stikal, prehodov in razširjevalnih napravBahnanwendungen - Oberbau - Abnahme von Arbeiten - Teil 5: Procedere zur Reprofilierung von Schienen in Gleisen, Weichen, Kreuzungen und SchienenauszügenApplications ferroviaires - Voie - Réception des travaux - Partie 5 : Procédure pour le reprofilage de rails en voie courante, en appareil de voie et en appareil de dilatationRailway applications - Track - Acceptance of works - Part 5: Procedures for rail reprofiling in plain line, switches, crossings and expansion devices93.100Gradnja železnicConstruction of railways45.080Rails and railway componentsICS:Ta slovenski standard je istoveten z:EN 13231-5:2018SIST EN 13231-5:2018en,fr,de01-september-2018SIST EN 13231-5:2018SLOVENSKI
STANDARD
EUROPEAN STANDARD NORME EUROPÉENNE EUROPÄISCHE NORM
EN 13231-5
June
t r s z ICS
{ uä s r r English Version
Railway applications æ Track æ Acceptance of works æ Part
wã Procedures for rail reprofiling in plain lineá switchesá crossings and expansion devices Applications ferroviaires æ Voie æ Réception des travaux æ Partie
w ã Procédures pour le reprofilage de rails en voie couranteá en appareil de voie et en appareil de dilatation
Bahnanwendungen æ Oberbau æ Abnahme von Arbeiten æ Teil
wã Prozedere zur SchienenæReprofilierung in Gleisená Weichená Kreuzungen und SchienenauszügenThis European Standard was approved by CEN on
z February
t r s zä
egulations which stipulate the conditions for giving this European Standard the status of a national standard without any alterationä Upætoædate lists and bibliographical references concerning such national standards may be obtained on application to the CENæCENELEC Management Centre or to any CEN memberä
translation under the responsibility of a CEN member into its own language and notified to the CENæCENELEC Management Centre has the same status as the official versionsä
CEN members are the national standards bodies of Austriaá Belgiumá Bulgariaá Croatiaá Cyprusá Czech Republicá Denmarká Estoniaá Finlandá Former Yugoslav Republic of Macedoniaá Franceá Germanyá Greeceá Hungaryá Icelandá Irelandá Italyá Latviaá Lithuaniaá Luxembourgá Maltaá Netherlandsá Norwayá Polandá Portugalá Romaniaá Serbiaá Slovakiaá Sloveniaá Spainá Swedená Switzerlandá Turkey and United Kingdomä
EUROPEAN COMMITTEE FOR STANDARDIZATION COMITÉ EUROPÉEN DE NORMALISATION EUROPÄISCHES KOMITEE FÜR NORMUNG
CEN-CENELEC Management Centre:
Rue de la Science 23,
B-1040 Brussels
t r s z CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Membersä Refä Noä EN
s u t u sæ wã t r s z ESIST EN 13231-5:2018

Programming of reprofiling work . 24 A.1 General reprofiling programme . 24 A.1.1 General . 24 A.1.2 Reprofiling applications . 24 A.1.3 Selection of machine type . 25 SIST EN 13231-5:2018

Reprofile methods . 27 B.1 General . 27 B.2 Rotating grinding . 27 B.2.1 Principle of work . 27 B.2.2 Performance . 28 B.2.3 Results . 28 B.2.4 Application . 28 B.3 Milling . 29 B.3.1 Principle of work . 29 B.3.2 Performance . 29 B.3.3 Results . 30 B.3.4 Application . 30 B.4 Oscillating grinding . 30 B.4.1 Principle of work . 30 B.4.2 Performance . 31 B.4.3 Results . 31 B.4.4 Application . 31 B.5 Planing . 31 B.5.1 Principle of work . 31 B.5.2 Performance . 32 B.5.3 Results . 32 B.5.4 Application . 32 B.6 High speed grinding . 32 B.6.1 Principle of work . 32 B.6.2 Performance . 33 B.6.3 Results . 33 B.6.4 Application . 34 Annex C (informative)
A reprofiling strategy . 35 C.1 General . 35 C.2 Specific reprofiling strategy. 35 C.3 Moving from corrective to preventive reprofiling . 35 Annex ZA (informative)
Relationship between this European Standard and the Essential Requirements of EU Directive 2008/57/EC aimed to be covered. 37 Bibliography . 39
IEC Electropedia: available at http://www.electropedia.org/
ISO Online browsing platform: available at http://www.iso.org/obp
3.1 anti–head check profile AHC Profile rail head profile with a geometry to prevent and reduce head checking 3.2 rolling contact fatigue RCF rail damage caused by the complex stresses that are characteristic of rail wheel contact 3.3 head checking HC small parallel cracks on the rail head near or on the gauge corner 3.4 Belgrospi network of cracks developing on the rail head of track with speed greater than 160 km/h affected by short pitch corrugation 3.5 squat rolling contact fatigue defect whose main characteristics are a blackish patch on rail head, a lateral flow of steel and a collapsed and widened rolling band SIST EN 13231-5:2018

Figure 1 — Head check 5.2.2 Belgrospi A network of cracks may develop on rail of track speed greater than 160 km/h affected by short pitch corrugation (see Figure 2). The cracks appear at short pitch corrugation with a depth of 0,03 mm. If not removed in time they may grow and develop into squats (see 5.2.3).
Figure 2 — Belgrospi SIST EN 13231-5:2018

Figure 3 — Squat 5.2.4 Flaking (Gauge corner cracking) Flaking is a surface condition consisting of the gouging of metal on the rail head. It is indicated by small chipping and cavities (see Figure 4). It is a progressive horizontal separation on the running surface of rail near the gauge corner with scaling or chipping of small slivers. Flaking should not be confused with shelling as the flaking takes place only on the running surface usually near the gauge corner of the rail and is not as deep as shelling. SIST EN 13231-5:2018

Figure 4 — Flaking 5.2.5 Spalling Spalling (also known as snake skin) appears as a network of cracks on the rail head (see Figure 5) commonly on the low rail of a curve. The cracks are parallel and linked by transverse cracks. The spalling may result in loss of material or in rail delamination.
Figure 5 — Spalling SIST EN 13231-5:2018

Figure 6 — Flattened transverse profile 5.3.2 Side cutting Side cutting occurs on high rails in small radius curves due to wheel flanges contacting the rail (see Figure 7).
Figure 7 — Side cutting SIST EN 13231-5:2018

Figure 8 — Lipping 5.4 Periodical defects in longitudinal profiles 5.4.1 Short pitch corrugation Short pitch corrugation is characterized by quasi-periodic irregularities on the running surface (see Figure 9). The irregularities appear as a sequence of bright ridges and dark hollows. The pitch generally varies between 10 mm and 100 mm (see Figure 10). The short pitch corrugation is typically encountered in straight track on both rails and in large radius curves on the high (outside) rail. SIST EN 13231-5:2018

Figure 9 — Short pitch corrugation
Key X length in metres Y amplitude in millimetres Figure 10 — Short pitch corrugation - Graph for example 5.4.2 Short wave corrugation Short wave corrugation is characterized by a series of depressions in the running surface which appear as a sequence of bright ridges and hollows (see Figure 11). The pitch may vary between 30 mm and 300 mm (see Figure 12). Short wave corrugation is typically encountered in curves on the low rail. SIST EN 13231-5:2018

Figure 11 — Short wave corrugation
Key X length in metres Y amplitude in millimetres Figure 12 — Short wave corrugation - Graph for example SIST EN 13231-5:2018

Figure 13 — Long wave corrugation
Key X length in metres Y amplitude in millimetres Figure 14 — Long wave corrugation - Graph for example SIST EN 13231-5:2018

Figure 15 — Imprints 5.5.3 Wheel burns Wheel-burns (see Figure 16) occur in zones where trains start to move, e.g. at signals. They may occur in clusters. SIST EN 13231-5:2018

Figure 16 — Wheel burns 6 Reprofiling procedure 6.1 Inspection Rail maintenance policy requires knowledge of the track condition therefore regular inspection is necessary. Such inspection provides information regarding the transverse profile, the longitudinal profile and rail surface defects. Inspection can be undertaken by machine integrated, or manually operated devices and by visual inspection. 6.2 Intervention thresholds 6.2.1 Longitudinal profile Measurement of the magnitude of corrugation (amplitude and wavelength) permits more precise identification of the track segments that require reprofiling and more effective planning of the necessary interventions and track access requirements. The intervention threshold should be set according to Table 1 and Table 2. Beyond these values noise levels increase with growing corrugation depth and dynamic forces and track vibrations start to damage the ballast structure. Some specific types of defect (e.g. Belgrospi) require a lower intervention threshold of 0,03 mm. The intervention values for short wave corrugation in short radius curves are chosen between 0,1 mm to 0,3 mm by some Infrastructure Managers (IM) dependent on the rate of track deterioration. Intervention thresholds given below reflect practice in use on European networks for economic reasons. As the longitudinal profile is not normally considered to be safety critical the values are not mandatory. SIST EN 13231-5:2018

80 Short pitch corrugation 10 to 100 0,10 0,20 80 < v
120 0,07 0,15 120 < v
160 0,05 0,10 v > 160 0,02 0,04 v
80 Short wave corrugation 30 to 300 0,20 0,30 v > 80 0,10 0,20 urban rail v
120 0,35 0,7 v > 160 Long wave corrugation 300 to 1 000 0,40 0,50 NOTE Wavelength ranges for intervention thresholds are different from wavelength ranges for acceptance criteria for rail reprofiling work due to different reprofiling and measurement technologies. 6.2.2 Transverse profile The transverse profile is not generally a criterion for programming of rail reprofiling work. However it plays an important role in the development of rail surface defects such as corrugation and rolling contact fatigue due to the wheel/rail contact. The recommended thresholds for planning and execution can be found in Table 2. Table 2 — Thresholds for transverse profile, applies only for radii > 5 000 m and straight track Track speed km/h Maximal radial deviation from target profile (mean value over 100 m) Threshold for planning mm Threshold for execution mm v
120 no requirement 120 < v
160 + 0,7 + 1,3 v > 160 + 0,5 + 0,7
6.2.3 Rolling Contact Fatigue (RCF) 6.2.3.1 Introduction In addition to material wear, the service life of rails is often limited by Rolling Contact Fatigue. RCF, the most common rail degradation mechanism, is a form of rail damage caused by the complex stresses that are characteristic of rail wheel contact. RCF, whether manifested as Head Check (see Figure 1), Belgrospi (see Figure 2), Squats (see Figure 3), Flaking (see Figure 4) or Spalling (see Figure 5) is an SIST EN 13231-5:2018

160 km/h) or 1/3 000 (v > 160 km/h). 6.3.1.2 Corrugation removal Any wave-like defects need to be completely removed therefore the required metal removal is at least the peak-to-peak value measured before reprofiling plus 0,1 mm. For practical reasons verification of sufficient metal removal may be based on the values given in EN 13231-3 and EN 13231-4 for acceptance of rail rectification work. 6.3.1.3 RCF removal For cyclic preventive or cyclic corrective rail rectification fixed metal removal rates should be specified by the Infrastructure Managers (IMs) based on experience or recordings. A rail reprofiling strategy requiring metal removal rates of up to 0,6 mm at the critical gauge area and a maximum of 0,2 mm in the centre of the rail head may be programmed. The metal removal rate in the centre of the rail head shall be at least 0,1 mm. Maximum values may be considered by the Infrastructure Manager (IM) to limit artificial wear caused by rail reprofiling. RCF reduction or elimination respectively may be verified by recording systems (usually based on eddy-current technology). As head checks (and fatigue cracks in general) are not uniform either in shape or depth it may be difficult to specify complete or partial crack removal in absolute terms (maximum remaining damage depth) or relative terms (percentage of length affected by head checks after reprofiling), similar to geometric tolerances and percentage of exceedances. The acceptance criteria shall be established through co-operation between the Infrastructure Manager (IM) and the contractor before the work commences. 6.3.2 Target profile 6.3.2.1 General Standard target profiles are usually applied when reprofiling rails. These profiles are normally identical to the as-rolled profiles. For special applications different target profiles are in use such as profiles to reduce lateral wear of high rails in sharp curves and gauge widening profiles to change the equivalent conicity. In order to control RCF in head check sensitive areas the use of an AHC profile is recommended. SIST EN 13231-5:2018

Key 1 low rail 2 high rail 3 contact band on low wheel 4 contact band on high wheel Figure 17 — Wear reducing profile Inserting plug rails requires special attention with regard to the transition zone. 6.3.2.3 Gauge widening profile Gauge widening profiles may be applied where the actual gauge width is below the specified value. In this case the nominal profile is shifted towards the field side by the desired value (e.g. 2,5 mm at each rail to achieve a 5 mm gauge widening). The transition from the original profile towards the new one shall be made by a 70° inclined facet at the gauge side (see Figure 18). SIST EN 13231-5:2018

Key 1 70° inclined facet 2 gauge point 14 mm under rail head 3 maximum gauge widening point (2,5 mm at gauge point 14 mm under rail head) Figure 18 — Gauge widening profile 6.3.2.4 AHC profile AHC profiles, appropriate for the track, rail grade and traffic characteristics of the particular network, should be used to control the initiation and growth of RCF cracks located close to the gauge corner of high rail in curves. An AHC profile providing a minimum of 0,3 mm gauge corner relief is recommended as such a profile delays the initiation of head checks. This value may vary depending on the reprofiling cycle (e.g. influenced by HC growth rate and/or available machine capacity). Production tolerances of ± 0,3 mm with respect to the chosen AHC target profile should be specified. 6.4 Execution of work The rail reprofiling specification (and any supporting procedures) shall be supplied by the Infrastructure Manager (IM). The contractor is responsible for the execution of the reprofiling work applying the procedures specified by the Infrastructure Managers (IM). More details are given in Annex A. The acceptance of the work is described in EN 13231-3 and EN 13231-4. SIST EN 13231-5:2018

Programming of reprofiling work A.1 General reprofiling programme A.1.1 General The basic steps for establishing a reprofiling programme are: — selecting the sites to be reprofiled (depending on gross tonnage, defect severity, intervention thresholds, existing reprofiling plans and location); — estimating track occupation time at each site; — determining a schedule (allowing for any access difficulties). The remaining service life of the rail (based on head dimension limits) should be considered when determining a reprofiling programme. A.1.2 Reprofiling applications A.1.2.1 Initial reprofiling Rails in new lines should be processed before commencing operation. Rails should be processed as soon as possible after re-railing (preferably within six months). A.1.2.2 Preventive versus corrective reprofiling Heavy corrective work occupies machine capacity for longer periods during which other rails may develop defects, whereas strategically planned cyclic work can cover considerably longer track sections under normal conditions. Preventive measures should therefore have priority. After correcting the more serious defects the rails should be maintained by a preventive regime. This maximizes the technical and economic effects of rail maintenance. It has been shown by major Infrastructure Managers (IMs) that preventive maintenance is usually more cost effective than corrective maintenance. Historically corrective reprofiling was given the highest priority. It concentrated on problematic areas often dispersed geographically. As the stabling points for the reprofiling machines are located at considerable distances (sometimes over 10 km) from worksites, the rep
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