IMPORTANT PRAMETERS OF USFD TESTING OF RAILS ...

IMPORTANT PRAMETERS OF USFD TESTING OF

RAILS & WELDS

CAMTECH/2019-20/C/USFD

Maharajpur, Gwalior-474005

FOREWORD

Ultra Sonic Flaw Detection (USFD) technique is widely used

on Indian Railways for detecting flaws in rails/welds for safety

consideration of the track.

This Pocketbook mainly focuses on Duties of SSE/JE/USFD,

Frequency of USFD testing, Codification, calibration &

sensitivity setting of machine, defect classification and action

to be taken during USFD testing of Rails & Welds, for

ensuring reliable testing and optimum output of machines.

It is expected that the handbook prepared by CAMTECH will

be quite helpful to the engineering personnel engaged in

testing of rails and welds on Indian Railways.

CAMTECH, Gwalior (Jitendra Singh)

---- January, 2020 PED/CAMTECH

PREFACE

To ensure safety in Indian Railways, routine test of rails and

welds by ultrasonic testing procedures are carried out at the

prescribed frequency as per USFD Manual (Revised 2012),

RDSO.

This Pocketbook is prepared to provide at a glance knowledge

of important parameters required for result oriented USFD

Testing to the field staff engaged in USFD testing of Rails &

Welds.

We welcome any suggestions from our readers for further

improvement.

CAMTECH, Gwalior (D.K. Gupta)

28, January, 2020 Joint Director/Civil

INDEX

S.No. Description Page

No.

1. Scope 01

2. Essential requirements for result oriented

USFD testing

01

3. Duties of SSE/JE (USFD) 01

4. Precautions to be taken by the Operator for

Testing / DOs & DON’Ts Of USFD Testing

02

5. Probes used on Trolley for Through testing

of Rails & Welds

06

6. Test Free Period 07

7. Frequency of testing of Rails and Welds 09

8. Defect Classification 11

9. Action to be taken after Detection of defects 13

10. Codification of Rail & Weld defects 17

11. Limitations of Ultrasonic Flaw Detection of

Rails

21

12. Calibration & Sensitivity of Machines ( for

Rails & welds Testing) (Annexure-IA &B)

23

13. Rail Defects (Annexure-II) 26

14. Weld Defects (AT+FBW) (Annexure-III) 31

15. In-Service USFD Testing of SEJ, Tongue

rail of point & crossing, CMS crossing &

Loop Lines. (Annexure-IVA&B)

34

CAMTECH/2019-20/C/USFD 1

Important Parameters of USFD Testing of Rails & Welds Jan.-2020

1. Scope: - Rails & Welds are tested in routine in accordance

with USFD Manual (Revised-2012) to ensure safety.

Scope of this Pocketbook is to act as a ready reckoner to

provide at a glance various important parameters to the

staff working in field to ease out their day to day problem

to ensure uninterrupted & flow less working.

2. Essential requirements for result oriented USFD

testing: -

i. A preliminary knowledge of Rails to be tested.

ii. An efficient and properly trained USFD Team having

basic knowledge of ultrasonic testing.

iii. All requisite equipments and accessories needed for

successful rail testing.

iv. A quick decision making for interpretation of results

obtained during testing.

3. Duties of SSE/JE (USFD): In order to improve quality

of working of USFD testing team and to achieve

optimum output with accuracy, the duties of

SSE/JE(USFD) shall be as under: -

i. Safety: A flagman should be deputed with Red/Green

H.S. Flag and Thunder whistle with adequate no. of

detonators for ensuring safety of man & machine. He

shall walk 01 OHE mast ahead of the USFD tester

during testing. Direction of testing shall be opposite to

the direction of traffic.

ii. Sensitivity (Gain) Setting/Calibration &

Characteristics: Sensitivity (Gain) setting should be

checked Once in 3 days, Calibration once in a week &



Characteristics once in a month as per USFD Manual

(Revised-2012).

iii. Couplant (Water): A continuous water layer should be

watched between the top table of rail and probe. Also,

no water bubble or any foreign particle shall be present

in water tank, which may cause discontinuity in the flow

of water.

iv. Probe: The physical condition of probe shall be checked

visually before start of the day’s work. It should not be

broken or worn out. During working, the probe should

not be misaligned or in lifted position.

v. Flaw confirmation: Any flaw (either old or new)

detected by outsourcing machine shall be confirmed by

SSE/JE(USFD) before marking on the rails/welds. Also

‘A’ scan should be recorded during testing and copy

taken out and annexed with the testing report.

vi. Marking of flaw: Marking of flaw on the rails/welds and

action to be taken after detection of defects should be in

accordance to Table-4(a) & (b) of this pocketbook. On

detection of any IMR/IMRW, SSE/JE(USFD) shall

impose 30 Kmph or stricter SR and also communicate to

sectional SSE/JE (P.way).

4. Precautions to be taken by the Operator for Testing:

Before undertaking the USFD testing of rails and welds,

the operator has to take the following necessary

precautions so as to get the reliable results.

a) Before testing Check the battery condition before start of work. Only

fully charged battery is to be used during testing.



Check proper functioning of all controls of electronic

unit i.e. depth range, gain, reject etc.

Check proper functioning of trolley and probes.

Check junction box, water outlet, probe cable contact and ensure smooth movement of trolley wheels.

Maintain proper gap between probing face and probe shoe (0.2 mm). Check with the help of a feeler gauge.

Check probe alignment by keeping the rail tester on the

rail.

Calibrate the instrument weekly.

Set the equipment for proper sensitivity.

b) During testing Maintain proper alignment of all probes during testing,

otherwise false echoes may appear.

Ensure adequate supply of water for coupling.

Check proper functioning of 700 probes by touching the probe bottom with fingers. Noise pattern should appear

on the screen.

Lift the machine at crossings/change of rail table height

at joints to protect the probes.

Mark the locations found defective as per classification.

c) After testing Maintain proper record of testing, observations, echo

pattern and echo amplitude of defects in the register in

the following format. The details should be

supplemented with A-scan recorded during testing.

Charge the battery after every day’s work.



DOs & DON’Ts OF USFD TESTING:

Dos:

Sensitivity to be set at temperature close to the range of

actual testing temperature, or else flaws may remain

undetected during the USFD testing.

Ensure Ultrasonic equipment’s characteristics checking at

least once in a month.

The characteristics of the equipment are:

i) Linearity of time base.

ii) Linearity of amplification.

iii) Penetrative power.

iv) Resolving power.

v) Probe index.

vi) Beam angle.

Check the dead zone of the unit & probes.

Look out for the back echo corresponding to normal

probes throughout testing.

There must not to be much difference between testing rail

temperature and ambient temperature as these would be a

reduction in velocity as the temperature increases resulting

in beam angle increase. The sensitivity of machine is

inversely proportional to temperature increase.

After sensitivity setting the machine should be locked i.e.

parameters of the equipment should not be changed. Since

IMR & OBS classification will depend on oscillograph

pattern at a particular sensitivity setting. If altered, then it

will lead to wrong classification.



Do testing in some temperature at which sensitivity set as

any flaw IMR/OBS in low temperature may not show flaw

in high temperature.

Only matching probes are to be used when procurement is

done and it should be from original equipment

manufacturer or approved firm.

While testing on single line and ‘D’ marked rails on

double/multiple line section, additional gain of 10dB is to

be employed for C/F & C/B probes.

Don’ts:

Don’t use discharged battery.

USFD testing should not be done after sunset and before

sunrise and bad weather when the visibility is poor.

Don’t overuse BNC connector as it will lead to loose

connection.

Don’t use the spares from local market or

unauthorized/firms.

Don’t alter sensitivity setting during testing.

Don’t use sensitivity setting of rail testing for weld testing

and vice versa.

Don’t use co-axial wires longer than 2m.

Don’t do weld testing without scraped and cleaned surface

in flange or head (GF or NGF).

Don’t use DRT for through Testing of Rails where sharper

curves in Pts & Xings as well as Fish Plated zones.

Testing at these locations should be by SRT only.



5. Probes used on Trolley for Through testing of Rail &

Weld. Table-1(a)

Probe

type Frequency

No. of probes

Functions of Probe

SRT DRT

Normal/00 4 MHz One One +

One

Used for detecting

horizontal defects situated in head,

web or foot of rail and also bolt hole

cracks.

700 centre Forward &

Backward)

2 MHz Two Two +

Two

Used for detecting

defects (Transverse fissure or kidney

fracture) in rail

head.

700 gauge

face

Forward &

Backward)

2 MHz Two Two +

Two

Used for detecting

Kidney defects

originating from gauge face side in

rail head.

700 non-

gauge face

Forward & Backward)

2 MHz Two Two +

Two

Used for detecting

transverse flaws originating from

non-gauge face side

in rail head.



Probes used for Hand Testing of AT welds: - Table-1(b)

Probe type Frequency No. of

probes Functions of Probe

Normal/00 2 MHz One It may be noted that

during hand testing of welds, normal

probe used is 2 MHz

frequency to compensate the

enhanced losses due

to larger gain size of weld as compared to

rail. A side looking

probe is the one in which the crystal is

rotated by 200 in

horizontal plane.

700 2 MHz Two

450 2 MHz Two

700 SL(Side

looking) 2 MHz

Two

(One pair)

45o Test rig (Tandem

scanning)

2 MHz Two

Calibration & Sensitivity of Machines for Rail & weld

testing is described in Annexure-IA & IB of this

Pocketbook.

6. Test Free Period: -

When Rails are initially tested in manufacturing plant -

15% of service life in GMT (For rails rolled in April

1999 and later, the test free period shall be 25% instead

of 15%).



When Rails are not tested in Manufacturing plant – the

test free period shall not be applicable and the rail

testing shall be done at the periodicity given in Table

3(a) right from the day of its laying in field.

The rails having sectional weight and grade equal to or

higher than 52Kg/90UTS shall be ultrasonically tested

covering gauge face and non-gauge face corner of rail

head on passage of every 40GMT traffic during test free

period.

Table-2 Gauge Rail

Section

Assessed GMT

service life for 72

UTS rails

confirming to

RDSO standard

specifications

Serial No. T-12-96

Assessed GMT

service life for 90 UTS

rails confirming to

RDSO standard

specifications Serial

No. T-12-96

B.G. 60 KG 550 800

52 KG 350 525

90 R 250 375

M.G. 75 R 150 -

60 R 125 -



7. Frequency of testing of rails and welds:

Frequency of testing for all BG (rail head centre and gauge

face corner) and MG routes is given as under: For other

sections Chief Engineer of the Railway may adopt a frequency

at his discretion.” Table-3(a)

Route Routes

having

GMT

Testing frequency

Once in

Sections where

BOXNHL

wagons are

running, testing

frequency Once

in

All MG

routes

< 2.5 5 years 5 years

2.5– 5.0 3 years 3 years

> 5 2 years 2 years

All BG routes

≤ 5 2 years 12 months

> 5 ≤ 8 12 months 9 months





> 40 ≤ 60 2 months 1.5 months

> 60 ≤ 80 1.5 months 1.5 months

> 80 1 month 1 month



Digital double Rail Tester is to be used for testing of ‘D’

marked rails at reduced interval to be decided by Chief

Track Engineer of Zonal Railway.”

The frequency of testing of AT welds shall be as under: o Table-3(b)

S. No

Type of Welds

Type of Testing

Testing Schedule

1.

Conventional AT Weld

Periodic Tests

Every 40 GMT or 5 years whichever is earlier

2.

SKV Weld

Acceptance Test

Immediately after welding

3. First Periodic Test

1 year

4. Further tests

based on route

GMT months

Routes having GMT

Frequency

5. > 80 01 year

6. > 60 ≤ 80 1.5 years

7. > 45 ≤ 60 02 years

8. > 30 ≤ 45 03 years

9. >15 ≤ 30 04 years

10. 0 - 15 05 years

In case of welds on major bridges & bridge approaches

(100m either side) and in tunnels & on tunnel approaches

(100m either side), the minimum frequency of testing shall

be once in a year.



Due to unusually high weld failure or other abnormal

development in some sections, Chief Engineer may order

testing of welds early, as per need.

The testing interval of USFD testing of defective AT

welds should be reduced by 50% of normal testing interval

of AT welds to avoid fractures of defective welds.

8. Defect classification: -

When defect signal by a particular probe are received, the

flaws are marked and classified as per the height and the

spread of the signal as given in Annexure-II& III of this

pocketbook. Annexure-II for details the flaw classification

for rails and Annexure-III for AT (Alumino Thermic)/FB

(Flash butt)/GP (Gas pressure) welds. Broadly, the defects

are classified during the through testing as below:

i. IMR & IMR(W) – IMR stands for ‘Immediate

Removal’. These are large size defects requiring urgent

action including removal of the defective rail/weld

from the track within certain period. The suffix ’W’ is

for defect in weld. Any defect in rail within heat

affected zone (HAZ) of weld (i.e. 50 mm for old AT

weld and 75mm for new AT weld from the centre of

weld on either side of weld) is also treated as a weld

defect.

ii. OBS & OBS(W) – OBS stands for keeping under

‘Observation’. These are small size defects which

require action other than removal – generally to be kept

under observation and supported by an ordinary/joggled

fish plate.



iii. DFWO & DFWR – during the hand testing of AT

welds, defective welds are classified as DFWO &

DFWR depending on the severity of the defects.

iv. Change of defect classification as per the severity of the

location in the track also. Such as:

(a) An OBS defect in a normal track location may be

classified as IMR if existing on the approach of

bridge (100m either side) or a tunnel (100m either

side) or in the vicinity of fish plated joint. (b) Defect at any location which is detected by two or

more probes and are considered to be classified as

OBS/OBSW based on peak pattern of individual

probe, should be classified as IMR/IMRW. (c) In case two or more OBS/OBSW defects are located

within a distance of 4.0 metre from each other, such

OBS/OBSW defects shall be classified as

IMR/IMRW.

(d) More than one DFWO defect in one weld shall be

classified as DFWR.



9. Action to be taken after Detection of defects:

Following action shall be taken in respect of defective

rails & welds: Table-4(a)

S.

N.

Classificat

ion

Painting

on both

faces of

web

Action to be

taken

Interim action

1. IMR

IMRW

Three

cross

with red paint

The flawed

portion

should be replaced by a

sound tested

rail piece of not less than

5.5m length

(in case of fish plated

track) & 4m

(in case of welded track)

within 3 days

of detection.

SE/JE(P.Way)/

USFD shall

impose speed restriction of 30

Kmph or stricter

immediately and to be

continued till

flawed rail/weld is replaced. He

should

communicate to sectional

SE/JE(P.Way)

about the flaw location who

shall ensure that

clamped joggled fish

plate is

provided within 24 hrs.

2. OBS

OBSW

One

cross with

red paint

Rail/weld to

be provided with clamped

joggled fish

SE/JE(P.Way)/

USFD to advise sectional

SE/JE(P. Way)



plate within 3 days. SE/JE

/USFD to

specifically record the

observations of the

location in his

register in subsequent

rounds of

testing.

within 24 hrs about the flaw

location.

Keyman to watch during

daily patrolling till it is joggled

fish plated.

Table-4(b)

S.

N.

Classificatio

n

Painting

on both

faces of

weld (In

head)

Action to

be taken

Interim action

1. Defective

weld

‘DFWO/DFW

R’ with 00 / 2MHz,

700/ 2MHz,

450/ 2 MHz or7002MHz

SL probe,450/

2 MHz Tandem Rig

In case of

DFWO,

one circle

with red paint.

In case of

DFWR, two cross

with red

paint.

Modified as per A & C Slip

No. 04 of September, 2018

(i) In case of DFWO weld,

following action will be taken:

a) SSE/JE (P.Way)/USFD shall

impose speed restriction of 30 kmph or stricter

immediately and

communicate to sectional SSE/JE about the flaw

location, who shall ensure the following :

b) Protection of defective weld

by joggled fish plates using



minimum two tight clamps immediately with a speed

restriction of 30 kmph.

Speed restriction can be relaxed to normal after

protection of DFWO weld by joggled fish plates with 2

far end tight bolts (one on

each side) with champhering of holes,

within 3 days. The joint is

to be kept under observation.

ii) In case of DFWR following

action will be taken: a) SSE/JE (P.Way) USFD shall

impose speed restriction of

30kmph or stricter immediately and

communicate to sectional

SSE/JE about the flaw location who shall ensure

the following:-

b) Protection of DFWR weld by joggled fish plates using

minimum two tight clamps

immediately. SR of 30 Kmph can be relaxed to

normal after providing

joggled fish plates with two

far end tight bolts one on

each side with champhering

of holes. The DFWR weld shall be replaced within



three months of detection. Adequate traffic block

should be granted for

removal of DFWR welds. In case of non-removal

within three months, a speed restriction of 75

kmph for loaded goods train

and 100 kmph for passenger train should be imposed.

iii) In case of defective weld

(DFWO/DFWR) on major bridges & bridge

approaches (100m either

side) and in tunnels & on tunnel approaches (100m

either side), following

action will be taken: a) SE/JE (P.Way)/USFD shall

impose speed restriction of

30kmph or stricter immediately and to be

continued till defective

weld is replaced. He should communicate to sectional

SE/JE (P.Way) about the

flaw location who shall ensure the following:-

b) Protection of defective weld

using joggled fish plate

within 24 hrs.

c) The defective weld shall be

replaced within 3 days of detection.



10. Codification of Rail & Weld defects:

The Alphanumeric system of codification of rail failures

as per UIC system has been adopted by Indian Railways

for reporting rail failures. The code for reporting rail

failures consists of two parts viz first – Alphabetic,

consisting of three code letters and second numeric,

consisting of three or four digits.

(a) First Part – Alphabetic codes a. Table-5(a)

1st letter 2nd letter 3rd letter

Type of rail Reason for

withdrawal

Probable cause of failure

O- Plain rail

X- Points &

Crossings rail

F- Fractured

C- Cracked

D- Defect other than

F&C

R- Inherent in rail

S- Fault of rolling stock

C- Excessive corrosion J- Badly maintained joint

M- Other Maintenance

Conditions D- Derailment (failure

developed later)

W- Associated with welding O- Other causes

(b) Second Part – Numeric codes Table-5(b)

1st digit 2nd digit 3rd digit 4th digit

Location & characteristics

Origin/Type Of welding

(i) For internal defects in welding

shows direction: if

2nd digit 1,3,5.

Further details

1.Within

fishplate limit

0- Unknown

1.within head

1. Transverse

2. Horizontal

1. At rail seat

2. Not at rail



3. Vertical

longitudinal

seat 1. Top fillet

2. Bottom

fillet

3. Not at fillet

radius

2.Other

location

2. Surface of

rail head

3. In web

5. In foot

5. Diagonal at hole

8. Diagonal not at

hole

ii) For surface

defects it shows

nature of defects if

second digit 2,3,5.

0. Corrugation

1. Shallow surface

defect

2. Breaking out

3. Crushing

continuous

4. Battering local

5. Wheel burns 9. Lap, seam, roll

mark

1. Short pitch

2. Long corner 1.Running

surface

2.Guage

corner

1. Isolated

2 .Repeated

3.Damage

done

0

1 Brushing or

arcing

2 Incorrect

machining drilling

or flame cutting

4.Associated

with welding

Type of

welding

1. Flash butt 2. Thermit

Direction of

fracture

1. Transverse 2. Horizontal



3. Electric arc joint

4. Oxy-

acytylene joint

7. Building up

8. Traction

bond

5. Diagonal at hole

8. Diagonal not at

hole

5.Corrosion 0 0

On the basis of the system of classification, a list of the failure

code group to be followed is given as under, along with the

meaning of the codes.

Table-5(c)

Within fish-

plate

limits

Elsewhere

on rail

Description

100

111

112

113

1211

1212

1221

1222

123

124

-

200

211

212

213

2211

2212

2221

2222

223

224

2251

Transverse breakage without apparent origin (i.e. sudden fracture)

Internal flaw in head, transverse

breakage.

Internal flaw in head, horizontal

crack.

Internal flaw in head, vertical longitudinal split.

Head, surface, shallow surface defect

(flaking) Head, surface, shallow surface defect

(line).

Head, surface, breaking out running surface (scabbing)

Head, surface, breaking out, gauge

corner (shelling) Head, surface crushing or battering

Head, surface local batter

Head, surface, wheel burn isolated



- 1321

1322

1323

133

135

-

139 1511

1512

153

301 302

411

421

422

431

441

471

472

2252 2321

2322

2323

233

235

238

239 2511

2512

253

- -

-

-

-

-

-

-

-

Head surface, wheel burn repeated Web, horizontal cracks, at top fillet

radius

Web, horizontal crack, at bottom fillet radius

Web, horizontal crack, not at fillet radius

Web, vertical longitudinal splitting

(pipe) Web, cracks at hole

Web, diagonal cracks not at hole.

Web, lap. Foot, transverse break at rail seat.

Foot transverse break starting away

from rail seat. Foot vertical longitudinal split (half-

moon crack)

Damage to rail by brushing or arcing. Damage to rail by bad machining,

drilling or flame cutting

Welding,flashbutt joint, transverse crack

Welding, thermit joint, transverse

crack Welding, thermit joint, horizontal

crack.

Welding, electric arc joint, transverse crack

Welding oxyacetylene joint transverse

crack

Welding, building up transverse

cracking of head across the built up

portion. Welding, building up, built up part



481

500

-

-

breaks away. Welding, traction bond welding crack,

at weld

Corrosion.

11. Limitations of Ultrasonic Flaw Detection of Rails:

1. To detect the defect efficiently, ultrasonic beam is to

be directed towards the flaw perpendicularly.

2. A flaw located at less than 5mm distance from gauge

face side or non-gauge face side cannot be detected

by present arrangement of probes.

3. Severe pipe in the rail may give indication of flaw

echo by 0° probe, but in case of hairline or fine

central shrinkage (pipe), negligible drop occurring in

bottom signal may remain unnoticed by the USFD

operator.

4. For detection of bolt hole cracks, 37o probes are

ideal. This is because the cracks emanating from bolt

holes are generally oblique and propagate in the zig-

zag manner. At present SRT/DRT machines are not

provided with 37o probe due to limitation of number

of channels. These cracks are detectable by 0o since

they obstruct the path of sound wave and lead to

drop/loss of back wall echo. But such cracks may not

be detected in initial stage of their development.

5. If sensitivity of the machine is poor or battery gets

discharged the operator may miss the flaw signal.

6. The ultrasonic probes used in the rail testers have a

frequency of 4MHz (longitudinal wave) and 2MHz



(transverse waves). Therefore, cracks lesser than

0.8mm size cannot be detected by the present

arrangement.

7. Rails having rust, pitting, hogging, battering of rail

end, misalignment of joints, scabs, wheel burns and

other surface imperfections restrict proper acoustic

coupling between probe and rail table and may not

permit detection of flaws. Under such circumstances

hand probing may be done.

8. In the event of dimensional variations in the gauge

and also at sharp curves it is possible that the probes

are not properly contacting the rail surface while

testing with Double Rail Tester.



12. Calibration & Sensitivity of Machines:

i. For Rail testing: - IIW (International Institute of Welding) V1 Block is used as a standard steel block for calibration of USFD

equipment.

Annexure-IA

S.No. Type of Probe Type of Wave Range Calibration Sensitivity

1 0o 4 MHz Double crystal probe Longitudinal wave 300 mm for rail tester having multiplexure / 200 mm for

multichannel rail tester.

The back wall echo will be adjusted by gain control of USFD tester to 100% of

full screen height and the same shall be

taken as reference echo.

2 70o 2 MHz

Single crystal

probe

Center forward &

Center backward

Shear wave

300 mm for rail tester having multiplexure or 165 mm SW for

multichannel unit

Flaw echo from 12 mm hole (Std. rail

test piece) horizontally across the rail

at 25 mm depth is to be set at 60% of

full screen height.

3 Gauge Face and Non-

gauge Face Corner

(Forward and

backward)

Flaw echo from 5 mm Flat bottom hole

(on Std. rail test piece) from the rail

end surface is to be set at 60% of full

screen height.

4 45o 2 MHz Single crystal (Test rig)

(Used for locations having scabs/wheel

burns)

Shear wave Machine shall be calibrated for

165 mm range for shear wave in the same manner as for 70o probe

The test rig shall be placed at 20 mm

below rail table on the side of rail head. Peak obtained in receiver probe

shall be adjusted to full scale height.



ii. For AT Weld testing: - IIW (International Institute of Welding) V1 Block is used as a standard steel block for calibration of

USFD equipment.

Annexure-IB


1 0o 2 MHz Double crystal probe Longitudinal wave The equipment is calibrated for 300 /200 mm Longitudinal wave

for 0° Double Crystal probe

Reflection from 3mm dia hole on head of standard AT welded rail test piece is

to be set to 60% of full screen height.

2 70o 2 MHz Single

crystal probe

Head scanning

Shear wave

The equipment is calibrated for

165 mm shear wave.

Reflection from 3mm dia hole on head

of standard AT welded rail test piece is

to be set to 60% of full screen height.

3 Flange testing Move the probe towards 3mm dia hole

in the middle of flange of AT weld and

set the reflection to 60% of the full

screen height.

4 45o 2 MHz Single

crystal

AT weld foot

scanning

Shear wave

The equipment is calibrated for

275 mm shear wave.

Place probe at a distance equal to the

ht. of the rail. While moving probe 20

mm on either side to pick up half-moon

crack in the central region of weld

reinforcement. The signal so obtained shall be adjusted to 60% of full screen

height.

5 Tandem probe

scanning

Place the tandem rig on the rail head & Adjust the height of reflected beam

received by receiver probe to 100% of

full screen height.




6 70o 2 MHz Side Looking (SL) probe Shear wave The equipment is calibrated for

165 mm shear wave.

Place the 70oside looking probes on the

upper zone of the flange at a distance

of 85 mm on either side of flange. Move the probes slowly in slight

zigzag manner

towards the weld up to a distance of 20 mm from weld collar. Set the signal

obtained from simulated half-moon

defect to 60% of full screen height



13. For Rail Defects: Annexure-II

S. No. Probe used Nature of defect Oscillogram pattern Classification

1.

Normal

probe 4 MHz (sensitivity set with

respect to

100% back wall signal

height from

rail bottom)

(A) Within fish plated area -

(i) Any horizontal defect in head web or foot of length equal to distance between rail end and

first bolt hole and connected with the rail

head.

No back echo before or after appearance of bolt hole echo with Flaw echo with or without multiples

OR

Drop in back echo before or after appearance of bolt hole echo with flaw echo with or without multiple

IMR

(ii) Any horizontal defect connecting both bolt

holes

No back echo between bolt hole echo. Flaw echo

with or without multiples. IMR

(iii) Any defect originating from bolt holes and progressing at an angle towards head-web

junction or web-foot junction.

No back echo before or after appearance of bolt hole echo with or without flaw echo

IMR

(B) Outside fish plated area -

(a) Any horizontal defect progressing at an angle in vertical plane in the rail at the

following locations in the track:

(i) In tunnel & on tunnel approaches (100m either side)

(ii) On major bridges & bridge approaches

(100m either side) (iii) In the vicinity of holes near the weld (50

mm for old AT weld and 75mm for new

AT weld from the centre of weld on either side of weld)

No back echo with flaw echo (shifting/without shifting) for any horizontal length

OR

No back echo and no flaw echo

IMR

(b) Any horizontal defect progressing at an

angle in vertical plane in the rail at track locations other than (a) above.

No back echo with flaw echo (shifting/without

shifting) for horizontal length ≥ 20mm IMR

No back echo with or without shifting flaw echo for horizontal length< 20 mm

OBS

(C) Vertical longitudinal split (piping) In case of partial/complete loss of back echo, side

probing shall be carried out with 0o probe, if any flaw echo with/ without multiples is observed (in

any length)

IMR



S.No. Probe used Nature of defect Oscillogram pattern Classification

2. 70o 2MHz

Centre Probe (Sensitivity

Set with 12

mm dia. Standard hole

in rail head

25mm

from rail top)

For non ‘D’

marked rails on double

/multiple line

sections

(A) Any transverse defect in the rail head at the

following locations in the track (i) In tunnel & on tunnel approaches (100m

either side)

(ii) On major bridges & bridge approaches (100m either side)

(iii) In the vicinity of holes near the weld (50

mm for old AT weld and 75mm for new

AT weld from the centre of weld on either

side of weld)

(B) Any transverse defect in the rail head at

track locations other than A) above.



S. No. Probe used Nature of defect

Oscillogram pattern Classification

3. 70o 2MHz(Centre)

Probe (sensitivity set with12mm

dia.Standard hole

at rail head 5mmfrom rail top

and with

additional

gain of 10dB

thereon).

For all single line sections and ‘D’

marked rails on

double /multiple line sections



either side)



mm for old AT weld and 75mm for new AT

weld from the centre of weld on either side

of weld)

(B) Any transverse defect in the rail head at

track locations other A) above.





4. 70o probes Gauge

Face & Non-gauge

Face Side

(Sensitivity set on 5mmFBH)

(A) Any transverse defect in the rail head on

gauge face side/Non-gauge Face at the following locations in the track

(i) In tunnel & on tunnel approaches (100m

either side) (ii) On major bridges & bridge approaches

(100m either side)


mm for old AT weld and 75mm for new AT

weld from the centre of weld on either side

of weld)

B) Any transverse defect in the rail head on

gauge face/ Non-gauge Face side at track

locations other than A) above





5.

45o probes mounted in

test-rig (sensitivity set to

100% with respect to reflection signal received

from opposite face of rail

head)

(A) Any transverse defect in the rail head, with

scabs/wheel burn on top surface, at the


either side)



mm for old AT weld and 75mm for new AT weld from the centre of weld on either side

of weld)

Loss of signal height equal to or

more than 20% of full scale height.

IMR

(B) Any transverse defect in the rail head with scabs/wheel burn on top surface at track

locations other than (A) above.

Loss of signal height equal to or more than 80% of full scale height.

IMR

Loss of signal height equal to or

more than 20% but less than 80% of full scale height

OBS



14. Weld defects(AT+FBW): Annexure-III

S. No. Probe used Nature of defect Oscillogram pattern Classification

1

Normal probe 4MHz

(sensitivity set with

respect to 100% back wall signal height From

rail bottom)

(A) Any horizontal defect progressing at an

angle in vertical plane in the rail at the

following locations in the track: (i) In tunnel & on tunnel approaches (100m

either side)



mm for old AT weld and 75mm for new AT weld from the centre of weld on either side

of weld)

No back echo with flaw echo

(shifting or without shifting) IMRW

(B) Any horizontal defect progressing transversely in the rail at track locations

other than (A) above

No back echo with flaw echo (shifting or without shifting)

OBSW

2

70o 2MHz Centre probe

(Sensitivity set with 12mm dia.Standard hole

at rail head 25mm from

rail top)



either side)

(ii) On major bridges &bridge approaches (100meither side)

(iii) In the vicinity of holes near the weld (50mm

for old AT weld and75mm for new AT weld from the centre of weld on either side of

weld)



S.No. Probe used Nature of defect Oscillogram pattern Classification

(B) Any transverse defect in the rail at track

locations other than (A) above

3 70o probes Gauge Face & Non-gauge Face side

Probe (Sensitivity set on

5mm FBH)

(A) Any transverse defect in the rail head on gauge face/ Non-gauge Face side at the

following locations in the track:

(i) In tunnel & on tunnel approaches (100m either side)

(ii)On major bridges &bridge approaches

(100meither side) (iii) In the vicinity of holes near the weld (50mm

for old AT weld and75mm for new AT weld

from the centre of weld on either side of weld)



(B) Any transverse defect in the rail head on gauge face/ Non-gauge Face side at track

locations other than (A) above

Any sweeping signal on horizontal baseline that does not extend beyond 2.5 divisions from the left edge of the screen or vice versa

shall be recorded as Gauge Corner Cracking (GCC) and not as OBS.

CAMTECH/2019/C/USFD 34


15. In-Service USFD Testing of SEJs. Annexure-IVA

S.No. Item Description Parameters Defect classification Action Taken

1 SEJ Testing shall be same as that for

normal track as stipulated in chapter-6 of USFD Manual

(Revised-2012).

Any flaw peak of amplitude higher

than 20% of full screen height shall be classified as IMR.

Should be as per clause 11.10 of

the Draft USFD Test procedure of Stock Rail and Tongue Rail of

SEJ/ISEJ.

2 Tongue rail of SEJ Testing shall be done Once in a year Any flaw signal obtained by

70°probe of 20% vertical height of screen or more shall be classified as

IMR.

Should be as per clause 11.10 of

the Draft USFD Test procedure of Stock Rail and Tongue Rail of

SEJ/ISEJ.

In-Service USFD Testing of T/Rail of Point & Crossing. Annexure-IVB

S.No. Item Description Parameters Defect classification Action Taken

1 Zone-1: Where full

width of Rail head is

available

Shall be covered in normal

rail testing as stipulated in

chapter-6 of USFD Manual

(Revised-2012) on need based concept.

Testing shall be same as that for

normal track.

As per provisions given in

Items of 1(A), 2(A), 3 (A)

and 4(A) Annexure-II of this

pocketbook.

SE/JE (P.Way)/USFD

shall impose speed

restriction of 30

Kmph or stricter

immediately and to be

continued till flawed

tongue rail is replaced

which should be done

within 3 days of

detection

2 Zone-2: Up to width of

rail head of points and

crossings, where 700

probe of 20 mm crystal

size can be suitably

placed over it

This part of tongue rail

shall be tested manually

using 70°/2 MHz, Single crystal probe having

crystal size 20 dia. or

20x20 mm square crystal

On main lines and all passenger

carrying running lines, shall be

done at least once in six months

on 'A' route and once in a year on

all other routes.

As per provisions given in

Items of 2(A), 3 (A)

Annexure-II of this pocketbook.

3 Zone-3: Rest portion of

tongue rail of points

and crossing

Very thin portion of the

tongue rail .

This part of the tongue rail shall

be examined visually

- -

CMS Crossing: USFD testing is not applicable on CMS crossing. However, it should be closely observed by Keyman during his daily patrol for any

crack/chipping.

Loop Lines: USFD testing of all passenger carrying running loop lines shall be done at a frequency of once in six month on ‘A’ route and on all other routes

once in a year with GMT ≥ 5 and once in two year with GMT < 5.



NOTES



REFERENCES

1. Manual for Ultrasonic Testing of Rails and Welds

(Revised – 2012), RDSO & their Correction slips

from 1 to 4.

2. Draft- Procedure for USFD testing of SEJ/Improved

SEJ dated 07.2018.

3. PCE Circular-127 of NCR dated 17.08.2011.

4. Handbook of USFD testing of rails & welds by SER.

5. ED/Civil engg./Railway Board’s letter regarding

Testing with enhanced frequency on route running

BOXNHL wagons.

6. CTE/NCR’s letter Duties of SSE/JE/USFD.

7. HB on BASIC CONCEPT OF ULTRASONIC TESTING OF

RAILS by CAMTECH.



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DISCLAIMER

The document prepared by CAMTECH is meant for the dissemination of the knowledge/ information mentioned herein to the field staff of Indian Railways. The contents of this Pocketbook/booklet are only for guidance. Most of the data & information contained herein in the form of numerical values are indicative and based on codes and tests/trials conducted by various agencies generally believed to be reliable. While reasonable care and effort has been taken to ensure that information given is at the time believed to be fare and correct and opinion based thereupon are reasonable. Due to very nature of research it cannot be represented that it is accurate or complete and it should not be relied upon as such. The reader/user is supposed to refer the relevant codes/ manuals available on the subject before actual implementation in the field.



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If you have any suggestion & comments, please write to us:

Contact person : Joint Director (Civil), Postal Address : Indian Railway Centre for Advanced Maintenance Technology, Maharajpur, Gwalior (M.P.)

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