Pocket Book On Important Parameters of USFD Testing of Rails & Welds

IMPORTANT PRAMETERS OF USFD TESTING OF
RAILS & WELDS
CAMTECH/2019-20/C/USFD
Maharajpur, Gwalior-474005
FOREWORD
Ultra Sonic Flaw Detection (USFD) technique is widely used

on Indian Railways for detecting flaws in rails/welds for safety
consideration of the track.
This Pocketbook mainly focuses on Duties of SSE/JE/USFD,

Frequency of USFD testing, Codification, calibration &
sensitivity setting of machine, defect classification and action
to be taken during USFD testing of Rails & Welds, for
ensuring reliable testing and optimum output of machines.
It is expected that the handbook prepared by CAMTECH will

be quite helpful to the engineering personnel engaged in
testing of rails and welds on Indian Railways.
CAMTECH, Gwalior (Jitendra Singh)

---- January, 2020 PED/CAMTECH
PREFACE
To ensure safety in Indian Railways, routine test of rails and

welds by ultrasonic testing procedures are carried out at the
prescribed frequency as per USFD Manual (Revised 2012),
RDSO.
This Pocketbook is prepared to provide at a glance knowledge

of important parameters required for result oriented USFD
Testing to the field staff engaged in USFD testing of Rails &
Welds.
We welcome any suggestions from our readers for further

improvement.
CAMTECH, Gwalior (D.K. Gupta)

28, January, 2020 Joint Director/Civil
INDEX
S.No. Description Page

No.
1. Scope 01
2. Essential requirements for result oriented 01
USFD testing
3. Duties of SSE/JE (USFD) 01
4. Precautions to be taken by the Operator for 02
Testing / DOs & DON’Ts Of USFD Testing
5. Probes used on Trolley for Through testing 06
of Rails & Welds
6. Test Free Period 07
7. Frequency of testing of Rails and Welds 09
8. Defect Classification 11
9. Action to be taken after Detection of defects 13
10. Codification of Rail & Weld defects 17
11. Limitations of Ultrasonic Flaw Detection of 21
Rails
12. Calibration & Sensitivity of Machines ( for 23
Rails & welds Testing) (Annexure-IA &B)
13. Rail Defects (Annexure-II) 26
14. Weld Defects (AT+FBW) (Annexure-III) 31
15. In-Service USFD Testing of SEJ, Tongue 34
rail of point & crossing, CMS crossing &
Loop Lines. (Annexure-IVA&B)
CAMTECH/2019-20/C/USFD 1
1. Scope: - Rails & Welds are tested in routine in accordance

with USFD Manual (Revised-2012) to ensure safety.
Scope of this Pocketbook is to act as a ready reckoner to
provide at a glance various important parameters to the
staff working in field to ease out their day to day problem
to ensure uninterrupted & flow less working.
2. Essential requirements for result oriented USFD

testing: -
i. A preliminary knowledge of Rails to be tested.
ii. An efficient and properly trained USFD Team having
basic knowledge of ultrasonic testing.
iii. All requisite equipments and accessories needed for
successful rail testing.
iv. A quick decision making for interpretation of results
obtained during testing.
3. Duties of SSE/JE (USFD): In order to improve quality

of working of USFD testing team and to achieve
optimum output with accuracy, the duties of
SSE/JE(USFD) shall be as under: -
i. Safety: A flagman should be deputed with Red/Green
H.S. Flag and Thunder whistle with adequate no. of
detonators for ensuring safety of man & machine. He
shall walk 01 OHE mast ahead of the USFD tester
during testing. Direction of testing shall be opposite to
the direction of traffic.
ii. Sensitivity (Gain) Setting/Calibration &
Characteristics: Sensitivity (Gain) setting should be
checked Once in 3 days, Calibration once in a week &
Important Parameters of USFD Testing of Rails & Welds Jan.-2020

Characteristics once in a month as per USFD Manual

(Revised-2012).
iii. Couplant (Water): A continuous water layer should be
watched between the top table of rail and probe. Also,
no water bubble or any foreign particle shall be present
in water tank, which may cause discontinuity in the flow
of water.
iv. Probe: The physical condition of probe shall be checked
visually before start of the day’s work. It should not be
broken or worn out. During working, the probe should
not be misaligned or in lifted position.
v. Flaw confirmation: Any flaw (either old or new)
detected by outsourcing machine shall be confirmed by
SSE/JE(USFD) before marking on the rails/welds. Also
‘A’ scan should be recorded during testing and copy
taken out and annexed with the testing report.
vi. Marking of flaw: Marking of flaw on the rails/welds and
action to be taken after detection of defects should be in
accordance to Table-4(a) & (b) of this pocketbook. On
detection of any IMR/IMRW, SSE/JE(USFD) shall
impose 30 Kmph or stricter SR and also communicate to
sectional SSE/JE (P.way).
4. Precautions to be taken by the Operator for Testing:

Before undertaking the USFD testing of rails and welds,
the operator has to take the following necessary
precautions so as to get the reliable results.
a) Before testing
 Check the battery condition before start of work. Only
fully charged battery is to be used during testing.

 Check proper functioning of all controls of electronic

unit i.e. depth range, gain, reject etc.
 Check proper functioning of trolley and probes.
 Check junction box, water outlet, probe cable contact
and ensure smooth movement of trolley wheels.
 Maintain proper gap between probing face and probe
shoe (0.2 mm). Check with the help of a feeler gauge.
 Check probe alignment by keeping the rail tester on the
rail.
 Calibrate the instrument weekly.
 Set the equipment for proper sensitivity.
b) During testing
 Maintain proper alignment of all probes during testing,
otherwise false echoes may appear.
 Ensure adequate supply of water for coupling.
 Check proper functioning of 700 probes by touching the
probe bottom with fingers. Noise pattern should appear
on the screen.
 Lift the machine at crossings/change of rail table height
at joints to protect the probes.
 Mark the locations found defective as per classification.
c) After testing
 Maintain proper record of testing, observations, echo
pattern and echo amplitude of defects in the register in
the following format. The details should be
supplemented with A-scan recorded during testing.
 Charge the battery after every day’s work.

 DOs & DON’Ts OF USFD TESTING:

Dos:
 Sensitivity to be set at temperature close to the range of
actual testing temperature, or else flaws may remain
undetected during the USFD testing.
 Ensure Ultrasonic equipment’s characteristics checking at
least once in a month.
 The characteristics of the equipment are:
i) Linearity of time base.
ii) Linearity of amplification.
iii) Penetrative power.
iv) Resolving power.
v) Probe index.
vi) Beam angle.
 Check the dead zone of the unit & probes.
 Look out for the back echo corresponding to normal
probes throughout testing.
 There must not to be much difference between testing rail
temperature and ambient temperature as these would be a
reduction in velocity as the temperature increases resulting
in beam angle increase. The sensitivity of machine is
inversely proportional to temperature increase.
 After sensitivity setting the machine should be locked i.e.
parameters of the equipment should not be changed. Since
IMR & OBS classification will depend on oscillograph
pattern at a particular sensitivity setting. If altered, then it
will lead to wrong classification.

 Do testing in some temperature at which sensitivity set as

any flaw IMR/OBS in low temperature may not show flaw
in high temperature.
 Only matching probes are to be used when procurement is
done and it should be from original equipment
manufacturer or approved firm.
 While testing on single line and ‘D’ marked rails on
double/multiple line section, additional gain of 10dB is to
be employed for C/F & C/B probes.
Don’ts:
 Don’t use discharged battery.
 USFD testing should not be done after sunset and before
sunrise and bad weather when the visibility is poor.
 Don’t overuse BNC connector as it will lead to loose
connection.
 Don’t use the spares from local market or
unauthorized/firms.
 Don’t alter sensitivity setting during testing.
 Don’t use sensitivity setting of rail testing for weld testing
and vice versa.
 Don’t use co-axial wires longer than 2m.
 Don’t do weld testing without scraped and cleaned surface
in flange or head (GF or NGF).
 Don’t use DRT for through Testing of Rails where sharper
curves in Pts & Xings as well as Fish Plated zones.
Testing at these locations should be by SRT only.

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

Weld. Table-1(a)
No. of probes
Probe
Frequency Functions of Probe
type
SRT DRT
Used for detecting
horizontal defects
One + situated in head,
Normal/00 4 MHz One
One web or foot of rail
and also bolt hole
cracks.
Used for detecting
700 centre defects (Transverse
Two +
Forward & 2 MHz Two fissure or kidney
Two
Backward) fracture) in rail
head.
Used for detecting
700 gauge
Kidney defects
face Two +
2 MHz Two originating from
Forward & Two
gauge face side in
Backward)
rail head.
Used for detecting
700 non-
transverse flaws
gauge face Two +
2 MHz Two originating from
Forward & Two
non-gauge face side
Backward)
in rail head.

 Probes used for Hand Testing of AT welds: -

Table-1(b)
No. of
Probe type Frequency Functions of Probe
probes
It may be noted that

Normal/00 2 MHz One during hand testing
of welds, normal
probe used is 2 MHz
700 2 MHz Two frequency to
compensate the
enhanced losses due
450 2 MHz Two to larger gain size of
weld as compared to
rail. A side looking
probe is the one in
700 SL(Side Two
2 MHz which the crystal is
looking) (One pair)
rotated by 200 in
horizontal plane.
45o Test rig
(Tandem 2 MHz Two
scanning)
 Calibration & Sensitivity of Machines for Rail & weld
testing is described in Annexure-IA & IB of this
Pocketbook.
6. Test Free Period: -

 When Rails are initially tested in manufacturing plant -
15% of service life in GMT (For rails rolled in April
1999 and later, the test free period shall be 25% instead
of 15%).

 When Rails are not tested in Manufacturing plant – the

test free period shall not be applicable and the rail
testing shall be done at the periodicity given in Table
3(a) right from the day of its laying in field.
 The rails having sectional weight and grade equal to or
higher than 52Kg/90UTS shall be ultrasonically tested
covering gauge face and non-gauge face corner of rail
head on passage of every 40GMT traffic during test free
period.
Table-2
Gauge Rail Assessed GMT Assessed GMT
Section service life for 72 service life for 90 UTS
UTS rails rails confirming to
confirming to RDSO standard
RDSO standard specifications Serial
specifications No. T-12-96
Serial No. T-12-96
B.G. 60 KG 550 800
52 KG 350 525
90 R 250 375
M.G. 75 R 150 -
60 R 125 -

7. Frequency of testing of rails and welds:

Frequency of testing for all BG (rail head centre and gauge
face corner) and MG routes is given as under: For other
sections Chief Engineer of the Railway may adopt a frequency
at his discretion.”
Table-3(a)
Route Routes Testing frequency Sections where
having Once in BOXNHL
GMT wagons are
running, testing
frequency Once
in
All MG < 2.5 5 years 5 years
routes
2.5– 5.0 3 years 3 years
>5 2 years 2 years
≤5 2 years 12 months
>5≤8 12 months 9 months
> 8 ≤ 12 9 months 6 months
All BG
routes > 12 ≤ 16 6 months 4 months
> 40 ≤ 60 2 months 1.5 months
> 60 ≤ 80 1.5 months 1.5 months
> 80 1 month 1 month

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

marked rails at reduced interval to be decided by Chief
Track Engineer of Zonal Railway.”
 The frequency of testing of AT welds shall be as under:

o Table-3(b)
S. Type of Type of Testing Schedule
No Welds Testing
1. Conventional Periodic Every 40 GMT or 5 years
AT Weld Tests whichever is earlier
2. Acceptance Immediately after welding

Test
3. SKV Weld First Periodic 1 year
Test
4. Routes Frequency
Further tests having GMT
5. based on > 80 01 year
6. route > 60 ≤ 80 1.5 years
GMT months
7. > 45 ≤ 60 02 years
8. > 30 ≤ 45 03 years
9. >15 ≤ 30 04 years
10. 0 - 15 05 years
 In case of welds on major bridges & bridge approaches
(100m either side) and in tunnels & on tunnel approaches
(100m either side), the minimum frequency of testing shall
be once in a year.

 Due to unusually high weld failure or other abnormal

development in some sections, Chief Engineer may order
testing of welds early, as per need.
 The testing interval of USFD testing of defective AT
welds should be reduced by 50% of normal testing interval
of AT welds to avoid fractures of defective welds.
8. Defect classification: -
When defect signal by a particular probe are received, the
flaws are marked and classified as per the height and the
spread of the signal as given in Annexure-II& III of this
pocketbook. Annexure-II for details the flaw classification
for rails and Annexure-III for AT (Alumino Thermic)/FB
(Flash butt)/GP (Gas pressure) welds. Broadly, the defects
are classified during the through testing as below:
i. IMR & IMR(W) – IMR stands for ‘Immediate
Removal’. These are large size defects requiring urgent
action including removal of the defective rail/weld
from the track within certain period. The suffix ’W’ is
for defect in weld. Any defect in rail within heat
affected zone (HAZ) of weld (i.e. 50 mm for old AT
weld and 75mm for new AT weld from the centre of
weld on either side of weld) is also treated as a weld
defect.
ii. OBS & OBS(W) – OBS stands for keeping under
‘Observation’. These are small size defects which
require action other than removal – generally to be kept
under observation and supported by an ordinary/joggled
fish plate.

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

welds, defective welds are classified as DFWO &
DFWR depending on the severity of the defects.
iv. Change of defect classification as per the severity of the
location in the track also. Such as:
(a) An OBS defect in a normal track location may be
classified as IMR if existing on the approach of
bridge (100m either side) or a tunnel (100m either
side) or in the vicinity of fish plated joint.
(b) Defect at any location which is detected by two or
more probes and are considered to be classified as
OBS/OBSW based on peak pattern of individual
probe, should be classified as IMR/IMRW.
(c) In case two or more OBS/OBSW defects are located
within a distance of 4.0 metre from each other, such
OBS/OBSW defects shall be classified as
IMR/IMRW.
(d) More than one DFWO defect in one weld shall be
classified as DFWR.

9. Action to be taken after Detection of defects:

Following action shall be taken in respect of defective
rails & welds:
Table-4(a)
S. Classificat Painting Action to be Interim action
N. ion on both taken
faces of
web
1. IMR Three The flawed SE/JE(P.Way)/
IMRW cross portion USFD shall
with red should be impose speed
paint replaced by a restriction of 30
sound tested Kmph or stricter
rail piece of immediately
not less than and to be
5.5m length continued till
(in case of flawed rail/weld
fish plated is replaced. He
track) & 4m should
(in case of communicate to
welded track) sectional
within 3 days SE/JE(P.Way)
of detection. about the flaw
location who
shall ensure that
clamped
joggled fish
plate is
provided within
24 hrs.
2. OBS One Rail/weld to SE/JE(P.Way)/
OBSW cross be provided USFD to advise
with with clamped sectional
red paint joggled fish SE/JE(P. Way)

plate within 3 within 24 hrs

days. SE/JE about the flaw
/USFD to location.
specifically Keyman to
record the watch during
observations daily patrolling
of the till it is joggled
location in his fish plated.
register in
subsequent
rounds of
testing.
Table-4(b)
S. Classificatio Painting Action to Interim action
N. n on both be taken
faces of
weld (In
head)
1. Defective In case of Modified as per A & C Slip
weld DFWO, No. 04 of September, 2018
‘DFWO/DFW one circle (i) In case of DFWO weld,
R’ with with red following action will be
00 / 2MHz, paint. taken:
700/ 2MHz, In case of a) SSE/JE (P.Way)/USFD shall
450/ 2 MHz DFWR, impose speed restriction of
or7002MHz two cross 30 kmph or stricter
SL probe,450/ with red immediately and
2 MHz paint. communicate to sectional
Tandem Rig SSE/JE about the flaw
location, who shall ensure
the following :
b) Protection of defective weld
by joggled fish plates using

minimum two tight clamps

immediately with a speed
restriction of 30 kmph.
Speed restriction can be
relaxed to normal after
protection of DFWO weld
by joggled fish plates with 2
far end tight bolts (one on
each side) with
champhering of holes,
within 3 days. The joint is
to be kept under
observation.
ii) In case of DFWR following
action will be taken:
a) SSE/JE (P.Way) USFD shall
impose speed restriction of
30kmph or stricter
immediately and
communicate to sectional
SSE/JE about the flaw
location who shall ensure
the following:-
b) Protection of DFWR weld
by joggled fish plates using
minimum two tight clamps
immediately. SR of 30
Kmph can be relaxed to
normal after providing
joggled fish plates with two
far end tight bolts one on
each side with champhering
of holes. The DFWR weld
shall be replaced within

three months of detection.

Adequate traffic block
should be granted for
removal of DFWR welds.
In case of non-removal
within three months, a
speed restriction of 75
kmph for loaded goods train
and 100 kmph for passenger
train should be imposed.
iii) In case of defective weld
(DFWO/DFWR) on major
bridges & bridge
approaches (100m either
side) and in tunnels & on
tunnel approaches (100m
either side), following
action will be taken:
a) SE/JE (P.Way)/USFD shall
impose speed restriction of
30kmph or stricter
immediately and to be
continued till defective
weld is replaced. He should
communicate to sectional
SE/JE (P.Way) about the
flaw location who shall
ensure the following:-
b) Protection of defective weld
using joggled fish plate
within 24 hrs.
c) The defective weld shall be
replaced within 3 days of
detection.

10. Codification of Rail & Weld defects:

The Alphanumeric system of codification of rail failures
as per UIC system has been adopted by Indian Railways
for reporting rail failures. The code for reporting rail
failures consists of two parts viz first – Alphabetic,
consisting of three code letters and second numeric,
consisting of three or four digits.
(a) First Part – Alphabetic codes

a. Table-5(a)
1st letter 2nd letter 3rd letter
Type of rail Reason for Probable cause of failure
withdrawal
O- Plain rail F- Fractured R- Inherent in rail
X- Points & C- Cracked S- Fault of rolling stock
Crossings rail D- Defect C- Excessive corrosion
other than J- Badly maintained joint
F&C M- Other Maintenance
Conditions
D- Derailment (failure
developed later)
W- Associated with welding
O- Other causes
(b) Second Part – Numeric codes

Table-5(b)
1st digit 2nd digit 3rd digit 4th digit
Location & Origin/Type (i) For internal Further details
characteristics Of welding defects in welding
shows direction: if
2nd digit 1,3,5.
1.Within 0- Unknown 1. Transverse 1. At rail seat
fishplate limit 1.within head 2. Horizontal 2. Not at rail

seat
3. Vertical 1. Top fillet
longitudinal 2. Bottom
fillet
3. Not at fillet
radius
2.Other 2. Surface of 5. Diagonal at hole
location rail head 8. Diagonal not at
3. In web hole
5. In foot
ii) For surface
defects it shows
nature of defects if
second digit 2,3,5.
0. Corrugation 1. Short pitch

2. Long corner
1. Shallow surface 1.Running
defect surface
2. Breaking out 2.Guage
corner
3. Crushing 1. Isolated
continuous
4. Battering local 2 .Repeated
5. Wheel burns
9. Lap, seam, roll
mark
3.Damage 0 1 Brushing or
done arcing
2 Incorrect
machining drilling
or flame cutting
4.Associated Type of Direction of
with welding welding fracture
1. Flash butt 1. Transverse
2. Thermit 2. Horizontal

3. Electric arc 5. Diagonal at hole

joint
4. Oxy- 8. Diagonal not at
acytylene joint hole
7. Building up
8. Traction
bond
5.Corrosion 0 0
On the basis of the system of classification, a list of the failure

code group to be followed is given as under, along with the
meaning of the codes.
Table-5(c)
Within fish- Elsewhere Description
plate on rail
limits
100 200 Transverse breakage without apparent
origin (i.e. sudden fracture)
111 211 Internal flaw in head, transverse
breakage.
112 212 Internal flaw in head, horizontal
crack.
113 213 Internal flaw in head, vertical
longitudinal split.
1211 2211 Head, surface, shallow surface defect
(flaking)
1212 2212 Head, surface, shallow surface defect
(line).
1221 2221 Head, surface, breaking out running
surface (scabbing)
1222 2222 Head, surface, breaking out, gauge
corner (shelling)
123 223 Head, surface crushing or battering
124 224 Head, surface local batter
- 2251 Head, surface, wheel burn isolated

- 2252 Head surface, wheel burn repeated

1321 2321 Web, horizontal cracks, at top fillet
radius
1322 2322 Web, horizontal crack, at bottom fillet
radius
1323 2323 Web, horizontal crack, not at fillet
radius
133 233 Web, vertical longitudinal splitting
(pipe)
135 235 Web, cracks at hole
- 238 Web, diagonal cracks not at hole.
139 239 Web, lap.
1511 2511 Foot, transverse break at rail seat.
1512 2512 Foot transverse break starting away
from rail seat.
153 253 Foot vertical longitudinal split (half-
moon crack)
301 - Damage to rail by brushing or arcing.
302 - Damage to rail by bad machining,
drilling or flame cutting
411 - Welding,flashbutt joint, transverse
crack
421 - Welding, thermit joint, transverse
crack
422 - Welding, thermit joint, horizontal
crack.
431 - Welding, electric arc joint, transverse
crack
441 - Welding oxyacetylene joint transverse
crack
471 - Welding, building up transverse
cracking of head across the built up
portion.
472 - Welding, building up, built up part

breaks away.
481 - Welding, traction bond welding crack,
at weld
500 - Corrosion.
11. Limitations of Ultrasonic Flaw Detection of Rails:

1. To detect the defect efficiently, ultrasonic beam is to
be directed towards the flaw perpendicularly.
2. A flaw located at less than 5mm distance from gauge
face side or non-gauge face side cannot be detected
by present arrangement of probes.
3. Severe pipe in the rail may give indication of flaw
echo by 0° probe, but in case of hairline or fine
central shrinkage (pipe), negligible drop occurring in
bottom signal may remain unnoticed by the USFD
operator.
4. For detection of bolt hole cracks, 37o probes are
ideal. This is because the cracks emanating from bolt
holes are generally oblique and propagate in the zig-
zag manner. At present SRT/DRT machines are not
provided with 37o probe due to limitation of number
of channels. These cracks are detectable by 0o since
they obstruct the path of sound wave and lead to
drop/loss of back wall echo. But such cracks may not
be detected in initial stage of their development.
5. If sensitivity of the machine is poor or battery gets
discharged the operator may miss the flaw signal.
6. The ultrasonic probes used in the rail testers have a
frequency of 4MHz (longitudinal wave) and 2MHz

(transverse waves). Therefore, cracks lesser than

0.8mm size cannot be detected by the present
arrangement.
7. Rails having rust, pitting, hogging, battering of rail
end, misalignment of joints, scabs, wheel burns and
other surface imperfections restrict proper acoustic
coupling between probe and rail table and may not
permit detection of flaws. Under such circumstances
hand probing may be done.
8. In the event of dimensional variations in the gauge
and also at sharp curves it is possible that the probes
are not properly contacting the rail surface while
testing with Double Rail Tester.

12. Calibration & Sensitivity of Machines:

i. For Rail testing: - IIW (International Institute of Welding) V1 Block is used as a standard steel block for calibration of USFD
equipment.
Annexure-IA
S.No. Type of Probe Type of Wave Range Calibration Sensitivity
1 0o 4 MHz Double crystal probe Longitudinal wave 300 mm for rail tester having The back wall echo will be adjusted by
multiplexure / 200 mm for gain control of USFD tester to 100% of
multichannel rail tester. full screen height and the same shall be
taken as reference echo.
2 70o 2 MHz Center forward & Flaw echo from 12 mm hole (Std. rail
Single crystal Center backward test piece) horizontally across the rail
probe at 25 mm depth is to be set at 60% of
300 mm for rail tester having full screen height.
Shear wave multiplexure or 165 mm SW for
3 Gauge Face and Non- multichannel unit Flaw echo from 5 mm Flat bottom hole
gauge Face Corner (on Std. rail test piece) from the rail
(Forward and end surface is to be set at 60% of full
backward) screen height.
4 45o 2 MHz Single crystal (Test rig) Shear wave Machine shall be calibrated for The test rig shall be placed at 20 mm
(Used for locations having scabs/wheel 165 mm range for shear wave in below rail table on the side of rail
burns) the same manner as for 70o probe head. Peak obtained in receiver probe
shall be adjusted to full scale height.

ii. For AT Weld testing: - IIW (International Institute of Welding) V1 Block is used as a standard steel block for calibration of
USFD equipment.
Annexure-IB
1 0o 2 MHz Double crystal probe Longitudinal wave The equipment is calibrated for Reflection from 3mm dia hole on head
300 /200 mm Longitudinal wave of standard AT welded rail test piece is
for 0° Double Crystal probe to be set to 60% of full screen height.
2 70o 2 MHz Single Head scanning Reflection from 3mm dia hole on head
crystal probe The equipment is calibrated for of standard AT welded rail test piece is
Shear wave 165 mm shear wave. to be set to 60% of full screen height.
3 Flange testing Move the probe towards 3mm dia hole

in the middle of flange of AT weld and
set the reflection to 60% of the full
screen height.
4 45o 2 MHz Single AT weld foot Place probe at a distance equal to the
crystal scanning ht. of the rail. While moving probe 20
mm on either side to pick up half-moon
crack in the central region of weld
reinforcement. The signal so obtained
Shear wave The equipment is calibrated for shall be adjusted to 60% of full screen
275 mm shear wave. height.
5 Tandem probe Place the tandem rig on the rail head &
scanning Adjust the height of reflected beam
received by receiver probe to 100% of
full screen height.


6 70o 2 MHz Side Looking (SL) probe Shear wave The equipment is calibrated for Place the 70oside looking probes on the
165 mm shear wave. upper zone of the flange at a distance
of 85 mm on either side of flange.
Move the probes slowly in slight
zigzag manner
towards the weld up to a distance of 20
mm from weld collar. Set the signal
obtained from simulated half-moon
defect to 60% of full screen height

13. For Rail Defects: Annexure-II

S. No. Probe used Nature of defect Oscillogram pattern Classification
1. Normal (A) Within fish plated area -
probe 4 MHz (i) Any horizontal defect in head web or foot of No back echo before or after appearance of bolt
(sensitivity IMR
length equal to distance between rail end and hole echo with Flaw echo with or without multiples
set with first bolt hole and connected with the rail OR
respect to head. Drop in back echo before or after appearance of bolt
100% back
hole echo with flaw echo with or without multiple
wall signal
height from (ii) Any horizontal defect connecting both bolt No back echo between bolt hole echo. Flaw echo IMR
rail bottom) holes with or without multiples.
(iii) Any defect originating from bolt holes and No back echo before or after appearance of bolt IMR
progressing at an angle towards head-web hole echo with or without flaw echo
junction or web-foot junction.
(B) Outside fish plated area -
(a) Any horizontal defect progressing at an No back echo with flaw echo (shifting/without IMR
angle in vertical plane in the rail at the shifting) for any horizontal length
following locations in the track:
(i) In tunnel & on tunnel approaches (100m OR
either side) No back echo and no flaw echo
(ii) On major bridges & bridge approaches
(100m either side)
(iii) In the vicinity of holes near the weld (50
mm for old AT weld and 75mm for new
AT weld from the centre of weld on either
side of weld)
(b) Any horizontal defect progressing at an No back echo with flaw echo (shifting/without IMR
angle in vertical plane in the rail at track shifting) for horizontal length ≥ 20mm
locations other than (a) above. No back echo with or without shifting flaw echo for OBS
horizontal length< 20 mm
(C) Vertical longitudinal split (piping) In case of partial/complete loss of back echo, side IMR
probing shall be carried out with 0o probe, if any
flaw echo with/ without multiples is observed (in
any length)

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

o
2. 70 2MHz (A) Any transverse defect in the rail head at the
Centre Probe following locations in the track
(Sensitivity (i) In tunnel & on tunnel approaches (100m
Set with 12 either side)
mm dia. (ii) On major bridges & bridge approaches
Standard hole (100m either side)
in rail head (iii) In the vicinity of holes near the weld (50
25mm mm for old AT weld and 75mm for new
from rail top) AT weld from the centre of weld on either
For non ‘D’ side of weld)
marked rails
on double
/multiple line
sections
(B) Any transverse defect in the rail head at

track locations other than A) above.

3. 70o 2MHz(Centre) (A) Any transverse defect in the rail head at the
Probe (sensitivity following locations in the track
set with12mm (i) In tunnel & on tunnel approaches (100m
dia.Standard hole either side)
at rail head (ii) On major bridges & bridge approaches
5mmfrom rail top (100m either side)
and with (iii) In the vicinity of holes near the weld (50
additional mm for old AT weld and 75mm for new AT
gain of 10dB weld from the centre of weld on either side
thereon). of weld)
For all single line
sections and ‘D’
marked rails on
double /multiple
line sections
(B) Any transverse defect in the rail head at

track locations other A) above.

4. 70o probes Gauge (A) Any transverse defect in the rail head on
Face gauge face side/Non-gauge Face at the
& Non-gauge following locations in the track
Face Side (i) In tunnel & on tunnel approaches (100m
(Sensitivity set on either side)
5mmFBH) (ii) On major bridges & bridge approaches
(100m either side)
mm for old AT weld and 75mm for new AT
weld from the centre of weld on either side
of weld)
B) Any transverse defect in the rail head on

gauge face/ Non-gauge Face side at track
locations other than A) above


o
45 probes mounted in (A) Any transverse defect in the rail head, with Loss of signal height equal to or
5. test-rig (sensitivity set to scabs/wheel burn on top surface, at the more than 20% of full scale height. IMR
100% with respect to following locations in the track
reflection signal received (i) In tunnel & on tunnel approaches (100m
from opposite face of rail either side)
head) (ii) On major bridges & bridge approaches
(100m either side)
of weld)
(B) Any transverse defect in the rail head with Loss of signal height equal to or IMR
scabs/wheel burn on top surface at track more than 80% of full scale height.
locations other than (A) above.
Loss of signal height equal to or OBS
more than 20% but less than 80% of
full scale height

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

Normal probe 4MHz (A) Any horizontal defect progressing at an No back echo with flaw echo IMRW
1 (sensitivity set with angle in vertical plane in the rail at the (shifting or without shifting)
respect to 100% back following locations in the track:
wall signal height From (i) In tunnel & on tunnel approaches (100m
rail bottom) either side)
(ii) On major bridges & bridge approaches
(100m either side)
of weld)
(B) Any horizontal defect progressing No back echo with flaw echo OBSW
transversely in the rail at track locations (shifting or without shifting)
other than (A) above
70o 2MHz Centre probe (A) Any transverse defect in the rail head at the
2 (Sensitivity set with following locations in the track
12mm dia.Standard hole (i) In tunnel & on tunnel approaches (100m
at rail head 25mm from either side)
rail top) (ii) On major bridges &bridge approaches
(100meither side)
(iii) In the vicinity of holes near the weld (50mm
for old AT weld and75mm for new AT weld
from the centre of weld on either side of
weld)

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

(B) Any transverse defect in the rail at track
locations other than (A) above
3 70o probes Gauge Face (A) Any transverse defect in the rail head on
& Non-gauge Face side gauge face/ Non-gauge Face side at the
Probe (Sensitivity set on following locations in the track:
5mm FBH) (i) In tunnel & on tunnel approaches (100m
either side)
(ii)On major bridges &bridge approaches
(100meither side)
(iii) In the vicinity of holes near the weld (50mm
for old AT weld and75mm for new AT weld
from the centre of weld on either side of
weld)

(B) Any transverse defect in the rail head on

gauge face/ Non-gauge Face side at track
locations other than (A) above
 Any sweeping signal on horizontal baseline that does not extend beyond 2.5 divisions from the left edge of the screen or vice versa
shall be recorded as Gauge Corner Cracking (GCC) and not as OBS.

CAMTECH/2019/C/USFD 34
15. In-Service USFD Testing of SEJs. Annexure-IVA

S.No. Item Description Parameters Defect classification Action Taken
1 SEJ Testing shall be same as that for Any flaw peak of amplitude higher Should be as per clause 11.10 of
normal track as stipulated in than 20% of full screen height shall the Draft USFD Test procedure of
chapter-6 of USFD Manual be classified as IMR. Stock Rail and Tongue Rail of
(Revised-2012). SEJ/ISEJ.
2 Tongue rail of SEJ Testing shall be done Once in a year Any flaw signal obtained by Should be as per clause 11.10 of
70°probe of 20% vertical height of the Draft USFD Test procedure of
screen or more shall be classified as Stock Rail and Tongue Rail of
IMR. SEJ/ISEJ.
 In-Service USFD Testing of T/Rail of Point & Crossing. Annexure-IVB

S.No. Item Description Parameters Defect classification Action Taken
1 Zone-1: Where full Shall be covered in normal Testing shall be same as that for As per provisions given in SE/JE (P.Way)/USFD
width of Rail head is rail testing as stipulated in normal track. Items of 1(A), 2(A), 3 (A) shall impose speed
available chapter-6 of USFD Manual and 4(A) Annexure-II of this restriction of 30
(Revised-2012) on need pocketbook. Kmph or stricter
based concept. immediately and to be
2 Zone-2: Up to width of This part of tongue rail On main lines and all passenger As per provisions given in continued till flawed
rail head of points and shall be tested manually carrying running lines, shall be Items of 2(A), 3 (A) tongue rail is replaced
crossings, where 700 using 70°/2 MHz, Single done at least once in six months Annexure-II of this
which should be done
probe of 20 mm crystal crystal probe having on 'A' route and once in a year on pocketbook.
crystal size 20 dia. or within 3 days of
size can be suitably all other routes. detection
placed over it 20x20 mm square crystal
3 Zone-3: Rest portion of Very thin portion of the This part of the tongue rail shall - -
tongue rail of points tongue rail . be examined visually
and crossing
 CMS Crossing: USFD testing is not applicable on CMS crossing. However, it should be closely observed by Keyman during his daily patrol for any
crack/chipping.
 Loop Lines: USFD testing of all passenger carrying running loop lines shall be done at a frequency of once in six month on ‘A’ route and on all other routes
once in a year with GMT ≥ 5 and once in two year with GMT < 5.

NOTES

REFERENCES
1. Manual for Ultrasonic Testing of Rails and Welds
(Revised – 2012), RDSO & their Correction slips
from 1 to 4.
2. Draft- Procedure for USFD testing of SEJ/Improved
SEJ dated 07.2018.
3. PCE Circular-127 of NCR dated 17.08.2011.
4. Handbook of USFD testing of rails & welds by SER.
5. ED/Civil engg./Railway Board’s letter regarding
Testing with enhanced frequency on route running
BOXNHL wagons.
6. CTE/NCR’s letter Duties of SSE/JE/USFD.
7. HB on BASIC CONCEPT OF ULTRASONIC TESTING OF
RAILS by CAMTECH.

QUALITY POLICY
We at RDSO Lucknow are committed to maintain and update
transparent standards of services to develop safe, modern and
cost effective railway technology complying with statutory and
regulatory requirements, through excellence in research, designs
and standards by setting quality objectives, commitment to
satisfy applicable requirements and continual improvements of
the quality management system to cater to growing needs,
demand and expectations of passenger and freight traffic on the
railways through periodic review of quality management systems
to achieve continual improvement and customer appreciation. It
is communicated and applied within the organization and making
it available to all the relevant interested parties.
DISCLAIMER
The document prepared by CAMTECH is meant for the
dissemination of the knowledge/ information mentioned herein
to the field staff of Indian Railways. The contents of this
Pocketbook/booklet are only for guidance. Most of the data &
information contained herein in the form of numerical values are
indicative and based on codes and tests/trials conducted by
various agencies generally believed to be reliable. While
reasonable care and effort has been taken to ensure that
information given is at the time believed to be fare and correct
and opinion based thereupon are reasonable. Due to very nature
of research it cannot be represented that it is accurate or
complete and it should not be relied upon as such. The
reader/user is supposed to refer the relevant codes/ manuals
available on the subject before actual implementation in the
field.

Our Objective
To upgrade Maintenance Technologies and Methodologies

and achieve improvement in productivity and performance of
all Railway assets and manpower which inter-alia would cover
Reliability, Availability, and Utilisation.
If you have any suggestion & comments, please write to us:
Contact person : Joint Director (Civil),
Postal Address : Indian Railway Centre for Advanced

Maintenance Technology,
Maharajpur, Gwalior (M.P.)
Pin code – 474 005
Phone : (0751) - 2470869
Fax : (0751) – 2470841
Email : dircivilcamtech@gmail.com

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IMPORTANT PRAMETERS OF USFD TESTING OF

RAILS & WELDS

Ultra Sonic Flaw Detection (USFD) technique is widely used

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

It is expected that the handbook prepared by CAMTECH will

CAMTECH, Gwalior (Jitendra Singh)

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

This Pocketbook is prepared to provide at a glance knowledge

We welcome any suggestions from our readers for further

CAMTECH, Gwalior (D.K. Gupta)

S.No. Description Page

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

2. Essential requirements for result oriented USFD

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

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

Characteristics once in a month as per USFD Manual

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

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

 Check proper functioning of all controls of electronic

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

 DOs & DON’Ts OF USFD TESTING:

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

 Do testing in some temperature at which sensitivity set as

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

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

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

 Probes used for Hand Testing of AT welds: -

It may be noted that

6. Test Free Period: -

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

 When Rails are not tested in Manufacturing plant – the

B.G. 60 KG 550 800

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

7. Frequency of testing of rails and welds:

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

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

 The frequency of testing of AT welds shall be as under:

2. Acceptance Immediately after welding

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

 Due to unusually high weld failure or other abnormal

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

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

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

9. Action to be taken after Detection of defects:

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

plate within 3 within 24 hrs

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

minimum two tight clamps

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

three months of detection.

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

10. Codification of Rail & Weld defects:

(a) First Part – Alphabetic codes

(b) Second Part – Numeric codes

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

0. Corrugation 1. Short pitch

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

3. Electric arc 5. Diagonal at hole

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

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

- 2252 Head surface, wheel burn repeated

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

11. Limitations of Ultrasonic Flaw Detection of Rails: