Hkkjr ljdkj

jsy ea=ky;
GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS

jsyksa ,oa oSYMksa ds ijkJO; ijh{k.k gsrq fu;ekoyh

MANUAL FOR ULTRASONIC TESTING OF RAILS
AND WELDS

la’kksf/kr&2022
Revised-2022

vuqla/kku vfHkdYi ,oa ekud laxBu

y[kuÅ&226011
Research Designs & Standards Organisation, Lucknow-226011
ii
 Hkkjr ljdkj
jsy ea=ky;
GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS

jsyksa ,oa oSYMksa ds ijkJO; ijh{k.k gsrq

fu;ekoyh
MANUAL FOR ULTRASONIC TESTING OF
RAILS AND WELDS

la’kksf/kr&2022
Revised-2022

vuqla/kku vfHkdYi ,oa ekud laxBu

y[kuÅ&226011
Research Designs & Standards Organisation, Lucknow-226011

iii
iv
 PREAMBLE

Ultrasonic testing of rails was introduced over Indian Railways during early 60s. From a
humble beginning, this technique has graduated itself to an extent that today it is one of the most
powerful tools of preventive maintenance of the permanent way. During the last 60 years of its
existence, a large number of testing procedures, specifications, guidelines and criteria have been
issued from time to time based on the experience gained. In the meantime, the scope of testing
has been extended to Alumino Thermic (AT), Flash Butt (FB), Gas Pressure (GP) welded joint,
SEJs and Points and Crossings.

The advent of fracture mechanics concept coupled with state of the art steel making
technology has thrown open a new dimension in the periodicity of ultrasonic examination. The
rate of crack propagation and fracture toughness characteristics of rails can be experimentally
found which determine the critical crack size.

Based on the above knowledge and experience, it was considered necessary to assimilate
the entire information on ultrasonic examination of rails and present in the form of a manual so as
to guide the ultrasonic personnel in testing, interpretation and decision-making. Accordingly, the
first edition of the USFD Manual was prepared and issued during 1998. Subsequently, revisions
were issued in 2006 and 2012 in view of the experience gained in the field of USFD testing and
maintenance practices. In the recent part, USFD tesing machines having state of the art B-Scan
digital technology with testing capability of 9 probes/channels per rail have been introduced on
Indian Railways and since use of digital B-Scan USFD testing machine has been made mandatory
on Group ‘A’ routes of Indian Railways, the USFD Manual also required to be updated so
incorporate the sensitivity setting procedure for digital USFD tesing machines and other
modifications. Provisions for Ultrasonic testing of Rails at Manufacturer’s works (Chapter-2) and
Ultrasonic testing of rails by SPURT CAR (Chapter-12) have been deleted/ modified to avoid
duplicity as detailed provisions have been incorporated and issued in separate relevant
specifications e.g. IRST-12-2009(Indian Railway Standard Specification for flat bottom Rails-
2009 with updated correction Slips) and IRST-52-2020 (lndian Railway Standard Specification
for Ultrasonic Testing of Rails/Welds using Vehicular Systems Revised - 2020 with updated
correction Slips). This revised edition is therefore prepared incorporating all the amendments and
revisions. The provisions made are mandatory for all ultrasonic personnel and supersede all
previous instructions in case they happen to be contradictory to the instructions contained in this
manual. This revised version of the manual incorporates Correction Slip No. 1 to 6 to USFD
Manual (2012).

v
vi
 LIST OF CHAPTERS

S.No. Description Page No.

1 Rail defects and their codification 1
2 Ultrasonic testing of rails at manufacturer’s works (Deleted) 8
3 Ultrasonic rail testing equipment and accessories 9
Calibration, Sensitivity setting, Maintenance of machines and
4 12
functions of Probes
Procedure to be followed by USFD operators for undertaking
5 20
ultrasonic testing of rails
6 Need based concept in periodic USFD testing of rails and welds 22
7 Limitations of ultrasonic flaw detection of rails 26
Procedure for ultrasonic testing of Alumino-thermic welded rail
8 29
joints
9 Ultrasonic testing of flash butt and gas pressure welded joints 40
Ultrasonic testing of rails required for fabrication of points &
10 44
crossings
Ultrasonic testing technique of worn out point and splice rails
11 47
prior to reconditioning by welding and switch expansion joint
12 Ultrasonic testing of rails by SPURT Car (Deleted) 52
13 Reporting and analysis of Rail/Weld failures 53

vii
 LIST OF ANNEXURES

Annexure No. Description Page No.

Annexure I Sketch showing details of standard test piece for ultrasonic testing of 54
symmetrical rail section (Deleted)

Annexure IA Sketch showing details of standard test piece for ultrasonic testing of 55
asymmetrical rail section (Deleted)

Annexure II A Classification of Rail defects for Need Based concept of USFD 56

Annexure II B Classification of Weld defects for Need Based concept of USFD 61

Annexure III Proforma for reporting Rail/ Weld replacement or removal on 64

detection by USFD

Annexure IV Details required for Rail/Weld failure analysis 68

Annexure V Check list of ultrasonic testing of Rail/Welds 72

Annexure VI Master register for defects detected and Rail fractures 74

Annexure VII Master register for defects detected and Weld fractures 75

Annexure VIII Inspection of rail tester and work of PWI/ (USFD) 76

viii
 LIST OF FIGURES

Fig no. Description Page no.

Fig. 1 Arrangement of probes for testing of new rails in steel plants 78
(Deleted)
Fig. 2A Area covered by Normal (00 )probe 79
0
Fig. 2B Area covered by 70 probe 80
Fig. 2C Area covered by 700, 2MHz probe (Testing for AT weld flange) 81
0
Fig. 2D Area covered by 70 probes in various Gauge face corner defect 82
detection equipment
Fig. 2E Area Covered by 370 probe (For bolt hole cracks) 83
Fig. 2F Bolt Hole without crack (370 probe) 84
0
Fig. 2G Bolt Hole with crack in upper half (37 probe, Type 135,235) 85
Fig. 2H Undetectable star cracks (370 probe) having rail gap joint 86
0
Fig. 2I Rail having artificial defect for sensitivity setting by 37 probe 87
Fig. 3 Sensitivity setting block for 700 2 MHz (Centre,gauge face & Non 88
gauge face) probes
Fig. 4 Standard rail with artificial flaws for checking of performance of 89
rail testers
Fig. 5 Rail without flaw (00) probe 90
Fig. 6 Longitudinal horizontal split in head region (type 112, 212, 00 91
probe)
Fig. 7 Longitudinal Horizontal split in head web junction (type 1321- 92
0
2321, 0 Probe)
Fig. 8 Vertical longitudinal split in head (type 113, 213, 00 probe) 93
Fig. 9 Side probing of rail head , without flaw 94
0
Fig. 10 Vertical Longitudinal split in head (0 side probing) 95
Fig. 11 Vertical longitudinal split in web (type 133, 233, 00 probe) 96
Fig. 12 Side probing of rail web without defect 97
Fig. 13 Vertical longitudinal split in the web 00 side probing 98
0
Fig. 14 Segregation (0 probe ) 99
Fig. 15 Bolt hole without crack (00 probe ). 100
Fig. 16 Bolt hole with crack (type 135, 235, 00 probe ) 101
Fig. 17 Transverse defect (type 111, 211, 700 2MHz, forward probe). 102
0
Fig. 18 Transverse defect (type 111, 211, 70 2MHz, backward probe). 103
Fig. 19 Undetectable star cracks (00 probe) 104
Fig.20(a) Standard AT welded rail piece with artificial flaws for sensitivity 105
setting of ultrasonic equipment to examine AT welds.
Fig.20(b) Standard AT welded rail piece with artificial flaws for sensitivity 106
setting of ultrasonic equipment to examine 75mm wide gap AT
welds
Fig.21(a) Sketch showing the location of flange of rail for ultrasonic testing 107
with 700, 2MHz angle probe
Fig.21(b) Testing of bottom flange of A.T. welds using 700 and 450 Probes. 108
Fig.22(a) Standard AT welded rail test piece (Half moon crack) 109
Fig.22(b) Sensitivity setting using 450 tendem probe 110
0
Fig.22(c) AT weld testing using 45 tendem probe. 110
Fig.23 Probe position for testing of Half moon crack with 45o probe 111

ix
Fig no. Description Page
no.
Fig.24(a) Position of 450 angle probes and beam path for various flaw
locations when examining the head of G.P & F.B.welds. 112
Fig.24(b) Position of 700 angle probe and beam path for various flaw 113
locations when examining the web and flange of G.P & F.B.welds
Fig. 25 Standard test rail piece for testing of rails before manufacturing of 114
points and crossings.
Fig.26 (a) Testing procedure for points and splice rails for 1 in 12 crossing 115
BG 52 Kg.
Fig.26 (b) Standard test piece (SEJ/ISEJ Stock Rail) showing beam direction 116
of angle probes for sensitivity setting for 60kg rail section
Fig.26 (c) Standard test piece (SEJ/ISEJ Stock Rail) showing beam direction 117
of angle probes for sensitivity setting for 52kg rail section
Fig.27 Detail of probes used for testing of rails and welds 118
Fig.28 Sensitivity setting/Testing with 450 probe using Test Rig (for 119
locations having scabs/wheel burns.)
Fig.29 Sensitivity setting block & ultrasonic scaning of tongue rail of SEJ. 120
(Rail in Plan) (Deleted)
Fig.30 Typical signal pattern of bunch of moving signals for AT welds 121
Fig.31 to 56 Typical rail defects. 122 -135

x
 CHAPTER 1

RAIL DEFECTS AND THEIR CODIFICATION

1.0 Rail is the most important and critical component of the permanent way. Most common
cause of rail failure is the fatigue fracture, which is due to imperfections present in the
material or due to crack formation during service. Thus successful performance of rails is
based on their resistance to crack initiation and crack propagation. It is therefore essential
to identify and classify the defects in rails and in turn initiate corrective action. A brief on
nature of defects, their causes and classification is presented below.

1.1 Causes of defects:

The origin and development of such cracks is due to:

1.1.1 Material defects originating during the manufacturing process such as clusters of
non-metallic inclusions, hydrogen flakes, rolling marks, guide marks etc. which
may be present in spite of successful non-destructive tests carried out on the rails
during quality assurance examination.
1.1.2 Residual stresses induced during manufacture (cooling, rolling, gas pressing and
straightening).
1.1.3 Defects due to incorrect handling e.g. plastic deformation, scoring, denting, etc.
1.1.4 Defects associated with faulty welding i.e. gas pores, lack of fusion, inclusions,
cracks etc.
1.1.5 Dynamic stresses caused by vertical and lateral loads particularly by vehicles with
wheel flats or when the vehicle runs over poorly maintained rail joints etc.
1.1.6 Excessive thermal stresses due to variation in rail temperature beyond specified
limits.
1.2 Defect location:
In order to study the fractures in rail systematically, they may be divided into the following
categories based on their location of occurrence in the rail length:
(a) Defects emanating from the rail end or reaching the end of the rail.
(b) Defects observed within fish-plated zone.
(c) Defects not covered in (a) and (b).
1.2.1 Nature of defects in rails:
a. Horizontal crack in head:
These cracks run usually parallel to the rail table at a depth of 10-20 mm and may
finally split the material layer. Crushing of the railhead may also be observed in the
vicinity of the crack. Clusters of non-metallic inclusions and abnormal vertical
service stresses are the factors responsible for this defect. USFD can easily detect
such flaws.
b. Vertical-longitudinal split in head:
These cracks run parallel to the longitudinal axis of the rail and are caused by
presence of non-metallic inclusions, poor maintenance of joints and high dynamic

1
 stresses. It cannot be easily detected in early stages by USFD due to their
unfavourable orientation.
c. Horizontal crack at head web junction:
Such flaws may lead to rail head separation. Contributory causes are wheel flats,
bad fish-plated joint, inclusions and high residual stresses. USFD is sensitive to
such defects and can easily detect them.
d. Horizontal crack at web-foot junction:
Such cracks develop both towards head and foot. They are caused by high vertical
and lateral dynamic loads, scoring and high residual stresses. USFD can easily
detect these flaws.
e. Vertical longitudinal splitting of the web:
It is primarily due to heavy accumulation of non-metallic inclusions and wheel flats.
USFD conducted from rail top can detect it only if the defect is severe and in an
advanced stage. Vertical longitudinal defects of minor nature are not amenable to
USFD examination conducted from rail top. Probing from railhead sides can detect
such defects for which hand probing may be essential.

f. Bolt hole crack: Such cracks often run diagonally and may run towards head or
the foot. They result from inadequately maintained joints and unchamfered fish bolt
holes and stress concentration. USFD (370 probe) can easily detect these cracks.
Normal probes provide indication as diminished back wall echo.

g. Transverse fracture without apparent origin:

These fractures occur suddenly, especially during winter and may emanate from
microscopic flaws (embedded or on surface) and are generally very difficult to
detect by USFD. These minute flaws manifest suddenly under severe service
conditions or when the fracture toughness values are comparatively low.
h. Transverse fatigue crack in head:
They resemble a kidney in shape in the railhead and USFD is ideally suited for
detecting them. They are generally inclined at the angle of 18o-23o and originate at a
depth of 15-20 mm below the running surface. Mainly hydrogen accumulation and
non-metallic inclusions cause this defect. These cracks are easily detected by 70o
probe.
When such defects are nearly vertical, they can be detected using additional gain of
10dB. Defects lying below scabs/wheel burns can be detected by 45 o side probing
of rail head.
i. Horizontal crack at top and bottom fillet radius:
These cracks are caused by accumulation of non-metallic inclusions and high
residual stresses introduced at the time of rail straightening. These are difficult to
be detected by USFD.
j. Vertical – longitudinal crack in foot:
Such cracks develop from sharp chamfers on the bottom surface of the rail foot.
Cracks occurring in this way are the points of origin of transverse cracks in the foot.

2
 k. Transverse cracks in rail foot:
Due to localised overheating during FB welding, structural changes in the bottom
surface of the rail material takes place which result in a minor crack. These cracks
under the tensile loading give rise to brittle fracture. Such defects are not detectable
by USFD. Transverse cracks originated from AT welds in the rail foot grow as half
moon and are detectable by 45o probe.

1.2.2 Nature of defects in welds:

Joining rails by improper welding may introduce a variety of defects on the joints as
well as in the heat affected zone (HAZ) e.g. lack of fusion, cracks, porosity, slag
inclusion, structural variation, etc. The quality of weld depends to a large extent on
the careful execution of the welding operation. USFD testing done by manual rail
tester suffers from following deficiencies:
(i) Full cross section of weld is not covered by normal USFD examination
using manual tester thereby leaving areas in head and foot, which may have
flaws.
(ii) Micro structural variations in the weldment cause attenuation of ultrasonic
energy.
Therefore, a separate testing procedure for welds has been developed which
is elaborated in Chapters 8 and 9.

1.2.2.1 Defects in Flash Butt Welds:

(a) Transverse cracks: The origin of these cracks is the imperfection in the
weldment such as lack of fusion, inclusions, etc. Fracture usually occurs
from these imperfections, which may be in railhead, web or foot. During
the course of its propagation USFD testing is extremely effective.
(b) Horizontal cracks: These cracks develop in the web and propagate both in
head and foot. The principal cause is large tensile residual stresses acting in
the vertical direction.

1.2.2.2 Defects in Alumino-Thermic (AT) Welds:

(a) Transverse crack in head and foot:
It is caused by inclusions entrapped during welding, which leads to crack
initiation on the foot and its growth in the web region causing fracture.
Such cracks can be detected by USFD.
(b) Horizontal cracks in web:
These cracks occur in AT welds in which the ends having bolt holes have
not been removed. The presence of holes result in unfavorable stress
distribution caused due to non-uniform cooling. USFD can easily detect
such flaws.
1.3 Codification of rail and weld defects:
Information regarding the type and nature of rail failures and their service conditions is
primarily obtained through personnel responsible for maintenance of permanent way and it
is of utmost importance that they are familiar with the various types and nature of rail
defects and their possible causes to enable them to report the rail failures accurately. With

3
this objective in view, it is necessary to devise a suitable coding system for reporting rail
failures.

1.3.1 UIC has adopted an Alphanumeric system of codification of rail failures:

In view of its international status and the facility afforded for computerized
statistical data analysis, this 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.

1.3.1.1 First part of the code – Alphabetic

(a) First code letter indicates the type of rail:

O indicates Plain rail

X indicates Point & crossing rail

(b) Second code letter which follows the first code letter, indicates the reasons for
withdraw of rail. Thus,
F indicates Fractured rail
C indicates Cracked rail
D indicates Defective rail other than F&C

(c) Third code letter which follows the second code letter, indicates probable cause of
failure or rail. Thus:
R indicates Cause inherent in rail (attributable to faults in the steel
making stage and / or its rolling into rails).
S indicates Fault of rolling stock
C indicates Excessive corrosion
J indicates Badly maintained joint
M indicates Other maintenance conditions (Defects which develop due
To ineffective maintenance or delayed renewal of rails).
D indicates Derailment
W indicates Associated with welding defects (through or adjacent
Within 100 mm of a welded joint)
O indicates Other causes

1.3.1.2 Second part of the code – Numeric:

This part of the code consisting of three or four digits indicates the location of the
failure in the rail as well as its characteristics:
(a) The first digit indicates the location of rail failure (head, web or foot)
(b) The second digit indicates:
(i) The position in the rail section from which failure has started except where
failure is associated with welding.
(ii) In case of welding, the second digit indicates the type of welding.

4
 (c) The third digit is interpreted in relation to the first two digits of the code viz :
(i) If failure is due to internal defect (first digit 4 or second digit 1, 3 or 5), it
shows the direction of the crack or fracture.
(ii) If failure is due to surface defect (second digit 2 or 5), it indicates the nature
of defect.
(iii) If failure is by damage (first digit 3), it indicates the cause of the damage
(details have been given in succeeding pages)
(d) The fourth digit gives further details.

1.3.1.3 The summary of codification of rail and weld failures is given as under:

(a) First Part – Alphabetic codes

1st letter 2nd letter 3rd letter
Type of rail Reason for withdrawal Probable cause of failure
O-Plain rail F-Fractured R-Inherent in rail
X-Points & C-Cracked S-Fault of rolling stock
Crossings rail D-Defect other than F&C 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

1st digit 2nd digit 3rd digit 4th digit
Location & Origin/Type i) For internal defects in Further details
characteristics Of welding welding shows direction:
if 2nd digit 1,3,5.
1.Within 0. Unknown 1. Transverse 1. At rail seat
fishplate limit 1.Within head 2. Horizontal 2. Not at rail seat
3. Vertical longitudinal 1. Top fillet
2. Bottom fillet
3. Not at fillet radius
2.Other 2. Surface of rail 5. Diagonal at hole
location head 8. Diagonal not at hole
3. In web
5. In foot ii) For surface defects it shows
nature of defects if second
digit 2,3,5.
0. Corrugation 1. Short pitch
2. Long corner
1. Shallow surface defect 1.Running surface
2. Breaking out 2.Gauge corner
3. Crushing continuous
4. Battering local
5. Wheel burns 1. Isolated
2. Repeated
9. Lap, seam, roll mark

5
 1st digit 2nd digit 3rd digit 4th digit
3.Damage 0 1 Brushing or arcing
done 2 Incorrect machining
drilling or flame cutting

4.Associated Type of Direction of fracture

with welding welding
1. Flash butt 1. Transverse
2. Thermit 2. Horizontal
3. Electric arc 5. Diagonal at hole
joint
4. Oxy-acyty- 8. Diagonal not at hole
lene joint
7. Building up
8. Traction
bond

5.Corrosion 0 0

1.3.1.4 On the basis of the system of classification described in para 1.3.1.2, a list of the failure
code group to be followed is given as under, along with the meaning of the codes.

Within fish-plate Elsewhere on rail Description

limits
(1) (2) (3)
100 200 Transverse breakage without apparent origin
(i.e. sudden fracture)
111 211 Internal flaw in head, transverse breakage.
112 212 Internal flaw in head, horizontal crack.
113 213 Internal flaw in head, vertical longitudinal split.
1211 2211 Head, surface, shallow surface defect (flaking)
1212 2212 Head, surface, shallow surface defect (line).
1221 2221 Head, surface, breaking out running surface
(scabbing)
1222 2222 Head, surface, breaking out, gauge corner (shelling)
123 223 Head, surface crushing or battering
124 224 Head, surface local batter
- 2251 Head, surface, wheel burn isolated
- 2252 Head surface, wheel burn repeated
1321 2321 Web, horizontal cracks, at top fillet radius
1322 2322 Web, horizontal crack, at bottom fillet radius
1323 2323 Web, horizontal crack, not at fillet radius
133 233 Web, vertical longitudinal splitting (pipe)
135 235 Web, cracks at hole
- 238 Web, diagonal cracks not at hole.
139 239 Web, lap.
1511 2511 Foot, transverse break at rail seat.
1512 2512 Foot transverse break starting away from rail seat.
153 253 Foot vertical longitudinal split (halfmoon crack)

6
 Within fish-plate Elsewhere on rail Description
limits
301 - Damage to rail by brushing or arcing.
302 - Damage to rail by bad machining, drilling or flame
cutting
411 - Welding,flashbutt joint, transverse crack
421 Welding, thermit joint, transverse crack
422 - Welding, thermit joint, horizontal crack.
431 - Welding, electric arc joint, transverse crack
441 - Welding oxyacetylene joint transverse crack.
471 - Welding, building up transverse cracking of head
across the built up portion.
472 - Welding, building up, built up part breaks away.
481 - Welding, traction bond welding crack, at weld
500 - Corrosion.

1.4 Typical rail/weld failure photographs with their codes are given in Figs. 31 to 56.

***

7
 CHAPTER 2

ULTRASONIC TESTING OF RAILS AT MANUFACTURER’S WORKS

-------------------------------Deleted------------------------------------

8
 CHAPTER 3
ULTRASONIC RAIL TESTING EQUIPMENT AND ACCESSORIES
3.0 Ultrasonic testing of rails is a specialized activity and the inspectors carrying out the
ultrasonic testing of rails shall be trained by RDSO, in the techniques of USFD testing.
Each Zonal Railway shall create adequate no. of Ex-cadre post of inspectors to ensure that
entire track length in their jurisdiction is ultrasonically tested at the laid down periodicity.
When ultrasonic testing of rails and welds is outsourced to a service providing agency,
compliance to provisions of latest version of Indian Railway Standard Specification for
Ultrasonic Testing of Rails (Provisional) with correction slips issued up to date shall be
ensured.
3.1 On Indian Railways, flaw detection by ultrasonics is carried out with the help of two
different types of equipments viz. Single rail tester and double rail tester. The single rail
tester has been utilised on Indian Railways for over 40 years and the double rail tester is of
a relatively recent origin (developed Ten years back). In addition hand testers of some
designs are also being used. Current list of RDSO approved sources for ultrasonic rail/weld
testers with their respective models is contained in latest version of ‘Masters list of
approved venders’ circulated bi- annually by Quality Assurance (Mechanical) Directorate
of RDSO. Procurement of USFD equipments should be done only from the RDSO
approved sources.
3.1.1 Total Life of USFD machine is approximately 8 years.
3.1.2 Maintenance spares be procured along with the machine and should be as per para
4.4 pertaining to maintenance spares.
3.2 Single rail tester: Single rail tester is capable of testing only one of the rails at a time and
is provided with nine probes i.e. 00, 700 Center Forward (CF), 700 Center Backward (CB),
700 Gauge Face Forward (GF), 700 Gauge Face Backward (GB), 700 Non-gauge face
Forward (NGF), 700 Non-gauge Face Backward (NGB), 370 Center Forward (CF) and 370
Center Backward (CB). The normal probe (00) is utilised for the purpose of detecting
horizontal defects situated in head, web or foot. The 700 probe has been specifically
provided for detecting defects in the rail head, the most typical of which is the transverse
fissure or kidney fracture. 370 probes have been provided to find out defects originating
from the bolt hole (star cracks). The approximate coverage of the rail section with the help
of the above arrangement is indicated in Fig.2A, 2D & 2E. However, this coverage area
does not indicate that detectability of same size of transverse defect whose nuclei lies
within this area at different places will be displayed in same manner. It will depend upon
the size, orientation and depth of the defect.

The signal received from the defects by any of the above probes is indicated on the screen.
In order to find out the origin of detection i.e. which probe has picked up the defect,
provision for displaying the individual probe operation along with audio alarm/LED
display has been made in the equipment.

3.3 Double Rail tester:

3.3.1 The double rail tester is capable of testing both the rails at a time. For each rail,
nine probes have been provided for the present i.e. 00, 700 Center Forward (CF), 700

9
 Center Backward (CB), 700 Gauge Face Forward (GF), 700 Gauge Face Backward
(GB), 700 Non-gauge face Forward (NGF),700 Non-gauge Face Backward (NGB),
370 Center Forward (CF) and 370 Center Backward (CB).

The signal received from the defects by any of the probes is indicated on the screen.
In order to find out the origin of detection i.e. which probe has picked up the defect,
provision for displaying the individual probe operation along with audio alarm/LED
display has been made in the equipment.

3.3.2 The normal probe is provided for detection of horizontal defects and 70o probes
have been provided for transverse defects in the head. For detection of bolt hole
defects, the equipment works on the principle of backwall drop, which in the event
of a bolt hole crack shows reduction in echo-amplitude of the backwall. It is also
supported by separate audio alarm with distinctly different tone and LED display.
3.3.3 The introduction of double rail tester has been specifically made for enhancing the
productivity of testing and as well as improving the quality and accuracy of flaw
detection. Due to pre-calibrated arrangement, frequent setting of the equipment is
not considered necessary.
3.3.4 Due to frequent misalignment of probes on the fishplated joints and limitations of
detection of bolt hole cracks having unfavourable orientation and size, it is desirable
to deploy double rail testers on LWR/CWR sections.
It is desirable to deploy only the ‘single rail tester’ ultrasonic testing machine for
testing of sections other than LWR/CWR.
3.4 Specification of rail testers
3.4.1 The single and double rail testers shall be procured to RDSO specification. The
responsibility of inspection for these equipment rests with Director General, RDSO.
3.5 Types of probes:
Following types of probes other than mentioned in para 3.2 and 3.3 are also in use. Details
of probes and their uses are given at Fig. 27.
450, 2MHz probe For testing Gas Pressure, Flashbutt Welded rail joints
and half Moon Defect in AT Welds below web foot
junction and SEJ.
Tandem Scanning (2 Nos. of 450 probes in a rig) for
detection of lack of fusion in AT welded rail joints.
70o, 2MHz probe 20mm circular Flange & Head testing of AT welds
(or 20mm x 20mm square crystal)
700,2MHz Side looking probe Half Moon defect in AT welds below web foot
(SLP) junction.
3.6 Test rig for wheel burnt/scabbed rails:
For detection of transverse flaws in rail head when rail top surface is having wheel
burns/scabs, a test rig with two 450 probes sending beam inward shall be used as shown in
Fig. 28. The distance between probe index marks in the rig shall be adjustable and kept as
134 mm and 145 mm for 52Kg and 60Kg rails respectively while testing. For other rail

10
 sections this distance can be computed by multiplying rail head width at 20 mm from rail
top by 2.
3.7 Tandem rig for AT weld testing:
For detection of vertically oriented defects in AT welds like lack of fusion, a tandem test
rig with two 45o probes shall be used as shown in Fig. 22 (b) and (c).

11
 CHAPTER 4

CALIBRATION, SENSITIVITY SETTING, MAINTENANCE OF MACHINES

AND FUNCTIONS OF PROBES

4.1 Rail testing by ultrasonic method shall be carried out by RDSO approved single rail testing
trolley or double rail testing trolley and rig for 45 0 probes. Details of frequency and number of
each type of probes are as under:
Type Frequency No. of probes
Single Rail Double Rail Tester Rig
Tester
Normal/00 4MHz One One for each rail -
700 (Center) 2MHz Two(F+B) Two (F+B) for each rail. -
700 (Gauge 2MHz Two(F+B) Two (F+B) for each rail. -
Face)
700 (Non- 2MHz Two(F+B) Two (F+B) for each rail. -
gauge Face)
450 (Rig 2MHz - - Two
testing)
370 (Center) 2MHz Two(F+B) Two (F+B) for each rail. -

Water is used as couplant while testing with Single Rail Testers/Double Rail Testers. This is
supplied through a water container attached with the trolley. Soft grease to RDSO Specification
No.WD-17-MISC.-92 or WD-24 Misc.-2004/ any thick oil of high viscosity grade (having
viscosity grade of 150 cst or more) is to be used as couplant while undertaking hand probing of
AT welds and deploying 45o probes with test rig for testing rail at scabbed/ wheel burnt
locations. The list of approved vendors for soft grease to above mentioned specification is
accessed through IREPS (https://ireps.gov.in) which can be seen through login id, password &
digital key.

4.1.1 The procedure laid down for ultrasonic testing of rails is broadly divided in the following
steps:
a) Visual inspection of Equipments and accessories
b) Calibration of equipment
c) Sensitivity setting of the equipment and probes
d) Checking of the equipment characteristics
e) Testing and interpretation

a) Visual inspection of Equipments and accessories - Daily check

Ultrasonic equipment is to be inspected daily before start of work as per para 5.1.1.
b) Calibration of Digital USFD:
The range calibration in digital SRT/DRT with multiplexure/ multichannel unit is to
be undertaken as follows:

12
I Calibration for 300 / 200 mm longitudinal wave using 0˚ Double Crystal probe
i. Connect the 0˚ / 4 MHz Double Crystal probe to requisite channel given in
multiplexure or in the unit itself.
ii. Select Mode T-R i.e. Double Crystal/ Multichannel mode in Rail Tester having
multiplexure. For multichannel unit, select the calibration set which is required to
calibrate.
iii. Feed the required range i.e 300 mm for rail tester having multiplexure/ 200 mm for
multichannel rail tester.
iv. Put 0˚ Double Crystal probe on IIW (V1) Block after applying couplant at 100 mm
width side.
v. Set Delay and Probe Zero ( in unit having multiplexure ) as per operational manual.
vi. Set first reflected peak at 3.3 div ( if range is selected 300 mm ) or at 5.0 ( if range
is selected 200 mm ) using delay key provided in multiplexure or DELAY
parameter provided in multichannel unit. Place Gate over it. Press measure 0 ( in
unit having multiplexure ) and read the beam path, depth shall be 100 mm.
vii. Second reflected peak will appear at 6.7 & third peak at 10.0 ( if range is selected
300 mm ) or second peak at 10.0 ( if range is selected 200 mm ) .
viii. If last peak is not at 10.0, velocity may be adjusted to set the last peak at 10.0 ( if
velocity control available) or by delay key on multiplexure.
ix. The equipment is calibrated for 300 /200 mm longitudinal wave for 0˚ Double
Crystal probe.
x. To verify the calibration put probe on top of rail head, the back peak position will
be at 5.2 for 52 Kg. rail & at 5.7 for 60 Kg. rail ( if range is selected 300 mm ) or at
7.8 for 52 Kg. rail & at 8.6 for 60 Kg. rail ( if range is selected 200 mm ).

II 165 mm Direct Shear wave calibration for 70˚ / 2 MHz single Crystal Probe
i. Connect the 70˚ / 2 MHz Single Crystal probe to requisite channel given in
multiplexure or in the multichannel unit itself.
ii. Select Mode T-R i.e. Double Crystal mode for rail tester having multiplexure. For
multichannel equipment, select the calibration set and channel required to calibrate.
iii. Feed range 300 mm for rail tester having multiplexure or 165 mm SW for
multichannel unit.
iv. Set Delay and Probe Zero ( in unit having multiplexure ) as per operational manual
v. Put 70˚/2 MHz Single Crystal probe on IIW (V1) Block after applying couplant and
direct the beam towards 100 mm curvature.
vi. Move the probe slightly to and fro to get maximize signal.
vii. Adjust the peak at 6.0 using delay key provided in multiplexure or DELAY
parameter provided in multichannel unit.
viii. Place the gate over this peak, press measure 70 ( in unit having multiplexure ) and
read the beam path it shall be 100 mm.
ix. To verify the calibration, Direct the probe towards 25 mm curvature and maximize
the peak.
x. Put the gate on this peak, the beam path shall be 25 mm.
xi. The equipment is calibrated for 165 mm shear wave.

13
III 275 mm Direct Shear wave calibration for 37°/2 MHz Single Crystal Probe
i. Connect the 370 /2 MHz Single Crystal probe to requisite channel given in the
USFD equipment.
ii. Select the calibration set and channel required to calibrate. Feed range 275 mm
Shear wave in USFD equipment.
iii. Put 37°/2 MHz Single Crystal probe on IIW (V1) Block after applying couplant and
direct the beam towards 100 mm curvature.
iv. Move the probe slightly to and fro to get maximize signal.
v. Adjust the peak at 3.6 div. using delay or probe zero parameter provided in USFD
equipment.
vi. Place the gate over this peak and measure the beam path it shall be 100 mm. Slight
adjustments can be also done for correct measurement by gate.
vii. To verify the calibration, direct the probe towards 25 mm curvature and maximize
the peak.
viii. Put the gate on this peak, the beam path shall be 25 mm.
ix. The equipment is calibrated for 275 mm shear wave.

c) Sensitivity setting of the equipment and probes– Check once every 3 days
The sensitivity of the USFD equipment shall be set up once every 3 days with the
help of standard rail pieces as mentioned below:
Sensitivity (gain) setting: For the sensitivity setting of ultrasonic equipment and
the probes, the following sequence is to be maintained:
i) For sensitivity setting of 00 probe and 700 probe, place the testing trolley on the
standard rail piece having artificial flaws as shown in Fig. 3. Check the alignment of
probes to make sure that 700 Central probe & 00 probe travel centrally in line with the
axis of the rail head & web. 700 GF & 700 NGF probes shall be aligned towards GF &
NGF respectively at appropriate positions. For sensitivity setting of 370 probe, place
the testing trolley on the standard rail piece having artificial flaws as shown in Fig.
2(I). Check the alignment of probes to make sure that 370 Central probe travel centrally
in line with the axis of the rail head & web.
ii) Set the acoustic barrier of the normal probe at right angle to the longitudinal direction
of rail.
iii) Open the water nozzle and regulate water flow on the probes at an optimum speed.
iv) While testing on single line section and ‘D’ marked rails on double / multiple line
section, additional gain of 10db is to be employed.

d) Checking of equipment characteristics– Monthly check

The characteristics of the equipment shall be checked at least once in a month
according to IS:12666 – 88.
The following characteristics shall be checked:
i) Linearity of time base of flaw detector
ii) Linearity of Amplification of flaw detector
iii) Penetrative power
iv) Resolving power
v) Probe Index
vi) Beam angle

14
 In a month all parameters shall be checked with 00/2-2.5 MHz single crystal probe,
as per IS:12666-88 or its latest version.
e) Testing and Interpretation: After sensitivity setting, actual testing of rails is to be
carried out and interpreted for follow up actions.
4.1.2 Checking the function and sensitivity of probes
(a) Normal Probe:
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.
(b) Angle probe 70o (Center forward & Center backward):
The equipment shall be able to detect 12 mm dia. hole for need based criteria in the
head portion of the standard rail as shown in Fig. 3 by both forward and backward
probes. The amplitude of the flaw shall be set to 3 div. i.e. 60% of screen height.
This adjustment shall be done by individual potentiometer provided in the junction
box.
While testing on single line and ‘D’ marked rails on double/multiple line section,
additional gain of 10dB is to be employed.
Rail defects be classified in accordance with Annexure-IIA, Item 3 (IMR/OBS).
However, when defect signal is exhibited at a weld while testing with increased
gain of 10dB, the classification of defect in accordance with Annexure-IIB, item 2
(IMRW/OBSW) shall be done based on signal pattern obtained after reducing the
gain by 10dB. Thus, increased gain of 10dB for single line and ‘D’ marked rails on
double/multiple line shall not be employed for classification of defect in weld head.
(c) Gauge Face and Non-gauge Face Corner probe 70o (Forward and backward)
The trolley is moved on the standard test piece having 5 mm Flat Bottom Hole
(FBH) made by use of suitable machine (e.g. Electric Discharge Machine) ensuring
truly flat surface on bottom of the hole as shown in Fig. 3. The beam of 70o
forward gauge face and non-gauge face corner probe is directed to 5 mm FBH in
rail head. Signals from rail end surface and 5 mm FBH will appear on the screen.
Move the trolley forward and backward very slowly to get the maximum signal
amplitude from the 5 mm FBH and adjust the gain to get 60% of full height. Same
procedure shall be adopted for 700 backward gauge face and non-gauge face corner
probe also.
(d) 45o probe (for locations having scabs/wheel burns):
Machine shall be calibrated for 165 mm range for shear wave in the same manner as
per procedure given at para no. 4.1.1 (b) II on the rail of same sectional weight
under test. The test rig shall be placed at 20 mm below rail table on the side of rail
head. The transmitter and receiver probe in the test rig shall be in opposite direction
and shall be apart twice the rail head width. Peak obtained in receiver probe shall be
adjusted to full scale height by gain setting. Testing of rails shall be done by
keeping index mark of probe 20 mm below rail table. Testing frequency and
classification of defects shall be as per provisions of Para 6.6.1.1 and 6.3
respectively. Note: For 52Kg and 60Kg rails the peak of received signal shall

15
 appear at approximately 95 mm (shear wave) and approximately 103 mm (shear
wave) respectively.

(e) For sensitivity setting of channels with 370 probes (C/F & C/B) in SRT/DRT, the
trolley should be moved on Standard Rail piece with bolt hole and 5 mm saw cut as
shown in Fig. 2(I). Two signals will appear, one from bolt hole and another from 5
mm saw cut. The signals of bolt hole with maximum amplitude will appear at 4.0
Div. & 3.6 Div. (approx. on Horizontal scale) for 60 Kg & 52 Kg Rail sections
respectively. The signals of 5 mm saw cut, with maximum amplitude, will appear at
5.0 Div. & 4.6 Div. (approx. on Horizontal scale) for 60 Kg & 52 Kg Rail sections
respectively. The gain level has to be adjusted to get 60% of full screen height
(Vertical scale) from 5 mm saw cut. The same sensitivity setting method shall be
done for both channels of 370 probes (C/F & C/B) using two nos. of 5 mm saw cut
of standard rail piece as per Fig. 2(I). Standard Rail piece with bolt hole and 5 mm
saw cut as per drawing/dimension given in Fig. 2(I) shall be of 300 mm with
artificial bolt hole crack in center. This test piece shall be submitted to RDSO for
sensitivity setting as a standard test piece. However the standard piece approved by
RDSO shall have to be kept at center in between two rail pieces of same rail
sections of 1 m length each as per Fig. 2(I). These 1 m length rail pieces will be
provided by zonal railways for the purpose of sensitivity setting only during testing
of rail to agency.

Note: Procedure to be followed for adjustment in sensitivity setting on account of

variation in rail temperature:

Following procedure shall be used for adjustments in sensitivity setting of

Ultrasonic Rail tester on account of variation in rail temperature before starting the
testing of rails.
(a) Switch on the Ultrasonic rail tester and keep the equipment for two minutes for
thermal acclimatization of the component of the equipment before starting the
adjustment in sensitivity setting operation.
(b) In the Morning at 8.00 hrs.

i. Normal Probe:
Set the sensitivity of the equipment as per Para 4.1.2(a) and note the gain
required to setup the amplitude of the signal to 60% of full screen height.

ii. Angle probe 70 degree (Forward and Backward):

Set the sensitivity of the equipment as per Para 4.1.2(b) and note the gain
required to set up the amplitude of the signal to 60% of full screen height.

iii. Angle probe 70o Gauge Face and Non-gauge Face Corner probe (Forward
and backward):
Set the sensitivity of the equipment as per Para 4.1.2(c) and note the gain
required to set up the amplitude of the signal to 60% of full screen height.

16
 iv. Angle probe 370 (Forward & backward): Set the sensitivity of the equipment
as per Para 4.1.2 (e) and note the gain required to set up the amplitude of the
signal to 60% of full screen height.

v. Note the rail temperature.

(c) After setting the sensitivity of the probes, the ultrasonic rail tester shall be retained
on the standard rail test piece in ON condition and the signal amplitude of
individual probe set as per above procedure, shall be checked on hourly basis. If
the drop in the signal is observed then the drop shall be compensated by applying
extra gain with use of gain control (dB). The height of signal amplitude is
maintained to 60% of full screen height. Note the change in rail temperature from
rail temperature at 8.00 Hrs. and corresponding extra gain used.
(d) Actual Testing:
During actual testing on the track, the gain set by the above procedure shall be
maintained depending upon the time and rail temperature during testing. Any
variation in the signal amplitude shall be compensated by giving measured extra
gain (dB) as per step (c) above to carry out ultrasonic testing.
(e) Periodicity of setting the sensitivity:
The above procedure for sensitivity calibration against temperature variation shall
be carried out at least once in a month. The adjustments in sensitivity setting of
ultrasonic equipment in respect of gain (dB) shall be employed accordingly.
4.2 Machine Maintenance- Repairs and Half yearly Schedule Maintenance:
The manufacturer shall guarantee the satisfactory performance of the entire rail tester
system for a period of one year from the date of commissioning of the equipment by the
supplier.
For proper maintenance after expiry of the guarantee period, railway should make proper
arrangements for half yearly repairs of electronic and mechanical parts either under AMC
with the manufacturer of the equipment or may develop suitable departmental facilities.
Each Zonal railway should create centralised depots for carrying out mechanical repairs
and checking the Characteristics of the equipment etc., at least, once in a month.

4.3 Sectional AEN should spent at least few hours (min. two hours) each month during his
routine trolley inspection with USFD team and cross check the working including
accuracy/ sitting/calibration of USFD machines. In addition, the SE and SSE (in-charge)
should also associate themselves occasionally.

4.3.1 The officer having technical control over the SE/JE (USFD) shall exercise regular
checks as per Annexure-VIII of USFD Manual once in between two successive
half yearly maintenance schedule carried out in the maintenance depots.

17
4.4 Spares:
The recommended spares for normal maintenance of the equipment are given below:
Sl. No. Item Number
0
1. 0 , 4MHz Double crystal probe 8 Nos.
2 00 2MHz Double crystal probe 4 Nos.
0
3 70 (F&B) Probe 2 MHz Single crystal 8Nos.
4 450 2 MHz Single crystal probe 2 Nos.
5 700 2MHz Single Crystal Probe 6 Nos.
0
6 70 2 MHz single crystal probe SLP 2 Nos.
7 Connecting Cable (Flaw Detector. with junction box) 6 Nos.
8 BNC connector 6 Nos.
9 00 2/ 2.5 MHz Single Crystal Probe 2 No.
10 Battery charger 1 no.
11 IIW Block (as per IS: 4904) 2 per depot
12 60x50x50 mm steel block ( as per steel grade 45C8 to
1 No.
IS:1875-1992)
13 Fuse 12 Nos.
14 Step gauge 1 No.
15 370 (F&B) probe 2 MHz Single crystal 8 Nos.

Besides the above, the “spare” shall also include probe holder, probe shoes, wheel drum
and wheel tyre. The procurement of spares for a machine shall be done from Original
Equipment Manufacturer (OEMs) of that machine only, in order to ensure compatibility of
spares with the machine and to achieve consistent and assured quality of testing. However,
mechanical spares of trolley, standard items such as, battery, battery charger etc. can be
procured from open market also. Spare batteries shall be arranged as and when expecting
back up time of battery becomes low.

4.5 Defects detectable by different probes

a) 0o / Normal probe
i) Horizontal split in head due to presence of seams (type 212)
ii) Horizontal split in head-web and web foot junction due to presence of rolling seams (type
2321, 2322).
iii) Vertical longitudinal split in rail head and web due to presence of internal seams and pipes
(type 213, 233)
iv) Bolt hole crack (type 135, 235)
v) Segregation in head and web junction
vi) Flakes (type 1211, 2211)
vii) Web-lap (type 239)

b) 700 angle probe

i) Transverse fissure (type 211) due to presence of mostly shatter cracks and some time due
heavy inclusions.
ii) Transverse cracks originating from surface defects like scab (type 1221, 2221)
iii) Wheel burns (type 2251, 2252)
iv) Shelling cracks (type 1222, 2222)

18
c) 45o angle probe
i) Transverse cracks lying below scabs/ wheel burns

Typical indications received for various types of defects are indicated in Fig. 5 to 18.
(For 52 Kg. rail section, 300mm. depth range, longitudinal wave calibration).

d) 370 angle probe

i) Bolt hole cracks (type 135, 235)

19
 CHAPTER 5

PROCEDURE TO BE FOLLOWED BY USFD OPERATORS FOR

UNDERTAKING ULTRASONIC TESTING OF RAILS

5.1 USFD operators must adhere to the following instructions:

5.1.1 Before testing

i) Check the battery condition before start of work. Only fully charged battery is to be
used during testing.

ii) Check proper functioning of all controls of electronic unit i.e. depth range, gain,
reject etc.

iii) Check proper functioning of trolley and probes.

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

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

vi) Check probe alignment by keeping the rail tester on the rail.

vii) Calibrate the instrument weekly as per procedure given in para 4.1.1(b).

viii) Set the equipment for proper sensitivity as per para 4.1.1(c).

5.1.2 During testing

i) Conduct test as per procedure mentioned in Chapter 6.

ii) Maintain proper alignment of all probes during testing, otherwise false echoes may
appear.

iii) Ensure adequate supply of water for coupling.

iv) Check proper functioning of 700 probes and 370 probes by touching the probe
bottom with fingers. Noise pattern should appear on the screen.

v) Look out for back wall echo corresponding to normal probe throughout testing.

vi) Lift the machine at crossings/change of rail table height at joints to protect the
probes.

vii) Mark the locations found defective as per classification.

20
 5.1.3 After testing

(i) 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.

Section S. Loca- Roll- Rail/ Defect Defect Natu Echo Classificatio Rem
Line… No. tion ing weld positio indicated re of amplitude/ n arks
Km from (Km) mark No. n by (00/700 echo Travel
Km to…. & (head/ /450 /370 (shift Pre Prese Previ Prese
Date of LH/ web/fo Probe) /fixe vio nt ous nt
testing… RH ot) d) us

(ii) Charge the battery after every day’s work.

IMPORTANT

YOUR ULTRASONIC TESTER IS A DELICATE ELECTRONIC EQUIPMENT. TAKE

ALL POSSIBLE CARE DURING HANDLING, TRANSPORTATION AND STORAGE TO
AVIOD IMPACT, DAMAGE, ETC. LUBRICATE MECHANICAL PARTS
PERIODICALLY AND CHARGE BATTERY REGULARLY.

21
 CHAPTER 6

NEED BASED CONCEPT IN PERIODIC USFD TESTING

OF RAILS AND WELDS

6.1 Introduction:
Safety against failures of rails in track depends upon the inspection frequency and the
permissible defect size, other factors like rail metallurgy and loading conditions remaining
same. To extract maximum service life out of the rails while ensuring safety, the inspection
frequency has to be increased so that the rails are allowed to remain in track for longest
possible period. At the same time, frequent watch over increasing incidence of defects is
necessary. However, very high frequency of inspection as a general measure is not always
practicable as cost of inspection becomes prohibitive.

The optimum cost of maintaining rails in track can, therefore be achieved if the inspection
frequency is made dependent on the incidence of the defects. In such a concept of need
based inspection, on sections where the number of defects detected is low, the inspection
frequency is also kept low whereas on sections where the number of detected defects is
high the inspection frequency also gets increased. The advantages of such a concept are
obvious because the inspection resources are not unnecessarily frittered away on sections
where the condition of rail is sound and its performance in track does not warrant frequent
inspection.

Introduction of Need Based Concept of USFD has necessitated changes in the areas of
classification of defects, frequency of inspection, detection equipment, organization, etc. In
the following paragraphs these aspects are discussed.

6.2 Basis of change in criteria for defect classification:

The inspection frequency and condemning defect sizes are related parameters. If the
inspection frequency is high, the condemning defect size can be suitably increased.
Increase in condemning defect size also enhances the reliability of inspection, as chances of
non-detection for smaller size defects are high. In the existing criteria which was evolved
more than 25 years back, the condemning defects size, especially for OBS defects was kept
very small. Now with 25 years of experience behind us in the area of USFD testing of rails
and also the findings of studies in crack propagation mechanism conducted at RDSO, a
more rational condemning defects size has now been specified. As a result, in the revised
criteria to be used for need based USFD inspection, only IMR and OBS categories exist.
The effect of this revision is to rationalise and suitably raise the condemning defect size in
view of the higher frequency specified for inspection.

6.3 Classification of rail defects:

Defects detected during through USFD testing of rail shall be classified as per Annexure-
II A. However visible defects on rails/ welds shall not be clarified by USFD personal and
the same shall be recorded & brought to notice of sectional PWI for further remedial
action.

22
6.3.1 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 and action shall be taken accordingly as per Para 6.4.
6.3.2 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 and action shall be
taken accordingly as per Para 6.4.

6.4 Action to be taken after Detection of defects: Following action shall be taken in respect
of defective rails & welds:

S. Classifi- Painting on Action to be taken Interim action

No. cation both faces of
web
1. IMR Three cross The flawed portion should SE/JE (P.Way)/USFD shall
IMRW with red be replaced by a sound impose speed restriction of 30
paint tested rail piece of not less Kmph or stricter immediately
than 5.5 m length (in case and to be continued till flawed
of fish plated track) & 4 m rail/weld is replaced.
(in case of welded track) He should communicate to
within 3 days of detection. sectional SE/JE (P.Way) about
the flaw location who shall
ensure that clamped joggled fish
plate is provided within 24 hrs.

2. OBS One cross Rail/weld to be provided SE/JE (P.Way)/USFD to advise

OBSW with red with clamped joggled fish sectional SE/JE (P.Way) within
paint plate within 3 days. SE/JE 24 hrs about the flaw location.
(P.Way)/USFD to Keyman to watch during daily
specifically record the patrolling till it is joggled fish
observations of the location plated.
in his register in
subsequent rounds of
testing.

6.5 AT/FB/GP weld defect classification

6.5.1 Defects detected by 00/ 4 MHz double crystal probe & 700/ 2 MHz single crystal
probe during through rail testing for defects detected in AT/FB/GP welds shall be
classified as per Annexure-II B.

6.6 Frequency of testing of rails and welds: In view of the revised criteria of defect
mentioned in Para 6.2, the testing frequency of 8 GMT has been prescribed. Based on the
same, testing schedule of rails/welds as laid down in Para 6.6.1.1 shall be followed.

23
 6.6.1 After the initial USFD testing of rails in rail manufacturing plant, the subsequent USFD
testing needs to be carried out at reduced frequency until the rails have undergone 15%
of the service life in GMT as given below (Para 702 (1) (d) of IRPWM):
For rails rolled in April 1999 and later, the reduced frequency testing period shall be
25% instead of 15%.

Gauge Rail Section Assessed GMT service life Assessed GMT service life for
for T-12 72 UTS rails T-12 90 UTS rails
B.G. 60Kg* 550 800 (1000 for routes covered
by rail grinding)
52Kg 350 525
90 R 250 375
M.G. 75 R 150 -
60 R 125 -
*For reduced frequency testing period, 800 GMT service life shall be considered for 60
kg (90 UTS) and 60 kg (R260) grade rails.

Rail testing during reduced frequency testing period is to be done using all probes (as
given in Para 4.1) as is being done during normal testing frequency period on passage
of every 40 GMT traffic or Eight (08) years, whichever is earlier.

Whenever, rails are not tested in rail manufacturing plant, the reduced frequency
testing period shall not be applicable and the rail testing shall be done immediately
after its laying in field and thereafter at the periodicity given in table under Para 6.6.1.1
.
6.6.1.1 Frequency of testing for all Main line BG (rail head center and gauge face /non-gauge
face corner) and Main Line MG routes is given as under: For other sections Principal
Chief Engineer of the Railway may adopt a frequency at his discretion.

Route Routes having GMT Testing frequencyOnce in

All MG routes < 2.5 5 years
2.5 – 5.0 3 years
>5 2 years
All BG routes (rail <5 2 years
head center and >5 <8 12 months
gauge face corner / > 8 < 12 9 months
non-gauge face
corner testing) > 12 < 16 6 months
> 16 < 24 4 months
> 24 < 40 3 months
> 40 < 60 2 months
>60< 80 1½ months
>80 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.

24
 Note: USFD testing of rails and welds by B-Scan (SRT/DRT) having 7
probe/channel each rail, shall be decided by Principal Chief Engineer of the Zonal
Railway depending on availability of B-Scan (SRT/DRT) having 9 probe/channel
each rail.

6.6.1.2 Frequency of USFD testing for all Main line BG on CC+8+2t routes (rail head center
and gauge face /non-gauge face corner) falling in temperature Zone IV and Zone III on
track structure with 52 kg (90 UTS) rail at higher frequency corresponding to 6 GMT of
traffic is given as under:
Route Routes having GMT Testing frequency
Once in
All Main line BG on CC+8+2t <5 18 months
routes (rail head center and gauge >5 <8 9 months
face /non-gauge face corner)
> 8 < 12 6½ months
falling in temperature Zone IV
and Zone III on track structure > 12 < 16 4½ months
with 52 kg (90 UTS) rail > 16 < 24 3 months
> 24 < 40 2½ months
> 40 < 60 1½ months
>60< 80 1 month
>80 20 days

6.7 Equipment:
RDSO approved rail testing equipment shall be employed for conducting ultrasonic
examination. Both single as well as double rail testing equipments are suitable for this
purpose.

6.8 Check list of Ultrasonic Testing of Rail/Welds:

A check list for the officials inspecting the quality of work being done by the Inspectors
carrying out Ultrasonic Testing of Rails/Welds is placed at Annexure – V.

25
 CHAPTER 7

LIMITATIONS OF ULTRASONIC FLAW DETECTION OF RAILS

7.0 Every scientific method/technique/equipment functions on certain principles and its

applicability depends upon fulfillment of preconditions necessary to be satisfied. It
accordingly implies that USFD examination is based on certain guiding principles and its
flaw detection success depends upon thorough understanding of the governing factors.
Thus, the limitations being mentioned are not per-se the deficiency of the USFD technique
rather in the existing arrangement under field conditions the equipment utilised
incorporates facility only for specified defects. This aspect may be kept in view and the
technique is to be pursued accordingly.
Limitations in respect of rail examination considering the various arrangements presently
available have been elaborated below. It may also be mentioned here that limitations with
regard to AT welding i.e. defects in web foot junction half moon cracks, vertical defects in
web portion etc. are no longer limitations of the USFD equipments since in the newly
developed equipment special probes have been provided for detection of these defects.
7.1
(i) To detect the defect efficiently, ultrasonic beam is to be directed towards the flaw
perpendicularly, otherwise, the reflected beam may not be received by the receiver
crystal, resulting in absence/reduction in amplitude of flaw signal in the CRT.
Cracks normally have facets and hence even under misorientation provide reflecting
surfaces leading to flaw indication.
(ii) For detection of defects in rails, probes having incidence angle 00, 700 (F), 700 (B),
370 (F), and 370 (B) have been provided in the USFD trolley. The angles have been
chosen in a manner so as to detect defects which are generally observed during
service and have been the cause of rail fractures.
The section of rail which is scanned by each type of probe has been indicated in Fig.
2A, 2B, 2D and 2E.
For detection of defects originating from Gauge Face and Non-gauge Face Corner, a
dedicated test set-up has been developed. This set-up includes three 700 probes
covering approx. the full width of the rail head and a set of two 450 probes. The area
scanned by this arrangement is shown in Fig.2D. A defect located at 5mm from the
corner is detectable using this equipment.
All commonly observed defects in rails are detectable by the above arrangement. In
the event of gross mis-orientation of defect at times it may not be amenable for
detection, however such situations are rare.
(iii) Severe pipe in the rail may give indication of flaw echo by 0o probe, But in case of
hairline or fine central shrinkage (pipe), negligible drop occurring in bottom signal
may remain unnoticed by the USFD operator. (Ref Fig. 8 & 11)
(iv) For detection of bolt hole cracks, 370 probes have been provided. This is because
the cracks emanating from bolt holes are generally oblique and propagate in the zig-
zag manner. However, cracks are also detectable by using 00 probe since they
obstruct the path of sound waves and lead to drop/loss of back wall echo.

26
 370 probes have been provided both in forward and backward direction. At fish
plated joint, as shown in Fig 2H, if the cracks are not favourably oriented detection
may not be possible. Similarly, if the cracks are propagating vertically downwards
or upwards, detection is not possible.
If the cracks are so located that they are unable to be scanned by 0 0 probes due to
smaller size or orientation, such cracks may not be detected in initial stages of their
development.

(v) If sensitivity of the machine is poor or battery gets discharged the operator may miss
the flaw signal. Hence, it is essential to ensure full charging of the battery.

(vi) The ultrasonic probes used in the rail testers have a frequency of 4 MHz (longitudinal
wave) and 2 MHz (transverse waves). Therefore, cracks lesser than 0.8mm size
cannot be detected by the present arrangement.
The sizes and frequency of the probes employed in the single rail tester/double rail
tester are as under.

S.No. Probe type Size of Crystal Shape of crystal Frequency

1 00 (Double crystal) 18 mm Circular 4 MHz
or
18 mm x 18 mm Square
2 700 (Single crystal) 20 mm Circular 2 MHz
or
20 mm x 20 mm Square
3 370 (Single Crystal) 20 mm Circular 2 MHz
or
20 mm x 20 mm Square

(vii) 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.
Whenever such defects are encountered, loss of back wall echo or an alarm signal is
obtained. This indicates that defects if any below these patches may remain
undetected. Under such circumstances hand probing may be done.
7.2 Testing of SEJs, points and crossings
Due to specific shape on some portion of these components, it is difficult to achieve proper
space for acoustic coupling for testing. Therefore testing of these components is to be
undertaken as per procedure laid down in chapter 10 & 11.
7.3 Testing on sharp curves, gradients, slack gauge etc.
The USFD trolley has been designed to operate under normal conditions of gauge. 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. This is indicated by loss of backwall
echo or also by alarm provided in DRTs for backwall drop. Wherever it is not possible to
ensure proper acoustic coupling due to these reasons, testing by hand probing or by single
rail tester may be resorted to. Acoustic coupling needs to be ensured under all
circumstances to detect the flaws.

27
7.4 Testing with test rig comprising of 450 probes is effective when the sides of rail head are
nearly vertical. In case of badly worn faces of rail head the quality of result may not be
appropriate.

28
 CHAPTER 8
PROCEDURE FOR ULTRASONIC TESTING OF ALUMINO-
THERMIC WELDED RAIL JOINTS
8.1 Scope:
Following types of testing for Alumino Thermic (AT) welds have been prescribed.
These are:
a. Testing of weld head/web, which gets covered during through periodic rail testing
by SRT/DRT as per Para 6.6. The frequency of testing in this case is as per Para
6.6.1.1. As per this testing defects detected in weld heads are classified as ‘IMRW’
and ‘OBSW’ vide Annexure II B. The action to be taken for such defective welds
is as per Para 6.4.

b. Periodic testing of complete weld by hand probing of weld head/web and bottom
flange, using 00 2MHz, 700 2 MHz, 45o 2 MHz probe (AT weld foot scanning for
half-moon shaped defect) and 700 2 MHz SL probes. The frequency of testing in
this case is as per Para 8.15.2. As per this testing defects detected in welds are
classified as ‘DFWO/DFWR’. The action to be taken for such defective welds is as
per Para 8.14.

c. Besides this, welds are also tested after their execution using 00 2MHz, 700 2MHz,
45o 2 MHz probe (AT weld foot scanning for clustered defect/ micro porosities in
web foot region) and 45o 2 MHz (Tandem probe scanning for lack of fusion). This
test is termed as Initial Acceptance Test. As per this testing, defects detected in
welds are classified as ‘DFWN’. The action to be taken for such defective welds is
as per Para 8.10.1
This Chapter covers the requirement of complete ultrasonic testing of Alumino-
thermic welded rail joints by hand probing immediately after execution of the weld
described at (c) above and for periodic examination of complete weld described at (b)
above only.

8.2 Apparatus required:

8.2.1 Equipment:
Any RDSO approved model of ultrasonic equipment for Alumino-thermic welded
rail joints as per RDSO specification No. M&C/NDT/129/2005 or its latest version
along with rig for tandem testing.

8.2.2 Probes: The following probes having Lead zincronate- titanate crystal shall be used
for Ultrasonic testing of Alumino-thermic joints.
a) Normal ( 0 ) 2 MHz, 18 mm.  Double crystal.
b) 45/ 2 MHz, 20mm.dia. or 20mm.x20 mm.( square ) crystal size, Single crystal –2
no.
c) 70/2 MHz, 20mm.dia. or 20mm.x20 mm. ( square ) crystal size, Single crystal - 1
no.

29
 d) A pair of two 70/2 MHz probes inclined at 20o side looking with respect to usual
beam path. Side looking angle of both probes shall be in opposite direction to each
other.

8.2.3 Cables:
Co-axial cable for each probe shall be used. The length shall not be more than 2.0
metre.
8.2.4 Couplant:
Soft grease/oil shall be used as couplant as per specification given in para 4.1.

8.3 General Condition:

After execution of AT weld, welded zone shall be dressed properly to facilitate placement
of probes and to avoid incidence of spurious signal on the screen. The top of rail head
surface shall be dressed to obtain reasonably flat and smooth surface. The flange of the
weld up to a distance of 200 mm on either side of the weld collar shall be thoroughly
cleaned with a wire brush to ensure freedom from dust, dirt, surface unevenness etc.
8.3.1 Visual Examination:
All the welded joints shall be cleaned and examined carefully to detect any visible
defects like cracks, blow holes. Any joint which shows any visible defect shall be
declared defective.
8.4 Sensitivity setting procedure:
8.4.1 Standard test rail:
The sensitivity of the ultrasonic equipment shall be set with the help of a standard
AT welded rail piece of 600 mm (300 mm rail each side of joint) length having a
simulated flaw at standard locations as shown in Fig.20 (a). The standared AT
welded rail piece shall be preferably of same AT welding technique & welding
agency which are to be tested in field to avoid confusion of signals from weld
profile.

8.5 0/2 MHz, Double crystal Normal Probe:

This scanning is used to detect Porosity, Blow hole, Slag inclusion in head and up-to mid
web of the AT welded joint.
8.5.1 Calibration:
Following procedure shall be adopted for calibration of 00 2 MHz double crystal
probe.
i.Select range 300 mm with range control key.
ii.Select Mode T-R i.e. Double Crystal mode.
iii. Set Delay 0.
iv. Set Probe Zero 0.
v. Feed longitudinal wave velocity (5920 m/s) / Press measure 0 key.
vi. Feed angle 00.
vii. Connect 0˚ Double Crystal probe and put it on IIW (V1) Block after applying couplant at
100 mm width side.
viii. Set first reflected peak at 3.3 div. using probe zero. Place Gate over it and read the beam
path, depth shall be 100 mm.

30
 ix. Second reflected peak will appear at 6.7 & third peak at 10.0.
x. If last peak is not at 10.0, velocity may be adjusted to set the last peak at 10.0 (if velocity
control available).
xi. The equipment is calibrated for 300 /200 mm Longitudinal wave for 0˚ Double Crystal
probe.
xii. To verify the calibration, put probe on top of rail head, the back peak position will be at
5.2 for 52 Kg rail & at 5.7 for 60 Kg. rail.
8.5.2 Sensitivity setting:
Place 0normal probe on test rail. The reflection from 3 mm.dia. hole in head of
standard AT welded rail test piece shall be set to 60% of full screen height by
suitable manipulation of gain control.

8.5.3 Test Procedure: The probe shall be placed on the head of the AT welded joint
ensuring proper acoustic coupling. The probe shall be moved on the weld centre to
scan the weld area.
8.5.4 Defect classification:
I. Initial testing:
a) Flaw signal of height 30% and above obtained by normal probe from the head
region, to be declared as DFWN.
b) Flaw signal of height more than 20% obtained by normal probe from web or
foot location, to be declared as DFWN.

II. Periodic testing:

a) For any flaw signal obtained by normal probe from the head region
i. Flaw signal 40% and above and up to 60% to be declared as DFWO.
ii. Flaw signal above 60% to be classified as DFWR.
b) For any flaw signal obtained by normal probe from web or foot location
i. Flaw signal of height more than 20% from the web or foot and up to 40%
to be classified as DFWO.
ii. Flaw signal of height more than 40% from the web or foot or more to be
classified as DFWR.

8.6 70/ 2 MHz (Head scanning):

This scanning is used to detect lack of fusion, porosity, blow hole, slag inclusion,
cracks in head of AT welded joint.
8.6.1 Calibration:
Following procedure shall be adopted for calibration of 700 2 MHz single crystal
probe:
i. Select range 165 mm with range control key.
ii. Select Mode T+R i.e. Single Crystal mode.
iii. Set Delay 0.
iv. Set Probe Zero 0.
v. Feed Shear wave velocity (3230 m/s) / Press measure 70 key.
vi. Feed angle 700.
vii. Connect 70˚/2MHz Single Crystal probe and put it on IIW (V1) Block after
applying couplant and direct the beam towards 100 mm curvature.
viii. Move the probe slightly to and fro to get maximize signal.

31
 ix. Using probe zero set this peak at 6.0 or by using gate read beam path 100
mm.
x. To verify the calibration, Direct the probe towards 25 mm curvature and
maximize the peak.
xi. Put the gate on this peak, the beam path shall be 25 mm.
xii. The equipment is calibrated for 165 mm shear wave.
8.6.2 Sensitivity setting:
Connect the 70/ 2 MHz by means of co-axial cables and select (T+R) mode. Place
the probe on the railhead directing the beam towards 3-mm dia.-drilled hole in the
head of the standard AT welded test piece. Move the probe in longitudinal direction
on the rail so that reflection from the hole is obtained. Now set the height of the
reflected signal to 60% of full screen height by suitable manipulation of the gain
control. This gain shall be used for testing.
8.6.3 Test procedure:
Place the probe on the rail head on one side of the AT welded reinforcement and
move toward the weld in zig-zag manner. This exercise shall be repeated 2-3 times.
The same shall be carried out from both sides of the weld.
8.6.4 Defect classification:
I. Initial testing :
i. A welded joint showing moving signal of 30% or more of FSH shall be classified
as DFWN.
ii. A bunch of moving signals more than 10% of FSH shall also be considered as
defective weld & to be declared as DFWN.

II. Periodic testing :

i. A welded joint showing moving signal of 40% or more and up to 60% of FSH
shall be classified as DFWO.
ii. A welded joint showing moving signal of more than 60% of full screen height to
be classified as DFWR.
iii. A bunch of moving signals more than 10% of FSH shall also be considered as
defective weld & to be declared as DFWR (Fig. 30).

8.7 450 / 2MHz probe:

8.7.1 450 / 2MHz probe (AT weld foot scanning):
This scan is used to inspect the clustered defects/ micro porosities and half moon
shaped defect at the bottom of weld foot. (Fig. 22 (a))
8.7.1.1 Range calibration:
Following procedure shall be adopted for calibration of 450 2 MHz single crystal
probe
i. Feed range 275 mm with range control key.
ii. Select Mode T+R i.e. Single Crystal mode.
iii. Set Delay 0.
iv. Set Probe Zero 0.

32
 v. Feed Shear wave velocity (3230 m/s).
vi. Feed angle 45˚.
vii. Connect 45˚/2 MHz Single Crystal probe and put it on IIW (V1) Block after
applying couplant and direct the beam towards 100 mm curvature.
viii. Move the probe slightly to and fro to get maximize signal.
ix. Using probe zero set this peak at 3.6 or by using gate read beam path 100mm.
x. To verify the calibration, Direct the probe towards 25 mm curvature and
maximize the peak.
xi. Put the gate on this peak, the beam path shall be 25 mm.
xii. The equipment is calibrated for 275 mm shear wave.

8.7.1.2 Sensitivity setting:

Place 450 /2MHz probe on the rail head surface at a distance equal to height of rail
from the centre of the AT weld.{Fig. 22 (a)}. Select T+R single crystal mode. Move
the probe 20mm either side of this position (probe index marking) to pick up half-
moon crack in the central region of weld reinforcement as shown in Fig 23. This
exercise shall be carried out two-three times from each side of the weld and signal
from simulated flaw should appear at a distance of approximately 400mm for 52 kg
rail. This distance will vary with respect to rail section height. The signal so
obtained shall be adjusted to 60% of full screen height by manipulating the gain
control.
8.7.1.3 Test Procedure:
The probe (450/2MHz probe /single crystal) shall be placed on the rail head at a
distance equal to height of the rail from the centre of AT weld (Probe index
marking) under test with same sensitivity as per para 8.7.1.2. This testing technique
will scan the bottom of the weld in the central zone. The probe shall be moved 20
mm on either side of the probe index marking. The scanning shall also be repeated
from other side of weld with beam directing towards the foot region of the weld.
8.7.1.4 Defect classification:
I. Initial testing:
Any flaw signal obtained by this probe of 20% height or more shall be classified as
defective AT welded joint (DFWN).

II. Periodic testing:

Any flaw signal obtained by this probe of 20% height or more shall be classified as
defective AT welded joint (DFWR).
8.7.2 450/ 2MHz single crystal probe (Tandem probe scanning):

The tandem probe rig scan on the rail table by 450 probe is used to detect any
vertically oriented defect such as lack of fusion located at head–web junction,
complete web & up to web-foot junction area.
8.7.2.1 Range calibration: The equipment shall be set for a depth range of 275 mm as per
Para 8.7.1.1. The equipment shall be set in T/R (Double Crystal mode) by selector
switch.

33
 8.7.2.2 Sensitivity setting:
Place the tandem rig on the railhead and attach 450 probes such that the beam
direction is as shown in Fig. 22 (b). Adjust the height of reflected beam received by
receiver probe ( Rx ) to 100% of full screen height. Increase the gain further by 10
dB. This gain shall be used for normal testing of AT weld by this set up.

8.7.2.3 Test procedure: Place the tandem rig on the rail head under test as shown in Fig.
22 (c). The datum line of the rig shall be in line with centre line of weld. Test the
weld with sensitivity setting as mentioned in para 8.7.2.2. This exercise shall also
be repeated from other side of the weld.
8.7.2.4 Defect classification:
I. Initial testing:
Any flaw signal of 30% of full screen height or more shall be classified as DFWN.

II. Periodic testing:

Any flaw signal of 40% of full screen height or more shall be classified as DFWR.

8.8 70o/2MHz Side Looking (SL) probe:

This procedure shall be used for the detection of half moon shaped transverse defect with a
pair of 700 side looking probes using transmitter-receiver method.

8.8.1 Range calibration:

The equipment shall be set for a depth range of 165 mm shear wave.

8.8.2 Sensitivity setting: Set Range - 165 mm, Velocity- 3230 m/sec, Mode- Double
crystal and Angle - 70o. Connect cables of side looking probes to transmitter &
receiver socket in such a way that direction of side looking crystal face is inward
i.e. towards simulated half moon shaped defect. Place the 700 side looking ( Tx and
Rx) probes on the upper zone of the flange at a distance of 85 mm on either side of
flange {Fig. 22 (a)}. Move the probes slowly in slight zigzag manner towards the
weld upto a distance of 20 mm from weld collar. Set the signal obtained from
simulated half moon defect to 60% of full screen height with the help of gain
control switch. This gain setting will be utilized during testing of the weld.

8.8.3 Test procedure:

Place the transmitter and receiver 70o side looking probes at positions as mentioned
in Para 8.8.2. Move the probes slowly in zigzag manner towards the weld. The
position of transmitter and reciever probes from a defect signal may vary depending
upon the location of half moon defect. This exercise shall also be done from other
side of the weld.

8.8.4 Defect Classification:

Periodic testing:
The defect signal of 20% of full screen height or more is to be classified as DFWR.

8.9 Flange testing by 70/2 MHz, 20 mm x 20 mm single crystal probe:

This scanning is done for detecting lack of fusion, porosity, blow hole, slag inclusion in
flange of AT weld.

34
 8.9.1 Range calibration: The equipment shall be set for a depth range of 165 mm shear
wave.

8.9.2 Sensitivity setting:

70/2MHz, single crystal probe shall be connected to the socket available in the
ultrasonic equipment. The selector switch shall be set to single crystal mode. Move
the probe towards the 3 mm dia hole drilled in the middle of flange of the AT weld
Fig. 20(a) and manipulate gain control to obtain a maximum signal height 60% full
screen height on the screen.

8.9.3 Test Procedure:

70 probe shall be placed on the flange at a suitable distance (180 mm)
corresponding to position ‘L’in Fig. 21(a) such that ultrasonic waves are directed
towards the weld. The probe shall thereafter be moved slowly in a zig-zag manner
towards the weld. Similar testing shall be carried out from ‘C’ and ‘U’ region as
shown in Fig. 21(a).

8.9.4 Defect classification:

I. Initial testing:
A welded joint showing flaw echo of 30% vertical height or more is to be declared
as DFWN.

II. Periodic testing:

i. A welded joint showing flaw echo of 40% vertical height or more and upto 60%
is to be declared as DFWO.
ii. A welded joint showing flaw echo of more than 60% vertical height is to be
declared as DFWR.

8.10 Initial USFD testing of AT welds and subsequent testing within the guarantee period of
contract

A thermit welding done in-situ shall be joggled fish-plated with two clamps and supported
on wooden blocks of 300-450 mm length untill tested as good by USFD.
8.10.1 The defective joints (DFWN) based on the criteria mentioned in preceding paras and para
8.12.3 shall not be allowed to remain in service for initial USFD testing of AT welds.
During Subsequent testing within the guarantee period of contract defective joints (DFWO
or DFWR) shall be cropped, re-welded and tested again. The re-welded joints shall be
scanned ultrasonically again with the same set of acceptance criteria to ensure freedom
from any harmful defects.
8.11 Periodic testing of welds in service

8.11.1 The periodic testing of welds using 00 2MHz, 700 2MHz, 450 2MHz and 700 2MHz
SL probes shall be done as per para 8.15.2.

35
8.12 Procedure for initial and periodic Ultrasonic Examination of 75 mm gap AT welded
Joints
8.12.1 Standard Test Sample:
The sensitivity of ultrasonic equipment shall be set with respect to AT weld
standard test sample of 1.5 m length having a simulated flaw at standard location as
shown at Fig.20 (b).

8.12.2 Sensitivity setting:

The signal from the simulated flaw of 3 mm dia. hole in the head shall be set to
60% of full screen height with 00, 2 MHz and 700, 2 MHz probes for detection of
discontinuities in the rail head. For Flange testing a signal from a saw cut of 30 mm
in the weld metal in the flange 15 mm away from the edge of the weld collar as per
Fig. 20(b) shall be set to 60% of full screen height using 700 2 MHz probe.

8.12.3 Defect Classification:

I. Initial testing:
a) Head - With 00 & 700 probes, rejection criteria will be same as for 25 mm gap
AT weld joint. ( Para 8.5.4 (I) and Para 8.6.4 (I))
b) Flange - With 700 2MHz/ probe, Any moving signal of height more than 20%
of the full screen height shall be treated as defective weld (DFWN).
II. Periodic testing:
a) Head - With 00 & 700 probes, rejection criteria will be same as for 25 mm gap
AT weld joint. (Para 8.5.4 (II) and Para 8.6.4 (II))
b) Flange- With 700 2MHz/ probe, Any moving signal of height more than 20%
of the full screen height shall be treated as defective weld (DFWR).

8.13 Defects detected by 00 2MHz , 700 2 MHz, 450 2 MHz and 70o/2MHz SL probes with
RDSO approved customized AT weld tester/existing machine shall be classified in
accordance with provisions contained in Para 8.15.2.

8.14 Action to be taken after detection of defects in AT welds: Action to be taken for defects
in AT welds shall be same as at para 6.4. In addition, following shall also be applicable for
welds classified as defective (DFWO/DFWR) in periodic testing of AT welds using hand
probing:

36
 Classification Painting on Action to be taken
both faces of
weld
(In Head)
Defective weld In case of (i) In case of DFWO weld, following action will be taken:
‘DFWO/ DFWO, one
DFWR’ with circle with red a) SSE/JE (P.Way)/USFD shall impose speed restriction of 30 kmph
00 / 2MHz, paint. or stricter immediately and communicate to sectional SSE/JE
about the flaw location, who shall ensure the following :
700/ 2MHz, In case of
0 b) Protection of defective weld by joggled fish plates using
45 / 2 MHz or DFWR, two minimum two tight clamps immediately with a speed restriction
700 2MHz SL cross with red of 30 kmph. Speed restriction can be relaxed to normal after
probe, 450/2 paint. protection of DFWO weld by joggled fish plates with 2 far end
MHz Tandem tight bolts (one on each side) with champhering of holes, within 3
Rig 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 30 kmph

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 (100 m either side) and in tunnels & on tunnel
approaches (100 m either side), following action will be taken :

a) SE/JE (P.Way)/USFD shall impose speed restriction of 30

Kmph 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 clamped joggled fish plate
within 24 hrs.
c) The defective weld shall be replaced within 3 days of detection.

Note: DFWN found in “Initial Acceptance Test” shall be removed from track as per para 8.10.1.

8.15 Frequency of testing of welded joints

8.15.1 Frequency of testing of welded joints for through periodic rail testing by SRT/DRT using 0 0
& 700 probes shall be as per 6.6.1.1.

37
8.15.2 Testing of AT welded joints by hand probing shall comprise of testing by probes with
sensitivity setting and calibration as per references indicated against them in the table
below:

S.No Probes CalibrationSensitivity Scanned area Acceptance

as per Setting as per Criteria
1. 00 2 MHz Para 8.5.1 Para 8.5.2, Fig Head, web As per Para 8.5.4
20(a)
2. 700 Para 8.6.1, Para 8.6.2, 8.9.2, Head, weld foot As per Para 8.6.4
2 MHz 8.9.1 Fig 20(a) & 8.9.4
3. 700 Para 8.8.1 Para 8.8.2, Fig Weld foot As per Para 8.8.4
2 MHz SL 22 (a) (Half Moon Defect)
4. 450 2 MHz Para 8.7.1.1 Para 8.7.1.2 , Fig Weld foot As per Para
22 (a) & 23 (Half Moon 8.7.1.4
Defect/clustered
defect & micro
porosity)
5. 450 2 MHz As per Para As per Para Lack of fusion in the As per Para
single 8.7.2.1 8.7.2.2 web and foot region 8.7.2.4
crystal below web
probe

The frequency of testing of AT welds with above listed probes by hand probing shall be as under:

S No Type of Welds Type of Testing Testing Schedule

1 Conventional Periodic Tests Every 40 GMT or 5 years
AT weld whichever is earlier
2 Acceptance Test Immediately after welding
3 First Periodic Test 20 GMT or 1 year whichever is earlier
SKV Weld Further tests based on route Routes having GMT Frequency
4 GMT > 80 1 years
5 >60 < 80 1½years
6 >45 < 60 2 years
7 >30 < 45 3 years
8 > 15 <30 4 years
9 0-15 5 years

In case of welds on major bridges & bridge approaches (100 m either side) and in tunnels & on
tunnel approaches (100 m 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, Principal
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 as provided in Para 8.15.2 to avoid fractures of defective welds.

38
The frequency of USFD testing of AT welds on loop lines shall be followed as under:
i) Acceptance test- immediately after welding.
ii) First periodic test - after one year.
iii) Further test - once in every five years for passenger running loops.
- Not to be carried out for non passenger running loops.

Due to unusually high weld failure or other abnormal development in some sections,
Principal Chief Engineer may order testing of AT weld for loop lines early, as per need.

8.16 Through Weld Renewal should be planned after the welds have carried 50% of the
stipulated GMT of rails. Among the various sections, due for Through Weld Renewal
(TWR) as per this criteria, Chief Track Engineer will decide inter se priority based on
incidences of defect detection and weld failures.
Note : Guidelines for the Operators:
a) The correctness of angles and index marking of the probe shall be ascertained
before testing. Only probes meeting the specified values shall be used during
testing.
b) Mere appearance of moving signal during flange testing of weld shall not be the
criterion for rejection of a joint. These signals may come from the geometry of the
flange weld reinforcement. Therefore, while declaring a joint defective in flange
testing, operator shall ensure that signals are flaw signals and not the signals
coming due to geometrical configuration of the weld. Following method shall be
adopted for taking decision in this regard:

(i) Horizontal distance of flaw shown on screen of the equipment shall be observed.

(ii) Measure the actual distance from probe index to confirm if the flaw signal is
coming from the weld collar/reinforcement or from the weldment.(Fig.21b)

(iii) The defect signal observed at the collar from one end of testing shall be confirmed
from other end also. If defect is confirmed from both the ends the welds must be
marked as defective.

c) Oil or grease shall be used for proper acoustic coupling instead of water for AT
weld testing. Operator shall use the same couplant during testing and setting the
sensitivity.
d) More than one DFWO defect in one weld shall be classified as DFWR.

39
 CHAPTER 9

ULTRASONIC TESTING OF FLASH BUTT AND GAS PRESSURE

WELDED JOINTS

9.1 Scope: This procedure covers the ultrasonic testing technique of flash butt and gas pressure
welded rail joints by using pulse-echo, A-scan examination method of detecting weld
discontinuities.

9.1.1 This practice utilises only shear wave probe having 450 & 700 refracted angle in
steel, 450 probes to test head and 700 probe to test web and foot of the welded joints.
9.1.2 Significance:
It is essential that evaluation be performed properly by trained and qualified
personnel.
9.2 Code of procedure
9.2.1 Equipment and accessories
(i) Any RDSO approved model of ultrasonic equipment for Alumino-thermic welded
rail joints as per RDSO specification No. M&C/NDT/129/2005 or its latest version.
(ii) Two single crystal 450 2 MHz probes, one single crystal 700 2 MHz probe.
(iii) 00 4 MHz double crystal probe (00 2 MHz single crystal probes, shall be used to
check equipment characteristics.)
(iv) Battery with specific voltage suitable for the USFD to be used.
(v) Battery charger
(vi) Voltmeter
(vii) Standard rail piece of 2.5 m length having standard simulated defects at standard
locations (Fig. 4).
(viii) Calibration block 60 X 50 X 50 mm of steel grade 45C8 to IS: 1875 – 1992.
(ix) Steel measuring tape.
(x) IIW-VI or V2 block

9.3 Pre-requisite
(i) Coupling condition/surface preparation: The protruding upset metal around welded joint
shall be removed by any suitable mechanical means in such a way that the remaining
protruded metal does not produce sharp corner and the finished surface of the protruded
metal if any left should merge smoothly into the surfaces of the adjacent base metal. The
scanning surfaces must be free from weld spatter, scale, dirt, rust and extreme roughness on
each side of the weld for a distance equal to 200 mm.

Couplant:
The couplant should wet the surfaces for the probes and the scanning surfaces and
eliminate any air space between the two. Depending upon availability and feasibility of the
testing, oil or grease can be used as couplant.

40
 (ii) Calibrate the depth range of ultrasonic flaw detector with the help of 60 X 50 X 50 mm
steel block of steel to grade 45C8 to IS : 1875 – 92 .

9.4 Calibration and sensitivity setting

(i) Calibrate the digital ultrasonic weld tester for 165 mm shear wave as per procedure given at
para no. 8.6.1 and after calibration switch over to T/R double crystal mode.
(ii) Connect the 45o probes, one to transmitter connector and the other to receiver connector.
Place the 45o probes on standard rail piece as shown in Fig. 24 (a). Move the probes
forward and backward alternately and set the gain to achieve 60% height of full screen
from a 5 mm dia drill hole drilled in head.
(iii)Remove the 45o probes and connect 70o probe (Turn the probe selector T+R i.e. single
crystal mode). Place the probe at approximately 100 mm from the 5 mm dia hole on the
web as shown in Fig. 24(b). Move the probe to and fro from 5 mm dia hole and set the gain
to achieve 60% height of full screen and this gain level shall be reference gain for testing of
web and flange of the joints.
(iv) The equipment is now calibrated for depth range of 16.5 mm per main scale division (for
machine having 10 main divisions on horizontal scale) to shear wave and gain of the UFD
is set separately for conducting the test using 45o and 70o probes.

9.5 Examination of flash butt/gas pressure welded rail joints in depot (Initial testing):
Examination of flash butt welded joints is performed separately for the rail head, web and
flange. In case of scanning of weld at rail head, two single crystal 45 o angle probes of 2.0
MHz shall be used, one of which shall act as transmitter and the other as receiver. A 70o
single crystal angle probe of 2 MHz frequency shall be employed for examining the welds
at web and flange. All the above probes have index marks on their housing to denote the
point at which the central beam emerges.
9.5.1 Testing of weld at rail head:
After calibration has been done, the two 45o angle probes shall be connected to the unit by
means of two probes cables one acting as transmitter and other as receiver. The probe
selector switch shall be operated in T/R mode in which one works as Transmitter and the
other as receiver.
Oil or grease as per specification given at para no 4.1 shall be applied as couplant along the
right and left hand side faces of the rail head, up to 100 mm from the joint on both sides of
the weld.
9.5.1.1 Two 45o angle probes shall be placed and moved along the two side faces of the rail
head in the longitudinal direction of the rail. Slight twisting movements, with the
beam directed towards the weld, shall be imparted mutually to the probes as shown
in the Fig. 24 (a). In order to examine the entire width of rail head as well as the
height, maximum mutual displacement at start shall be equal to width of top of rail
head. If, for example, the left hand probe is at maximum width displacement away
from the weld the right hand probe shall be directly over the weld and vice-versa.
The probe shall then be advanced from the weld as shown in the Fig. 24 (a). The
movement shall be continued until the probes are in reversed positions with respect
to the beginning of the test. This operation shall be repeated 3-4 times and at the
end of each traverse slight horizontal twisting movements shall be given to the

41
 probes. Probing may be continued from the other side of the joint also to take care
of defects unfavorably oriented to the search beam applied from the other side.
9.5.1.2 Detection of defects: The common flash butt welding defects are lack of fusion and
oxide inclusions. They are generally transversally oriented. If the rail head is free
from defects, no flaw signal will appear on the screen. If there are flaws, the beam
will be reflected at the discontinuities and picked up by the receiver probe. For a
particular rail section, the flaw signal shall always appear at a fixed graduation on
the horizontal scale. The location of the flaw can be determined by the position of
the probes. Invariably the flaw will be on that side of the rail head, which is nearer
to the weld. If both the probes are at equal distance from the weld, the flaw will be
in the center of the rail head as shown in Fig. 24 (a). An indication of the flaw size
can be made from the amplitude of the flaw signal and the extent of the transverse
of the probes.
Any welded joint when tested with gain setting specified showing flaw signal shall
be considered defective.
9.6 Testing of weld at rail web and flange
9.6.1 Setting of sensitivity:
To examine the web and flange locations of flash butt welded rail joints the gain level of
flaw detector’s setting shall be changed and set as per para 9.4(iii) and probe selector
switch shall be turned to single crystal operation i.e. in T + R mode.
9.6.2 Couplant:
Oil or grease as per specification given at para no 4.1 shall be applied as couplant along the
right and left hand side surfaces of the rail web and foot up to 100 mm and 180mm
respectively away from the joint on both sides of the weld.
9.6.3 Testing procedure:
The probe shall be positioned 100 mm away from the weld in web region and transversed
in a zigzag manner towards the weld. The probing should be done on the web so as to cover
the entire width as shown in Fig 24 (b). Testing of the flange should be done as per the
procedure described in Para 8.9.3 (Fig. 21 (a)).
9.6.4 Detection of defects:
To detect flaws in the web, the probe must be twisted slightly in the direction of the web.
No flaw signal will appear on the screen if the rail flange and web are sound. If there are
discontinuities in the weld, moving flaw signals will appear on the screen. When the flaw
signal is at its maximum height, the distance of the probe from the weld joint shall be
measured, to determine the location of the flaw.
Any welded joint when tested with normal gain setting showing any moving signal
shall be considered as defective.
9.7 Periodic Testing
9.7.1 Frequency of testing with 00 & 700 probe: Same as for rails and shall be carried out along
with rail testing.
9.7.2 Frequency of testing with 700 hand probing for web and flange:
Normally there is no need for hand testing after first testing of welds. Additional hand
probing be carried out as per para 9.8.

42
9.8 For Flash Butt Welds: 450 and 700, 2 MHz hand probing for web and flange:
In case of flash butt welds normally there is no need for hand testing (with 450 and 700
probes), however, Chief Engineer may order hand probing with these probes in case failure
rates are high in his opinion.

43
 CHAPTER 10

ULTRASONIC TESTING OF RAILS REQUIRED FOR FABRICATION

OF POINTS AND CROSSINGS

10.1 New rails without bolt holes and suitable for laying in track are used for the fabrication of
points and crossings. These rails, therefore, do not have any chance of fish bolt hole
cracking or any progressive type of defects. The defects like pipe, seam, lap, inclusions,
segregation can only be expected in these rails. Therefore, in the procedure for ultrasonic
testing of these rails only normal probe (0o) is required. Probing shall be carried out from
top of the rail head, side of the rail head and side of the web. The use of angle probe has
not been included as transverse progressive crack of fish bolt hole cracks are not expected.
This testing will be undertaken besides visual examination of rails for freedom from any
surface defects.

10.2 Scope:
This chapter stipulates the ultrasonic testing technique of new rails required for fabrication
of points and crossings by hand probing using ultrasonic flaw defector and lays down the
acceptance standard.

10.3 Accessories
10.3.1 Probes:
One single crystal normal probe 20/25 mm dia, 2/2.5 MHz frequency for checking
the efficiency of the ultrasonic flaw detector. One double crystal normal probe of 4
MHz frequency, 18mm dia (overall), stainless steel casing and with perspex insert
having a path length equal to 50 mm of steel required for testing of rails.
Both the probes shall meet the requirement of the tests stipulated in equipment
specification.
10.3.2 Battery:
The battery shall be a rechargeable, plug-in type (preferably Ni-Cd type) 6V/12V
suitable for working about eight hours continuous operation per charge.
10.3.3 Battery charger:
The battery charger shall be suitable for charging the battery provided with the flaw
detector.
10.3.4 Co-axial cable:
Two meter co-axial cable fitted with BNC connector for connection with single
crystal probe.
10.3.5 Calibration block:
60x50x50mm block of steel to grade 45C8 of IS:1875 – 1992.
10.3.6 Standard test rail:
The rail piece shall be 250/300 mm in length preferably of the same section used for
the manufacture of crossings, having 1.5 mm dia and 2.0 mm dia flat bottom holes
drilled along the central axis of the head, web and foot locations as indicated in Fig.
25.

44
 10.3.7 Checking the sensitivity of the probe:
The double crystal normal probe shall be able to detect 1.5 mm, 2.0 mm and 2.0
mm dia flat bottom holes in the rail head, web and foot respectively of the standard
test rail. The amplitude of the peaks shall be set at 60% height.

10.4 Testing procedure

10.4.1 Surface preparation:

The probing faces of the rail shall be cleaned with hard wire brush to make it free
from dirt, etc. for achieving acoustic coupling.
10.4.2 Checking the equipment: Check the correct functioning of the flaw detector or
probe and adjust the sensitivity of the unit with standard test rail as in para 10.3.7
10.4.3 Calibration: Calibrate the unit for 300mm range for testing the rail while probing
from top of the rail and for 100mm range while testing from the side head and web.
10.4.4 Testing: After calibration of the unit the rails shall be tested manually using double
crystal normal probe 4.0 MHz frequency with water/oil as couplant. The rails shall
be tested by probing from the rail head top, rail head side and web. Typical
oscillogram pattern for various probe positions are given for guidance as indicated
below:

(i) Probing from the rail table:

Oscillogram pattern for sound rail will be as given at Fig.5.
The pattern obtained on the defective rails will be as in Fig.14 for segregation, Fig.11
for vertical longitudinal split in web.
(ii) Side probing from rail head: Oscillogram pattern for sound rail shall be as given
at Fig.9.
The pattern obtained on defective rails will be as given in Fig.10 for vertical split in
head.
(iii) Side probing from web:
Oscillogram pattern for sound rail shall be as given in Fig.12.

The pattern obtained on defective rails will be as given in Fig.13 for vertical split in
web.

10.5 Acceptance standards:

Any flaw peak appearing on the cathode ray tube of amplitude higher than 60% of the full
screen height shall indicate a defective rail and such rails shall not be used for
fabrication of points and crossings.

10.6 Guidelines for USFD testing of tongue rail of point & crossing in service.

10.6.1 For purpose of USFD testing of tongue rails of points and crossings, the tongue rail can
be demarcated in three zones as under:

a. Zone-1: Where full width of Rail head is available.

45
 b. Zone-2: Region where scanning by 700 probe is easily feasible i.e. up to width of
rail head of points and crossings, where 700 probe of 20 mm crystal size can be
suitably placed over it.
c. Zone-3: Rest portion of tongue rail of points and crossing.

10.6.2 The USFD testing of tongue rails of points and crossings, shall be done as given below.
The sensitivity setting for the probes shall remain same as used for through periodic
rail testing. The frequency of USFD testing in Zone-1 and Zone-2 of tongue rails of
points and crossings shall be same as that of periodic rail testing as specified in Para
6.6 of this manual.

a. Zone-1: This part of tongue rail of point & crossings where full width of rail head
is available, shall be covered in normal rail testing using double rail tester or single
rail tester. In some of the switches in which guide roller of double rail tester hinder
the movement of trolley up to full width of rail head part, lower dia of guide roller
shall be used.
b. Zone-2: 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.
c. Zone-3: This part of the tongue rail shall be examined visually by P. Way officials
during their scheduled inspections of Points & Crossings as prescribed in IRPWM.

10.6.3 Classification of defects : The defect classification shall be made as per provisions
given in Item 1(A), 2(A) , 3 (A) and 4(A) of Annexure-II-A of ‘Manual for Ultrasonic
testing of rails & welds, (Revised-2012)’

However, in zone-2 provisions given in Item 2(A) and 3 (A) of Annexure-II-A of

‘Manual for Ultrasonic testing of rails & welds, (Revised-2012)’ shall be applicable.

10.6.4 Action to be taken after detection of defects: 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.

46
 CHAPTER 11

ULTRASONIC TESTING TECHNIQUE OF WORN OUT POINT AND SPLICE RAILS

PRIOR TO RECONDITIONING BY WELDING AND SWITCH EXPANSION JOINT

11.1 The worn out points and crossings are taken to the Reconditioning Depot for reclamation of
the same by suitably depositing hard facing electrode over the worn out areas to enhance
the service life and also for effecting savings thereby. As per extant practice, the worn out
areas of the wing rails and point and splice are ground for removing loose metals and
oxides over the surface before undertaking welding. Freedom from any fatigue crack over
the surface to be built-up is also ensured by MPI/DPI before reclamation. As the nose
portion of the crossing consisting of the point and splice is subjected to heavy impact and
dynamic stresses during service, it is felt necessary to check them ultrasonically to ensure
their freedom from any internal flaw prior to reconditioning, so that the defective points
and splices can be rejected for ensuring safety in the train operation.
11.2 Scope: This testing procedure stipulates the ultrasonic testing techniques of worn out point
and splice rails which need reclamation. Zone I of the crossing shall be tested utilising
probes fitted in USFD trolley and zone II and III shall be tested by hand probing with 0 o
and 70o probes wherever necessary for detection of internal flaws {Fig. 26 (a)}. The testing
is required to be carried out in dismantled condition in the welding depot. It also suggests
to subject some vulnerable locations to MPI/DPI to ensure freedom from surface/sub-
surface defects.

11.3 Personnel qualification: It is essential that evaluation be performed by properly trained

and qualified testing personnel.

11.4 Equipment and accessories

11.4.1 Equipment: Pulse-echo type ultrasonic flaw detector approved by RDSO.

11.4.2 Accessories
(i) Probes:
The rail test trolley shall have following probes made of PZT, barium titanate or
similar type of piezo electric crystals:
(ii)
(a) Double crystal 4 MHz, 18mm(crystal dia) 0o probe-1 No. fitted in trolley.
(b) Single crystal 2 MHz, 20mm(crystal dia)70o probe- 2 No. fitted in trolley.
(c) Single crystal 2 MHz, 20mm(crystal dia) 70o probe -1 No. for hand probing.

(iii) Battery with specific voltage suitable for the USFD to be used.
(iv) Battery charger
(v) Voltmeter.
(vi) Standard rail piece of 2.5m length having standard simulated defects at standard
locations (Fig.4)
(vii) Calibration block 60 x 50 x 50 mm of steel grade 45C8 to IS: 1875 – 1992.
(viii) Steel measuring tape.
(ix) IIW-VI or V2 Block

47
 (x) Co-axial cable-2.5m length fitted with BNC connector for connection with single
crystal probe.

11.4.3 Pre-requisites
(i) Battery power: Before undertaking testing, check the power of the battery to ensure
that it is fully charged.
(ii) Check the correct functioning of the ultrasonic flaw detector on IIW block as per
IS: 12666- 1988.
(iii) The couplant should wet the surfaces of the probes and the scanning surfaces
properly. Depending upon the availability and feasibility of the testing – water, oil
or grease can be used as couplant.
(iv) Calibrate the depth range of USFD with help of calibration block for 300mm depth
range (longitudinal wave) with the help of 0o double crystal 4 MHz probe. The
equipment is thus calibrated for depth range of 60/30mm per main scale division for
longitudinal wave for equipment having 5/10 main scale div. on horizontal scale.

11.5 Checking the sensitivity

11.5.1 0o and 70o probes fitted with the rail tester trolley shall be able to detect 5mm dia
flat bottom hole at the foot/5mm dia through hole at web-foot junction and 5mm dia
through hole at head respectively of the standard 2.5m long test rail. (See Fig.4) and
set gain of the USFD so that the flaw signal amplitude is adjusted to 60% of the
vertical screen height.

11.5.2 During hand probing by 70o single crystal 2 MHz probe it should be connected with
the equipment by a coaxial cable. Turn the probe selector switch to single crystal
operation and set the gain of the USFD with 5mm dia drilled hole in the head of the
standard rail by side probing. The flaw signal amplitude shall be similarly adjusted
to 60% of the vertical screen height.
11.6 Testing procedure {Ref.Fig. 26 (a)}: The points and splices of different turnouts shall be
divided into three zones, viz.
Zone –I: To be tested by the rail tester trolley according to accessibility utilising
(Towards the 0o and 70o probes.
heel of the
crossing)

Zone-II: To be tested by 0o and 70o probes provided in the rail tester trolley by
(Middle hand probing from the rail head top surface.
of the
crossing)
Zone–III: To be tested by the 70o 2 MHz single crystal probe by hand probing at
(Toward the head portion from both the sides of the head. The web and flange
the nose location of zone III shall be tested by the same probe.
of the
crossing)

48
 Besides the above, the bolt hole locations at the web shall be thoroughly examined visually
and magnetic particle/dye penetrate inspection shall be conducted to ensure freedom from
cracks since ultrasonic testing of the bolt hole crack on the web is not feasible.

11.7 Acceptance standard

Zone I, II &III: Any point or splice when tested with gain setting as specified in
para11.5.2, showing any moving signal shall be considered as defective.

11.8 Procedure for ultrasonic testing of stock and tongue rail of switch expansion
joint/Improved switch expansion joint (ISEJs).

11.8.1 A number of SEJs/ISEJs have been found to fail in service due to fatigue cracks generated
from the bottom of the rail and also from rail head endangering safety. It was therefore
considered essential to develop a procedure for detection and classification of defects in
SEJs/ISEJs. Details of the procedure are described below.

11.8.2 Scope: This procedure stipulates the ultrasonic testing technique of new stock and tongue
rail of SEJs/ISEJs as well as those in service and lays down the acceptable standard with
regard to defects noticed. In view of the design of the SEJs/ISEJs, testing is to be
accomplished by hand probing up-to accessible location (considering crystal size of the
probe and probing area of SEJ/ISEJ).

11.8.3 Accessories:
11.8.3.1 The following Equipment and probes shall be used for ultrasonic examination of
SEJs/ISEJs.

a) Equipment: Any RDSO approved model of ultrasonic equipment for Alumino thermic
welded rail joints as per RDSO specification Nos. M&C/NDT/129/2005, Rev-II, Aug
2014 or its latest version.

b) Probes: The following probes shall be used for ultrasonic examination of SEJs/ISEJs.
(i) 0o Normal probe, 18mm dia./4 MHz, Double crystal for time scale calibration.
(ii) 45o/2MHz, 20x20mm PZT crystal, Single crystal for locating flaws in middle of web-
flange area and bolt hole crack.
(iii) 70o/2MHz, 20x20mm PZT crystal, Single crystal for locating flaws in nose of the
SEJ/ISEJs.
c) Calibration Block:
(i) A 60mm x 50mm x 50mm rectangular block of steel to grade 45C8 of IS-1875-1992.
(ii) IIW (V1) Blocks for calibration of Angular probes.

11.8.3.2 Couplant: Water/soft grease/thick oil shall be used as couplant.

11.8.3.3 Cables: Co-axial cable for each probe shall be used. The length shall not exceed 2
meters.

49
11.8.3.4 Standard test piece: A 1000mm long rail piece having nose of SEJ/ISEJs stock shall be
used for preparation of standard test piece. One simulated flaw of 3mm x 5mm shall be
made in the bottom of flange as shown in Fig. 26 (b) for 60 kg rail section and Fig. 26 (c)
for 52 kg rail section at location A. This simulated flaw shall be used for sensitivity
setting of 45o angle probe. Another 5mm. Dia. through hole shall be made in the rail head
at location B, 25mm. below the top of the rail surface and away from nose portion (as
shown in Fig. 26 (b) for 60 kg rail section and Fig. 26 (c) for 52 kg rail section) for
sensitivity setting of 70o angle probe.

11.8.4 USFD testing by 450 Single crystal angle probe: This procedure shall be used for the
detection of defects originating from bolt hole and machined edge at bottom of
stock/tongue rail of SEJ/ISEJ and gap avoiding rail of ISEJ.

11.8.4.1 Range calibration: The equipment shall be calibrated for 275 mm shear wave depth
range by 450 angular probe using IIW (V1) block.

11.8.4.2 Sensitivity setting: 450/2MHz single crystal probe shall be placed on the rail head at a
distance of 175mm (for 60Kg rail section) and 160mm (for 52Kg rail section)
approximately from the junction of flange as shown in Fig.26 (b) and Fig. 26(c)
respectively. The probe shall be placed so as to direct the beam towards the simulated
flaw (Saw-Cut) as shown in Fig. 26(b) for 60 kg rail section and Fig. 26(c) for 52 kg rail
section. The probe shall be moved towards the saw cut in zigzag manner so as to get
maximum reflection from saw cut. The height of this reflected signal shall be adjusted to
40% of full screen height with the use of gain control knob.

11.8.4.3 Test Procedure: 450 angle probe is placed on the head of Stock/tongue rail of SEJ/ISEJ
and gap avoiding rail of ISEJ while maintaining the movement towards the nose of
SEJ/ISEJ. The probe is moved forward and backward direction on the head directing
towards nose and away from the nose of stock/tongue rail of SEJ/ISEJ and gap avoiding
rail of ISEJ in the entire machined portion of stock/tongue rail of SEJ/ISEJ and gap
avoiding rail of ISEJ.

11.8.4.4 Defect Classification: Any flaw peak of amplitude higher than 20% of full screen height
shall be classified as IMR. The defective SEJ/ISEJ should be adequately protected as per
Para 11.9 till it is replaced.

11.8.5 USFD testing by 700 angle single crystal Probe: This procedure shall be used for the
detection of transverse defects originating in head of stock/tongue rail of SEJ/ISEJ and
gap avoiding rail of ISEJ.

11.8.5.1 Range calibration: The equipment shall be calibrated for 165 mm shear wave depth range
by 700 angular probe using IIW (V1) block.

11.8.5.2 Sensitivity setting:700/2MHz single crystal probe shall be placed on the rail head at a
distance of approximately 70mm from 5mm dia hole in the head as shown in Fig. 26(b)
for 60 kg rail section and Fig. 26(c) for 52 kg rail section, so as to direct the beam
towards the hole. The reflection from 5mm dia hole shall be adjusted to 60% of full
screen height with use of gain control.

50
11.8.5.3 Test Procedure: 700 angle probe is placed on the head of stock/tongue rail of SEJ/ISEJ
and gap avoiding rail of ISEJ while maintaining the movement towards the nose of
SEJ/ISEJ. The probe is moved forward and backward direction on the head directing
towards nose and away from the nose in the entire machined portion of stock/tongue rail
of SEJ/ISEJ and gap avoiding rail of ISEJ.

11.8.5.4 Defect Classification: Any flaw peak of amplitude higher than 20% of full screen height
shall be classified as IMR. The defective SEJ/ISEJ should be adequately protected as per
Para 11.9 till it is replaced.

11.8.6 USFD testing by 00 double crystal, 4 MHz probe: This procedure shall be used for the
detection of horizontal defects in head, web and web-foot junction of stock/tongue rail of
SEJ/ISEJ.

11.8.6.1 Range calibration: The equipment shall be calibrated for 300 mm longitudinal wave depth
range by 00 (normal) probe using rectangular block of 60mm x 50mm x 50mm steel to
45C8, IS-1875-1992.

11.8.6.2 Sensitivity setting: 00/4 MHz double crystal probe shall be placed on the rail head to get
reflected signal from back end of the rail. The reflected signal shall be set to 60% of full
screen height with the use of gain control knob.

11.8.6.3 Test Procedure: The 00 probe shall be moved on the top of the stock/tongue rail SEJ/ISEJ
to facilitate detection of horizontal defect originating from head, web, web-foot junction
and bottom of the SEJ/ISEJ.

11.8.6.4 Defect Classification: Any flaw peak of amplitude higher than 20% of full screen height
or partial/complete loss of backwall echo shall be classified as IMR. The defective
SEJ/ISEJ should be adequately protected as per Para 11.9 till it is replaced.

11.8.7 Testing frequency: Testing frequency of stock and tongue rail of SEJ/ISEJs and gap
avoiding rail of ISEJ shall be same as that for normal track as stipulated in the Para 6.6.1.1,
without considering any reduced frequency testing period.

11.9 Action to be taken after detection of defect: On detection of defect in stock and tongue
rail of SEJ/ISEJ and gap avoiding rail of ISEJ, SSE/JE (P.Way)/USFD shall impose speed
restriction of 20 KMPH or stricter immediately and communicate to sectional SSE/JE
(P.Way) about the flaw in SEJ/ISEJs with its location, who shall ensure the protection of
defective SEJ/ISEJs by deputing a permanent watchman till the SEJ/ISEJs is replaced. The
defective SEJ/ISEJ shall be replaced within 3 days of detection.

***

51
 CHAPTER 12

ULTRASONIC TESTING OF RAILS BY SPURT CAR

12.1 Ultrasonic testing of rails by SPURT Car has to be carried out as per “Indian Railway
Standard Specification for Ultrasonic Testing of Rails/Welds using Vehicular Systems
Revised -2020 (Document no. IRS-T-52)” along with its latest revision and updated
correction slips.

***

52
 CHAPTER 13

REPORTING AND ANALYSIS OF RAIL/WELD FAILURES

13.1 After each fracture FAILURE REPORT shall be prepared as per proforma given in
Annexure –III and Annexure- IV by SE/JE(P. Way) and Divisions respectively.

13.1.1 All the fractured rail/weld pieces of 150mm length on each side of fractured face,
except those attributable to known extraneous causes such as fractures resulting
from accidents, series of fractures resulting from passage of flat wheels, etc., shall
be sent to Chemist and Metallurgist for detailed investigation in the following
cases:

a) Rail failure within 5 years of primary renewal/Spate of premature rail failures.

b) Weld failure within one year of execution.
c) Repetitive rail fractures of same rolling mark.

13.1.2 The Chemist & Metallurgist should submit consolidated investigation report to
Headquarters and Director/M&C/RDSO for making out a management information
report based on investigation carried out on the above rail failures. The annual
briefs made out by RDSO on the analysis of rail fracture must cover these details.
Director (M&C) may call for specific samples from Chemist & Metallurgist for
confirmation of their findings.

13.1.3 In the following instances, the samples of rail/weld shall be forwarded to

Director/M&C/RDSO.

(a) Rail/ weld samples involved in accident/derailment

(b) Rail samples of imported origin failed in service within guarantee period.

13.2 All the failure reports and defects detected are required to be compiled in the form of
Annexure VI & VII at divisional level. Each weld failure shall be analysed by sectional
Sr. DEN/DEN, to ascertain whether the failure is sudden, due to impact or inherent defects
such as lack of fusion, micro porosities, formation of fin etc. The data including causes,
nature and frequency of defects shall be analysed and managerial decisions required for
preventive/ corrective action shall be taken promptly.

***

53
 ANNEXURE- I

Sketch showing details of standard test piece for ultrasonic testing of symmetrical rail section
-----------------------------------------------Deleted------------------------------------------------------

54
 ANNEXURE- IA

Sketch showing details of standard test piece for ultrasonic testing of asymmetrical rail section
---------------------------------------------------Deleted-------------------------------------------------

55
 Annexure-IIA
(Para 6.3)
CLASSIFICATION OF RAIL/WELD DEFECTS FOR
NEED BASED CONCEPT OF USFD

Note : “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”.

For Rail Defects

S. Probe used Nature of defect Oscillogram pattern Classific
No ation
1. Normal A) Within fishplated area - No back echo before or after
probe 4MHz (i) Any horizontal defect in head appearance of bolt hole echo with
(sensitivity web or foot of length equal to Flaw echo with or without IMR
set with distance between rail end and multiples
respect to first bolt hole and connected OR
100% back with the rail head. Drop in back echo before or after
wall signal appearance of bolt hole echo with
height from flaw echo with or without multiple
rail bottom)

(ii) Any horizontal defect No back echo between bolt hole IMR
connecting both bolt holes echo. Flaw echo with or without
multiples.

(iii) Any defect originating from No back echo before or after IMR
bolt holes and progressing at appearance of bolt hole echo with
an angle towards head-web or without flaw echo
junction or web-foot junction.

B) Outside fish plated area -

a) Any horizontal defect No back echo with flaw echo IMR
progressing at an angle in vertical (shifting/without shifting) for any
plane in the rail at the following horizontal length
locations in the track: OR
i) In tunnel & on tunnel No back echo and no flaw echo
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 horizontal defect No back echo with flaw echo IMR
progressing at an angle in vertical (shifting/without shifting) for
plane in the rail at track locations horizontal length > 20mm
other than (a) above. No back echo with or without OBS
shifting flaw echo for horizontal
length< 20 mm

56
S. Probe used Nature of defect Oscillogram pattern Classification
No
C) Vertical longitudinal split In case of partial/complete loss IMR
(piping) of back echo, side probing shall
be carried out with 0o probe, if
any flaw echo with/ without
multiples is observed (in any
length)
2. 70o 2MHz A) Any transverse defect in the rail
Centre head at the following locations in
Probe the track
(Sensitivity i) In tunnel & on tunnel
set with approaches (100m either side)
12mm dia.
Standard hole ii) On major bridges & bridge
in rail head approaches (100m either side)
25mm from
rail top) iii) In the vicinity of holes near the
For non ‘D’ weld (50 mm for old AT weld and
marked rails 75mm for new AT weld from the
on centre of weld on either side of
double/multi weld)
ple line
sections

B) Any transverse defect in the rail

head at track locations other than
A) above

57
S. Probe used Nature of defect Oscillogram pattern Classification
No
3. 70o 2MHz A) Any transverse defect in the rail
(Centre) head at the following locations in
Probe the track
(sensitivity i) In tunnel & on tunnel
set with approaches (100m either side)
12mm dia. ii) On major bridges & bridge
Standard hole approaches (100m either side)
at rail head
25mm from iii) In the vicinity of holes near the
rail top and weld (50 mm for old AT weld and
with 75mm for new AT weld from the
additional centre of weld on either side of
gain of 10dB weld)
thereon).
For all single
line sections
and ‘D’
marked rails
on double
/multiple line
sections

B) Any transverse defect in the rail

head at track locations other than
A) above

58
4. 700 probes A) Any transverse defect in the rail
Gauge Face head on gauge face side/ Non-
& Non-gauge gauge Face at the following
Face side locations in the track
(Sensitivity i) In tunnel & on tunnel
set on 5mm approaches (100m either side)
FBH)
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 on gauge face/ Non-gauge
Face side at track locations other
than A) above

59
SNo Probe Used Nature of Defect Oscillogram Pattern Classification
5. 450 probes A) Any transverse defect Loss of signal height equal IMR
mounted in in the rail head, with to or more than 20% of full
test rig scabs/wheel burn on top scale height.
(sensitivity surface, at the following
set to 100% locations in the track
with respect i) In tunnel & on tunnel
to reflection approaches (100m either
signal side)
received from
opposite face ii) On major bridges &
of rail head) 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 with
scabs/wheel burn on top Loss of signal height equal IMR
surface at track locations to or more than 80% of full
other than A) above. scale height.

Loss of signal height equal OBS

to or more than 20% but
less than 80% of full scale
height
6 370 2MHz Any defect originating During testing any moving IMR
Centre Probe from bolt holes and signal observed by 370 in
(Sensitivity progressing at an angle web region (i.e. beyond 2.3
set on 5mm towards head-web div in horizontal scale)
saw cut on junction or web-foot other than standard peak
bolt hole) junction. from bolt hole, bond wire
hole etc.

60
 Annexure II B
(Para 6.5.1)

Weld defects (AT+FBW)

S.No. Probe used Nature of defect Oscillogram pattern Classification
1. Normal probe A) Any horizontal defect No back echo with flaw IMRW
4MHz progressing at an angle in echo (shifting or
(sensitivity set vertical plane in the rail at without shifting)
with respect to the following locations in
100% back wall the track :
signal height i). In tunnel & on tunnel
from rail bottom) 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 horizontal defect No back echo with OBSW

progressing transversely in flaw echo (shifting or
the rail at track locations without shifting)
other than A) above

61
S.No. Probe used Nature of defect Oscillogram pattern Classification
2. 70o 2MHz Centre A) Any transverse defect in
probe (Sensitivity the rail head at the
set with 12mm following locations in the
dia. Standard track
hole at rail head i) In tunnel & on tunnel
25mm from rail approaches (100m either
top) 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 at track locations
other than A) above

62
3. 700 probes Gauge A) Any transverse defect in
Face & Non- the rail head on gauge face/
gauge Face side Non-gauge Face side at the
Probe following locations in the
(Sensitivity set track
on 5mm FBH) 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 on gauge face/
Non-gauge Face side at
track locations other than
A) above

63
 ANNEXURE-III

(Para 13.1)
(To be prepared and submitted by PWIs)

PROFORMA FOR REPORTING RAIL/ WELD REPLACEMENT OR REMOVAL

ON DETECTION BY USFD

1. SE/JE(P.WAY) : (STATION CODE)

2. BLOCK SECTION : (Station code - Station code)

3. LINE :
a) UP/DN/Single : Upline-1, Down Line-2, Single Line-3
b) BG/MG /NG/Others : BG-1, MG-2, NG-3 & others-4
c) Rail No./ Weld No. : One digits ( within TP )
d) Right hand/ Left hand : RH-1, LH-2

4. GMT (TOTAL) : 0-50, 51-100,101-150,151- 200, 201-250, 251- 300, 301-350 ,

(for released rails add 1 2 3 4 5 6 7
previous traffic carried) 351- 400, 401-450, 451-500 > 500
8 9 10 11
5. KM & TP : ( 8 digits - 4 for Km / 2 for TP-2 for TP )

6. STRAIGHT/CURVE : Straight-0, Curve-(indicate degree of curvature

in one digit)

7. INNER/ OUTER RAIL : Inner – 1, Outer - 2

IN CASE OF CURVE

8. (a) TYPE OF FAILURE : FRACTURE-1, REMOVAL AFTER

DETECTION-2
(b) Date of fracture/removal 6 digits ( dd/ mm/ yy )
(c) Gap at the time of fracture 2 digits (mm)

9. RAIL/WELD : RAIL-1, AT WELD-2 (Fracture within 100mm

of weld to be considered as weld failure) FB
Weld-3, Gas Pressure Weld-4

10. SECTION OF RAIL : 60kg-1, 52kg-2, 90R-3, 75R-4, 60R-5, 50R-6

11. TYPE OF RAIL : 72 UTS-1, 90 UTS-2, Head Hardened-3

12. ROLLING MARK OF RAIL :

13. HOT STAMPING :

NUMBER/ CAST NUMBER

64
14. MONTH & YEAR OF : Two digits for month & two digits for year : suffix P
ORIGINAL/ SECONDARY Two digits for month & two digits for year : suffix S
LAYING

15. TOTAL NUMBER OF : Two digits

YEARS IN SERVICE

16. MONTH AND YEAR : Two digits for month & two digits for year
OF WELDING

17. (a) TYPE OF SLEEPER : PRC-1, ST-2, CST-3,WOODEN-4, OTHERS-5

(b) TYPE OF FITTINGS Elastic Fastening-1, Conventional-2
(c) SLEEPER DENSITY 1660-1, 1540-2, less than 1540-3
(numbers per Km)
18 BALLAST CUSHION : Three digits
( in mm)

19. IN CASE OF AT WELD : TPP-1, ITC-2, HTI-3, SAGAR-4, OBEROI-5

Raybon – 6, Morwel – 7, Deptt.- 8, Indiana – 9,
Others - 10

20. TYPE OF AT WELDING : Conventional–1,SKV-2,75mm GAP-3,

Combination Joint-4

21 LAST USFD CLASSIFICATION: Good-1, IMR-2, IMRW-3, OBS-4, OBSW-5,

DFWO-6, DFWR-7

22. FLAW DETECTED/

UNDETECTED :

a) IN CASE OF RAIL : Rail with detected flaw–1, Flaw undetected by USFD– 2

FRACTURE
b) IN CASE OF WELD : Weld with detected flaw–3,Flaw undetected
FRACTURE by USFD– 4

23. CAUSE OF FRACTURE

a) In Case of Rail : Inherent manufacturing defect –1, Corrosion –2, Bad

fracture maintenance-3, Fault of the rolling stock-4, Sudden-5, Due to
wheel burn/ scabbs-6, other causes-7

b) In Case of Weld : Poor quality of welds-1, Corrosion-2, Bad

maintenance-3, fracture Fault of the rolling stock-4,
Sudden–5, Any other causes–6

24. FRACTURE : Four digits

CODIFICATION

65
25. ORIGIN OF DEFECT AS : Head-1, Web-2, Foot-3, No origin-4
DETECTED BY USFD

26. AVOIDABLE/ : Avoidable-1, Unavoidable -2

UNAVOIDABLE

27. TYPE OF USFD FOR : Need based – 1, Conventional-2

RAIL AND WELD

28. MONTH & YEAR OF

LAST USFD
(a) FOR RAIL(including weld) : Two digits each for month and year
(00 +700 Probe)
(b) Flange testing of weld : Two digits each for month and year
(700 2 MHz Probe)

29. FOR WELDS IF NOT TESTED, : YES-1, NO-2

WHETHER FISH
PLATED BY JOGGLED FISH
PLATE WITH TWO TIGHT
CLAMPS

30. IN CASE OF WELD FRACTURE : YES-1, NO-2

WHETHER BOLT HOLES
AVAILABLE

31. IN CASE OF CWR/LWR

a) Date of last distressing : Two digits each for date, month & year
b) distressing temperature : Two digits

32. IN CASE OF SWR/FP

a) Date of last gap survey : Two digits each for date, month & year
b) Date of rectification : Two digits each for date, month & year

33. IN CASE OF CRACK

ORIGINATING FROM
BOLT HOLE

a) Date of oiling/greasing : Two digits each for date, month & year
b) Were the bolts tight : Yes-Y, No-N
c) Were the bolt holes chamfered : Yes-Y, No-N
d) In case of elongation, size of : (Two digits in mm)
bolt hole

66
 e) Sleeper spacing : Normal-1, Joint sleeper spacing-2

34. IN CASE OF FAILURE OF AT : Yes-Y, No-N

WELDS WITHIN 2 YEARS

35. IN CASE OF FAILURE OF FBW

a) Name of welding plant : Station code

b) Panel No. : (Three digits)
c) Joint No. : (Two digits)

36. LOCATION OF FRACTURE : Fish plated Zone (Bolt hole area)- 1, Mid rail-2
(For rail fracture) SEJ-l , Glued Joint-4, Point &Crossing-5

67
 ANNEXURE-IV
(Para 13.1)

DETAILS REQUIRED FOR RAIL/WELD FAILURE ANALYSIS

(Only for guidance for generating data at Division’s level )

1 RAILWAY ZONE : (CR-01, ER-02, NR-03, NER-04, NFR-05, SR-06,

SCR-07, SER-08, WR- 09, ECR-10, ECoR-11,
NCR-12, NWR-13,SECR-14, SWR-15, WCR-16)

2 DIVISION : As per code

3 SE/JE(P. WAY) : (Station code)

4 SECTION (NAME OF LINE OR : (Station code)

BRANCH)

5 BLOCK SECTION : (Station code-Station code)

6 DATE OF FRACTURE/REMOVAL : Two digits each for date, month and year

7 TIME OF DETECTION : 4 Digit s( 2 for hours/2 for minutes)

8 ROUTE CLASSIFICATION : (A, B, C, D, DS, ES, E, Q, R1,R2,R3, S)

9 LENGTH OF BLOCK SECTION : (Two digits)

(in KM)
10 MAX. PERMISSIBLE SPEED : (Three digits)

11 MAX. PERMISSIBLE AXLE LOAD : 20.32T-1, 22.1T-2, 22.86T-3, above 22.86T-4, MG-5

12 GMT (ANNUAL) : 0-5,5-10,10-15,15-20,20-25,25-30,30-35,35-40,> 40

1 2 3 4 5 6 7 8 9
13 CWR/LWR/SWR/FISH PLATED : CWR-1, LWR-2,SWR-3,FISH PLATED-4

14 LINE :
(a) Up/down/single Upline-1, Down line-2, single line-3
(b) BG/MG/NG/Others BG-1, MG-2, NG-3, Others-4

15 RAIL NUMBER/ WELD NUMBER : (two digits)

IN TP
16 RAIL – RIGHT HAND OR LEFT : RH-1, LH-2
HAND

17 GMT (TOTAL) : 0-50, 51-100,101-150,151- 200, 201-250, 251- 300, 301-350 , 351- 400, 401-450,
1 2 3 4 5 6 7 8 9
(for released rails add previous traffic 451-500, > 500
carried) 10 11

68
18 KM & TP : (8 digits-4 for Km/2 for TP-2 for TP)

19 STRAIGHT/CURVE : Straight-0 Curve-(indicate degree of curvature in one

digit
20 INNER/OUTER RAIL IN CASE OF : Inner-I, Outer-2
CURVE

21 a) TYPE OF FAILURE : Fracture-1, Removal After Detection-2

b) Date of Fracture/Removal 6 digits(dd/mm/yy)
c) Gap at the time of fracture 2 digits (mm)

22 RAIL/WELD : RAIL-1, AT Weld-2, FB Weld-3,

(Fracture within 100mm of weld to Gas Pressure Weld-4,
be considered as weld failure)

23 SECTION OF RAIL : 60kg-1, 52kg-2, 90R-3, 75R-4, 60R-5, 50R-6

24 TYPE OF RAIL : 72 UTS-1, 90 UTS-2, Head Hardened-3

25 ROLLING MARK OF RAIL :

26 HOT STAMPING NUMBER/CAST :
NUMBER

27 MONTH & YEAR OF ORIGINAL : Two digits for month and two digits for year: Suffix P
SECONDARY LAYING/WELDING Two digits for month and two digits for year: Suffix S

28 TOTAL NUMBER OF YEARS IN : Two digits

SERVICE
29 SLEEPER TYPE : PRC-1, ST-2, CST-3, WOODEN-4, OTHERS-5

30 FITTING TYPE : Elastic fastening-1, conventional-2

31 SLEEPER DENSITY : 1660-1, 1540-2, less than 1540-3

(numbers per Km)
32 BALLAST CUSHION (in mm) : Three digits

33 TYPE OF AT WELD : Conventional-1, SKV-2, 75mm gap-3, Combination

Joint-4

34 IN CASE OF AT WELD : TPP-1, ITC-2, HTI-3, SAGAR-4, OBEROI - 5

Raybon -6, Morwel-7, Deptt. – 8,Indiana–9, Others-
10
35 LAST USFD CLASSIFICATION : Good-1, IMR-2, IMRW-3, OBS-4, OBSW-5, DFWO-6,
DFWR-7

36 FLAW DETECTED/UNDETECTED :
a) IN CASE OF RAIL FRACTURE Rail with detected flaw – 1, Flaw undetected by

69
 USFD – 2
b) IN CASE OF WELD Weld with detected flaw – 3, Flaw undetected by
FRACTURE USFD– 4

37 CAUSE OF FRACTURE :
a) IN CASE OF RAIL FRACTURE Inherent manufacturing defect –1, Corrosion –2,
Bad maintenance-3, Fault of the rolling stock-4,
Sudden-5, Due to wheel burn/ scabs -6, other
cause-7
b) IN CASE OF WELD Poor quality of welds-1, Corrosion-2, Bad
FRACTURE maintenance-3, Fault of the rolling stock-4, Sudden-
5, any other cause-6

38 FRACTURE CODIFICATION : Four digits

39 Origin of defect as detected by USFD : Head-1, Web-2, Foot-3, No origin-4

40 AVOIDABLE/UNAVOIDABLE : Avoidable-1, Unavoidable -2

41 TYPE OF USFD FOR RAIL AND : Need based – 1, Conventional-2

WELD

42 MONTH & YEAR FOR LAST USFD (a) :

a) FOR RAIL (including weld) Two digits each for month and year
(00 +700 Probe)
b) Flange testing of weld (700 Probe) Two digits each for month and year

43 FOR WELDS IF NOT TESTED, : YES-1, NO-2

WHETHER FISH PLATED BY
JOGGLED FISH PLATE WITH
TWO TIGHT CLAMPS

44 IN CASE OF WELD FRACTURE : YES-1, NO-2

WHETHER BOLT HOLES
AVAILABLE

45 IN CASE OF CWR/LWR :
a) Date of last destressing Two digits each for date, month and year
b) Destressing temperature Two digits

46 IN CASE OF SWR/FP :
a) Date of last gap survey Two digits each for date, month and year
b) Date of rectification Two digits each for date, month and year

47 WHETHER FAILURE OF AT : YES-Y, NO-N

WELDS WITHIN 2 YEARS
48 IN CASE OF CRACK :
ORIGINATING FROM BOLT
HOLE

70
 a) Date of oiling/greasing Two digits each for date, month and year
b) Were the bolts tight Yes-Y, No-N
c) Were the bolt holes chamfered Yes-Y, No-N
d) In case of elongation, size of bolt (two digits in mm)
hole
e) Sleeper spacing Normal-1, joint sleeper spacing-2

49 IN CASE OF FAILURE OF FBW :

(a) Name of welding plant Station code
(b) Panel No. (three digits)
(c) Joint No. (Two digits)

50 LOCATION OF FRACTURE : Fish plated zone (Bolt hole area)-1, Mid rail-2,
(For Rail Fracture) SEJ-3, Glued Joint-4, Points & Crossings-5

71
 ANNEXURE –V
(Para 6.8)
CHECK LIST OF ULTRASONIC TESTING OF RAIL/WELDS

DIVISION------------------------SECTION----------------------------- LINE: UP/DN/SINGLE

ROUTE----------------Km. FROM-----------------TO-----------------DATE---------------------

1. Name of the operators then trained by RDSO Last refresher course done
i) ------------------------------------- --------------------------------- --------------------------------
ii) -------------------------------------- --------------------------------- -------------------------------

2. Method of Testing : Conventional/Need Based

3. Rail section &Brand Mark : …………………………………………………….
4. Annual GMT : …………………………………………………….
5. Whether within service life : …………………………………………………….
6. Frequency : …………………………………………………….
7. Date of last Testing : …………………………………………………….
8. Reason for overdue if overdue : …………………………………………………….
9. Type of USFD M/C : …………………………………………………….
10.Model, Manufacturing Year & M/C no. : …………………………………………………….
11.Visual condition of electronic unit :Very Good/Good/Satisfactory/Not satisfactory
12.Visual condition of trolley :Very Good/Good/Satisfactory/Not satisfactory
13.Date of calibration of M/C : (to be filled up from M/C register)
14.Date of sensitivity setting of M/C : (to be filled up from M/C register)
15.Date of checking of characteristics : (to be filled up from M/C register)
16.Fuction of Controls : …………………………………………………….
17.Alignment of probes & lifting system : …………………………………………………….
(with respect to the center line)
18.Watering arrangement of probes : …………………………………………………….
19. Date of change of last probes : …………………………………………………….
with probe details

20. Condition of probes:

Type Right hand side Left hand side 70o 45o 70o 2
s of 2 MHz 2 MHz
prob (Flange M side
e testing) Hz looking

Desc 0o 70oF 70oB 37oF 37oB 0o 70oF 70oB 37oF 37oB (Flange (Flange
riptio testing) testing)
n

72
Wor
king/
Not
work
ing

Cond
ition
of
shoes

21. i) Watering condition of Battery : …………………………………………………….

ii) Year of procurement of battery : …………………………………………………….
22.Condition of Audio Alarm : Sounding/ Not Sounding
23.Checking spares with the M/C : Available/ Not available

24. Testing knowledge of SE/JE (P.WAY)

i) Criteria for marking defects and : …………………………………………………….
calibration and sensitivity setting of M/C
ii) Criteria for periodicity of USFD testing : …………………………………………………….

25.Date of Test check by : (i) AEN

(ii) Sr. DEN/DEN

26.Test check of Last days work : Date of testing

a) Rail testing :Test checked from Km……to Km………
Classification of defects confirmed : Yes/No
for all markings(IMR/REM/OBS)
If No, No. of markings not confirmed : ………………………………...Nos.
Whether any defect found extra (missed : Yes/No
during regular testing)
If Yes, No. of such defects and classification: ………………………………………… Nos.
b) WELD testing :No. of Welds test checked……………….Nos.
Type of welds :SKV/Conventional AT/FB
Whether testing results confirmed for all : Yes/No
If No, No. of the welds differing detected results: ………………………. Nos.

27. General Observation :

(i) …………………………………………
(ii) ………………………………………
(iv) ………………………………………………
(v) ……………………………………………………

Signature
Name of Inspecting official……………..
Designation …………….Date …………….

73
 ANNEXURE –VI
(Para -13.2)

MASTER REGISTER FOR DEFECTS DETECTED AND RAIL FRACTURES

S. Date Km Ref. Cod Defects in rail Defects Rail fractures other than originating Rail Remar
No To e other than in rail from bolt hole fractures ks
FR originating from originat originati
no. bolt hole ing ng from
from bolt hole
Bolt
hole
IMR OBS Rail Flaw Sudd Any
with un-detec en other
detect ted by fract causes
-ed USFD ures (04)
flaw (02) (03)
(01)

74
 ANNEXURE – VII
(Para - 13.2)

MASTER REGISTER FOR DEFECTS DETECTED AND WELD FRACTURES

S.No. A.T. weld defects A.T. weld fractures FBW Remarks

Weld Flaw Sud Any fractures
Ref. To FR no.

Code with undet den other

Date

detected ected fract Caus

Km.

DFWO
OBSW

DFWR
IMRW flaw (05) by ures es
USF (07) (08)
D
(06)

Note: Entries in column 05 and 06 above shall clearly indicate type of defect such as lack of
fusion, porosities, formation of fin etc

75
 ANNEXURE-VIII
(Para 4.3.1)

INSPECTION OF RAIL TESTER AND WORK OF PWI/ (USFD)

Name of SE/JE (P.WAY)/USFD, Grade & HQ.

Trained by RDSO during.

Last course attended at RDSO…

MACHINE INSPECTED BY SHRI ……………………

DATE OF INSPECTION……………………………….

1. MACHINE

i) Make and Sr. No. of the machine

a) SRT(ECIL/VIBRONICS/EEC/Paras/Others) …
b) DRT(EEC/PARAS/Others)

ii) Month & Year of procurement of machine

iii) Function of controls.

(On/Off, Gain, H. Shift, Depth,
Energy & Reject etc.)

iv) Brightness of the machine.

(Base line and flaw peaks)

v) Working of the junction box.

(All terminals)

vi) Condition of the probe cables

(Connected cables and BNC’s).

vii) Condition of probes-00, 70oF & B ,

370 F & B and 7002 MHz, 4502MHz,
7002 MHz SLP (with respect to wear & sensitivity)
viii) Alignment of probes & lifting system.
(With respect of centre line.)

ix) Condition of shoes of probes (Un-even wear).

Provision of 0.2mm gap.

x) Watering arrangements.
(Proper and adequate supply
to different probes).

76
 xi) Checking spares with machine (Wheels-2, Normal probe – 1, 700 F & B-1, 7002
MHz-1, 370 F & B-1, 45o2MHz - 2 &700 2 MHz SLP – 1, probe shoe, probe holder,
battery)

xii) Working condition of Batteries. (Voltage

and Specific Gravity) & charging system

xiii) Year of procurement of Battery.

xiv) Condition of Trolley Wheels.

xv) Tools with machine.

xvi) General up-keep of machine

and trolley

2. CALIBRATION & SENSITIVITY SETTING OF MACHINE:

i) Availability of IIW Block, multimeter, Standard rail piece

with artificial flaws and Steel block.
ii) Checking of operating characteristics by
IIW Block last done.
iii) Sensitivity setting of machine
last done and gain level employed.
iv) Checking of calibration and sensitivity
setting of machine.

3. QUALITY OF TESTING: Sec.-------To------LINE(Single/UP/DN.)

Kms/From--------To----------------------
i) Check of last days/week/month work
(Comparison with last round testing)
by SE/JE (P WAY.)/ (USFD)

ii) Checking of IMR/DFWR of Rails/Welds

4. TESTING KNOWLEDGE OF SE/JE (P WAY):

i) Criteria for marking defects and calibration

and sensitivity setting of machine.

ii) Criteria for periodicity of USFD testing.

(As per criteria laid down by Railway Board.)

iii) Policy and latest instructions of USFD.

Signature of Inspecting Officer

77
Fig.1: Arrangement of probes for testing of new rails in steel plants
------------------ Deleted---------------------

78
 NEUTRAL AXIS

FIG. 2A: AREA COVERED BY NORMAL ( 0°) PROBE

(FOR A.T. WELD,AREA BELOW NEUTRAL AXIS REMAINS UNTESTED)

79
FIG. 2B: AREA COVERED BY 70° PROBE

80
FIG.2C: AREA COVERED BY 70°, 2 MHz,
(20mm CIRCULAR OR 20mm X 20mm
SQUARE CRYSTAL) PROBE.
(TESTING FOR A.T. WELD FLANGE)

81
 AREA COVERED BY 70° PROBES IN EQUIPMENT
WITH GAUGE FACE CORNER, CENTRE AND
FIELD CORNER PROBES

FIG. 2D: AREA COVERED BY 70° PROBES IN

VARIOUS GAUGE FACE CORNER
DEFECT DETECTION EQUIPMENT

82
83
84
85
86
87
 5Ø FBH

15
RAIL HEAD WIDTH
SLICE FROM RAIL HEAD
300

12Ø THROUGH HOLE

25
20

40
20° 25
90°

88
Fig. 3
APPROX. 100

1.5m 1.25m LONG ALUMINIUM / WOODEN HOUSING FOR TEST PIECE HAVING TOP TABLE
WIDTH EQUAL TO RAIL HEAD WIDTH

1. The slice from rail head for sensitivity setting shall be from rail of same sectional weight which is to be tested (i.e. for testing on 60Kg/52Kg, 90R rails etc. the
sensitivity testing piece shall be from 60Kg, 52Kg, 90R rails respectively).
2. In case of machines having provision of variable shift of gauge face probes following shall be ensured:
a) Maximum shift of probe shall be limited to the extant up to which there is no loss of acoustic coupling depending on rail top profile.
b) The sensitivity setting shall be done at the shift level with which actual testing is to be carried out.
c) The shift of probe shall not be altered during testing without fresh setting at altered shift .
ALL DIMENSIONS ARE IN mm.
FIG. 3 - SENSITIVITY SETTING BLOCK FOR 70 ° 2MHz (CENTRE, DRAWING IS NOT TO SCALE

GAUGE FACE AND NON-GAUGE FACE ) PROBES

 N.A.

89
FIG.4: STANDARD RAIL WITH ARTIFICIAL FLAWS FOR
CHECKING OF PERFORMANCE OF RAIL TESTERS

NOTE:- ALL DIMENSIONS ARE IN MILLIMETERS.

90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
FIG. 19 : UNDETECTABLE STAR CRACKS ( 0° PROBE )
 3 mm HOLE AT THE MIDDLE

105
OF THE FLANGE THROUGH
THE WELD.

FIG. 20(a) : STANDARD A.T. WELDED RAIL PIECE WITH ARTIFICIAL

FLAWS FOR SENSITIVITY SETTING OF ULTRASONIC
EQUIPMENT TO EXAMINE A.T. WELDS

NOTE:- ALL DIMENSIONS ARE IN MILLIMETERS.

 3 Ø HOLE

25

PROBE

30
15
750 750

ELEVATION

106
30
PROBE
15
30 mm DEEP SAW CUT IN WELD COLLAR, 15 mm
AWAY FROM EDGE OF WELD COLLAR

BOTTOM PLAN
FIG. 20(b): STANDARD A.T. WELDED RAIL PIECE WITH ARTIFICIAL
FLAWS FOR SENSITIVITY SETTING OF ULTRASONIC
EQUIPMENT TO EXAMINE 75 MM WIDE GAP A.T. WELDS
NOTE:- ALL DIMENSIONS ARE IN MILLIMETERS.
 U U C
L C L

FIG.21(a): SKETCH SHOWING THE LOCATION

OF FLANGE OF RAIL FOR ULTRASONIC
TESTING WITH 70°, 2 MHz , (20mm
CIRCULAR OR 20mm X 20mm SQUARE
CRYSTAL) ANGLE PROBE

107
 A.T.WELD

45°

S
70
°
H

A.T.WELD

S
70°
H

FIG. 21(b): TESTING OF BOTTOM FLANGE OF A.T.

WELDS USING 70° AND 45° PROBES

108
 WELD
PORTION

70° 2 MHz SL
70° 2 MHz SL
PROBE
PROBE
5mm
RAIL BOTTOM

10 mm ELEVATION
WELD PROFILE BOTTOM
70° 2 MHz SL 70° 2 MHz SL
SECTIONAL ELEVATION AT AA PROBE PROBE

109
T1/R1 T2/R2

R1/T1 R2/T2
5mm
70° 2 MHz side looking 70° 2 MHz SL
(SL) probe placed at upper PROBE
UPTO 2 mm MAXIMUM zone of rail flange
10mm DEPENDING ON CUTTING TOOL

WELD PROFILE BOTTOM

PLAN showing position of 70° 2 MHz
DETAILS AT C SECTIONAL side looking (SL) probe on rail flange
ELEVATION AT BB

FIG. 22 (a ) : STANDARD A.T. WELDED RAIL TEST PIECE

( HALF MOON CRACK)
 Tx

Fig.22(b): Sensitivity setting using 450 tandem probe

Centre line of weld

(DATUM LINE)

HEIGHT OF RAIL
TX TX RX RX

Rig.

FLAW
Fig. 22 (c): AT Weld Testing using 45° tandem probe

110
 B F B F

111
FIG. 23: PROBE POSITIONS FOR TESTING OF
HALF MOON CRACK WITH 45° PROBE
 250
R T

N.A.
250 250
500

CALIBRATION AND SENSITIVITY SETTING (USING 45° PROBE)

ON STANDARD RAIL PIECE

DETERMINING FLAW
LOCATION HORIZONTAL DETERMINING FLAW LOCATION VERTICAL

FLAW ON FBW/
LEFT HAND GPW
SIDE

(FOR CRACKS IN RAIL HEAD TOP PORTION)

R T
FLAW IN
MIDDLE

(FOR CRACKS IN MIDDLE ZONE OF

RAIL HEAD)

T
R

FLAW ON
RIGHT HAND
SIDE

(FOR CRACKS TOWARDS BOTTOM OF RAIL

HEAD)

FIG.24 (a): POSITION OF 45° ANGLE PROBES AND BEAM PATH

FOR VARIOUS FLAW LOCATIONS WHEN EXAMINING
THE HEAD OF G.P. & F.B. WELDS

NOTE:- ALL DIMENSIONS ARE IN MILLIMETERS. TEST RANGE 165mmSW

112
 250

5mmØ
N.A.
250 250
500

CALIBRATION AND SENSITIVITY SETTING (USING 70° PROBE)

ON STANDARD RAIL PIECE

WEB OF
RAIL

WELD : FREE FROM FLAWS, NO FLAW SIGNAL

FLAW AT TOP (PROBE SIDE):FLAW ECHO AT GRADUATION MARK 5.6

FLAW IN MIDDLE: FLAW ECHO AT GRADUATION MARK 4.2

FLAW AT BOTTOM (OPPOSITE SIDE TO PROBE);FLAW ECHO

AT GRADUATION MARK 2.8

FIG.24(b): POSITION OF 70° ANGLE PROBE

& BEAM PATH FOR VARIOUS FLAW
LOCATION WHEN EXAMINING THE
WEB AND FLANGE OF G.P. & F.B. WELDS

NOTE:- ALL DIMENSIONS ARE IN MILLIMETERS. TEST RANGE:165 mm SW

113
 FREEDOM FROM DEFECTS: SUCH DEFCTS INCLUDE (AMONG OTHER DETREMENTAL DEFECTS)
CRACK OF ALL KINDS, FLAWS, PIPING OR LACK OF METAL.

THE LIMIT OF PERMISSIBLE DEFECTS

FOR UST OF RAILS SHALL BE AS
FOLLOWS:-

HEAD - 1.5 mm Ø FLAT BOTTOM HOLE.

WEB - 2.0 mm Ø FLAT BOTTOM HOLE
FOOT - 2.0 mm Ø FLAT BOTTOM HOLE
1.5 mm FBH
REJECTION LEVEL

ANY SIGNAL EITHER FROM HEAD

WEB OR FOOT HAVING HEIGHT

114
MORE THAN THE RESPECTIVE
SIGNAL HEIGHTS ( GAIN SETTING
TO 60% OF SCREEN HEIGHT )
WILL BE CONSIDERED AS
DEFECTIVE.

2mmØ FBH

FIG. 25: STANDARD TEST RAIL PIECE FOR TESTING OF RAILS

BEFORE MANUFACTURING OF POINTS & CROSSINGS
 PLAN OF POINT RAIL
ZONE-I ZONE-II ZONE-III

115
ZONE-I,II PROBE POSITION ZONE - III PROBE POSITION
PLAN OF SPLICE RAIL
ZONE-I ZONE-II ZONE-III

FIG. 26(a): TESTING PROCEDURE FOR POINT AND SPLICE RAILS FOR
1 IN 12 CROSSING B G 52 Kg
NOTE:- ALL DIMENSIONS ARE IN MILLIMETERS.
116
117
Sl. PROBE ANGLE BEAM PATH APPLICATION
No.
1 0° 1. LONGITUDINAL
4MHz HORIZONTAL
DOUBLE DEFECTS IN
CRYSTAL HEAD WEB
AND FOOT
2.STAR CRACK IN WEB
( BOLT HOLE)

2 70° 1. TRANSVERSE
FORWARD(F) DEFECTS IN
AND RAIL HEAD
BACK WARD(B)
2MHz
SINGLE
CRYSTAL

3 45° 1. TRANSVERSE DEFECTS

2MHz IN
SINGLE HEAD PORTIONS OF F.B.
CRYSTAL AND
G.P.WELDED JOINT
2. HALF MOON DEFECTS IN
A.T.WELDS BELOW
WEB-FOOT JUNCTION
4 70° 2 MHz, (20mm 1. DEFECTS OF
CIRCULAR OR A.T.WELDED
20mm X 20mm JOINTS IN FLANGE
SQUARE LOCATION
CRYSTAL)
SINGLE
CRYSTAL
5 70° 1. HALF MOON DEFECTS IN
2 MHz A.T.WELDED JOINTS IN
SIDE LOOKING FLANGE LOCATION
PROBE (SLP) BELOW WEB-FOOT
JUNCTION

6 37° 1. STAR CRACK

FORWARD(F) IN WEB
AND (BOLT HOLE)
BACK WARD(B)
2MHz
SINGLE
CRYSTAL

FIG. 27: DETAIL OF PROBES USED FOR TESTING OF RAIL AND WELDS

118
 PROBES TEST RIG
R T

SCAB/ WHEEL 2xd

BURN

PLAN
PROBES
TEST RIG

119
20mm ELEVATION
FIG. 28 : Sensitivity setting/Testing with 45° probe
using Test Rig (for locations having
scabs/wheel burns)
FIG.29 SENSITIVITY SETTING BLOCK & ULTRASONIC SCANING OF TONGUE RAIL OF
SEJ. (RAIL IN PLAN)

----------------------------------------------Deleted----------------------------------------------

120
FIG.30: Typical signal pattern of bunch of moving signals for AT welds

121
FIG. 31 : 100 OR 200 - TRANSVERSE BREAKAGE WITHOUT APPARENT
ORIGIN

FIG. 32 : 123 OR 223 - HEAD, SURFACE CRUSHING OR BATTERING

122
FIG. 33 : 111 OR 211 - INTERNAL FLAW IN HEAD , TRANSVERSE BREAKAGE

123
FIG. 34 : 112 OR 212 - INTERNAL FLAW IN HEAD , HORIZONTAL CRACK

124
 113

213

FIG. 35 : 113 OR 213 - INTERNAL FLAW IN HEAD , VERTICAL

LONGITUDINAL SPLIT

125
FIG. 36 : 1211 OR 2211 - HEAD, SURFACE, SHALLOW SURFACE DEFECT (FLAKING)

FIG. 37 : 1221 OR 2221 - HEAD, SURFACE, BREAKING OUT RUNNING SURFACE

(SCABBING)

FIG. 38 : 1222 OR 2222 - HEAD, SURFACE, BREAKING OUT GAUGE CORNER

(SHELLING)

126
 FIG. 39 : 2251 - HEAD, SURFACE, WHEEL BURN ISOLATED

FIG. 40 : 2252 - HEAD SURFACE, WHEEL BURN REPEATED

FIG. 41 : 153 OR 253 - FOOT VERTICAL LONGITUDINAL SPLIT

(HALF MOON CRACK)

127
FIG. 42 : 1321 OR 2321 - WEB , HORIZONTAL CRACK, AT TOP FILLET RADIUS

128
 1322 1322

1322

2322 2322

FIG. 43 : 1322 OR 2322 - WEB, HORIZONTAL CRACK AT BOTTOM

FILLET RADIUS

129
FIG. 44 : 133 OR 233 - WEB, VERTIVAL LONGITUDINAL SPLITTING (PIPING)

130
 FIG. 45 : 135 OR 235 - WEB , CRACKS AT HOLE

FIG. 46 : 124 OR 224 - HEAD, SURFACE LOCAL BATTER

FIG. 47 : 139 OR 239 - WEB, LAP

131
 FIG. 48 : 301 - DAMAGE TO RAIL BY BRUSHING OR ARCING

FIG. 49 : 302 -DAMAGE TO RAIL BY BAD MACHINING , DRILLING OR

FLAME CUTTING

132
FIG. 50 : 411 - WELDING, FLASH BUTT JOINT, TRANSVERSE CRACK

FIG. 51 : 421 - WELDING, THERMIT JOINT TRANSVERSE CRACK

133
 FIG. 52 : 422 - WELDING, THERMIT JOINT HORIZONTAL CRACK

FIG. 53 : 431 - WELDING, ELECTRIC ARC JOINT TRANSVERSE CRACK

FIG. 54 : 471 - WELDING, BUILDING UP TRANSVERSE CRACKING OF

HEAD ACROSS THE BUILT UP PORTION

134
FIG. 55 : 472 - WELDING, BUILDING UP, BUILT UP PART BREAKS AWAY

FIG. 56 : 481 - WELDING, TRACTION BOND WELDING CRACK AT WELD

135