We inspect:

Over 100,000 kilometres of rails

each year

Rail

EDITION

Track Rail Switch Signal Overhead Line Consultancy

1
EURAILSCOUT – Your Reliable Partner for Monitoring
the Condition of the Railway Infrastructure

To be able to ensure rail traffic safety, it is absolutely necessary to know the detailed condi-
tion of the railway infrastructure. The substructure, track bed, turnouts, rails and catenary
form an entire complex, whose individual components interact with each other.

The regular inspection and analysis of these components is a prerequisite for a condition-
based, preventive maintenance regime, which in turn is a precondition for the sustained re-
duction of the life cycle costs of the railway infrastructure components.

Today, EURAILSCOUT Inspection & Analysis is the largest independent inspection organisa-
tion for the components of the railway infrastructure. EURAILSCOUT has its headquarters in
Amersfoort in the Netherlands and a branch office in Berlin /Germany and in Paris /France and
in Bologna /Italy. From these locations, we provide infrastructure monitoring services to cli-
ents throughout Europe.
We assure a safe rail and help
cutting life cycle costs. Compre- We work in partnership with infrastructure companies and maintenance providers to develop
hensive Rail Inspection with Ult- and implement new concepts in monitoring and maintenance practices to ensure safety and
rasonic, Eddy Current and Visual to optimise the performance of the railway infrastructure.
Inspection or a combination of all
three.
In doing so, the latest measurement systems, modern test and measurement cars, fully de-
veloped processes, and an exemplary quality management system are the basis for a team
of more than one hundred highly motivated, qualified employees who will be pleased to as-
sist you with innovation and enthusiasm in finding solutions to your problems.

Erland Tegelberg Jacques Le Flem Esther Lases

CEO CTO CFO

2
Contents

1. Rail Safety Testing Page 4

1.1 Basic Rail Safety Test
1.2 Vertical Split Head Detection
1.3 Squat Detection
1.4 Head Check Detection

2. Rail Testing and Measurement for the Maintenance Planning Page 10

2.1 Profile Measurements

3. Data Management and Analysis Page 12

4. Operational Modes Page 13

4.1 Continuous Testing
4.2 Specialised Testing

5. Testing Equipment Page 14

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Rail Fact Sheet Eurailscout

Fig. 1: Ultrasonic probe combination for basic rail safety test with Fig. 2: Patented Cloning process
A image and B image presentation

1. Rail Safety Testing

1.1 Basic Rail Safety Test
Since the early 1970s – in those days still under the umbrella of By compressing the test point distance in the test data acquisi-
Dutch Rail - we have been successful service providers in the area tion, we enhance the quality of our basic rail safety test signifi-
of basic security track inspection. Already in 1976 we started with cantly. This is reflected in an increased reproducibility, fewer faults
the interruption-free track inspection with our track inspection ve- and a more accurate analysis. EURAILSCOUT‘s basic rail safety
hicle UST 76, which became known very rapidly in many countries. test meets the requirements of most railway infrastructure com-
It revolutionised track inspection in Europe. During the past four panies. The unique feature of the new testing technology is the
decades and especially in the past years, in addition to the subject implementation of the patented cloning process (Fig.: 2). It allows
of safety, a focus on maintenance has also developed. Over 40 ye- test speeds of up to 100 km/h. Very high pulse repetition rates gu-
ars of experience, our strong innovatory will and consistent desire arantee a detailed defect resolution at these high test speeds, so
to provide service are the basis of our performance ability. The re- that we do not miss even the smallest irregularities.
sult is a large number of satisfied customers all over Europe.
Thus, during the basic rail safety test, the rails can be examined
This innovatory power of EURAILSCOUT is also shown in the basic at a pitch of 2 mm and a test speed of 60 km/h. The new sys-
security track inspection in the development and definition of spe- tems architecture makes it possible to meet your economic requi-
cifications for our newest ultrasound track inspection systems, with rements whilst simultaneously raising the quality level in the test
which we can fulfil the expectations of our clients even better. data acquisition. In the basic rail safety test, we use a 0°, +/-70°
and +/-35° squat ultrasonic probe combination according to the
figure 1 below.

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Fact Sheet Eurailscout Rail

Fig. 3: Detection of incipient cracks at the beginning / end of the rail Fig. 4: Technical test recognition
and at Fishplate chambers drillings Ultrasonic test by Deutsche Bahn
AG, annual update

New ultrasonic probes in combination with improved ultrasonic Our qualified employees ensure consistently high quality through
probe carriers allow an examination of the rails in all safety-rele- constant advanced training and cover all certification levels in ult-
vant areas of the rail profile in rails and turnouts, with the excep- rasonic testing methods, eddy current and visual inspection pursu-
tion of the frog. With a constant distance between the ultrasonic ant to EN 9712 and/or ASNT. The scope ranges from the inspector
probes and the rail surface, we see all irregularities from a depth with level BC-3 certification, to the test data evaluators with level 2
equal to or larger than 5 mm below the rail surface. The new type certification, the inspectors with level1 certification, the test super-
of probe guidance also permits the inspection of corrugated rails visors and rail quality supervisors.
as well as rutty insulated rail joints in your railway network. EU-
RAILSCOUT is the only company worldwide that can reliably detect Through the introduction of standardised processes in the executi-
minute incipient cracks at the beginning or end of the rail both in on of the tests, possible error sources are reduced and the testing
the rail head and in the rail web. process overall is significantly simplified. The generated ultrasonic
test data is digitally transmitted online at the end of the daily test
To prevent interruptions to railway operations, such as that of the to one of our data processing centres, which operate in various
subsequent train traffic by the incorrect manipulation of the Rail- countries in order to deliver the reports with the test results as
free switching means, the testing equipment at EURAILSCOUT is quickly as possible. This is followed by the differentiated product
actively guided above the rail centre. The information for the ac- generation in the form of customer-specific analyses and the pre-
tive control is established via a rail profile measurement system. paration of test reports based on your existing standards and gui-
On the basis of the information, servo motors always ensure the delines.
correct position of the testing equipment above the centre of the
rails. Should you have any questions in connection with the preparation
or revision of rules, standards or guidelines or about the rail tes-
ting, our rail consultants would be pleased to help you.

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Rail Fact Sheet Eurailscout

Fig. 5-8: Vertical split head in different growth phases up to the burst of
the rail.

1.2 Vertical Split Head Detection

The vertical split head (UIC 113, 213) type of defect can be ascri-
bed mainly to metallurgical problems in the production of the rails.
Steel production methods used in the past, such as the Thomas
process generate a higher concentration of phosphorus, sulphur,
nitrogen, manganese and hydrogen in the vertical plane of symme-
try of the rail. If there are additional inclusions present in this level
when the steel is produced, then this may lead to the formation
of cracks in the rail over a length of up to 120 metres and thus to
the breakage of the rail head over a great length. Thus, the vertical
split head must be ranked as one of the most dangerous rail de-
fects. In most cases it will inevitably result in a derailment.

For this reason, it is even more important to detect the vertical

split head in its initial stage since this crack will increase steadily
towards the running surface and the rail web with increasing train
traffic volume and higher loads per axle. In the final phase of the
crack growth, the rail head enlarges and it loses its strength and
half the head completely brakes away over a length of many me-
tres.

EURAILSCOUT recently deployed a patented ultrasonic testing

technology on a worldwide exclusive basis which allows a reliable
detection of a vertically split head in the initial stage. The testing
method used delivers optimal test results irrespective of the wear
condition of the rails. Our clients, for example from Scandinavia
and the Benelux (Belgium and Netherlands) countries, confirm our
success.

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Fact Sheet Eurailscout Rail

Fig. 9:Ultrasonic B image squat Fig. 10: Ultrasonic B image squat Fig. 11: Ultrasonic B image squat Fig. 12: Squat
without transverse separation with transverse separation on thermal aluminium welding
with transverse separation

1.3 Squat Detection

Squats are cracks which spread inside the rail head. In the initial
stage, the crack grows at a flat angle to the rail surface up to a
crack depth of 2 - 3 mm. Subsequently, the crack grows downwards
in a lateral direction in the rail head and is therefore frequently the
cause of rail breakages. Since squats (UIC 227) can also appear
in closely spaced succession, the risk is very high that a piece of
rail containing several squats will break away and result in a derail-
ment.

Our clients choose EURAILSCOUT for the detection and identi-

fication of squats in their track networks, since a unique squat-
ultrasound testing-head technology with testing speeds on good
railway routes are used at up to 60 km/h. This already makes it
possible to detect the smallest squats, but also to detect safer Fig. 13: Eddy current signal indication multiple squats with damaged rail
crash depths with larger squats with cracks in the longitudinal di-
rection with varying crack angles.

Additionally, we can offer squat detection, those who are growing

to the gauge corner (location and quantity) with the inductive eddy
current process as well as the visual inspection by means of a vi-
deo inspection system as supporting test methods, in addition to
the ultrasonic method.

7
Rail Fact Sheet Eurailscout

Fig. 14: Eddy current signal images of a head Fig. 15: Head check-damaged rail
check-damaged rail

1.4 Head Check Detection

Head checks (UIC 2223) are cracks which are open towards the For this reason, many railway infrastructure companies rely on the
rail surface and which occur at a high frequency per metre. They experience of EURAILSCOUT in the testing of head checks by me-
are encountered primarily at the gauge face of the outside rails ans of the inductive eddy current process which we have opera-
on a curve. The cracks running in parallel are located, depending ted on an international level since 2002. Working in partnership
on the on-site structural condition, rail quality and profile, at a di- with our clients we are able to explore new avenues in the area
stance of approximately 1 mm up to several centimetres in close of maintenance planning. The eddy current data recorded in the
proximity to each other. They spread at an angle of approximately test is analysed by us and serves as an objective basis to plan rail
25° into the inside of the rail head and subsequently often con- maintenance. We also have the ability to develop complete grin-
tinues parallel to the wheel pattern or tilt downwards. In the pro- ding plans where we combine the data from the eddy current test
cess, the periodically occurring head checks band together with with the results of the profile and corrugation measurement. This
the result of chipping at the gauge face of the rail or multiple frac- combined analysis serves as the basis for a cost- and time-opti-
tures of the rail over a length of several metres. Thus, at an ad- mised maintenance regime. This approach enables the transiti-
vanced stage the head checks have to be ranked as a particularly on from a reactive to a proactive maintenance regime generating
dangerous rail defect. In the last few years, the number of derailed considerable efficiency improvements in the maintenance of your
trains, some very seriously, as a result of head check-damaged railway infrastructure.
rails has increased dramatically.

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Fact Sheet Eurailscout Rail

Fig. 16: Head check analysis

Fig. 17: Head check test report in

table form

Fig. 18: Geographic output of the

analysed rail damage with dimen-
sional representation along the
tested line.

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Rail Fact Sheet Eurailscout

Fig. 19: Rail Profile Screen

2. Rail Testing and Measurement for the

Maintenance Planning
The cost-efficient maintenance of your rail network to reduce the
life cycle cost requires a fault database on which a well-grounded
maintenance plan can be established. EURAILSCOUT, as an inde-
pendent testing and measuring services provider, generates the-
se databases through the deployment of the latest measurement
and testing techniques. The databases are then analysed, consoli-
dated into maintenance plans and submitted to you. All data listed
under item 1 can also be used for the purposes of maintenance
planning, in addition to ensuring the safety. However, in order to
draw a more comprehensive picture of the rail condition, additio-
nal measurement parameters are necessary which are described
below.

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Fact Sheet Eurailscout Rail

Hand Measurement - MiniProf

Rail Profile

Hand Measurement - MiniProf

Rail Profile

Fig. 20: Comparison Rail Profile System – Miniprof

2.1 Profile Measurements

In addition to data regarding surface damage, track gauge and

corrugation, the profile data of the rails are an important basis for
the development and optimisation of maintenance plans, such as
grinding, milling or exchanging of the rails.

Principally the rail head is measured at hundreds of coordinates

providing a very precise image. With specific reference points the
rail type is detected and a comparison between the actual rail
head and the original shape taken from a rail library provides use-
ful information about the wear of the rail.

Besides the recognition of the track type, the track height, head
width, inclination, wear and track lip are measured. The track wear
can be measured from different angles. The total wear is indicated
in square millimetres and percent.

Of special interest for the compilation of grinding programmes is

the shape of the rail in the railwheel contact area. Because the
complete rail head profile is taken it is possible to overlay the exis-
ting profile with the desired profile after grinding. This information
ensures that the grinding company optimises their operation.

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Rail Fact Sheet Eurailscout

Fig. 21: Workflow handheld system Fig. 22: Eddy current data analysis in IRIS Fig. 23: Ultrasonic data analysis in IRIS

3. Data Management and Analysis

During the train measurement run, positioning information from manual processing of the data required to accomplish this. Using
D-GPS data, for example, is stored with the inspection data and GPS, a digital map of the railway infrastructure and the recorded
result files within which the detected defects are generated. All data from the train in a report, your or our rail-tester will be guided
the files from the measurement run are transferred online to our directly to the correct location on the track. This will reduce the
Data Processing Centre, where the data and configuration of the time ‘on the track’ and therefore increase safety. Direct transfer of
recording system will be stored. Historical defect data from exter- the defect report from the handheld to the office server and to you
nal databases can also be uploaded into the EURAIL­SCOUT Data will increase the accuracy of the information received at the custo-
Management System (EDMS). This historical defect data is ana- mer since no manual data re-entry is needed. This will enable you
lysed by the data processing staff to determine the growth rate of to take the correct safety actions. The transfer of the information
defects. using UTMS and email significantly speeds up the communication.
You receive the information within a few minutes after the compi-
As regards the comparison of the measurement data with the his- lation of the report in the field.
torical data, the correct positioning of the measurement data is of
the greatest importance. To ensure a correct positioning, automati- Correct analysis of the measuring, inspection and monitoring data
cally detectable infrastructural events were added to the measure- provides a good overview of the track condition. With its expertise
ment data during the registration with our Central Positioning Re- and experience, EURAIL­SCOUT is able, more than any other com-
cording System (ZOES). By using the data from your infrastructure pany, to analyse this data and then use it to optimise your mainte-
data bank [asset database] the localisation of the measurement nance work. For this purpose, EURAIL­SCOUT is using the analysis
data can be corrected afetr the registration run, if necessary. tool IRISSYS from the company Erdmann Software Gesellschaft,
where all data can be displayed and analysed in any combination.
The information on the defects is automatically processed to the
handheld system. Therefore, there is no need for manual proces-
sing of the data and re-entering data to a different system. This
reduces the number of errors in the information transfer from me-
chanised recording on the train to the manual check by the rail-
tester. All available information about the fault is transferred to the
handheld device (PDA). The rail-tester will add information to the
prepared defect report using menu structures. The report is then
transferred from the handheld system to the office. There is no

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Fact Sheet Eurailscout Rail

4. Operational Modes 4.2 Specialised Testing

4.1 Continuous Testing
We offer a continuous, uninterrupted testing service. In the “non- For testing tasks where the use of rail-bound vehicles would be un-
stop operation mode” at test speeds of up to 65 km/h, our test economical because of the small testing volume available or the
vehicles record the measurement data continuously. Up to 160 operational conditions, we provide our specialised and certified
miles or 260 kilometres per day can be tested in this way. The test group the testing of rails, turnouts, insulated rail joints, level
data is transferred online to the EURAIL­SCOUT Data Processing crossings and welds, as well as other assemblies relevant to the
Centre the same day where it is analysed by ASNT and/or EN473 rails, using the ultrasonic (UT), eddy current (ET) and visual inspec-
certified experts and assigned to their exact position on the rail. tion (VT) methods. The test reports are signed in original on paper
The results of the analysis, which have been assigned to the exact or our PDA and can be transmitted electronically, in accordance
location in the infrastructure, are digitally transferred online by the with the customer’s request.
EURAIL­SCOUT Generic Data Manager (GDM) as a work order to the
handhelds for verification. The verification is carried out by certi-
fied specialists at level 1 and 2 with proven and tested ultrasonic
hand trolleys SPG2 or SPG3 by General Electrics for the confirma-
tion of the existing defects in the rail.
Continuous testing provides considerable economic benefits due
to the stable testing quality and the daily high achievable testing
volume, which does not impact negatively on the availability of a
densely operated railway network.

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Rail Fact Sheet Eurailscout

Fig. 24: UST02 Fig. 25: UST96 Fig. 26: RIT11

5. Testing Equipment
For every customer request, whether for “Continuous Testing” or “Specialised Testing”, Eurailscout has a wide variety of testing equip-
ment, such as self-propelling or pulled vehicles, but also hand trolleys. The modular construction of the testing equipment allows us to
make provisions for customer-specific requirements at any time.

UST02 UST96 RIT11

Year of manufacture: 2004 1997 2005

Track gauge: 1435 mm 1435 mm 1435 mm
Vehicle length incl. buffer: 41.5 m 24.5m 12,9 m
Pivot pin distance: 13.2 m 17.2 m no existing
Wheel base of the bogies: 2.6 m 2.5 m 2,3 m
Vehicle mass per car section: approx. 70 tons approx. 57 tons 21,5 tons
Traction: diesel-hydraulic diesel-hydraulic diesel-hydraulik
Vmax automotive: 120 km/h 140 km/h 80 km/h
Vmax in the trainset: 120 km/h 140 km/h no existing
Vmax test speed: 100 km/h 100 km/h 60 km/h
Dead-man switch: existing existing existing
Automatic train control: PZB, ATB, ATC, Memor PZB, ATB PZB
Train Radio: Mesa 2000, GSM-R, Telerail Mesa 2000, GSM-R, Telerail GSM-R Dual-Mode-Terminal
(Mesa23)

Fig. 27: RIT11

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Fact Sheet Eurailscout Rail

Fig. 28: Eddy Current Testing Trolley (4 Fig. 29: Eddy Current Testing Trolley Fig. 30: Ultrasonic Testing Trolley Fig. 31: Ultrasonic Testing Trolley
HC probes), Type Company PLR (4 HC probes), Type Company Rohmann (SPG 2) (SPG 3)

WPG 4 Type PLR WPG 4 Type Rohmann SPG 2 SPG 3

Fig. 32: Headcheck, Overview through four channels

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 TRACK YOUR TRACK
10-09-073/REV1

Your Partner for Measurement, Testing and Consultation in the Areas

of Rails, Tracks, Switches, Overhead Lines and Signals
Eurailscout Inspection & Analysis Eurailscout Inspection & Analysis Eurailscout France SAS Eurailscout I&A Italy
Postbus 349, 3800 AH Amersfoort Branch office Berlin Office in Paris Office in Bologna
Berkenweg 11, 3818 LA Amersfoort Torellstraße 1, 10243 Berlin 20/22 rue des Petits Hôtels Piazza Dé Calderini, 1
The Netherlands Germany 75010 Paris 40124 Bologna
Telephone +31 (0)33 4697000 Telephone +49 (0)30 29380850 France Italy
Telefax +31 (0)33 4697050 Telefax +49 (0)30 29380851 Tel. +33 (0)1 83 81 44 10 Tel. +39 (0)510420261
[email protected] [email protected] [email protected] [email protected]

16 www.eurailscout.com