1、BSI Standards PublicationWB11885_BSI_StandardCovs_2013_AW.indd 1 15/05/2013 15:06Railway applications Track Acceptance of worksPart 5: Procedures for rail reprofiling in plain line, switches, crossings and expansion devicesBS EN 132315:2018National forewordThis British Standard is the UK implementat
2、ion of EN 132315:2018.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 necessary provis
3、ions of a contract. Users are responsible for its correct application. The British Standards Institution 2018 Published by BSI Standards Limited 2018ISBN 978 0 580 77852 0ICS 93.100Compliance with a British Standard cannot confer immunity from legal obligations.This British Standard was published un
4、der the authority of the Standards Policy and Strategy Committee on 31 July 2018.Amendments/corrigenda issued since publicationDate Text affectedBRITISH STANDARDBS EN 132315:2018EUROPEAN STANDARDNORME EUROPENNEEUROPISCHE NORMEN 132315June 2018ICS 93.100EUROPEAN COMMITTEE FOR STANDARDIZATIONCOMIT EUR
5、OPEN DE NORMALISATIONEUROPISCHES KOMITEE FR NORMUNGCENCENELEC Management Centre: Avenue Marnix 17, B1000 Brussels 2018 CEN Ref. No. EN 132315:2018: EAll rights of exploitation in any form and by any means reserved worldwide for CEN national MembersRailway applications Track Acceptance of works Part
6、5: Procedures for rail reprofiling in plain line, switches, crossings and expansion devicesApplications ferroviaires Voie Rception des travaux Partie 5 : Procdures pour le reprofilage de rails en voie courante, en appareil de voie et en appareil de dilatationBahnanwendungen Oberbau Abnahme von Arbei
7、ten Teil 5: Prozedere zur SchienenReprofilierung in Gleisen, Weichen, Kreuzungen und SchienenauszgenThis European Standard was approved by CEN on 8 February 2018.CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European Standard
8、 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, Frenc
9、h, 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 CENCENELEC Management Centre has the same status as the official versions.CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Cr
10、oatia, 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, Tu
11、rkey and United Kingdom.English VersionEN 132315:2018 (E)European foreword iii1 Scope .42 Normative references 43 Terms and definitions .44 Basics 54.1 Technical Introduction . 54.2 Background of rail reprofiling . 64.3 Specific reprofiling strategy . 65 Rail surface defects 75.1 General .75.2 Rolli
12、ng contact fatigue 75.2.1 Head check 75.2.2 Belgrospi . 85.2.3 Squats 85.2.4 Flaking (Gauge corner cracking) 95.2.5 Spalling 105.3 Transverse profile deformation 105.3.1 Flattened transverse profile 105.3.2 Side cutting 115.3.3 Lipping .115.4 Periodical defects in longitudinal profiles 125.4.1 Short
13、 pitch corrugation .125.4.2 Short wave corrugation .135.4.3 Long wave corrugation 145.5 Surface damage155.5.1 General.155.5.2 Imprints 155.5.3 Wheel burns 166 Reprofiling procedure .166.1 Inspection .166.2 Intervention thresholds .176.2.1 Longitudinal profile 176.2.2 Transverse profile 176.2.3 Rolli
14、ng Contact Fatigue (RCF)186.3 Specification of work 186.3.1 Metal removal 186.3.2 Target profile 196.4 Execution of work 206.5 Documentation of work21Annex A (informative) Programming of reprofiling work 22Annex B (informative) Reprofile methods .25Annex C (informative) A reprofiling strategy .32Ann
15、ex ZA (informative) Relationship between this European Standard and the Essential Requirements of EU Directive 2008/57/EC aimed to be covered 34Bibliography .36iiContents PageBS EN 132315:2018EN 132315:2018 (E)European forewordThis document (EN 132315:2018) has been prepared by Technical Committee C
16、EN/TC 256 “Railway applications”, the secretariat of which is held by DIN.This European Standard shall be given the status of a national standard, either by publication of an identical text or by endorsement, at the latest by December 2018, and conflicting national standards shall be withdrawn at th
17、e latest by December 2018.Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. CEN shall not be held responsible for identifying any or all such patent rights.This document has been prepared under a mandate given to CEN by the European
18、 Commission and the European Free Trade Association, and supports essential requirements of EU Directive 2008/57/EC.For relationship with EU Directive 2008/57/EC, see informative Annex ZA, which is an integral part of this document.This document is one of the series EN 13231, Railway applications Tr
19、ack Acceptance of works as listed below: Part 1: Works on ballasted track - Plain line, switches and crossings; Part 3: Acceptance of reprofiling rails in track; Part 4: Acceptance of reprofiling rails in switches and crossings; Part 5: Procedures for rail reprofiling in plain line, switches, crossi
20、ngs and expansion devices (the present document).According to the CENCENELEC Internal Regulations, the national standards organisations of the following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, Fo
21、rmer Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the United Kingdom.iiiBS EN 132315:2018EN 132315:20
22、18 (E)1 ScopeThis document specifies the procedure for planning and execution of rail reprofiling work including description of rail surface defects. It concerns work in both plain lines and switches and crossings generally done with machines according to the EN 14033 series and EN 15746 series.It a
23、pplies to vignole railway rails of 46 kg/m and above according to EN 136741.2 Normative referencesThe following documents are referred to in the text in such a way that some or all of their content constitutes requirements of this document. For dated references, only the edition cited applies. For u
24、ndated references, the latest edition of the referenced document (including any amendments) applies.EN 132313:2012, Railway applications Track Acceptance of works Part 3: Acceptance of reprofiling rails in trackEN 132314:2013, Railway applications Track Acceptance of works Part 4: Acceptance of repr
25、ofiling rails in switches and crossings3 Terms and definitionsFor the purposes of this document the terms and definitions given in EN 132313:2012 and EN 132314:2013 and the following apply.ISO and IEC maintain terminological databases for use in standardization at the following addresses: IEC Electr
26、opedia: available at http:/www.electropedia.org/ ISO Online browsing platform: available at http:/www.iso.org/obp 3.1antihead check profileAHC Profilerail head profile with a geometry to prevent and reduce head checking3.2rolling contact fatigueRCFrail damage caused by the complex stresses that are
27、characteristic of rail wheel contact3.3head checkingHCsmall parallel cracks on the rail head near or on the gauge corner3.4Belgrospinetwork of cracks developing on the rail head of track with speed greater than 160 km/h affected by short pitch corrugation3.5squatrolling contact fatigue defect whose
28、main characteristics are a blackish patch on rail head, a lateral flow of steel and a collapsed and widened rolling band3.6flakingsurface condition consisting of the gouging of metal on the rail head4 BS EN 132315:2018EN 132315:2018 (E)3.7spallingcracking and chipping on the top of the railNote 1 to
29、 entry: Occurs commonly on low rails.3.8transverse profile deformationplastic metal flow on the rail head3.9side cuttingwear occurring on high rails in small radius curves where wheel flanges contact the rail3.10lippingplastic metal flow occurring on the rail head under conditions of high axle load
30、and high gross tonnage3.11short pitch corrugationquasiperiodic irregularities on the running surfaceNote 1 to entry: The wavelength usually is 10 mm to 100 mm. Covering hereby two jointed wavelength according to the EN 13231 series.3.12short wave corrugationdepressions in the running surface which a
31、re pronouncedNote 1 to entry: The wavelength usually is 30 mm to 300 mm. Covering hereby two jointed wavelength according to the EN 13231 series.3.13long wave corrugationirregular unevenness on the running surfaceNote 1 to entry: The wavelength usually is 300 mm to 1 000 mm.3.14imprintdamage resulti
32、ng from a small object which has been pressed into the rail by the wheel3.15wheel burnabrasive, plastic and thermal damage occurring in zones where trains start to moveNote 1 to entry: Occurs e.g. at signals.4 Basics4.1 Technical IntroductionThe complexity of vehicletrack interaction generates high
33、stresses at the railwheel contact, the severity of which is governed by local track characteristics, vehicle type and other operational conditions. The repeated application of these stresses results in the development of fatigue cracks usually referred to as RCF manifested as head checks, gauge corn
34、er cracking, or squats. Although rail metallurgy offers a key mitigation measure against such fatigue degradation, there are no rail steels currently in use that could fully withstand the repeated application of such contact stresses. Furthermore the majority of rails in track today, despite their a
35、dequate but lower fatigue resistance, have an appreciable residual 5BS EN 132315:2018EN 132315:2018 (E)life span, which makes it more economic to maintain them in an appropriate manner to extend their life rather than to change them.Management of rail profile and condition is therefore a prerequisit
36、e for safe and cost effective operation of railways. Predictable work at least in a medium time horizon organized in a strategic way needs to be defined to extract the maximum benefit from existing technologies and to guide the industry for future development. However, it is essential to ensure that
37、 the chosen approach provides enough flexibility to adapt to changing situations in both senses: increased requirements for maintenance due to higher loads and dynamic forces, reduced requirements for maintenance due to lower loads (improved vehicle characteristics) and better performing rails (redu
38、ced fatigue development).The life expectancy of a rail is influenced by its interactions with the other parts of the traintrack system. The faster and more frequent train services, higher axle loads and new generations of vehicles with greater primary yaw stiffness have significantly increased the c
39、ritical track forces that promote more rapid degradation of the rail (and wheel) leading to more frequent and costly maintenance interventions and even rail renewal. Significant research into rail metallurgy has resulted in the development of rail steels with much higher resistance to wear and RCF.
40、Nevertheless rail maintenance by reprofiling is an essential requirement for efficient and safe functioning of railway track. The combination of rail grade selection and maintenance strategy considering local track and traffic characteristics ensures effective control of any kind of rail surface def
41、ects.4.2 Background of rail reprofilingReprofiling strategy is a planned maintenance activity usually defined by the infrastructure maintainer. In theory it is independent of available technologies, but in practice it is often influenced by the equipment that is easily accessible to or proposed by t
42、he contractors.Work is programmed depending on damage having reached predetermined intervention thresholds such as corrugation depth, deviation from the transverse profile and depth of cracks.Alternatively work is executed in cycles which are derived from experience and influenced by availability of
43、 machines, track possession times and similar factors such as traffic, usually expressed in mega gross tonnes (MGT), months, seasons, etc. Often work is combined with other maintenance activities (e.g. after rail replacement, after tamping or when the line is closed for other work, etc.).Before the
44、execution of rail maintenance work, specifications (i.e. the results that need to be achieved) shall be defined for: defect repair (metal removal); longitudinal profile (tolerance); transversal profile (target and tolerance); surface condition (roughness, facet widths, etc.).Rail reprofiling as desc
45、ribed in this document refers to rail rectification using currently available technologies such as grinding, milling, planing, etc.4.3 Specific reprofiling strategyIn addition to the use of the appropriate rail steel grade the consecutive reprofiling cycles are also dependent on other important para
46、meters, such as existing reprofiling capacity (e.g. maximum/minimum metal removal rates, sections lengths, etc.) and available working intervals (possession times, route reprofiling capabilities, etc.). For the development of an optimized reprofiling strategy these parameters shall also be taken int
47、o account.6 BS EN 132315:2018EN 132315:2018 (E)Shorter reprofiling intervals result in smaller metal removal requirements, consequently in such short periods the development of RCF and irregularities such as corrugation and resulting track deterioration is limited.NOTE For some Infrastructure Manage
48、rs in Europe, the preferable strategy is preventive cyclic reprofiling with small metal removal requirements applying profiles with moderate gauge corner relief. If the interval between reprofiling cycles is appropriately matched with the initiation and subsequent growth of cracks, metal removal can
49、 be adjusted for a onepass regime which is operationally the best option.In order to maintain RCFsensitive sections economically, a certain damage level can be accepted (as intervention threshold or as remaining depth after treatment). However, this damage needs to be kept low enough to be removed preemptively and thereby avoiding safety issues. A rail reprofiling strategy requiring metal removal rates of up to 0,6 mm at the critical gauge area and a maximum of 0,2 mm in the centre of th
