SIST EN 16729-3:2018
(Main)Railway applications - Infrastructure - Non-destructive testing on rails in track - Part 3: Requirements for identifying internal and surface rail defects
Railway applications - Infrastructure - Non-destructive testing on rails in track - Part 3: Requirements for identifying internal and surface rail defects
This part of this European Standard specifies the NDT methods used to detect internal and surface rail defects and the suitability of each method for the detection and evaluation of typical rail defects of rails installed in track.
This part of this European Standard does not specify the assessment criteria of rail defects and the derived actions.
This part of this European Standard applies only to rail profiles meeting the requirements of EN 13674-1.
Bahnanwendungen - Infrastruktur - Zerstörungsfreie Prüfung an Schienen im Gleis - Teil 3: Anforderungen zur Identifizierung von inneren Fehlern und Schienenoberflächenfehlern
Dieser Teil dieser Europäischen Norm legt die zerstörungsfreien Prüfverfahren zur Feststellung innerer Fehler und Schienenoberflächenfehler sowie die Eignung des jeweiligen Verfahrens für die Erkennung und Bewertung typischer Schienenfehler an Schienen im Gleis fest.
Dieser Teil dieser Europäischen Norm führt keine Bewertungskriterien für Schienenfehler oder die daraus abzuleitenden Maßnahmen an.
Dieser Teil dieser Europäischen Norm gilt nur für Schienenprofile, die den Anforderungen von EN 13674 1 entsprechen.
Application ferroviaires - Infrastructure - Contrôle non destructive sur des rails en voie - Partie 3 : Critères pour l'identification des défauts internes et des défauts de surfaces des rails
La présente partie de cette Norme européenne spécifie les méthodes d'essais non destructifs utilisées pour détecter les défauts internes et de surface des rails, ainsi que la pertinence de chaque méthode pour la détection et l'évaluation des défauts affectant couramment les rails en voie.
La présente partie de cette Norme européenne ne spécifie pas les critères d'évaluation des défauts de rails ni les actions effectuées en conséquence.
La présente partie de cette Norme européenne s'applique uniquement aux rails dont les profils répondent aux exigences de l'EN 13674 1.
Železniške naprave - Infrastruktura - Neporušitveno preskušanje na progi - 3. del: Zahteve za ugotavljanje notranjih in površinskih napak na progi
Ta del tega evropskega standarda določa metode neporušitvenega preskušanja (NDT), ki se uporabljajo za zaznavanje notranjih in površinskih napak na progi ter primernost vsake metode za zaznavanje in ocenjevanje običajnih napak na tirih, nameščenih na progi.
Ta del tega evropskega standarda ne določa kriterijev ocenjevanja napak na progi in izpeljanih dejanj.
Ta del tega evropskega standarda se uporablja le za profile tirnic, ki ustrezajo zahtevam standarda EN 13674-1.
General Information
Standards Content (Sample)
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Železniške naprave - Infrastruktura - Neporušitveno preskušanje na progi - 3. del: Zahteve za ugotavljanje notranjih in površinskih napak na progiBahnanwendungen - Infrastruktur - Zerstörungsfreie Prüfung an Schienen im Gleis - Teil 3: Anforderungen zur Identifizierung von inneren Fehlern und SchienenoberflächenfehlernApplication ferroviaires - Infrastructure - Contrôle non destructive sur des rails en voie - Partie 3 : Critères pour l'identification des défauts internes et des défauts de surfaces des railsRailway applications - Infrastructure - Non-destructive testing on rails in track - Part 3: Requirements for identifying internal and surface rail defects93.100Gradnja železnicConstruction of railways19.100Neporušitveno preskušanjeNon-destructive testingICS:Ta slovenski standard je istoveten z:EN 16729-3:2018SIST EN 16729-3:2018en,fr,de01-junij-2018SIST EN 16729-3:2018SLOVENSKI
STANDARD
SIST EN 16729-3:2018
EUROPEAN STANDARD NORME EUROPÉENNE EUROPÄISCHE NORM
EN 16729-3
April
t r s z ICS
{ uä s r r English Version
Railway applications æ Infrastructure æ Nonædestructive testing on rails in track æ Part
uã Requirements for identifying internal and surface rail defects Applications ferroviaires æ Infrastructure æ Essais non destructifs sur les rails de voie æ Partie
u ã Exigences pour l 5identification des défauts internes et de surface des rails
Bahnanwendungen æ Infrastruktur æ Teil
uã Anforderungen zur Identifizierung von inneren Fehlern und Schienenoberflächenfehlern This European Standard was approved by CEN on
t t January
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
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CEN-CENELEC Management Centre:
Rue de la Science 23,
B-1040 Brussels
9
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 x y t {æ uã t r s z ESIST EN 16729-3:2018
EN 16729-3:2018 (E) 2 Contents Page European foreword . 4 Introduction . 5 1 Scope . 6 2 Normative references . 6 3 Terms and definitions . 6 4 Symbols and abbreviations . 9 5 NDT Methods to detect internal and surface rail defects . 9 5.1 General . 9 5.2 Convention . 9 5.3 Visual testing – VT . 9 5.3.1 Description . 9 5.3.2 Test area . 10 5.3.3 Example applications . 10 5.4 Automatic visual testing – AVT . 10 5.4.1 Description . 10 5.4.2 Test area . 11 5.4.3 Example applications . 11 5.5 Ultrasonic testing – UT . 12 5.5.1 Description . 12 5.5.2 Test area . 12 5.5.3 Example applications . 13 5.6 Eddy current testing – ET . 13 5.6.1 Description . 13 5.6.2 Test area . 13 5.6.3 Example applications . 14 5.7 Magnetic particle testing – MT . 14 5.7.1 Description . 14 5.7.2 Test area . 15 5.7.3 Example applications . 15 5.8 Penetrant testing – PT . 15 5.8.1 Description . 15 5.8.2 Test area . 15 5.8.3 Example applications . 15 5.9 Guided Wave Testing – GWT . 15 5.9.1 Description . 15 5.9.2 Test area . 16 5.9.3 Example applications . 16 6 NDT detection of internal and surface rail defects . 17 6.1 General . 17 6.2 Squat . 20 6.3 Progressive transverse cracking . 22 6.4 Horizontal cracking . 24 6.5 Longitudinal vertical cracking (in the head of the rail) . 26 6.6 Rail head surface conditions . 29 SIST EN 16729-3:2018
EN 16729-3:2018 (E) 3 6.7 Head check on the gauge corner . 30 6.8 Corrosion . 33 Annex ZA (informative)
Relationship between this European Standard and the essential requirements of EU Directive 2008/57/EC aimed to be covered . 35 Bibliography . 37
SIST EN 16729-3:2018
EN 16729-3:2018 (E) 4 European foreword This document (EN 16729-3:2018) has been prepared by Technical Committee CEN/TC 256 “Railway applications”, the secretariat of which is held by DIN. This European Standard shall be given the status of a national standard, either by publication of an identical text or by endorsement, at the latest by October 2018, and conflicting national standards shall be withdrawn at the latest by October 2018. Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. CEN shall not be held responsible for identifying any or all such patent rights. This document has been prepared under a mandate given to CEN by the European Commission and the European Free Trade Association, and supports essential requirements of EU Directive 2008/57/EC. For relationship with EU Directive 2008/57/EC, see informative Annex ZA, which is an integral part of this document. This series of European Standards EN 16729 “Railway applications – Infrastructure – Non-destructive testing on rails in track” consists of the following parts: — Part 1: Requirements for ultrasonic inspection and evaluation principles; — Part 2: Eddy current testing of rails in track (in preparation); — Part 3: Requirements for identifying internal and surface rail defects; — Part 4: Qualification of personnel for non-destructive testing on rails (in preparation). According to the CEN-CENELEC Internal Regulations, the national standards organisations of the following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the United Kingdom. SIST EN 16729-3:2018
EN 16729-3:2018 (E) 5 Introduction This European Standard represents the actual state of the art of identifying surface and internal rail defects of rails in track applied by European railway companies. SIST EN 16729-3:2018
EN 16729-3:2018 (E) 6 1 Scope This part of this European Standard specifies the NDT methods used to detect internal and surface rail defects and the suitability of each method for the detection and evaluation of typical rail defects of rails installed in track. This part of this European Standard does not specify the assessment criteria of rail defects and the derived actions. This part of this European Standard applies only to rail profiles meeting the requirements of EN 13674-1. 2 Normative references The following documents are referred to in the text in such a way that some or all of their content constitutes requirements of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. EN 16729-1:2016, Railway applications - Infrastructure - Non-destructive testing on rails in track - Part 1: Requirements for ultrasonic inspection and evaluation principles 3 Terms and definitions For the purposes of this document, the following terms and definitions apply. ISO and IEC maintain terminological databases for use in standardization at the following addresses:
IEC Electropedia: available at http://www.electropedia.org/
ISO Online browsing platform: available at http://www.iso.org/obp 3.1 damaged rail rail which is neither cracked nor broken, but which has other defects 3.2 cracked area part of the rail with a localized discontinuity of material 3.3 broken rail rail which has separated into two or more pieces; or rail from which a piece of metal becomes detached from the rail head, with a gap of more than 50 mm in length and more than 10 mm in depth resulting in a running band less than 30 mm in width Note 1 to entry: See Figure 1 and Figure 2 for the first part of the definition, and Figure 3 for the second part. SIST EN 16729-3:2018
EN 16729-3:2018 (E) 7
Figure 1 — Broken rail
Key l visible horizontal length Figure 2 — Example of a broken rail with a gap at the rail end
Key a vertical depth l visible horizontal length c non cracked area Figure 3 — Example of a broken rail with a gap 3.4 rail surface defect defect which initiates on any of the surfaces of the rail 3.5 rail head surface defect defect which initiates on the running surface of the rail SIST EN 16729-3:2018
EN 16729-3:2018 (E) 8 3.6 rail internal defect defect which initiates from within the rail section but may grow to become visible on the rail surface 3.7 NDT Method discipline applying a physical principle in Non-Destructive Testing [SOURCE: EN 13938-5:2004-08, definition 3.2] EXAMPLE Ultrasonic testing. 3.8 wheel/rail interaction effect of rolling and sliding contact and direct forces from the vehicle wheels which can cause damage to the rail 3.9 environmental degradation damage to the rail caused by external environmental factors 3.10 vertical plane geometrical plane of the rail as defined in Figure 4
Key 1 vertical plane 2 transverse plane 3 horizontal plane Figure 4 — Geometrical planes of the rail SIST EN 16729-3:2018
EN 16729-3:2018 (E) 9 4 Symbols and abbreviations For the purposes of this document, the abbreviations in Table 1 apply. Table 1 — Abbreviations Abbreviation Abbreviated term AVT Automatic visual testing ET Eddy current testing GWT Guided wave testing lx Lux, the SI unit of illuminance MT Magnetic particle testing NDT Non-destructive testing PT Penetrant testing RCF Rolling contact fatigue UT Ultrasonic testing VT Visual testing 5 NDT Methods to detect internal and surface rail defects 5.1 General There is no single, universally applicable inspection method – all have advantages and disadvantages. It is therefore recommended that inspection systems be chosen and combined in order to ensure that certain defect types do not remain undetected. Each NDT method focuses on a specific area of the rail cross section and defect type. 5.2 Convention Transverse plane, vertical plane and horizontal plane are defined according to Figure 4. 5.3 Visual testing – VT 5.3.1 Description Visual testing of rails is a direct visual examination of the condition of a section of rail, specifically the surface of the rail head, to detect the presence of a defect, define and measure it. Visual Testing can be divided into two categories: — general visual testing; — detailed visual testing. General visual testing (for example walking the track) is used for detecting the presence of defects. In this case, the rail shall be illuminated, if necessary, with auxiliary lighting to attain a minimum of 160 lx and the distance between the viewing position and the rail surface may be more than 600 mm. SIST EN 16729-3:2018
EN 16729-3:2018 (E) 10 Detailed visual testing is used for defining and measuring defects (for example the assessment of RCF). In this case, if necessary, the rail shall be illuminated with auxiliary lighting to attain a minimum of 500 lx. The distance between the viewing position and the rail surface shall not be more than 600 mm with a viewing angle of not less than 30° from the rail surface. Consideration shall be given to the application of illumination to maximize the effectiveness of the test by: — using the optimum direction of light with respect to the viewing point; — avoiding glare; — optimizing the colour temperature of the light source; — using an illumination level compatible with the surface reflectivity. 5.3.2 Test area Visual testing is capable of inspecting the head, web and the upper surface of the rail foot for surface-breaking defects and damage. 5.3.3 Example applications Examples of fault conditions identified by visual testing are: — horizontal / vertical cracking; — corrosion; — squats; — wheel burns; — head checks; — shelling; — corrugation; — missing or damaged components associated with the rail (fish plates, insulated joints, chairs, clips, etc.) 5.4 Automatic visual testing – AVT 5.4.1 Description Automatic visual testing is used for rail inspection and automatic identification of rail surface defects. The operating principles are: — a specific, properly designed, illuminating system lights the rails to be inspected; — a digital camera provides relative images; — a processing device analyses the images in order to identify rail defects. See Figure 5 for an overview of the process of automatic visual testing. SIST EN 16729-3:2018
EN 16729-3:2018 (E) 11
Figure 5 — Principle of automatic visual inspection 5.4.2 Test area Machine Vision Systems for rail inspection and automatic identification are capable of inspecting the head, web and the upper surface of the rail foot for surface-breaking defects and damage. It is possible that the under head/web area is not examined due to line of sight depending upon the system used. 5.4.3 Example applications Examples of fault conditions identified by automatic visual inspection systems are: — horizontal/vertical cracking; — corrosion; — squats; — wheel burns; — head checks; — shelling; — corrugation; — missing or damaged components associated with the rail (for example fish plates, insulated joints, chairs, clips). SIST EN 16729-3:2018
EN 16729-3:2018 (E) 12 5.5 Ultrasonic testing – UT 5.5.1 Description The basic principles are defined in EN 16729-1:2016. 5.5.2 Test area The nature of the stress regime on railway rails is such that the vast majority of cracks and other flaws can be detected by ultrasound travelling at various angles between 0° and 70° to the vertical. The general directions are described as follows: — the first general direction is vertically downwards through the rail from the running surface to the bottom surface of the rail. This is usually known as the “Zero degree” inspection; — the second general direction is at approximately 40° to the transverse plane (in practice between 35° and 45°). This is usually known as the “bolt hole crack” inspection; — the third general direction is at 70° to the transverse plane which is optimized for the detection of cracks oriented at 20° to the vertical. This is usually known as the “Seventy degree” inspection. Other angles and transducer configurations may be used depending on contract requirements (for example 0° probe on the side of the head/web). Some of these configurations are shown in EN 16729-1:2016, Annex C.
Key 1 probe 2 UT test volume 3 probe angle Figure 6 — Example of test volume for UT angle probe SIST EN 16729-3:2018
EN 16729-3:2018 (E) 13 5.5.3 Example applications Inspections can be carried out using: — manual systems using individual hand-held transducers; — trolleys with multiple transducers mounted at different orientations which are usually pedestrian operated; — vehicle mounted equipment with multiple transducers mounted at different orientations; to enable detection and sizing of — transverse defects in the head and web of the rail; — bolt hole cracks; — longitudinal horizontal and vertical cracks; — rail height (for example local corrosion under the rail foot). 5.6 Eddy current testing – ET 5.6.1 Description Eddy current testing is based on electromagnetic induction and is used as a non-destructive testing method to detect inhomogeneity in metallic surfaces. The basic principle of eddy current testing is a coil system driven by alternating current. The coil generates an alternating magnetic field in the test object, which causes eddy currents due to the induction principle. These eddy currents produce an opposing secondary magnetic field. Inhomogeneity in the test object changes the secondary field and can be detected by the system. These changes of the eddy current signal by a surface defect are based on the reduction of the electrical conductivity. Generally the eddy current technique reacts to any irregularity of the steel-surface due to material changes. 5.6.2 Test area Only surface-breaking defects which are directly below the probe are detectable. The resolution and sensitivity of the test depends on the specification and characteristics of the probe (see Figure 7). SIST EN 16729-3:2018
EN 16729-3:2018 (E) 14
Key 1 probe 2 test area Figure 7 — Example of test area for ET probe 5.6.3 Example applications Examples for Eddy-current testing are: — detection and sizing Head Check; — detection of squats; — detection of cracks in machined rails. Inspections can be carried out using: — manual systems using individual hand-held transducers; — trolleys with multiple transducers which are usually pedestrian operated; — vehicle mounted equipment with multiple transducers; to enable detection and sizing of: — RCF cracks (Head Check); — cracks at cross section changes in machined rails (only detection). 5.7 Magnetic particle testing – MT 5.7.1 Description Magnetic particle inspection is a visual inspection method in which the material subjected to an inspection is magnetised either by induced magnetic field or electric current. Strong areas of flux leakage occur at the flaw sites. The component is covered in iron particles (commonly in the form of a magnetic ink). The iron particles will concentrate at the site of the flux leakage (flaw) providing a visible indication. SIST EN 16729-3:2018
EN 16729-3:2018 (E) 15 Iron particles can be either in dry powder form or suspended within a liquid and be visible or fluorescent. Depending upon which magnetic ink is used a contrast paint is applied (non-fluorescent), to provide a background against the visible black magnetic ink. 5.7.2 Test area MT is capable of detecting surface breaking flaws in non-porous and ferromagnetic materials. 5.7.3 Example applications Example applications for magnetic particle testing are: — testing of rail after removal of damaged material before weld repairing; — testing of machined rail following grinding; — follow up testing of defects detected using UT. 5.8 Penetrant testing – PT 5.8.1 Description Liquid (or dye) penetrant testing is a visual inspection method used for detecting surface-breaking flaws, such as cracks, laps and folds, on any non-porous material. Liquid (or dye) penetrant testing is a visual inspection which requires the inspected surface to be cleaned thoroughly. Brightly coloured or fluorescent penetrant is then applied liberally to the component surface and allowed to penetrate any surface-breaking cracks or cavities. After soaking for a specified period the excess liquid penetrant is removed from the surface and a developer applied. Developer is usually a dry white powder, which draws penetrant out of any cracks by reverse capillary action to produce indications on the surface. These (coloured) indications are broader than the actual flaw and are therefore more easily visible. 5.8.2 Test area PT is capable of detecting surface breaking flaws in non-porous materials. 5.8.3 Example applications Example applications for penetrant testing are: — testing of rail after removal of damaged material before weld repairing; — testing for defects after weld repair and grinding of the rail head; — testing for cracks in machined rails; — testing for cracks in manganese steel components; — testing of Tri-metallic welds. 5.9 Guided Wave Testing – GWT 5.9.1 Description Guided Wave Testing is a low frequency pulse-echo inspection method which utilizes waves which travel along the length of the rail and are sensitive to a wide variety of transverse rail defects. The basic principle of operation utilizes a static array of piezoelectric transducers which is temporarily dry coupled to the rail surface. Guided waves, which travel up to 30 m along the rail in both directions SIST EN 16729-3:2018
EN 16729-3:2018 (E) 16 from the transducer array, are transmitted and received in a pulse-echo configuration. This allows defects within the diagnostic range of the test to be detected, located and prioritized. 5.9.2 Test area Guided wave testing (GWT) (see Figure 8) differs from conventional ultrasonic inspection (UT) (see Figure 6) primarily in terms of the area of the rail section which is inspected. The guided wave modes which are used are sensitive to defects at any position within the rail cross section, including the areas of the foot and toe of the rail. The guided wave modes travel along the length of the rail so the method is able to remotely test sections of rail. This is particularly advantageous in areas with minor rail head irregularities (such as corrugation) or where the rail is partially inaccessible.
Key 1 set of probes 2 GWT test volume Figure 8 — Guided wave ultrasonic inspection 5.9.3 Example applications A particularly suitable application for GWT is for the detection of corrosion at the foot and toe sections of the rail. The most common situation where this type of defect occurs is within level crossings where the rail is inaccessible for visual inspection. Using GWT it is possible, in most cases, to inspect the rail through the crossing without suspending the road or rail traffic and without removing the roadway. SIST EN 16729-3:2018
EN 16729-3:2018 (E) 17 6 NDT detection of internal and surface rail defects 6.1 General The NDT methods described in Clause 5 are capable of detecting defects in rails. However, each method has strengths and weaknesses. All rail defects may be detected and assessed by a suitable NDT method. The NDT method used is selected depending on the type, size, and location of the defect to be detected. Access arrangements and speed of test shall be considered when designing the system to meet the operator's needs. The following sections summarize the suitability and performance of each NDT method for the detection and evaluation of each defect type. Table 2 correlates defects to code numbers based on situation, location and additional characteristics. Table 3 correlates defects to code numbers based on situation, welding method and additional characteristics. Table 4 shows some of the most relevant code numbers and their meaning referred to in this standard. Table 2 — Code numbers 1st digit Situation 2nd digit Location 3rd digit Pattern, nature 4th digit
1. Transverse
0. Full section 2. Horizontal
1. Rail head 3. Longitudinal vertical
3. Web 4. Corrosion
5. Foot 5. Passing through a hole
6. Not passing through a hole
1. Rail ends
9. Lap Additional characteristics and differentiations 2. Zone away from rail ends
0. Wear
1. Surface defects
2. Shelling
2. Surface of rail head 3. Crushing
4. Local batter
5. Wheel burns
7. Cracking and local subsidence of the running surface
8. other defects
SIST EN 16729-3:2018
EN 16729-3:2018 (E) 18 Table 3 — Code numbers 1st digit Situation 2nd digit Welding method 3rd digit Pattern, nature 4th digit
1. Electric flash-butt welding
2. aluminothermic welding 1. Transverse
3. Electric arc welding 2. Horizontal or shelling
4. Welding and resurfacing defects 4. Oxyacetylene (autogenous) welding 5. Wheel burns Additional characteristics and differentiations
5. Pressurized gas welding 7 Cracking and local subsidence of the running surfac
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