MÁV Central Rail and Track Inspection Ltd

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MÁV Central Rail and Track Inspection Ltd. PATER TRACK DIAGNOSTIC EXPERT SYSTEM Besides the knowledge of quality the safe and economical maintenance of railway tracks plays an increasingly important role these days. The „PATER” track diagnostic expert software is intended to fulfil this task.

PATER is a computer program that keeps records of railway tracks, monitors their condition and performs maintenance planning duties. Its purpose is to assist track maintenance professionals in managing the data of the technical and measurement systems, presenting the condition of the track, planning track maintenance jobs depending on track conditions, selecting the appropriate technology and performing cost estimates. Rail defects revealed by various inspections This is a client-server based program that ensures that data and their qualification stored in the database can be accessed from anywhere and client users can use them through the internet in case of sufficient authorisation. This model makes it possible that all data is stored and updated in one location therefore the data available to users is always up-to-date.

In the engineering practice the values of the isolated defects and general qualifying indices are analyzed and these values are sufficient to judge the traffic safety and quality.

Nowadays we use track geometri- cal, vehicle dynamical, ultrasonic, Space and time based graphical analysis Head Checking, rail profile and rail of track geometry data corrugation measuring devices. The PATER program adapts to the re- quirements of any railway company: unlimited new measuring system, parameter, measuring limit etc. can be integrated quickly and easily.

In case of individual measuring systems real measurement data and dimension limits are registered. Based on the built-in mathematical algorithms the system recommends the type of work to be performed. The program can prepare different statements and statistics from the Tabular data management and attachment visualization registered technical and measurement data and can process them. The life of the rail defects can be fol- lowed from discovery to repair. The effects by changing the permitted speed – in the scope of the isolated defects – can be simulated. During the evaluation various maps offer useful help for the analysis and in- terpretation of the different data and locations.

Maintenance work planning diagnostics Track Expert system Expert T rACK dIAGNOSTICS A variety of measurement systems are available for the continuous control of the geometric conditions of railway tracks. Using them track maintenance professionals can obtain an accurate view about the geometric quality of the tracks. MÁV CRTI Ltd. operates the following measuring vehicles for the performance of periodic examinations: FMK-004 measuring car, FMK-007 measuring vehicle.

The track geometry measurement systems provide geometric parameters corresponding to European standards [gauge, alignment and level (chord and D1, D2), superele- vation, twist, curvature]. Simultaneously with the measurement the systems provide meas- Track geometry measuring vehicle (FMK-007) urement diagram, list of isolated defects, measuring and qualifying indices and statistical lists serving the judgement of the general track condition.Data can be analysed under office circumstances and new data can even be repeatedly evalu- ated (playback function) by setting new technical parameters. In the area of measurement result analysis a lot of data processing are performed that assist professionals to judge the quality condition of the tracks and hence the safety of traffic. A numeric and graphic evalua- Track geometry and clearance gauge tion is available for this purpose for profile measuring car (FMK-004) each track. A comprehensive statistical analysis is performed from the measurement results, through which qualification numbers are available not just for one period but retroactively for several years, by which change of condition can be monitored. The judgement of the suitability of thresholds for isolated defects and the measuring and qualifying indices of the general track condition is assisted by different analyses and recommendations derived from track measurement data, which en- able the modification of the limits, as Detail of track geometry graph necessary. A clearance gauge measuring system is installed on the FMK-004 measuring car, with which the main and secondary line measurements can be performed. In order to measure the secondary tracks the telem- eter can be transferred to a trolley. The final results are supplied by the office system. It provides an isolated defect list about the obstacles which are inside the selected clearance gauge profile.

Track diagnostics Track Clearance gauge measurement data Ril a dIAGNOSTICS Rail inspection, which we perform as part of track supervi- sion, is essential in terms of safe train traffic management. Exploration of internal rail defects, measurement of surface cracks with eddy current, profile measurement and measurement of rail corrugation are part of rail diagnostics. The rail diagnostic train consists of two motor coaches and one measuring car, in which four measuring systems can be operated: ultrasonic rail inspection system, eddy current crack measuring system, rail profile measuring system and rail corrugation measuring system. Measurements can be performed at 50 km/h speed.

Mechanical ultrasonic inspection system Rail diagnostic train (SDS) MÁV CRTI Ltd. explores internal rail defects with ultrasonic pulse-echo method. The ultrasonic testing system of the rail diagnostics train has 10 channels per rail, and real-time evaluation is possible. Evaluation is assisted by a video im- age recorder as well as a fish plate monitoring system. The ultrasonic inspection heads are guided in the rail axis by a beam mounted into the inspection bogie. The inspection bogie can pass turnouts during inspection.

Eddy current measuring system Ultrasonic measuring bogie on the “SDS”train On the train, the mechanized eddy current device serves in measuring head checks occurring due to rolling contact fatigue. As a manual mode we use a manual trolley that can be pushed on the track. The measurement system is capable of measuring the depth and the quan- tity of the cracks. The measuring system consists of 4 measuring heads, which can be freely adjusted on the rail cross-section in any position. The measurement results of the measur- Mechanized eddy current measuring probes ing heads are visualized on coloured bar-chart, where the colours repre- sent the dangerousness of the fault.

Rail profile measuring system It measures rail cross-section with Detail of measurement result a non-contact laser scanner. The measuring system is equipped with automatic rail type detection. 2 cam- eras per rail are mounted for accurate measurements, which are capable of recording the 2 rail profile in one cross-section at every 25 cm. Besides the determination of the rail wear index number data derived from the measuring system are suitable for calculation of equivalent co- nicity in case of any wheelset, which is generated by a software specially Rail profile measuring head on the “SDS” train developed for this purpose. Substructure Rail diagnostics Rail Rail corrugation measuring system Typical rail flaw kind of high-speed railway tracks is the rail corrugation. The rail corrugation increases the volume of dynamic forces that leads to quicker track-condition dete- rioration and more frequent maintaining intervention. The allowed threshold-exceeding noise pollution is also often caused by rail corrugation.

Thus the rail corrugation diagnostic and the measuring-spe- cifically designable rail maintenance are important. The rail corrugation measuring system has been achieved by the Rail corrugation damaged rail own development of our company.

With this measuring system the volume of rail corrugation can be measured by magnetic principle, then the amplitude and wave-length can be calculated by mathematical model.

The evaluation of the measuring results is performed within short wave-length range. In case of amplitudes the standard-specific RMS value gets determined, which can be applied as a basis of rail grinding work-planning. Rail corrugation measuring chart SUBSTRUCTURE DIAGNOSTICS Our enterprise makes compaction measurements, bearing capacity measurements, stability inspections and prepares expert’s report about these related to construction works and existing earthworks as well. In connection with this activity, it is also possible to make laboratory tests of ballast and to determine soil physi- cal properties.

Besides conventional substructure inspections our company has im- plemented the utilization of track Level moving standard deviation diagrams geometry measurement data in the detection of substructure defects. It is based on the calculation of level moving standard deviation parame ter and the analysis of its temporal variation. From its characteristics we can make conclusions about track geometry defects originating from substructural causes.

The level moving standard deviation results of track geometry measurements and the georadar inspections provide a comprehensive view about the substructure condition and assist in planning the location of conventional inspections.

Substructure Visualization of substructure results FMK-008 – Rail Diagnostics Car One of the most important fields of railway track diagnostics The system measures the rail corrugation with inductive is the inspection of the status of the rails. In order to meet probes on a basis-length of 230 mm. The characteristic the customers’ high demands as well as to facilitate the wave-length is calculated by a mathematical model based modernization of the fleet carrying out the track diagnostic on the measuring results. inspections, MÁV KFV Kft. has decided to develop a new two-section inspection unit, the implementation of which is to be completed in 2016. The diagnostics car has been designed in a way that it carry out inspections on its own in case of being hauled by a foreign traction unit. The new diagnostics car has been equipped with state-of-the-art rail diagnostics measuring systems (ultrasonic, eddy-current and rail corrugation), however, the vehicle body structure was designed to allow instal- lation of further measuring systems without significant modifications. The FMK-008 Rail diagnostics car speed of the inspection train in case the ultrasonic inspection system is ac- tive is 70 km/h on continuous welded rail where the line speed is ≥ 160 km/h and 50 km/h otherwise. The measuring devices can be operated and controlled through a central system, which supplies all the systems with measuring commands and synchronized location identifi- cation data (distance signal + GPS coordinates). The internal material discontinuities of the rails are uncovered by the ultra- Measurement control room sonic detection system, which works with 12 channels and with a special sensor head arrangement, which al- lows the irradiation of almost the com- plete cross section of the rails. The accurate positioning of the sensor heads and their safe running over points are ensured by the measuring bogie and the measuring rod, which is guided between the axles of the bogie. The assessment based on the ultrasonic B-figure is supported by a high-quality video recording which shows both the Bogie for the ultrasonic inspection system the track–centre-facing side as well as the running surface of the rails. The inspection train detects defects resulting from rolling contact fatigue (RCF) with eddy-current technology. The measuring system is equipped with four probes per rail to inspect the strips of the running and guiding surfaces most exposed to rail head cracking. The inspection mechanism is installed on the measuring bogie. The measuring system provides fig- ures of the maximum damage depth of the surface cracking per meter as well as the number of cracks.

Eddy-current inspection system testing Vehicle FMK-008 – Rail Diagnostics Car Diagnostics Rail – FMK-008 Vcleestingehi t The spectrum of Vehicle testing activities ranges from External standby, starting and pass-by, as well as internal type tests of newly constructed or refurbished railway ve- standby and running noise tests serve to determine the hicles to research & development tests with the aim of operational noise emission of railway vehicles, keeping of detecting the reasons and assisting the solution of prob- which under a stipulated level is a more and more high- lems which arose during the operation or maintenance of lighted sub-task of environmental protection. rail vehicles. The gains from vehicle tests range from the invaluable life and property protection stemming from the direct prevention of the danger of derailments/accidents to significant cost savings achieved thanks to newly intro- duced maintenance/operation instructions based on the test results and their assessment. Type tests serve to confirm the compliance of the features of the vehicle relevant to traffic safety. Static (compres- sion bench) and dynamic (buffing) strength tests serve to confirm that the vehicle will not suffer permanent deformation in case of the highest expected collective load (as specified in the relevant regulations).Quasi-static derailment safety tests involve the evaluation of the yaw moment of the bogies, the torsional rigidity of the vehicle body and underframe and the appropriate interaction of Static strength test of a carbody the couplers and buffers. For dynamic derailment tests, the wheel–rail contact forces have to be recorded continuously. The targeted evaluation of these signals is the basis for the assessment of the vehicle’s safety against derailment, but it is also possible to determine the vertical load of the railway track or the safety against permanent lateral displacement of the rails. The lateral running stability and ride comfort characteristics of the tested vehicle can also be mapped out in the framework of on-track tests. The proper functionality of brake systems is a basic requirement of Measurement of wheel/rail contact forces traffic safety. Slip or train-brak- ing tests with stopping distance measurement serve to determine the indicated braked weight per- centage of the vehicle, while wheel slip protection (WSP) tests serve to confirm that the vehicle can stop safely and without any damage even under dismal ambient conditions. An interesting sub-field of dynamic brake tests is the moni- Dynamic wheel-rail contact forces during of a toring of the heat load of the friction point deviating direction parts of the brake system. In traction and energetics tests, beyond the experimental determination of the rolling resistance and the rotational mass factor, one can also derive the characteristic curves and efficiency factor surfaces of traction vehicles, the power coefficient and the consumed and regenerated electric energy for electric traction vehicles, and the specific fuel con- sumption for diesel vehicles.

Vehicle testing Vehicle Heat distribution during a brake test D iAGNOSTIC instruments TrackScan The TrackScan ME 4 track geometry and turnout measuring device is an easily operated track diagnostics instrument that is suitable for the measurement of track gauge, superel- evation, distortion of the track, alignment, sinking as well as check-rail gauge and flangeway of turnouts. With the measuring prism installed onto the instrument and with the measuring station performing measuring of the prism the device is suitable for accurate geodesic survey of the track centre. The evaluating software provides the possibility to evaluate and man- age the results and to print proc- Track Scan equipment for track and switch measuring essed measuring protocols.

RAIL STRESS DIAGNOSTIC SYSTEM (RSDS) RSDS measuring system is applied for determining the stress-free temperature of continuously welded rail tracks in many countries. RSDS measuring system was elab- orated by MAV CRTI Ltd. by com- bining two, separate measuring devices, which all together provide all the time the best possible measuring accuracy.

The Sidepull (RSDS-C) is mechanical rail stress measuring device, which can be used in track closure and which is an improvement of so called “SidePull” used by MAV. It can be applied on every rail profile. RailScan stress-free temperature-measuring device The RailScan (RSDS-M) is a non destructive rail stress measuring device, which can be used under traffic as well. This is the improvement of the former device. It requires separate measuring probes by rail profiles, therefore it is an indispensible feature to know on what kind of rail profile the device is required to be used.

The RailScan device has to be cali- brated on the given rail track by ap- plying the result of the stress-free temperature acquired by a measurement with Sidepull device (it can be executed in 30 minutes).

The RailScan measuring process consists of two measuring sequenc- es at 50 points. These two sequenc- es must have at least 7⁰C rail temperature-difference. One measuring sequence requires 30 minutes. SidePull calibration unit of Rail Scan Diagnostic instruments Diagnostic instruments Diagnostic GF04 – Rolling Contact Fatigue Crack Measuring Device The GF04 device is suitable for rolling contact fatigue crack measurement on rail surface. The four probes (with change- able stands) of the device - working on eddy current principle – scan the rail surface to be examined. The measuring results are displayed continuously on the computer of the device. The measured data is repre- sented in real time in time diagram and in vector plan as well. During the operation the operator can sign certain specific areas in the measuring results with marker. The program exports the measuring results to a protocol that can be re- viewed even on site.

GF04 measuring device of rolling contact fatigue related cracks

HCscan – Hand-operated eddy current device HC Scan is suitable for measuring the errors of the rails caused by rolling contact fatigue and for control- ling the grinding activity that corrects the errors. The simple and expedient design of the device makes the HC Scan effective to quick detecting of rolling contact fatigue related rail flaws and determination of the damage level. The device can also be used to monitor the escalation of previously detected damages.

HC Scan hand operated eddy-current measuring device RID-1000 straightness measuring device The RID-1000 straightness measuring device has been developed to check the geometry of running and directing surface of rails. It uses ca- pacitive principle, so does not con- tain moving parts. Using the device the measurement of deformation can be quickly performed. RID-1000 straightness measuring device Diagnostic instruments Diagnostic Bidge r AND TUNNEL diagnostics We provide our service under the guidance of our engineers (with expert license) and our experts, who have several decades of experience in the area of bridge and tunnel inspection.

On site measurements The basic task is the performance and evaluation of the measurements in an objective and consis Load testing measurements tent manner with our instrumental and data recording bridge diagnostics system, developed for on site measurements. The determination and service of basic data and measurement results for the bridge condition qualification system are performed using consistent measu ring devices. Furthermore we carry out the load testing measurements of Bridge bearing inspections bridge superstructures under traffic considering effective loads, load intensity, speeds and dynamical effects.

Laboratory tests Laboratory testing of steel elements and joints used for transportation structures (bridges) construction and maintenance.

Bridge diagnostics Bridge Tunnel inspections SUPERSTRUCTURE Material Qualification The fundamental condition of safe train service is the reliable operation of the various materials and structures that are built in the railway track. Qualification and reuse of used superstructure materials are economic interests of railway com- panies. Track and rail diagnostical tools play a role in the qualification process. Our company performs the qualification of new and used superstructure material for the following types of products: rails, turnouts, fasten- ers, plastic and rubber products, concrete products and ballast. The inspection of new materials is main- ly carried out during factory accept- ance tests; in case of used materials the aim is to determine the possibility and conditions of reuse. Bolt pull testing Qualification USK-004R – Ultrasonic Rail Inspection Trolley In practice, the ultrasonic testing procedure has proved to be the most suitable for detecting manufacturing and material fatigue defects occurring in rails and turnouts. By taking into account increased demand, MÁV CRTI Ltd. and the Russian RADIOAVIONICA Corporation continued jointly the development of its previous small manual ultrasonic rail inspection trolley. The completed small manual inspection trolley is extremely suitable to detect internal rail and welding defects due to its light weight, inspection options and special ease of operation. The frame and the water tank of the newly developed small trolley are made of aluminium therefore the trolley is light. The water tank is built together with the frame, positioned at the bottom resulting in an even lower centre of gravity for the trolley thus providing more stability. The height of the handgrip of the small trolley is adjustable for the sake of comfortable operation. The suspension of the head holding boats can be adjusted from the frame. The amplification values of the ultrasonic testing heads can be adjusted and saved separately. For the sake of comfortable operation the connection fluid to the head holding boats can be adjusted separately.

Testing mechanics Ultrasonic Rail Inspection Trolley (USK-004R) • each inspection head unit is mounted into a supporting frame thereby guiding them in the rail centre line and the sliding contact with the rail surface is also ensured; • the coupling liquid is conducted underneath the heads from the water tank; • the inspection heads are located in a plastic housing therefore the possibility of damages is very low and their lifetime and wear resistance is very favourable; • the rolling wheels are adjustable and equipped with a wheel flange that guides the device on the rail; • the rotary encoder is driven from the rear wheel axle.

Technical data of the small carriage dimensions: height: 88 cm (folding carriage 74 cm), length: 70 cm, width: 26 cm; measurement period: approx. 8 hours with one charge; coupling liquid tank capacity: 9 liters; Visualization of the “A” and “B” pictures operating temperature: 0 - +40 °C; number of amplifying channels: 9 channels; measuring methods: pulse, echo, mirror and shadow; visualization: A and B scan, 10” colour touch screen; data storage: in non-volatile memory format B scan, with track section data and optionally GPS coordinates; B scan visualization: • determination of the relative size of rail defects; • bringing the pictures of channels into a sectional drawing; • viewing the pictures with raised (for detecting the initial stadium of the faults) and reduced sensibility.

In order to detect the depth of head-checks the device has: • 4 channels for the continuous inspection; • software which makes the HC signals of the inner and outer directing surface visualization on a B picture possible; • the possiblity to display the depth of cracks. Position of the measuring heads Our business partners

Track geometry measuring H C (Head Check) measuring, Analysis of the railway network condition, RCF (Rolling Contact Fatigue) inspection suggested speed determination: Bosnia Austria, Hungary, Slovakia, Slovenia. and Herzegovina, Croatia, Greece, Hungary, Slovenia. Clearance gauge measuring Hungary, Slovakia, Slovenia. Ultrasonic rail inspection to reveal the internal defects of rail Sale of diagnostic equipments Austria, Croatia, Hungary, Algeria, Bosnia and Herzegovina, Slovakia, Slovenia. China, Croatia, Germany, Greece, Hungary, Poland, Russia, South Korea, Rail profile measuring Turkey, Vietnam. Croatia, Hungary, Slovenia, Slovakia. Expertise Aqaba Railway Corporation - Jordan. Rail corrugation measuring Austria, Hungary, Training Slovakia, Slovenia. ENR - Egypt.

MÁV Central Rail and Track Inspection Ltd. H-1097 Budapest, Péceli u. 2., Postal address: H-1476 Budapest, Pf. 136. Phone: +36 1 347 4010; Telefax: +36 1 347 4015; Mobile: +36 30 231 1900 e-mail: [email protected] web: www.mavkfv.hu