Withdrawn Document

Uncontrolled When Printed Railway Group Standard

GC/RT5019
Issue Two
Date December 1998

Track Standards
Manual -
Section 2:
Rails

Synopsis
This section of the Track Standards
Manual sets down the minimum
requirements for the supply of new
and serviceable rails and for their
inspection; it also sets down the
minimum actions required when
defects are found.

Signatures removed from electronic version

This document is the property of

Railtrack PLC. It shall not be
Submitted by reproduced in whole or in part without
the written permission of the Controller,
Railway Group Standards,
Patricia Dingwall Railtrack PLC.
Standards Project Manager
Published by
Authorised by Safety & Standards Directorate,
Railtrack PLC,
Richard Spoors Floor DP01, Railtrack House,
Controller, Railway Group Standards Euston Square,
London NW1 2EE

Copyright 1998 Railtrack PLC

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Contents
Section Description Page

Part A
Issue Record 2
Responsibilities 2
Compliance 2
Health and Safety Responsibilities 2
Supply 2

Part B
1 Purpose 3
2 Scope 3
3 Definitions 3
4 Principles 4
5 New Rails 5
6 Serviceable Rails 6
7 Maintenance Requirements 6
8 Inspection Requirements 11
9 Broken and Defective Rails 13
10 Miscellaneous 14

Appendices
A Minimum Track Inspection Frequencies 15
B Minimum Rail Depth: Flow Chart 16
C Minimum Rail Depth: Simplified Analysis 17
D Minimum Action to be taken upon the discovery of a broken rail 23
E Minimum Action to be taken upon the discovery of rail defects in 28
all steels except AMS
F Minimum Action to be taken upon discovery of rail defects in 30
rolled AMS rail steel
G Minimum Actions to be taken upon discovery of rail defects in 33
cast AMS rails
H Minimum action to be taken upon receipt of notification of rail defects
discovered by mechanised ultrasonic testing 37

References 38

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Part A
Issue Record
This Standard will be updated when necessary by distribution of a complete
replacement.

Amended or additional parts of revised pages will be marked by a vertical black

line in the adjacent margin.

Issue Date Comments

1 September 1995 Original Document
2 December 1998 Revised document

This Standard forms part of GC/RM5600 Track Standards Manual

Responsibilities
Railway Group Standards are mandatory on all members of the Railway Group*
and apply to all relevant activities that fall into the scope of each individuals
Railway Safety Case. If any of those activities are performed by a contractor, the
contractors obligation in respect of Railway Group Standards is determined by
the terms of the contract between the respective parties. Where a contractor is
a duty holder of a Railway Safety Case then Railway Group Standards apply
directly to the activities described in the Safety Case.

* The Railway Group comprises Railtrack and the duty holders of the Railway
Safety Cases accepted by Railtrack

This standard shall be complied with by all personnel who are responsible for the
design, supply, installation, inspection or maintenance of rails on Railtrack
controlled infrastructure.

Compliance
The provisions in this Railway Group Standard are to be complied with from
6 February 1999.

Health and Safety

Responsibilities
In issuing this Standard, Railtrack PLC makes no warranties, express or implied,
that compliance with all or any Railway Group Standards is sufficient on its own
to ensure safe systems of work or operation. Each user is reminded of its own
responsibilities to ensure health and safety at work and its individual duties
under health and safety legislation.

Supply
Controlled and uncontrolled copies of this Standard may be obtained from the
Industry Safety Liaison Dept, Safety and Standards Directorate, Railtrack PLC,
Railtrack House DP01, Euston Square, London, NW1 2EE.

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Part B
1 Purpose
This Standard defines the safety performance requirements for rails.

2 Scope
This Standard applies to both new and Serviceable Running Rails of a rolled
section of any grade of steel which are to be used in running lines and sidings on
Railtrack controlled infrastructure.

3 Definitions
Adjustment Switch
A scarfed joint installed at the junction of continuous welded rail and jointed track
and / or unstrengthened switch and crossing units to accommodate expansion of
the non-continuous welded rail track.

Broken Rail
A rail which before removal from track has a fracture through the full cross-
section or a piece broken out of it which renders it unserviceable.

Closure Rail
A short length of running rail used to complete a track assembly.

Cold Expansion of Bolt Holes

The introduction of an annular compressive stress around the bolt holes at a rail
end by hydro-mechanical means.

Crown
The highest point of the running surface of a rail.

Defective Rail
A Rail unbroken but which has to be removed prematurely from the track for any
reason.

Higher Grade Steels

Rails made from the following steel types shall be treated as Higher grade steels
for the purposes of cutting and welding of rails:

Wear resisting Grade B;

110kg Chrome;
Low Carbon AMS (LCAMS);
High Carbon AMS (HCAMS).

Normal Grade Group (of rail steels)

Rails made from the following steel types shall be treated as normal grade for
the purpose of this standard:

BS11 Normal Grade;

BS11 Wear Resisting Grade A;
UIC Wear Resisting Grade A;
BS AREA 90;
Bainitic (NOTE: for alumino-thermic welding processes only);
Heat Treated (HT) (NOTE: For drilling and welding only).

Fishplated Joint
A mechanical joint between two rails made by means of fishplates, fishbolts and
nuts or multi-groove locking pins.

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Gall
Gall is wear in the following locations:

Underside of a rail foot caused by chairs or baseplates abrading the rail;

Side of the foot of a flatbottom rail caused by the supporting baseplates
abrading the rail;
Web of a rail caused by loose distance blocks in S&C;
Upper surface of the foot of a flatbottom rail caused by the flexing of rail clips.

Long Welded Rail

A rail between fishplated joints of between 36m and 55m.

Running Rail
A rail that supports the flanged wheels of a rail vehicle.

Serviceable Rail
Rail which has carried railway vehicles and is of reduced or worn dimensions but
otherwise suitable for re-use.

Sidewear
The wearing away of metal from the gauge face of a rail by the cutting action of
wheel flanges especially on tracks on curves (also known as sidecut).

Transposing (Rails)
Exchanging the position of the rails in a track, especially on a curve, so that the
low rail becomes the high rail and vice-versa.

Welded Joint
Weld between abutting rail ends.

4 Principles
4.1
Running Rails shall provide continuous support for all rail vehicles passing over
them, taking into account the speed, axle weight and annual cumulative tonnage
of those vehicles.

4.2
So far as reasonably practicable new and serviceable rails shall be free of
defects that may cause premature failure.

4.3
The rail section including the rail head profile shall be approved by Railtrack in
order to ensure the maximum compatibility with those rail sections already
existing on Railtracks infrastructure and wheelset profiles in use.

4.4
The rail section and the type of steel (including the chemical composition and the
process used to manufacture the rails) shall be approved by Railtrack in order to
ensure that:

the rails are capable of being butt welded together;

fatigue, wear and defects are controlled.

4.5
The limits of wear shall be specified for each rail section such that the fatigue
strength limit in a rail is not exceeded. The limit of Sidewear shall also be
specified such that neither the fatigue limit is exceeded nor is there a derailment
risk.

4.6
All rails in running lines shall be examined for internal and external defects and
actions taken to ensure, so far as is possible, the removal of defective rails
before they break or become unserviceable.

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4.7
Where this Standard refers to Railtrack this will have the meaning of the
Railtrack Line organisation at Zone level responsible for compliance with Railway
Group and Corporate Standards.

5 New Rails
5.1
New rails shall be in accordance with the provisions for rail steel given in the
British Standard Specification for Railway Rails, BS11: 1985, or in accordance
with those provisions given in UIC 860-0, or to an equivalent specification.

5.2
The criteria to be used to reject rails shall be determined by Railtrack before the
production of rails commences.

5.3
The metallurgy of new rails supplied shall be compatible with rails already
existing in Railtracks network. Railtrack shall define those properties, and where
necessary shall require additional tests to be carried out to ensure the required
compatibility.

NOTE: Compatibility is essential in order to ensure that new rails can be used
and maintained within Railtracks current policies. For example,
Railtracks inspection and withdrawal criteria for rails presumes that rails
possess certain properties.

5.4
Surface defects parallel to the longitudinal axis of the rail shall not exceed
0.5mm in depth.

Other surface defects shall not be permitted, However, if they are present in the
as-rolled rail, it shall be permissible for them to be dressed out to a depth not
exceeding 0.35mm on the running surface and 0.5mm elsewhere, using a
method approved by Railtrack which does not result in a change to the rails
metallurgical structure nor create a significant stress concentration.

NOTE: Railtrack shall ensure that the rail supplier has taken all reasonably
practical steps to comply with this requirement, for example through the
use of automatic systems for inspection of the rail foot.

5.5
All new rails shall be non-destructively tested (to ensure freedom from internal
defects) by a continuous process, to ensure that the entire rail length and the
maximum cross sectional area are inspected.

The technique used shall ensure that the inspection covers not less than:-

70% of the head cross sectional area;

60% of the web cross sectional area;
that part of the foot immediately below the web.

The central web region shall include at least the zone through which fishbolt
holes are drilled.

The sensitivity levels of the equipment used shall ensure that a defect giving a
signal response equivalent to that from a 2mm diameter drilled hole in any
orientation is detectable.

6 Serviceable Rails
6.1
All Serviceable Rails used shall have been originally supplied in accordance with
the BS/BRB or Railtrack Standard current at the time of their production.

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6.2
Serviceable Rails shall, so far as is reasonably practicable, be supplied free from
surface and internal defects. If, however, Serviceable Rails are supplied with
surface defects, the location and size of such defects shall be confirmed as soon
after installation as is practicable and the minimum actions required shall be
taken from the time of confirmation.

6.3
All defects requiring action as per Appendices E, F and G shall be removed
before reinstallation except where agreed by Railtrack.

7 Maintenance
requirements
7.1 Rail Head Profile
7.1.1
Railtrack shall approve all methods of measuring and assessing Sidewear, which
shall only be carried out by competent persons. The authorisation and execution
of any corrective action shall also only be carried out by competent persons.

NOTE: Under certain circumstances Sidewear of the running face of a rail can
create an increased risk of a derailment.

7.1.2
The minimum permissible head width, measured at 14mm below the Crown of
the rail, shall be as follows:

on lines where the maximum speed is 80 mph or less:

minimum head width = 52mm;
on lines where the maximum speed is greater than 80 mph:
minimum head width = 61mm.

7.1.3
An inspection regime to measure Sidewear shall be in place that shall:

identify where Sidewear is occurring (both continuous and intermittent

Sidewear);
be carried out at a sufficient frequency to identify the rate of wear;
ensure that rails are replaced or transposed before the limit of Sidewear is
exceeded;
require that auditable records are kept for at least 5 years.

7.1.4
The minimum action which shall be taken when the Sidewear reaches the
bottom of the gauge face of the rail, is as follows:

Change or Transpose the rails in accordance with the following timescales:

Annual tonnage greater than 10EMGTPA: 'within 4 weeks'

Annual tonnage between 2EMGTPA and 10EMGTPA: 'within 13 weeks'
Annual tonnage below 2EMGTPA : 'within 26 weeks'

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7.1.5
Wheels shall not be allowed to pass from a sideworn rail onto one which
becomes significantly less worn in a short distance; this presents a ramp up
which a wheel flange could climb. Therefore, when a sideworn rail has to butt up
to a new rail or a less sideworn rail at a Fishplated or Welded Joint, the step or
ramp shall be blended in by grinding in accordance with the following:

a) The less sideworn rail shall be blended in over a distance of 1.5m from the
weld or joint unless otherwise specified by Railtrack.

b) The Sidewear angle of the more sideworn rail shall be maintained throughout
the blended length.

c) The gauge corner shall be rounded throughout the blended length. Sharp or
square edges shall not be permitted.

7.1.6
When Serviceable Rails are installed, or when rails are transposed, the condition
of the gauge faces shall be assessed and the effect of the new wheel-rail
interface considered, taking account of:-

speed of trains;
curvature;
gauge;
rolling stock using the route.

Note: At speeds over 80mph, particularly when rails are transposed, the gauge
faces and head of the rail will normally require reprofiling by grinding in-situ.

7.1.7
Prior to the introduction of significant numbers of a new type of rolling stock on a
line, a special examination of existing rail head profiles shall be made of plain
rails and facing switches. Such examination shall be repeated, after the
commencement of the running of new rolling stock, at monthly intervals for the
following six months, thereafter reverting to normal laid down inspection
frequencies.

7.2 Rail Depths

7.2.1

NOTES: 1) All references to rail depths in this section are to depths outside
underfoot Gall.

2) The effect of underfoot Gall on rail strength is significantly greater

than the effect of a corresponding loss by headwear. For this
reason it is not appropriate to use depth in the Gall area as a
measure of rail strength. Rail depths shall be identified by depth
outside the Gall area together with a separately assessed Gall
value.

3) The effects of wear and corrosion or strength of rails is complex.

Appendix C contains a methodology for determining whether rails
should be changed. However more detailed analysis of particular
situations can provide extended life of rail. Various look up tables
and computer programmes have been developed to assist in this
analysis. Railtrack shall approve any proposals to take advantage
of this further analysis.

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7.2.2
The process described in these clauses is summarised in Appendix B.

7.2.3
Rails within 9 metres of fishplates shall not be permitted to wear below the limits
given by the Fishplate Clearance Formulae. The rate of increase of Sidewear
shall be taken into account such that action is taken to turn or change rails
before the limits are exceeded.

Fishplate Clearance Formulae:

109 / 110A / 113A Ibs/yd FB Dmin = 144.5 + Lmm

98 FB / 95 & 97.5 Ibs/yd BH Dmin = 130.5 + Lmm

85 lb/yd BH Dmin = 127.0 + Lmm

Where L is the loss of head width due to Sidewear on the current running face
measured 14mm below the Crown of the rail and D is rail depth.

7.2.4
All rails containing areas of localised head loss shall be subject to a detailed
analysis taking account of the enhanced dynamic forces involved.

7.2.5
Bull head rails shall be subject to either a simplified analysis in accordance with
Appendix C or a detailed analysis.

7.2.6
Flat bottom rails shall be permitted to be used as set out in Table 1, subject to
any adjustment to the minimum depth or maximum Gall required by
Appendix C.

Where the above requirements are not met then rails shall be subject to either a
simplified analysis in accordance with Appendix C or a detailed analysis.

7.2.7
Railtrack approval is required before rails can remain in service after reaching
the minimum depth / maximum Gall as determined by the simplified analysis
(see Appendix C) and a detailed analysis shall be undertaken.

The maximum depth of Gall permitted in any rail running lines shall be 4mm. In
wet tunnels where corrosion is present this shall be reduced to a maximum of
3mm.

Table 1 Normal Minimum Rail Depths / Maximum Gall values

Section Minimum Maximum Maximum allowable speeds for

(Ibs/yd) Depth Gall stated static axle loads
(mm) (mm)
25.5 22.5 20
tonnes tonnes tonnes

98 F.B 131 4 60mph 100mph 130mph

109 F.B
110A F.B 145 4 70mph 150mph 150mph
113A F.B

*Except tunnels (see clause 7.2.7)

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7.3 Closure Rails

7.3.1
Where it is necessary to install a Closure Rail:

any misalignment of the two running edges greater than 5mm in a running on
direction shall be blended in by grinding;
the Closure Rail shall be of the same nominal section as at least one of the
adjacent rails.

7.3.2
Closure Rails in jointed track shall not be less than 9m in length between
fishplated joints and shall be supported by at least 12 sleepers. The minimum
length of rail between a Welded Joint and a Fishplated Joint shall be 4.5m.

7.3.3
Closure Rails in CWR shall be not less than 4.5m in length and shall be
supported by at least six sleepers (see exceptions below).

Welded Joints shall not be less than 4.5m from a Fishplated Joint, another
Welded Joint, Adjustment Switch tip, or insulated joint.

EXCEPTIONS:

1. A Closure Rail in CWR shorter than 4.5m long is permitted provided it is

supported by at least 3 sound sleepers and it has been approved by
Railtrack.

2. It is permissible to use Closure Rails in S&C shorter than 4.5m when

necessary but only when approved by Railtrack.

3. Short lengths of rail are permitted as a temporary measure for emergency

repairs in the event of broken / defective rails as specified by Railtrack.

7.4 Long Welded Rail

Except as noted below, welded rails shall not be installed in lengths longer than
a nominal 40m:-

a) On sites where nominal 55m long rails currently exist, special local
instructions for maintenance shall be issued;

b) On lines formerly owned and maintained by London Transport (now LUL),

where there are BH rails welded into nominal 90m lengths and tight joint
fishplated together to form 730m long sections, Adjustment Switches and
CWR specification ballast shoulder shall be provided.

c) In long, constant temperature, tunnels Long Welded Rails shall be permitted

up to a nominal 55m in length.

7.5 Holes in Rails

7.5.1
Fishbolt holes in new rails for running lines shall be cold expanded. All shop
drilled holes shall be cold expanded.

7.5.2
Fishbolt holes in Serviceable Rails shall be cold expanded when the holes are
intended to be used with fishbolts in service and when they are inserted into
sections of track which have already been cold expanded.

7.5.3
For fishbolt holes Railtrack shall:

specify the position of fishbolt holes in relation to each rail section;

specify the diameters, tolerances and surface finishes required for fishbolt
holes;

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specify the maximum number of fishbolt holes per rail end;

approve the method of cold expansion of fishbolt holes.

7.5.4
Holes in rails of any grade of steel in track open to traffic shall not be produced
by means of oxygen / fuel gas cutting equipment.

If a flame cut hole is found in a rail, one of the following minimum actions shall
be taken:

Normal Grade Group and Heat Treated Steels: Impose 20 mph

emergency speed restriction (ESR), fit emergency clamped fishplates if
possible and change rail within 36 hours;
Higher Grade Steels: Prohibit the running of any type of train until the
flame cut hole is removed.

7.5.5
Bond wire holes in new rails shall not be in a position which could be covered by
a fishplate. Where Serviceable Rails are to be cropped and redrilled, the
maximum permitted number and position of bond wire holes shall be specified by
Railtrack.

7.6 Cutting of rail ends

7.6.1
For cutting of rail ends Railtrack shall specify:

the permissible methods of cutting rails;

vertical, transverse and longitudinal tolerances of the cut.

7.6.2
For cutting of rail ends the following requirements shall also be met, such that:

cuts by mechanical means shall not be made in rail which is either in tension
or compression;
it is permissible to cut Normal Grade Group rails by flame cutting prior to
welding;
other grades of rail shall be sawn or disc cut prior to welding;
when a rail has been flame cut the requirements shown in the following table
shall be met:

Rail Steel Rail End Rail End Preparation

Condition (see note 1)
Normal Grade Flame cut Weld directly
Group within previous
24 hours - see
note 2
Normal Grade Flame cut EITHER disc cut a minimum of 8mm
Group more than 24 from rail end and carry out MPI
hours earlier - OR flame cut or disc cut a minimum of
see note 2 150mm from the rail end
Grade B Flame cut - EITHER disc cut a minimum of 8mm
Chrome see note 2 from rail end and carry out MPI (DPI for
LCAMS LCAMS)
OR disc cut a minimum of 150mm from
the rail end

Notes:

1. When Magnetic Particle Inspection (MPI) or Dye Penetrant Inspection (DPI)

reveals the presence of a crack the rail shall be cut again and the MP or DP
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inspection repeated. The MP inspection shall be carried out using an AC

electro-magnet.

2. The requirements above assume no trains have run over the rail end since it
was cut. Trains are permitted to run over a flame cut rail end in an
emergency under the following circumstances:

when the rails are fitted with emergency clamped or standard fishplates:
under a 20 mph speed restriction;
with a watchman present at site.

In those cases where trains have run over the rail ends:

150mm shall be removed from the rail before welding;

the rails shall be welded or removed within 7 days.

7.7 Welding of Rails

7.7.1
Railtrack shall:

approve all welding processes for use on specific rail steels and rail sections.
This includes:

i. alumino-thermic welding;
ii. flash-butt welding;
iii. electric-Arc welding;
iv. all repair welding processes;
v. all attachment welding processes;

ensure that all persons carrying out any of these processes are competent;
specify the geometrical tolerances required for the finished weld;
ensure that the finished weld is inspected for defects, and other requirements
(see below);
require that all defects found are recorded and reported to Railtrack and
remedial action taken.
specify the minimum distance of pre-existing Fishbolt or bond holes from the
prepared rail ends.

7.7.2
Welded Joints in rails shall be:

not be less than 4.5m from another Welded Joint, a Fishplated Joint,
Adjustment Switch tip or from the ends of longitudinal timbers;
NOTE: In exceptional circumstances it is permissible to reduce the 4.5m
minimum distance to 1.8m when necessary provided that the rail is supported
by at least 3 sound sleepers and that it has been approved by Railtrack;
not be made where the nearest edge of Gall, wheelburns, squats or any
other defect is less than 100mm from the prepared rail end.

8 Inspection
Requirements
8.1 Visual Track Inspections
8.1.1
All rails shall be visually examined, during the course of visual track inspections,
for cracks and other defects. (see GC/RT5010)

8.1.2
Rail depth measurements in tunnels shall be made at twelve-monthly intervals or
more frequently as determined by Railtrack and a record maintained.

These measurements shall record local head loss and gall.

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8.1.3
Consideration shall be given to special enhanced inspection of rails, to take
account of corrosion or difficult access, in other areas such as:

level crossings;
track exposed to seawater;
station platforms.

8.2 Ultrasonic Testing

8.2.1
Rails in running lines shall be ultrasonically tested throughout their length such
that defects which may result in broken rails are identified.

Rails in running lines shall be tested at frequencies shown in Appendix A.

8.2.2
Rails which are to be welded together in-situ to form CWR shall be ultrasonically
tested prior to welding so that any rails having serious defects can be changed.

8.2.3
Where previously jointed track is welded up into CWR, with fishbolt holes
remaining in the rails, it shall be tested as required for jointed track for a period
of 12 months and thereafter at the frequency for CWR.

8.2.4
CWR which is to be re-railed and the old rail recovered and cascaded for re-use
at another site shall be ultrasonically tested prior to replacement and all defects
marked. The direction of predominant traffic shall where reasonably practicable
also be indicated on the rails.

If Serviceable Rails are being installed and the previous direction of predominant
traffic is unknown then the first ultrasonic test of the full rail shall be undertaken
in both directions to verify the location and attitude of any defects present. This
shall be done as soon after installation of the rail as is reasonably practicable but
it shall be permissible to allow a period of train running to produce a rail head
which is clear of rust and scale and suitable for testing.

Subsequent ultrasonic examinations shall be in the normal direction for the site,
i.e. facing traffic, with checks being made at those defects noted in the initial
test.

8.2.5
Where the plain line on a section of a route has had all fishbolt holes cold
expanded then it is permissible to increase the interval of testing within fishplate
limits to that of the standard interval.

Railtrack shall agree any dispensation for reduced testing. Complete and
accurate records of cold expansion of bolt holes for the section of route shall be
compiled and maintained for as long as the rails remain in the track.

8.2.6
Redundant bolt holes may be tested at the standard interval in Appendix A
unless:

they have bond holes located between the redundant fishbolt holes;
they are in S&C;
they are in Adjustment Switches.

8.2.7
Welded Joints shall be ultrasonically tested as far as is reasonably practicable.

8.2.8
Ultrasonic testing of rails in sidings shall be considered taking account of:-

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tonnes passing;
history of breaks / defects;
proximity of running lines;
use by dangerous goods.

8.2.9
All rail defects shall be marked, recorded and kept under special observation.

Rails removed because of defects shall be clearly marked to prevent their

accidental re-use.

If a rail defect is of a type that may be repeated in the length of rail as

manufactured (e.g. piping) then consideration shall be given to replacing the
whole rail.

9 Broken and Defective

Rails
9.1
For Broken Rails see "Minimum action to be taken upon the discovery of a
Broken Rail" (see Appendix D).

NOTE: Staff from disciplines other than Civil Engineering and who have received
special training shall be permitted to authorise trains to pass over Broken
Rails in accordance with the GO/RT3000 Section V.

9.2
For pearlitic (non-AMS) rail steels (Normal grade, wear resisting grades 'A' and
'B', BSC AREA 90, 90kg/sq. mm Chrome and 110kg/sq. mm Chrome) see
"Minimum action to be taken upon the discovery of rail defects in all steels
except AMS" (see Appendix E).

9.3
For AMS rail steel see "Minimum action to be taken upon the discovery of rail
defects in rolled AMS rail steel" (see Appendix F).

9.4
For cast AMS crossings see "Minimum action to be taken upon the discovery of
defects in cast AMS rails" (see Appendix G).

9.5
For details of the minimum action to be taken following discovery of rail defects
by Mechanised Ultrasonic Testing (see Appendix H).

9.6
All rail defects found shall be recorded in a suitable auditable system.

9.7 Rail Defect Management

9.7.1
Railtrack shall maintain a rail defect management system consisting of the
following elements:

a) Classification of rail breaks and defects.

b) Methods of detecting breaks and defects.

c) Recording and monitoring of individual rail defects, and ensuring compliance

with the minimum actions specified in this standard.

d) Removal of rail defects by repairing or changing rails.

e) Removal of Broken Rails.

f) Specification of any temporary equipment that may be utilised to pass trains

at specified speeds over broken or defective rails.
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g) Monitoring causes of and trends in rail failures.

h) Method of reporting of Broken Rails to the Railway Inspectorate, Health &

Safety Executive.

i) Reporting breaks, defects and action taken into a central database.

9.8.2
Every rail and crossing in a running line which fails by breaking through its full
depth or which has a piece broken out of it shall be reported by Railtrack to the
Health & Safety Executive.

10 Miscellaneous
10.1 Handling of Rails
Care shall be taken when handling rails in order to minimise accidental damage
to them.

10.2 Damaged Rails

Before rails which have been damaged are installed in the track they shall be
examined and assessed as fit for purpose by a competent engineer.

Rails which have been damaged and which are already in the track shall
similarly be examined and assessed as fit for purpose by a competent engineer.

10.3 Rails at Lineside

Rails less than 5m in length shall be secured against vandals, or removed from
site.

10.4 Repair Welding of Rails

It shall be permissible to remove surface rail defects by grinding and subsequent
repair welding using procedures approved by Railtrack.

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Appendix A
Minimum Ultrasonic Inspection Frequencies

150
SPEED - mph

Cat 1
100

50
Cat 2
Cat
5
Cat 3
Cat Cat 4
6
0
0 10 20 30 40 50 60
EQUIVALENT GROSS MILLION TONNES PER ANNUM

Table A1 Ultrasonic Inspection Frequencies

(months between tests)

Within Fishplate limits

Category Within S&C
Standard Intervals
At adjustment switches
In Tunnels
Nominal Maximum Nominal Maximum
Interval Interval Interval Interval
1 3 3.5 6 7

2 6 7 12 13

3 12 13 24 26

4 12 13 24 26

5 12 13 24 26

6 24 26 24 26

NOTE:

Variations to nominal intervals are to allow for exceptional circumstances such

as extreme bad weather.

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Appendix B
Minimum Rail Depth: Flow Chart
The following flow chart summarises the procedure for calculating whether the
depth of a rail at a particular location is adequate to remain in the track for the
speed, tonnage and type of trains passing.

Obtain Basic Information: Clause 7.2.3 No

1. Measure depth outside gall Does rail satisfy fishplate
2. Measure sidewear clearance criteria?
3. Identify rail section Yes

Clause 7.2.4 Yes

Is localised head loss present?

No
Yes No
Clause 7.2.7
Is rail section FB?
Table 1

Fail Appendix C
Appendix C Clause 2
Simple analysis
Apply adjustments
Pass
Pass Appendix C Clause 2
Apply adjustments
Fail

Detailed analysis

Yes Is there sufficient rail

life remaining?
No

Do nothing unless: Change rail

1. Traffic type / speed changes
2. Traffic tonnage changes
3. Predicted useful life is nearing the end
If any of the above, reassess the rail life

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Appendix C
Minimum Rail Depth: Simplified Analysis

1 Tables and Graphs

1.1 Graph 1 - Equilibrium Cant against Speed and Radius
Graph 1 shows values of equilibrium cant in mm against the speed in mph and
the radius in metres. To determine the equilibrium cant find the point at which
the horizontal line corresponding to the speed meets the vertical line
corresponding to the radius and interpolate between the constant cant lines.

Subtract the actual cant from the equilibrium cant to determine the Cant
Deficiency . Positive values of Cant Deficiency increase the load on the outer
rail. Negative values increase the load on the inner rail. Other than for
determining the worst affected rail the sign of the cant deficiency may be
ignored.

1.2 Table 2 - Dynamic Axle Load Factors

Table 2 gives the factors by which the Static Axle Loads shall be multiplied to
obtain the values of Dynamic Axle Loads.

The table is presented for Speeds from 10 mph to 150 mph in intervals of 10
mph, and for values of Cant Deficiency from 50 mm to 150 mm in intervals of 20
mm. Factors for intermediate values of both speed and deficiency may be
interpolated from the table.

To cover the effects of hunting etc., the value taken for the Dynamic Axle Load
Factor shall not be less than that corresponding to a cant deficiency of 50 mm at
the appropriate speed.

1.3 Graphs 3 to 6 - Maximum Dynamic Axle Load / Rail Depth

Each of these graphs show the minimum permissible rail depth for each rail
section group for various Dynamic Axle Loads and depths of rail Gall.

To determine the minimum permissible rail depth, find the point at which the
horizontal maximum Dynamic Axle Load line crosses the Gall line and read off
the minimum permitted rail depth. If the actual rail depth is less than or equal to
the minimum permissible depth then the rail shall be changed.

2 Adjustments for
Excessive Sidewear,
Corrosion and Tonnage
2.1
Minimum rail depths and maximum underfoot Gall values presented in
sections 7.2.6 and 7.2.7 include, or are based, on the following:

a) an allowance for additional headwear over a period of three years where the
gross tonnage does not exceed 5 million tonnes per annum;
b) loss of section because of corrosion of not more than 0.5mm all round (1mm
of thickness);
c) head width loss because of Sidewear of not more than 4.5mm.

2.2
Where the annual tonnage exceeds that given in 2.1a, or where rails do not
comply with 2.1b or 2.1c, then the appropriate adjustments detailed in clauses
2.3 to 2.5 shall be applied. These adjustments are cumulative.

2.3 Excessive Sidewear

Add 1mm to the minimum rail depth for every 4.5mm of head width loss due to
Sidewear (or part thereof) where the head width loss is greater than 4.5mm.

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2.4 Excessive Corrosion

Deduct 1mm from the maximum allowable underfoot Gall for each additional
0.5mm of all round corrosion (1mm of thickness).

2.5 Excessive Tonnage

Add 0.5mm to the minimum rail depth for every additional 10 million gross
tonnes per annum (or part thereof).

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Graph 1- Equlibrium cant (mm) against speed and radius

150

S
p
e 100
300
e
d
200

m
100
p 50
h

0
5000 4000 3000 2000 1000 0
Radius (metres)

100

300

200
S 75
p
e
e 100
50
d

m
p 25
h

0
1000 800 600 400 200 0
Radius (metres)

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Table 2 - Dynamic Axle Load Factors

Against Speed and Cant Deficiency

Speed Cant Deficiency mm

mph 50 70 90 110 130 150

150 1.56 1.59 1.62 1.66 1.69 1.72

140 1.50 1.53 1.56 1.59 1.62 1.65

130 1.44 1.47 1.49 1.52 1.55 1.58

120 1.38 1.41 1.44 1.47 1.49 1.52

110 1.33 1.36 1.38 1.41 1.44 1.47

100 1.28 1.31 1.34 1.36 1.39 1.42

90 1.24 1.27 1.29 1.32 1.34 1.37

80 1.20 1.23 1.25 1.28 1.30 1.33

70 1.17 1.19 1.22 1.24 1.27 1.29

60 1.14 1.16 1.19 1.21 1.23 1.26

50 1.12 1.14 1.16 1.18 1.21 1.23

40 1.10 1.12 1.14 1.16 1.19 1.21

30 1.08 1.10 1.13 1.15 1.17 1.19

20 1.07 1.09 1.11 1.14 1.16 1.18

10 1.06 1.08 1.10 1.13 1.15 1.17

For lines within yards, terminals and depots where the speed is
less than 10mph the Dynamic Axle Load Factor shall be a
minimum of 1.05.

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Graph 3
Maximum Dynamic Axle Load / Rail Depth
85lb BH
Dmin = 127 + L
M
a
x

D 35
y
n
a
m 30
i
c

A gall
25
x 0
l 1
e 2
20 3
T
o 4
n
n
e 15
s 135 130 125 120

Rail Depth mm

Graph 4
Maximum Dynamic Axle Load / Rail Depth
95 / 97.5lb BH
Dmin = 130.5 + L
M
a
x

D 35
y
n
a
m
30
i
gall
c
0
A 1
25 2
x
l 3
e
4
T 20
o
n
n
e 15
s 145 140 135 130
Rail Depth mm

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Graph 5
Maximum Dynamic Axle Load / Rail Depth
98lb FB
Dmin = 130.5 + L

M
a 45
x
gall
D
0
y T 40
n o
1
a n
m n
i e 35 2
c s
3
A
x 30
l 4
e

25
140 135 130 125 120
Rail Depth mm

Graph 6
Maximum Dynamic Axle Load / Rail Depth
109 / 110A / 113Alb FB
Dmin = 144.5 + L
M
a
x

D
50 gall
y
n 0
a
m 1
45
i
c
2
A
40
x 3
l
e

35 4
T
o
n
n
30
e
s 155 150 145 140
Rail Depth mm

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Appendix D
MINIMUM ACTION TO BE TAKEN
UPON THE DISCOVERY OF A
BROKEN RAIL

TYPE OF BREAK SEE THE FOLLOWING CHARTS

TRANSVERSE BREAK THROUGH A PLAIN RAIL OR WELD

ANY PART OF THE RAILHEAD BROKEN AWAY

LOWER PART OF THE RAIL BROKEN AWAY

LONGITUDINAL SPLIT

RAILHEAD DAMAGE

THE FOLLOWING NOTES ARE APPLICABLE TO THE ACCOMPANYING CHARTS:

This document must be read in conjunction with GO/RT3000 Section V Clause X.1. The restriction in GO/RT3000
concerning Broken Rails in tunnels does not apply to infrastructure maintenance contractors trained personnel.
On lines electrified by either the conductor rail or overhead systems temporary bonds shall be fitted around the
break in accordance with the procedures contained in the appropriate DC Electrified Lines Instructions or in the
Working Instructions for AC Electrified Lines.
Localised breaking away of lipping on either of the running edge or the back edge of a rail is usually of insufficient
severity to warrant classification as rail head damage.
Where bridging pieces and rail clamping systems are used then they shall be used in accordance with the
manufacturers instructions and the type approval certificate.
The two adjacent sleepers, and the fastening systems, on each side of the break shall be sound, and the ballast
beneath them well packed.
The break shall not be in an S&C rail which is free to move (e.g. switch rail).
The break may be in S&C provided it is bolted to and supported by S&C blocks or another form of support.
There shall not be any cracks extending into the web.
The gap must be measured and shall not be more than 165mm wide.

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MINIMUM ACTION TO BE TAKEN UPON THE DISCOVERY OF A

BROKEN RAIL-
TRANSVERSE BREAK THROUGH A PLAIN RAIL OR WELD

Equipment Gap At a At a Welded <1.8m from 1.8m and 3m from a

Fitted between Fishplated Joint a Welded <3m from a Welded or
Rail Ends Joint OR Joint Welded or Fishplated
<1.8m from Fishplated Joint
a Joint
Fishplated
Joint
50mm Block the 5 mph Block the Block the 5 mph
Line Note 1,2,3,6 Line Line Note 2,3
> 50mm Block the 5 mph Block the Block the 5 mph
None and Line Note Line Line Note 2,3,4,6
75mm 1,2,3,4,6
> 75mm Block the Block the Block the Block the Block the
Line Line Line Line Line
50mm Block the 20 mph 5 mph 5 mph 20 mph
Approved Line Note 1,2,3 Note 2,3,8, Note 2,3 Note 2,3
Rail > 50mm and Block the 5 mph 5 mph 5 mph 5 mph
Clamping 75mm Line Note Note Note Note
System 1,2,3,4,6,7 2,3,4,6,7,8 2,3,4,6,7 2,3,4,6,7
> 75mm Block the 5 mph 5 mph 5 mph 5 mph
Line Note 1,2, Note 2,3, Note 2,3, Note 2,3,
3,5,6,7,10 5,6,7,8,10 5,6,7,10 5,6,7,10
50mm 5 mph 5 mph 5 mph 5 mph 5 mph
Approved Note 6,7 Note 1,6,7 Note 6,7,8 Note 6,7 Note 6,7
Bridging > 50mm and 5 mph 5 mph 5 mph 5 mph 5 mph
Pieces 75mm Note 6,7 Note 1,6,7 Note 6,7,8 Note 6,7 Note 6,7
> 75mm and 5 mph 5 mph 5 mph 5 mph 5 mph
< 165mm Note 6,7 Note 1,6,7 Note 6,7,8 Note 6,7 Note 6,7

SPECIAL NOTES:
1 BLOCK THE LINE if the break at a Welded Joint is within 3m from another Welded or Fishplated Joint.
2 BLOCK THE LINE if the break is more than 50mm out of vertical from head to foot of rail.
3 BLOCK THE LINE if the break passes through a bolt hole.
4 No wheels less than 450mm diameter shall pass over the break.
5 A short length of sawn or disk cut rail of suitable full rail section shall be clamped in position to provide wheel
support and guidance.
6 A watchman shall be present.
7 The time limit for this arrangement is either 24 hours for Category 1, 2 or 3 lines or 48 hours for Category 4, 5 or
6 lines.
8 If the adjacent Welded Joint is alumino-thermic, then this Welded Joint shall also be clamped.
9 Not Used.
10. Only clamping systems designed for gaps over 75mm shall be used. These systems shall have Railtrack
Approval for this specific application and shall be used strictly in accordance with manufacturers instructions and
the type approval certificate.

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MINIMUM ACTION TO BE TAKEN UPON THE DISCOVERY OF A

BROKEN RAIL -
ANY PART OF THE RAILHEAD BROKEN AWAY

Equipment Length of At a At a Welded <1.8m from 1.8m and 3m from a

Fitted Piece Fishplated Joint a Welded <3m from a Welded or
Missing Joint OR Joint Welded or Fishplated
<1.8m from Fishplated Joint
a Fishplated Joint
Joint
50mm Block the 5 mph Block the Block the 5 mph
Line Note 1,3,6 Line Line Note 3
> 50mm and Block the 5 mph Block the Block the 5 mph
None 75mm Line Note 1,3,4,6 Line Line Note 3,4,6
> 75mm Block the Block the Block the Block the Block the
Line Line Line Line Line
50mm Block the 20 mph 5 mph 5 mph 20 mph
Approved Line Note 1,3 Note 3,8 Note 3 Note 3
Rail
Clamping > 50mm and Block the 5 mph 5 mph 5 mph 5 mph
System 75mm Line Note 1,3,4 Note 3,4,8 Note 3,4 Note 3,4
> 75mm Block the Block the Block the Block the Block the
Line Line Line Line Line
50mm 5 mph 5 mph 5 mph 5 mph 5 mph
Approved Note 6,7 Note 1,6,7 Note 6,7,8 Note 6,7 Note 6,7
Bridging > 50mm and 5 mph 5 mph 5 mph 5 mph 5 mph
Pieces 75mm Note 6,7 Note 1,6,7 Note 6,7,8 Note 6,7 Note 6,7
> 75mm and 5 mph 5 mph 5 mph 5 mph 5 mph
< 165mm Note 6,7 Note 1,6,7 Note 6,7,8 Note 6,7 Note 6,7

SPECIAL NOTES:
1 BLOCK THE LINE if the break at a Welded Joint is within 3m from another Welded or Fishplated Joint.
2 Not Used.
3 BLOCK THE LINE if the break passes through a bolt hole.
4 No wheels less than 450mm diameter shall pass over the break.
5 Not Used.
6 A watchman shall be present.
7 The time limit for this arrangement is either 24 hours for Category 1, 2 or 3 lines or 48 hours for Category
4, 5 or 6 lines.
8 If the adjacent Welded Joint is alumino-thermic, then this Welded Joint shall also be clamped.

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MINIMUM ACTION TO BE TAKEN UPON THE DISCOVERY OF A

BROKEN RAIL -
LOWER PART OF THE RAIL BROKEN AWAY

Equipment Length of At a At a Welded <1.8m from 1.8m and 3m from a

Fitted Piece Fishplated Joint a Welded <3m from a Welded or
Missing Joint OR Joint Welded or Fishplated
<1.8m from Fishplated Joint
a Joint
Fishplated
Joint
50mm Block the Block the Block the Block the Block the
Line Line Line Line Line
OR 5 mph OR 5 mph
Note 1,6,9 Note 3,6,9
> 50mm and Block the Block the Block the Block the Block the
None 75mm Line Line Line Line Line
OR 5 mph OR 5 mph
Note 1,6,9 Note 3,6,9
> 75mm Block the Block the Block the Block the Block the
Line Line Line Line Line
Approved 50mm Block the 20 mph 5 mph 5 mph 20 mph
Rail Line Note 1 Note 3,8 Note 3 Note 3
Clamping > 50mm and Block the 5 mph 5 mph 5 mph 5 mph
System 75mm Line Note 1,6 Note 3,6,8 Note 3,6 Note 3,6
> 75mm and Block the 5 mph 5 mph 5 mph 5 mph
< 165mm Line Note 1,6,7 Note 3,6,7,8 Note 3,6,7 Note 3,6,7
50mm 5 mph 5 mph 5 mph 5 mph 5 mph
Approved Note 6,7 Note 1,6,7 Note 6,7,8 Note 6,7 Note 6,7
Bridging > 50mm and 5 mph 5 mph 5 mph 5 mph 5 mph
Pieces 75mm Note 6,7 Note 1,6,7 Note 6,7,8 Note 6,7 Note 6,7
> 75mm and 5 mph 5 mph 5 mph 5 mph 5 mph
< 165mm Note 6,7 Note 1,6,7 Note 6,7,8 Note 6,7 Note 6,7

SPECIAL NOTES:
1 BLOCK THE LINE if the break at a Welded Joint is within 3m from another Welded or Fishplated Joint.
2 Not Used.
3 BLOCK THE LINE if the break passes through a bolt hole.
4 Not Used.
5 Not Used.
6 A watchman shall be present.
7 The time limit for this arrangement is either 24 hours for Category 1, 2 or 3 lines and 48 hours for Category 4, 5
or 6 lines.
8 If the adjacent Welded Joint is alumino-thermic, then this Welded Joint shall also be clamped.
9 If the break is in the foot on BOTH sides of the foot then BLOCK THE LINE; if the break is in the foot on ONE side of
the foot, then 5MPH.

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MINIMUM ACTION TO BE TAKEN UPON THE DISCOVERY OF A

BROKEN RAIL -LONGITUDINAL SPLIT

YES B
SPLIT RAIL Is the split in the running edge L
side of the rail head?
Is the rail free to move YES O
(i.e. a switch rail)? C
NO K
Is the split in an S&C rail? YES NO
Longitudinal
position of split is Is the rail bolted to and NO T
not significant YES supported by S&C blocks and H
NO another form of support? E

5
L m
Is the split at a joint? YES I p
N h

NO

E
S
R

MINIMUM ACTION TO BE TAKEN UPON THE DISCOVERY OF A

BROKEN RAIL -
RAILHEAD DAMAGE

DAMAGED RAIL Is the rail damaged or YES

distorted either vertically or B
laterally by more than 5mm? L
O
NO C
K 5
Is the rail damaged or YES m
Longitudinal distorted either vertically or
laterally by more than 10mm? T p
position of damage H h 2
is not significant E 0
NO
m
L p
I h
N E
E S
R
E
S
R

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Appendix E
MINIMUM ACTIONS TO BE TAKEN
UPON THE DISCOVERY OF RAIL DEFECTS
IN ALL STEELS EXCEPT AMS

Defect LOCATION: Anywhere in a rail except within fishplate limits of a bolted joint SEE
No. Within fishplate limits of a bolted joint NOTES
1 Any visible crack except as noted below. 1A 1A S
2 Any crack passing through a bolt hole. 1A 1A S
3 Horizontal crack in head extending to more than 15mm below running surface and / or 1A 1A T
more than 25mm long.
4 Horizontal crack in head extending to less than 15mm below running surface and less 3B 3D -
than 25mm long.
5 Horizontal crack in web, including upper and lower fillet radii. 1A 1A S
6 Two or more taches-ovales with less than 5m signal amplitude: >100% FSH 1A 1A Q,T&X
between defects in the same rail; action based 100% -50% FSH 1A 2B O,Q,T&X
on worst defect. 50% - 25% FSH 3B 3G O&X
7 Single or multiple taches-ovales more than 5m signal amplitude: >100% FSH 1A 2B T&X
apart within the same rail; action based 100% -50% FSH 1A 2C O,T&X
on worst defect. 50% - 25% FSH 3B 3G O,X&Y
8 Squats with or without detectable taches-ovale type defects:
1. Squat length >50mm:
(a) With detectable taches-ovale type defect extending to more than 15mm below 1A 2A T
rail surface
(b) With detectable taches-ovale type defect extending to no more than 15mm 1A 2F or 2C O,Q,T&Y
below rail surface
(c) Taches-ovale type defect cannot be detected
1A 2F or 2C O,Q,T&Y
2. Squat length 50mm and less:
(a) With detectable taches-ovale type defect extending to more than 15mm below 1A 2B O&T
rail surface
(b) With detectable taches-ovale type defect extending to no more than 15mm 1A 2F or 2C O,Q,T&Y
below rail surface
(c) No detectable taches-ovale type defect 3C 3F or 3G O,Q,T&Y
9 Wheelburns:
(a) Isolated 3B 3F Y
(b) Continuous - - N
10 Vertical Longitudinal cracking, head or web:
1. Visible crack or bulging 1A 1A U
2. Neither visible crack nor bulging 3G 3G U&Y
11 Hydrogen shatter cracks 3G 3G Y
12 Gauge corner cracking - - Z
13 Cracks in machined rails in S&C - - V
14 Visible crack in weld collar - 2E T&W
15 Untestable - - P

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MINIMUM ACTION CODES

CODE MINIMUM ACTION TO BE TAKEN

1 Impose 20 mph ESR and fit emergency clamped
fishplates where possible.
2 Fit emergency clamped fishplates

3 No emergency action required

CODE TIME SCALE OF ACTION TO BE TAKEN

A Remove defect within 36 hours
B within 7 days
C within 13 weeks
D Weld repair within 7 days and retest within 14 days
of completion of weld repair
E Thermit weld within 7 days
F Weld repair to Engineers specified timescale
G Retest to Engineers specified timescale
H Remove defect within 4 weeks

NOTES

L Report battered rail ends as Untestable where applicable.

N Wheelburns cannot be ultrasonically tested; track having continuous wheelburns shall be rerailed.
O Interpretation of timescales within bands of action. The definitive date for removal shall consider:
i. where the defect is located;
ii. annual tonnage over the defect;
iii. axle weights;
iv. line speed and PSR ;
v. local track conditions.
P Rails reported as untestable because of rail head shape or ballast scars shall be considered for
reprofiling and retesting.
Q When assessing multiple defects for corrective action then any action taken shall be based upon the
largest defect present.
S Where it is discovered that a crack is extending into the rail head and / or foot then an ESR of 5mph
shall be imposed.
T If it is not possible to fit emergency clamped fishplates then the minimum action is to impose a 20mph
ESR and change rail within 36 hours.
U Bulging means an increase of 2mm or more in the width of head / web.
V S&C: In S&C layouts where, because of the complexities of the design of the units or because there
are delays in the supply of replacements, it is not possible to adhere strictly to the minimum actions
stipulated, then the action to be taken shall be agreed by Railtrack.
W Replace with a wide gap weld if possible. If this is not possible, fit emergency clamped fishplates and
change within 7 days.
X FSH = full screen height.
Y Engineers specified timescale shall not exceed the laid down frequency of ultrasonic inspection.
Z Report extent and location for consideration of rail grinding.

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Appendix F

MINIMUM ACTIONS TO BE TAKEN

UPON THE DISCOVERY OF RAIL DEFECTS
IN ROLLED AMS STEEL RAILS ONLY

Defect LOCATION: Anywhere in a rail except within fishplate limits of a bolted joint
SEE
No. Within fishplate limits of a bolted joint NOTES
21 Visible transverse crack in foot and / or lower web:
1. FB Rails:
(a) Crack fully contained in zones 1 & 2 as indicated in sketch 3B 2H O&T
(b) Crack fully contained in zone 3 as indicated in sketch 1A 1A -
2. BH Rails: 50
3
(a) Crack visible on top surface of rail foot 1 2 1A 1A -
(b) Crack not visible on top surface of rail foot 30 30 3B 2 O&T

22 Cracks passing through bolt holes:

1. Any rail containing a crack or cracks passing through a bolt hole where any crack 1A 2A T
is greater than 25mm in length or there are more than four cracks (of any length) at
any bolt hole.
2. Any rail containing a crack or cracks passing through a bolt hole where the longest 3H 3H O
crack is between 10mm and 25mm in length and there are not more than four
cracks (of any length) at any bolt hole.
3. Any rail containing a crack or cracks passing through a bolt hole where every crack 3C 3G Y
is less than 10mm in length and there are not more than four cracks (of any length)
at any bolt hole.
23 Horizontal crack in head extending to more than 15mm below running surface. 1A 1A L
24 Horizontal crack in head extending to 15mm or less below running surface. 3C 3F L&Y
25 Horizontal crack in web, including upper and lower fillet radii:
1. length > 25mm 1B 2C O&T
2. length < 25mm 3G 3G Y
26 Two or more taches-ovale type defects with less than 5m between defects in the same
rail; based on worst defect: >100% FSH 1A 1A X
100%- 50% FSH 1A 2B T&X
50% FSH and less 3C 3G O,X&Y
27 Isolated taches-ovales type defects:
(a) Visible transverse crack in head 1A 2B O&T
(b) Not visible (i) >50% FHS 1A 2B O&T
(ii) 50% FHS and less 3C 3G O&Y
28 Squats with or without detectable taches-ovale type defects:
1. Squat length >50mm:
(a) With detectable taches-ovale type defect extending to more than 15mm below 1A 2B O&T
rail surface
(b) With detectable taches-ovale type defect extending to no more than 15mm 3C 3F Y
below rail surface
(c) Taches-ovale type defect cannot be detected 3C 3F Y
2. Squat length 50mm or less:
(a) With detectable taches-ovale type defect extending to more than 15mm below 1A 2B O&T
rail surface

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Defect LOCATION: Anywhere in a rail except within fishplate limits of a bolted joint
SEE
No. Within fishplate limits of a bolted joint NOTE
(b) With detectable taches-ovale type defect extending to no more than 15mm 3C 3F Y
below rail surface
(c) Taches-ovale type defect cannot be detected 3C 3F Y
29 Wheelburns:
1. Isolated 3C 3F O&Y
2. Continuous - - N
30 Vertical longitudinal cracking, head or web:
1. Visible crack or bulging 1B 1B U
2. Neither visible crack nor bulging 3G 3G U&Y
31 Gauge corner cracking - - Z
32 Cracks in machined rails in S&C - - V
33 Visible crack in weld collar - 2A K&T
34 Untestable - - P

MINIMUM ACTION CODES.

CODE MINIMUM ACTION TO BE TAKEN

1 Impose 20 mph ESR and fit emergency clamped
fishplates where possible.
2 Fit emergency clamped fishplates

3 No emergency action required

CODE TIME SCALE OF ACTION TO BE TAKEN

A Remove defect within 36 hours
B within 7 days
C within 13 weeks
D Weld repair within 14 days and retest within 14
days of completion of weld repair
E Thermit weld within 7 days
F Weld repair to Engineers specified timescale
G Retest to Engineers specified timescale
H Remove defect within 4 weeks

NOTES

K Install Closure Rail; wide gap weld not available for AMS.
L Report battered rail ends as Untestable where applicable.
N Wheelburns cannot be ultrasonically tested; track having continuous wheelburns shall be
rerailed.
O Interpretation of timescales within bands of action: The definitive date for removal shall be
based upon:
i. where the defect is located;
ii. annual tonnage over the defect;

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iii. axle weights;

iv. line speed and PSR;
v. local track conditions.
P Rails reported as untestable because of rail head shape or ballast scars shall be
considered for reprofiling and retesting.
Q When assessing multiple defects for corrective action then any action shall be based
upon the largest defect present.
S Where it is discovered that a crack is extending into the rail head and / or foot then an
ESR of 5mph shall be imposed.
T If it is not possible to fit emergency clamped fishplates then the minimum action is to
impose a 20mph ESR and change rail within 36 hours.
U Bulging means an increase of 2mm or more in the width of head / web.
V S&C: In S&C layouts where, because of the complexities of the design of the units or
because there are delays in the supply of replacements, it is not possible to adhere
strictly to the minimum actions stipulated, then the action to be taken shall be agreed by
Railtrack.
W Replace with a wide gap weld if possible. If this is not possible, fit emergency clamped
fishplates and change within 7 days.
X FSH = full screen height
Y Engineers specified timescale shall not exceed the laid down frequency of ultrasonic
inspection.
Z Report extent and location for consideration of rail grinding.

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Appendix G
MINIMUM ACTION TO BE TAKEN
UPON THE DISCOVERY OF RAIL DEFECTS IN
CAST AMS RAILS
See Figures 1 and 2.

Defect Description of defect Minimum action to be

code taken

Cast AMS monobloc crossings only

Within fishplate limits

41 Transverse crack emanating from behind the fishplates and extending to a position:
41A more than 25mm from the running surface Impose 20mph ESR
Appoint watchman
41B within 25mm of the running surface Impose 5 mph ESR
Appoint watchman

42 Horizontal longitudinal crack in the top fillet extending to a position:

42A not more than 25mm beyond the fishplates and is not upturning Inspect daily
42B more than 25mm beyond the fishplates, or is upturning Impose 20mph ESR
anywhere along its length to a position more than 25mm from
the running surface Appoint watchman

42C within or beyond the fishplates and is upturning to within 25mm Impose 5mph ESR
of the running surface
Appoint watchman

43 Vertical transverse crack extending from the running surface to a depth:

43A not more than 15mm Inspect twice a week

43B between 15mm and 25mm Inspect daily

43C between 25mm and the bottom corner of the rail head Impose 20mph ESR
Appoint watchman
43D hidden by the fishplates Impose 5mph ESR
Appoint watchman

44 Longitudinal vertical crack in the box section at the end of the vee (1-in-24 and 1-in-28
crossings only):

44A less than 50mm in length Inspect weekly

44B more than 50mm in length Inspect twice a week

45 Longitudinal crack in the apron and:

45A not hidden by the fishplates Inspect weekly

45B partially hidden by the fishplates Impose 5mph ESR

Appoint watchman

46 Transverse crack in the foot extending to a position:

46A not hidden by the fishplates Inspect daily

46B hidden by the fishplates Impose 5mph ESR

Appoint watchman

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Cast monobloc, cast centre and cast vee AMS crossings only
Leg-ends
47 Vertical transverse crack extending from the running surface to a depth:
47A not more than 15mm Inspect twice a week
47B between 15mm and 25mm Inspect daily
47C between 25 and 75mm or into a bond hole Impose 20mph ESR
Appoint watchman
47D More than 75mm Impose 5mph ESR
Appoint watchman
48 Transverse crack in the foot extending to a position:
48A not more than 50mm from the foot tip Inspect twice a week
48B between 50mm from the foot tip and to the top of the lower fillet Inspect daily
radius curve (35mm into the web, measured from the
underside of the foot)
48C between 35 and 50mm from the underside of the foot Impose 20mph ESR
Appoint watchman
48D more than 50mm from the underside of the foot Impose 5mph ESR
Appoint watchman
All cast crossings in AMS and bainitic steels
Change of section
49 Vertical transverse crack extending from the running surface to a depth:
49A not more than 15mm Inspect weekly
49B between 15mm and 25mm Inspect twice a week
49C between 25mm and 75mm Inspect daily
49D more than 75mm or turns into top fillet of web Impose 20mph ESR
Appoint watchman if
crack turns into top fillet
of web
50 Transverse crack in the foot extending to a position:
50A not more than 50mm from the tip Inspect twice a week
50B between 50mm from the foot tip and 35mm up the side wall Inspect daily
50C between 35mm and 75mm up the side wall Impose 20mph ESR
50D more than 75mm up the side wall or turns into the web Impose 5mph ESR
Appoint watchman
Monobloc
51 Crack on one foot extending into a core pocket and to a position up the side wall (from the
underside of foot):
51A not more than 35mm Inspect twice a week
51B between 35mm and 75mm Inspect daily
51C more than 75mm Impose 20mph ESR
Appoint watchman
52 Crack on foot extending across full width of casting and to a position on any one side (from
underside of foot):
52A not more than 35mm Inspect daily
52B between 35mm and 75mm Impose 20mph ESR
Appoint watchman
52C more than 75mm Impose 5mph ESR
Appoint watchman

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53 Transverse crack on the vee extending to a depth below the running surface:
53A not more than 15mm Inspect weekly
53B between 15mm and 25mm Inspect twice a week
53C between 25mm and base of the flangeway Inspect daily
53D having crossed the base of the flangeway and reached the Appoint watchman
wing rail / rails
53E if associated with a crack in the wing rail Impose 20mph ESR
Appoint watchman
54 Vertical transverse crack on wing rail extending to a depth below the running surface:
54A not more than 15mm Inspect weekly
54B between 15mm and 25mm Inspect twice a week
54C between 25mm and base of the flangeway or between 25mm Inspect daily
and 75mm down the sidewall
54D more than 75mm Impose 20mph ESR
55 Depression of the running surface, other than in the wheel Impose 20mph ESR
transfer area, of more than 3mm depth measured over 1m or Appoint watchman
associated with cracking of the sidewall
56 Flaking or shelling of the wheel contact surface Inspect weekly
57 Misshapen crossing nose profile Inspect twice a week
58 Metal breaking out within the wheel transfer area of the vee:
Defect Defect width Defect length
depth (notes 1& 2) up to 25mm 26mm to 150mm > 150mm
58A 5 - 10mm <50% or Inspect daily Inspect daily Impose 20mph
35mm ESR, appoint
watchman
58B >50% or Inspect daily Impose 20mph Impose 20mph
35mm ESR, appoint ESR, appoint
watchman watchman
58C 10 - 15mm <50% or Inspect daily Impose 20mph Impose 5mph
35mm ESR, appoint ESR, appoint
watchman watchman
58D >50% or Inspect daily Impose 5mph Impose 5mph ESR
35mm ESR, appoint Appoint watchman
watchman
58E > 15mm <50% or Inspect daily Impose 5mph Block the line
35mm ESR, appoint
watchman
58F >50% or Impose 20mph Block the line Block the line
35mm ESR
Appoint
watchman
Notes:

1 Where the casting width is less than 70mm the limiting defect width will be 50% of that width.
2 Where the casting width is 70mm or more then the limiting defect will be 35mm.
3 Weld repairs should be undertaken on any casting where metal has broken out.
4 Weld repairs should be undertaken as soon as possible to prevent further propagation.

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Figure 1
Minimum actions for cracks discovered within fishplate limits

15mm 43A. Inspect twice a week

25mm 43B. Inspect daily 41B. 5mph ESR(W) 42C. 5mph ESR(W)
43C. 20mph 41A. 20mph ESR(W) 42B. 20mph ESR(W)
ESR(W)
43D. 5mph 42B. 20mph ESR(W)
ESR(W) 42A. Inspect daily

25mm

Fishplate
limit

Notes to figure 1

1 In all cases where a transverse crack is found to extend from the running surface to a position hidden by the
fishplates, the circumstances shall be investigated to establish whether the crack is associated with another defect
that might compromise the safe passage of trains.
2 If there is more than one transverse crack extending from the running surface to a position hidden by the
fishplates, the line must be blocked.
3 (W) = appoint a Watchman.

Figure 2
Minimum actions for cracks discovered within leg-ends but outside
fishplate limits

15mm 47A. Inspect twice a week

25mm 47B. Inspect daily

75mm Corner
47C. 20mph ESR(W)
48D. 5mph ESR(W)
47D. 5mph ESR(W)
48C. 20mph 75mm
ESR(W)
Fishplate limit
48B. Inspect daily 35mm

50mm
Foot tip
48A. Inspect twice a week

Note to figure 2

(W) = Appoint a Watchman

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Appendix H

MINIMUM ACTION TO BE TAKEN UPON RECEIPT OF NOTIFICATION OF RAIL DEFECTS

DISCOVERED BY MECHANISED ULTRASONIC TESTING

This Appendix covers those regimes where testing is carried out by rail mounted equipment (with rail wheels)
travelling at above 25mph and where the normal manual testing is carried out in addition to mechanical testing.
All defects shall be considered for a manual check;
Broken rails shall be dealt with in accordance with the present minimum actions;
All defects shall be actioned taking account of the following:
i. risk of failure;
ii. consequence of failure;
iii. availability of resource.
In addition to the records required in clause 9.9 records shall be kept of the variance between actions taken as
required by this Appendix and those which would have been required by Appendix E;

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References
BS11: 1985 British Standard Specification for Railway Rails

GC/RT5010 Track Standards Manual - Section 7: Track Systems

GC/RT5017 Track Standards Manual - Section 8: Track Geometry

GO/RT3000 Railtrack Master Rule Book

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