1、BSI Standards PublicationWB11885_BSI_StandardCovs_2013_AW.indd 1 15/05/2013 15:06Railway applications - Infrastructure - Non-destructive testing on rails in trackPart 3: Requirements for identifying internal and surface rail defectsBS EN 167293:2018National forewordThis British Standard is the UK im
2、plementation of EN 167293:2018.The UK participation in its preparation was entrusted to Technical Committee RAE/2, Railway Applications Track.A list of organizations represented on this committee can be obtained on request to its secretary.This publication does not purport to include all the necessa
3、ry provisions of a contract. Users are responsible for its correct application. The British Standards Institution 2018 Published by BSI Standards Limited 2018ISBN 978 0 580 90740 1ICS 93.100Compliance with a British Standard cannot confer immunity from legal obligations.This British Standard was pub
4、lished under the authority of the Standards Policy and Strategy Committee on 30 April 2018.Amendments/corrigenda issued since publicationDate Text affectedBRITISH STANDARDBS EN 167293:2018EUROPEAN STANDARDNORME EUROPENNEEUROPISCHE NORMEN 16729-3April 2018ICS 93.100EUROPEAN COMMITTEE FOR STANDARDIZAT
5、IONCOMIT EUROPEN DE NORMALISATIONEUROPISCHES KOMITEE FR NORMUNGCEN-CENELEC Management Centre: Avenue Marnix 17, B-1000 Brussels 2018 CEN Ref. No. EN 167293:2018: EAll rights of exploitation in any form and by any means reserved worldwide for CEN national MembersRailway applications Infrastructure No
6、ndestructive testing on rails in track Part 3: Requirements for identifying internal and surface rail defectsApplications ferroviaires Infrastructure Essais non destructifs sur les rails de voie Partie 3 : Exigences pour lidentification des dfauts internes et de surface des railsBahnanwendungen Infr
7、astruktur Teil 3: Anforderungen zur Identifizierung von inneren Fehlern und SchienenoberflchenfehlernThis European Standard was approved by CEN on 22 January 2018.CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European Standar
8、d the status of a national standard without any alteration. Uptodate lists and bibliographical references concerning such national standards may be obtained on application to the CENCENELEC Management Centre or to any CEN member.This European Standard exists in three official versions (English, Fren
9、ch, German). A version in any other language made by translation under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC Management Centre has the same status as the official versions.CEN members are the national standards bodies of Austria, Belgium, Bulgaria,
10、Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland,
11、Turkey and United Kingdom.English VersionEN 16729-3:2018 (E)European foreword 3Introduction . 41 Scope . 52 Normative references 53 Terms and definitions . 54 Symbols and abbreviations . 75 NDT Methods to detect internal and surface rail defects . 85.1 General . 85.2 Convention 85.3 Visual testing V
12、T 85.3.1 Description 85.3.2 Test area 85.3.3 Example applications . 95.4 Automatic visual testing AVT . 95.4.1 Description 95.4.2 Test area . 105.4.3 Example applications 105.5 Ultrasonic testing UT 105.5.1 Description .105.5.2 Test area . 105.5.3 Example applications 115.6 Eddy current testing ET .
13、 115.6.1 Description .115.6.2 Test area . 125.6.3 Example applications 125.7 Magnetic particle testing MT . 125.7.1 Description .125.7.2 Test area . 135.7.3 Example applications 135.8 Penetrant testing PT . 135.8.1 Description .135.8.2 Test area . 135.8.3 Example applications 135.9 Guided Wave Testi
14、ng GWT 145.9.1 Description .145.9.2 Test area . 145.9.3 Example applications 146 NDT detection of internal and surface rail defects 156.1 General 156.2 Squat . 176.3 Progressive transverse cracking . 196.4 Horizontal cracking 216.5 Longitudinal vertical cracking (in the head of the rail) 236.6 Rail
15、head surface conditions 256.7 Head check on the gauge corner . 266.8 Corrosion 28Annex ZA (informative) Relationship between this European Standard and the essential requirements of EU Directive 2008/57/EC aimed to be covered 31Bibliography .322Contents PageBS EN 167293:2018EN 16729-3:2018 (E)Europe
16、an forewordThis document (EN 16729-3:2018) has been prepared by Technical Committee CEN/TC 256 “Railway applications”, the secretariat of which is held by DIN.This European Standard shall be given the status of a national standard, either by publication of an identical text or by endorsement, at the
17、 latest by October 2018, and conflicting national standards shall be withdrawn at the latest by October 2018.Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. CEN shall not be held responsible for identifying any or all such patent
18、rights.This document has been prepared under a mandate given to CEN by the European Commission and the European Free Trade Association, and supports essential requirements of EU Directive 2008/57/EC.For relationship with EU Directive 2008/57/EC, see informative Annex ZA, which is an integral part of
19、 this document.This series of European Standards EN 16729 “Railway applications Infrastructure Non-destructive testing on rails in track” consists of the following parts: Part 1: Requirements for ultrasonic inspection and evaluation principles; Part 2: Eddy current testing of rails in track (in prep
20、aration); Part 3: Requirements for identifying internal and surface rail defects; Part 4: Qualification of personnel for non-destructive testing on rails (in preparation). According to the CENCENELEC Internal Regulations, the national standards organisations of the following countries are bound to i
21、mplement this European Standard: Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Roma
22、nia, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the United Kingdom.3BS EN 167293:2018EN 16729-3:2018 (E)IntroductionThis European Standard represents the actual state of the art of identifying surface and internal rail defects of rails in track applied by European railway com
23、panies.4BS EN 167293:2018EN 16729-3:2018 (E)1 ScopeThis part of this European Standard specifies the NDT methods used to detect internal and surface rail defects and the suitability of each method for the detection and evaluation of typical rail defects of rails installed in track.This part of this
24、European Standard does not specify the assessment criteria of rail defects and the derived actions.This part of this European Standard applies only to rail profiles meeting the requirements of EN 13674-1.2 Normative referencesThe following documents are referred to in the text in such a way that som
25、e or all of their content constitutes requirements of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies.EN 167291:2016, Railway applications Infrastructure Non-destructive test
26、ing on rails in track Part 1: Requirements for ultrasonic inspection and evaluation principles3 Terms and definitionsFor the purposes of this document, the following terms and definitions apply.ISO and IEC maintain terminological databases for use in standardization at the following addresses: IEC E
27、lectropedia: available at http:/www.electropedia.org/ ISO Online browsing platform: available at http:/www.iso.org/obp3.1damaged railrail which is neither cracked nor broken, but which has other defects3.2cracked areapart of the rail with a localized discontinuity of material3.3broken railrail which
28、 has separated into two or more pieces;orrail from which a piece of metal becomes detached from the rail head, with a gap of more than 50 mm in length and more than 10 mm in depth resulting in a running band less than 30 mm in widthNOTE See Figure 1 and Figure 2 for the first part of the definition,
29、 and Figure 3 for the second part. Figure 1 Broken rail5BS EN 167293:2018EN 16729-3:2018 (E)Keyl visible horizontal lengthFigure 2 Example of a broken rail with a gap at the rail endKeya vertical depthl visible horizontal lengthc non cracked areaFigure 3 Example of a broken rail with a gap3.4rail su
30、rface defectdefect which initiates on any of the surfaces of the rail3.5rail head surface defectdefect which initiates on the running surface of the rail3.6rail internal defectdefect which initiates from within the rail section but may grow to become visible on the rail surface3.7NDT Methoddisciplin
31、e applying a physical principle in NonDestructive TestingSOURCE: EN 13938-5:2004-08, definition 3.2EXAMPLE Ultrasonic testing.6 BS EN 167293:2018EN 16729-3:2018 (E)3.8wheel/rail interactioneffect of rolling and sliding contact and direct forces from the vehicle wheels which can cause damage to the r
32、ail3.9environmental degradationdamage to the rail caused by external environmental factors3.10vertical planegeometrical plane of the rail as defined in Figure 4Key1 vertical plane2 transverse plane3 horizontal planeFigure 4 Geometrical planes of the rail4 Symbols and abbreviationsFor the purposes of
33、 this document, the abbreviations in Table 1 apply.Table 1 AbbreviationsAbbreviation Abbreviated termAVT Automatic visual testingET Eddy current testingGWT Guided wave testinglx Lux, the SI unit of illuminanceMT Magnetic particle testingNDT Nondestructive testingPT Penetrant testing7BS EN 167293:201
34、8EN 16729-3:2018 (E)Abbreviation Abbreviated termRCF Rolling contact fatigueUT Ultrasonic testingVT Visual testing5 NDT Methods to detect internal and surface rail defects5.1 GeneralThere is no single, universally applicable inspection method all have advantages and disadvantages. It is therefore re
35、commended that inspection systems be chosen and combined in order to ensure that certain defect types do not remain undetected.Each NDT method focuses on a specific area of the rail cross section and defect type.5.2 ConventionTransverse plane, vertical plane and horizontal plane are defined accordin
36、g to Figure 4.5.3 Visual testing VT5.3.1 DescriptionVisual testing of rails is a direct visual examination of the condition of a section of rail, specifically the surface of the rail head, to detect the presence of a defect, define and measure it.Visual Testing can be divided into two categories: ge
37、neral visual testing; detailed visual testing.General visual testing (for example walking the track) is used for detecting the presence of defects. In this case, the rail shall be illuminated, if necessary, with auxiliary lighting to attain a minimum of 160 lx and the distance between the viewing po
38、sition and the rail surface may be more than 600 mm.Detailed visual testing is used for defining and measuring defects (for example the assessment of RCF). In this case, if necessary, the rail shall be illuminated with auxiliary lighting to attain a minimum of 500 lx. The distance between the viewin
39、g position and the rail surface shall not be more than 600 mm with a viewing angle of not less than 30 from the rail surface.Consideration shall be given to the application of illumination to maximize the effectiveness of the test by: using the optimum direction of light with respect to the viewing
40、point; avoiding glare; optimizing the colour temperature of the light source; using an illumination level compatible with the surface reflectivity.5.3.2 Test areaVisual testing is capable of inspecting the head, web and the upper surface of the rail foot for surfacebreaking defects and damage.8 BS E
41、N 167293:2018EN 16729-3:2018 (E)5.3.3 Example applicationsExamples of fault conditions identified by visual testing are: horizontal / vertical cracking; corrosion; squats; wheel burns; head checks; shelling; corrugation; missing or damaged components associated with the rail (fish plates, insulated
42、joints, chairs, clips, etc.)5.4 Automatic visual testing AVT5.4.1 DescriptionAutomatic visual testing is used for rail inspection and automatic identification of rail surface defects. The operating principles are: a specific, properly designed, illuminating system lights the rails to be inspected; a
43、 digital camera provides relative images; a processing device analyses the images in order to identify rail defects.See Figure 5 for an overview of the process of automatic visual testing.Figure 5 Principle of automatic visual inspection9BS EN 167293:2018EN 16729-3:2018 (E)5.4.2 Test areaMachine Vis
44、ion Systems for rail inspection and automatic identification are capable of inspecting the head, web and the upper surface of the rail foot for surfacebreaking defects and damage.It is possible that the under head/web area is not examined due to line of sight depending upon the system used.5.4.3 Exa
45、mple applicationsExamples of fault conditions identified by automatic visual inspection systems are: horizontal/vertical cracking; corrosion; squats; wheel burns; head checks; shelling; corrugation; missing or damaged components associated with the rail (for example fish plates, insulated joints, ch
46、airs, clips).5.5 Ultrasonic testing UT5.5.1 DescriptionThe basic principles are defined in EN 16729-1:2016.5.5.2 Test areaThe nature of the stress regime on railway rails is such that the vast majority of cracks and other flaws can be detected by ultrasound travelling at various angles between 0 and
47、 70 to the vertical. The general directions are described as follows: the first general direction is vertically downwards through the rail from the running surface to the bottom surface of the rail. This is usually known as the “Zero degree” inspection; the second general direction is at approximate
48、ly 40 to the transverse plane (in practice between 35 and 45). This is usually known as the “bolt hole crack” inspection; the third general direction is at 70 to the transverse plane which is optimized for the detection of cracks oriented at 20 to the vertical. This is usually known as the “Seventy
49、degree” inspection.Other angles and transducer configurations may be used depending on contract requirements (for example 0 probe on the side of the head/web).Some of these configurations are shown in EN 16729-1:2016, Annex C.10 BS EN 167293:2018EN 16729-3:2018 (E)Key1 probe2 UT test volume3 probe angleFigure 6 Example of test volume for UT angle probe5.5.3 Example applicationsInspections can be carried out using: manual systems using individual
