RT 5022 A

Uncontrolled copy from the catalogue dated August 2004
Railway Group Standard

GC/RT5022
Issue Two
Date October 2002
Rails and Rail

Joints
Synopsis
This document ensures the safe
performance of the track system by
specifying requirements for rails and
rail joints and for their inspection. It
also lays down requirements for
minimum actions to restore safety
when broken, cracked or defective
rails and rail joints are found.
Submitted by
This document is the property of

Railway Safety. It shall not be
Laura Beales reproduced in whole or in part without
Standards Project Manager the written permission of the Controller,
Railway Group Standards,
Railway Safety.
Authorised by
Published by:
Railway Safety
Evergreen House
160 Euston Road
London NW1 2DX
Brian Alston © Copyright 2002 Railway Safety
Controller, Railway Group Standards
This page has been left blank intentionally


GC/RT5022
Issue Two
Rails and Rail Joints Date October 2002
Page 1 of 40
Contents
Section Description Page
Part A
A1 Issue record 3
A2 Implementation of this document 3
A3 Scope of Railway Group Standards 3
A4 Responsibilities 4
A5 Health and safety responsibilities 4
A6 Technical content 4
A7 Supply 4
Part B
B1 Purpose 5
B2 Application of this document 5
B3 Definitions 6
B4 Principles 8
Part C Requirements for the track system and components

C1 New rails 9
C2 Serviceable rails 9
Part D Requirements for track construction and commissioning

D1 Cutting of rails 11
D2 Welding of rails 11
D3 Welded joints 12
D4 Fishplated joints 13
D5 Interface between rails to be permanently joined 15
D6 Temporary rail joints 16
D7 Attachments for equipment and bonds 18
D8 Permanent marking of rails 18
D9 Handling and storing of rails 18
D10 Rails awaiting installation or removal from site 18
Part E Requirements for track inspection, testing and recording

E1 Classification of rail breaks and defects 19
E2 Reports of broken rails 19
E3 Testing of rails for defects 19
E4 Ultrasonic testing of rails 20
E5 Visual or other inspection to identify rail head surface defects 22
E6 Inspection of cast crossings 22
E7 Marking of rail defects 23
E8 Records of rail breaks and defects 23
E9 Reporting of safety related information 24
E10 Measurement and assessment of sidewear 24
E11 Measurement of rail depth and assessment of loss of section 24
E12 Track inspections 25
E13 Records of inspections, measurements and assessments 25
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Part F Requirements for track maintenance and corrective action

F1 Management of rails in service 26
F2 Authorisation of train movements over broken or damaged rails or broken
fishplates 27
F3 Action to be taken upon the discovery of broken rails 28
F4 Action to be taken upon the discovery of rail defects 29
F5 Action to be taken upon the discovery of cracked or broken fishplates 31
F6 Action to be taken on the discovery of ultrasonically untestable rails 32
F7 Equipment used to pass trains over broken or defective rails 32
F8 Flame cut holes in rails and fishplates 33
F9 Fatigue life of fishplates, fishbolts and other fishplated joint components 34
F10 Insulated Joints 34
F11 Rail head width and sidewear 34
F12 Management of rail depth and loss of section 35
F13 Rail joint straightening 36
F14 Integrity of traction return circuit 37
Appendices
1 Conditions under which trains may be authorised to pass at 5 mph over a broken
or damaged rail or a broken fishplate by a rail defect nominee 38
References 40
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Part A
A1 Issue record
Issue Date Comments
One October 2000 New issue. Superseded Railway Group
Standards GC/RT5019 and GC/RT5020 and
parts of Issue One of GC/RT5011.
Two October 2002 Replaces issue one. Incorporates changes
notified in GC/GN5523. Supersedes part of
Rule Book Section V dealing with broken
rails (see section A2 below).
Amended or additional parts of revised pages have been marked by a vertical

black line in the adjacent margin.
This document will be updated when necessary by distribution of a complete

replacement.
A2 Implementation of
this document
The publication date of this document is 05 October 2002.
This document comes into force on 07 December 2002.
The dates by which compliance with the requirements of this document is to be

achieved are set out in Part B2. Where those dates are later than the date on
which this document comes into force, this is to give Railway Group members
additional time to plan and commence implementation so as to achieve full
compliance by the dates set out in Part B2.
This document supersedes the following Railway Group Standards, either in

whole or in part as indicated:
Railway Issue Title RGS sections Date(s) as of

Group No. superseded by which sections
Standard this document are superseded
GC/RT5022 1 Rails and Rail All 07 December
Joints 2002
GO/RT3000, - Rule Book, X.1.2 07 December
Section V Broken Rails 2002
and Bridge
Strikes
GC/RT5022 issue 1 is withdrawn with effect from 07 December 2002.
GO/RT3000 Section V is withdrawn with effect from 07 December 2002. The

parts of GO/RT3000 Section V not transferred to this document have been
transferred to GC/RT5122 (Bridge Strikes from Road Vehicles or Waterborne
Vessels); GO/RT3062 series (Regulations for Train Signalling); and GO/RT3000
Section H.
A3 Scope of Railway
Group Standards
The overall scope of Railway Group Standards is set out in Appendix A of
GA/RT6001. The specific scope of this document is set out in Part B2.
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A4 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 individual’s
Railway Safety Case. If any of those activities are performed by a contractor, the
contractor’s 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 PLC, Railway Safety, and the train
and station operators who hold railway safety cases for operation on or related to
infrastructure controlled by Railtrack PLC.
Railtrack PLC is known as Railtrack.
A5 Health and safety

responsibilities
In issuing this document, Railway Safety makes no warranties, express or
implied, that compliance with all or any documents published by Railway Safety
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.
A6 Technical content
The technical content of this document has been approved by:
Jon Taylor, Principal Track and Structures Engineer, Railway Safety
Enquiries should be directed to Railway Safety – Tel: 020 7904 7518.
A7 Supply
Controlled and uncontrolled copies of this document may be obtained from the
Industry Safety Liaison Dept, Railway Safety, Evergreen House,
160 Euston Road, London NW1 2DX.
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Part B
B1 Purpose
The purpose of this document is to ensure the safe performance of the track
system by specifying requirements for rails and rail joints and for their inspection.
It also lays down requirements for minimum actions to restore safety when
broken, cracked or defective rails and rail joints are found.
B2 Application of this
document
B2.1 To whom the requirements apply
This document contains requirements that are applicable to duty holders of the
infrastructure controller category of Railway Safety Case.
B2.2 Compliance requirements

The requirements of this document apply to all track in running lines on Railtrack
controlled infrastructure. Its validity is limited to:
a) track with permissible or enhanced permissible speeds up to and including

140 mph
b) track which carries vehicles with axle loads no greater than 25.5 tonnes.
The requirements of parts C and D of this document also apply to all sidings on
Railtrack controlled infrastructure. Parts E and F do not apply to sidings, but the
infrastructure controller should consider the need for equivalent requirements
applicable to sidings.
The requirements of section F2 are mandatory from the time that Section V of
the Rule Book is withdrawn. The requirements of section V of the Rule Book
shall be complied with until then.
The requirements of all other sections of this document shall be complied with no
later than 07 December 2002, with the exceptions set out below:
a) Compliance with section F1 is required no later than 06 December 2003.
b) Compliance with the requirement to develop and specify a standard method

of marking cold expanded holes set out in section D4.3 is required no later
than 06 December 2003. Compliance with the requirement to use the
standard method of marking is required no later than 04 December 2004.
c) Compliance with the requirement to specify the geometrical tolerances to be

achieved for rail joints set out in section D5.1 is required no later than 06
December 2003. Implementation of the specified tolerances is required no
later than 04 December 2004.
c) Compliance with the requirement to develop and specify a standard method

of marking each type of rail defect set out in section E7 is required no later
than 06 December 2003. Compliance with the requirement to use the
standard method of marking is required no later than 04 December 2004.
Where it is known, or becomes known, that existing rails and rail joints do not
comply with the other requirements of this document, action to bring them into
compliance is required within 6 months of the non-compliance becoming known.
Action to bring existing rails, marked with a non-standard method to identify cold
expanded holes, into compliance with the requirement to use a standard method
of marking set out in section D4.3 is not required.
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B2.3 General compliance requirements

Until the compliance dates, or the date by which compliance is achieved (if
earlier), the applicable requirements of the predecessor documents shall
continue to be met (see Part A for details).
After the compliance dates, or after the date by which compliance is achieved (if
earlier), Railway Group members shall not deviate from the requirements set out
in this document.
Where it is considered not practicable, or not reasonably practicable, to comply

with the requirements set out in this document, authorisation not to comply shall
be sought in accordance with GA/RT6001, GA/RT6004 or GA/RT6006.
B2.4 Related requirements in other documents

Requirements for measures to be put in place to ensure that the risk from broken
rails does not increase when track circuits are replaced by axle counters are set
out in GE/RT8217.
General requirements for the design, construction, inspection and maintenance

of the track system are set out in GC/RT5021.
Requirements for the design, selection and use of running rail fastenings and
supports are set out in GC/RT5024.
Requirements for the management of safety related records of elements of the

infrastructure are set out in GI/RT7001.
B2.5 Supporting documents

Guidance on the minimum actions to be taken on discovery of a broken or
defective rail is given in GC/RC5522. The guidance supports sections F3, F4
and F5 of this document. It is planned to revise and reissue GC/RC5522 as a
guidance note, GC/GN5525.
B3 Definitions
Back hole fished
A temporary fishplated joint secured by two bolts correctly tightened, the bolts
passing through the rearmost holes in each of the rails being joined. Compare
with ‘fly fished’.
Broken rail
A rail that has failed in a way that requires it to be reported in accordance with
section 63 of the Reporting of Injuries, Diseases and Dangerous Occurrences
Regulations 1995 (RIDDOR 1995). A broken rail is therefore one that has either
of the following:
a) a complete fracture through its full cross-section
b) a piece detached from the rail which requires the line to be blocked
immediately or a speed restriction to be imposed immediately.
A rail having spalling or shelling of the rail head is classified as a defective rail.
See also ‘defective rail’.
CWR
Abbreviation for ‘continuously welded rail’.
1. Rails installed in the track that have been welded together to form a single
rail greater than a nominal 55 m in length.
2. Track constructed with continuously welded rail.
Damaged rail
A particular type of defective rail, which requires premature removal from the
track because the rail has been permanently distorted or damaged.
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Defective rail
A rail that is not a broken rail, but which requires any of the following:
a) repair or premature removal from the track to prevent it from breaking in

service because it contains a crack (visible or invisible), localised spreading
of the rail head or some other defect
b) re-testing at stated intervals because it contains a defect that has the

potential to develop to the point where it could break in service
c) premature removal from the track because the rail has been permanently
distorted or damaged (see ‘damaged rail’).
See also ‘broken rail’.
Emergency bridging piece

A device used to temporarily bridge a large gap between two broken rail ends in
order to permit a vehicle to pass in an emergency. The wheels of the vehicle run
over the emergency bridging piece. Compare with ‘temporary rail clamping
system’.
Equivalent million gross tonnes per annum (EMGTPA)

A measure of the annual tonnage carried by a section of the track, taking into
account variations in track damage caused by normal traffic. The method of
calculating equivalent million gross tonnes per annum is set out in GC/RT5023.
Fly fished
A temporary fishplated joint secured by two bolts correctly tightened, both bolts
passing through only one of the rails being joined. Compare with ‘back hole
fished’.
Gauge point
The point of intersection of the gauge corner radius and the flat side of the
railhead. For 60E1 and BS113A rails this is nominally 14.5 mm below the top of
the railhead, measured parallel to the vertical axis of the rail.
Head width
The width of the railhead measured perpendicular to the vertical axis of the rail at
the gauge point (see definition of gauge point).
Higher grade group of rail steels

Rail steels with enhanced wear resistance that require special procedures for
cutting, drilling and welding. Compare with ‘standard grade group of rail steels’.
Loss of section
The reduction in the cross sectional area of a rail, compared to that when new.
Permissible or enhanced permissible speed

The maximum speed at which trains are permitted to travel over a section of
track published in the Sectional Appendix.
Plain line
Track without switches and crossings.
Rail defect examiner

A person, employed in track maintenance or inspection, who is trained and
certificated as competent in the application of the procedures required by
sections F3 to F5 of this document; or who is a supervisor or track engineer who
can demonstrate competence in the management of broken rails, permanently
distorted rails and broken fishplates through relevant knowledge and experience.
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Rail defect nominee

A person, not necessarily employed in track maintenance or inspection, who is
trained to authorise the movement of trains over broken rails, permanently
distorted rails and broken fishplates in the limited circumstances permitted by
this document (see section F2).
Rolling contact fatigue

A general term covering all types of fatigue damage induced at the wheel rail
interface by the high contact stresses generated by a steel wheel running on a
steel rail, exacerbated by traction forces.
S&C
Abbreviation for ‘switches and crossings’, that is track constructed from sets of
switches and individual crossings to form connections between tracks.
Serviceable rail
Rail that has been lifted from the site where it was originally installed as new rail
and that has then been installed in the track at another site, usually in a lower
category line. ‘Cascaded’ rail is a form of serviceable rail that has not been
reprocessed before being returned to the track. Rails that have been transposed
are classified as serviceable rails.
Sidewear
The loss of head width on the running edge of the rail measured perpendicular to
the vertical axis of the rail at the gauge point (see definition of gauge point).
Standard grade group of rail steels

Rail steels of specified metallurgical properties that do not require special
procedures for cutting, drilling and welding. Compare with ‘higher grade group of
rail steels’.
Temporary rail clamping system

Fishplates held together with clamps to form a temporary rail joint. The
temporary rail clamping system may also be applied to a rail at some breaks and
defects to hold the rails to line and level. Emergency clamped fishplates are a
particular type of temporary rail clamping system. The wheels of the vehicle run
over the rail head. Compare with ‘emergency bridging piece’.
Temporary rail joint

A rail joint installed on a temporary basis to facilitate the staging of construction
or maintenance works, either using standard components (see ‘back hole fished’
and ‘fly fished’) or purpose designed equipment (see ‘temporary rail clamping
system’).
Track category
The classification of a section of track by usage and speed, so that requirements
relating to design, maintenance, renewal and inspection of the track may be
specified and applied. The procedure for categorising track is given in
GC/RT5023.
Ultrasonically untestable rail

A rail, other than a rail that cannot be ultrasonically tested because of its
designed shape (for example, a switch rail), from which no ultrasonic echo is
received from the rail bottom when scanned from the rail head with a correctly
calibrated 0° probe.
B4 Principles
This document supports HMRI Safety Principle 5:
The track should provide for the safe guidance and support of trains.
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Part C
Requirements for the track system and components
C1 New rails
The infrastructure controller shall specify the requirements for new rails. The
specification shall define the material and geometrical properties required and
the manufacturing methods necessary to achieve the required specification.
The material properties specified shall include:
a) chemical composition of the rail
b) rail head hardness
c) tensile strength and elongation
d) fracture toughness
e) fatigue crack growth rate
f) fatigue limit
g) residual stress levels in the rail
h) limits on the presence of defects that might act as stress concentrators
i) limits on surface imperfections.
The geometrical properties specified shall include:
j) rail profile, including tolerances
k) straightness, flatness and twist.
The material properties specified shall be compatible with the assumptions

underlying the inspection and minimum action procedures required by Parts E
and F of this document.
The specification shall define requirements for marking rails to identify the rail
section, grade of steel, manufacturer and year of manufacture.
C2 Serviceable rails
C2.1 Specification of serviceable rails
All serviceable rails used shall have been originally supplied in accordance with
the accepted specification applicable to the network now forming Railtrack
controlled infrastructure current at the time of the rails’ production.
Serviceable rails shall not be used for the re-railing or renewal of track in
categories 1A, 1 and 2. It is however permissible to transpose rails subject to
the requirements of section F11 being met. The term ‘re-railing or renewal’
excludes rails less than 40 m long used to replace defective rails, provided the
requirements of section D5 are met.
The infrastructure controller shall specify the type and condition of serviceable
rail permitted to be used in track categories 3, 4, 5 and 6.
The specification shall take the following factors into consideration:
a) original rail section
b) degree of wear and gall
c) the maximum axle load of vehicles likely to use the track
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d) the probability of breakage due to fatigue cracking from the rail foot
e) age of rail.
C2.2 Defects
The infrastructure controller shall ensure serviceable rails are supplied free from
surface and internal defects that, if found in the track, would require removal or
repair.
Where serviceable rails are to be used for re-railing or renewal of track in

categories 5 and 6, it is permissible to install the serviceable rails without the
assurance that they are free from defects, provided the requirements of section
E4.5 are met.
Section E4.4 sets out specific requirements for the ultrasonic testing of rail to be
recovered and cascaded for re-use.
Section E4.5 sets out specific requirements for the ultrasonic testing of
serviceable rails following installation.
C2.3 Condition of gauge face and rail head

When serviceable rails are installed, or when rails are transposed, the condition
of the gauge face and rail head shall be assessed and the effect of the new
wheel-rail interface considered, taking the following factors into account:
a) the permissible or enhanced permissible speed
b) curvature
c) track gauge
d) characteristics of vehicles likely to use the track.
Where necessary, the gauge faces and head of the rail shall be re-profiled by
grinding in-situ. See also section D5.
C2.4 Bond wire holes

Where serviceable rails are to be cropped and re-drilled, the number and
position of bond wire holes permitted to remain in the rail shall be specified by
the infrastructure controller. The specification shall ensure fishbolt or other holes
are testable using approved ultrasonic rail testing procedures.
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Part D
Requirements for track construction and
commissioning
D1 Cutting of rails
D1.1 Methods of cutting rails
The infrastructure controller shall specify the permissible methods of cutting rails
for each grade of steel to ensure that the likelihood of rail defects originating at
the cut rail end is minimised. The vertical, transverse and longitudinal tolerances
of the cut shall be specified.
Cuts by mechanical means (for example, saw or disc cut) shall not be made in
rail in the track that is either in tension or compression.
D1.2 Cutting standard grade group rails prior to welding

It is permissible to weld standard grade group rails that have been flame cut
without further cutting of the rail end provided all the following conditions are
met:
a) the welding is done within 24 hours of the rail being cut
b) the rail end has not been fitted with a temporary rail joint
c) no trains have run over the rail ends since they were cut.
If these conditions are not met, the rails shall either be:
i) sawn or disc cut a minimum of 8 mm from rail end and tested using a non-
destructive test (for example magnetic particle inspection) to check for the
presence of cracks. If the tests reveal the presence of a crack, the rail shall
be cut again and the test repeated
ii) sawn, disc cut or flame cut a minimum of 150 mm from the rail end.
D1.3 Cutting higher grade group rails prior to welding

Higher grade group rails shall be sawn or disc cut prior to welding.
Where higher grade group rails have been flame cut, the rails shall either be:
a) sawn or disc cut a minimum of 8 mm from rail end and tested using a non-
destructive test (for example magnetic particle inspection or dye penetrant
inspection) to check for the presence of cracks. If the tests reveal the
presence of a crack, the rail shall be cut again and the test repeated
b) sawn or disc cut a minimum of 150 mm from the rail end.
D2 Welding of rails
D2.1 Specification of welding processes
For each rail steel and rail section, the infrastructure controller shall have
approved specifications for all welding processes used. Examples of processes
requiring approved specifications include:
a) jointing of rails by alumino-thermic, gas pressure or flash butt welding
b) repair welding of rails
c) attachment welding of bonds.
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D2.2 Content of specifications for welding processes

The specification for each welding process shall:
a) set out methods for carrying out the welding process that minimise the
likelihood of rail defects originating at the weld
b) set out the geometrical tolerances required for the finished weld
c) set out the minimum distance between welds
d) set out the minimum distance of pre-existing fishbolt or bond holes from
prepared rail ends
e) set out competence requirements for people carrying out the welding
process
f) meet the requirements of section D3.
D2.3 Introduction of new welding processes

The performance of welds formed by different welding processes shall be
monitored to establish the rate at which the processes give rise to rail defects or
breaks. The infrastructure controller shall use the information collected to
determine the need for:
a) records and inspection of welded joints made on site by means other than
alumino-thermic welding (for example, gas pressure welding) equivalent to
those set out in section D3.4
b) modification of the process to reduce the failure rate.
Equipment and materials for welding shall be accepted for use on Railtrack
controlled infrastructure in accordance with the requirements of GI/RT7002.
D3 Welded joints
D3.1 General requirements for welded joints
General requirements for the interface between rails to be joined are set out in
section D5.
Welded joints of any kind shall not be made where any of the following are
present in either of the rails to be welded:
a) rail gall (whether caused by chairs, baseplates, clips or housings) within

100 mm of the rail end to be welded
b) wheelburns, squats or other discrete rail defects within 100 mm of the rail
end to be welded
c) a bolt hole or bond hole, bond attachment or bond scar within 30 mm of the
rail end to be welded
d) cracks at adjacent bolt or bond holes.
D3.2 Location of welded joints in relation to other joints

Normally, welded joints of any kind shall not be less than 4.5 m from a fishplated
joint, an insulated joint, another welded joint or the machined portion of an
adjustment switch.
Exceptionally (for example, in S&C), it is permissible to reduce the distance

between a welded joint and a glued insulated joint designed for use in CWR, a
tight joint or another welded joint, provided that the rail is supported by at least
three sound sleepers.
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To allow the re-use of serviceable adjustment switches in track in categories 3,

4, 5 and 6, it is permissible to reduce the distance between a welded joint and
the machined portion of an adjustment switch to 3 m, provided that the rail is
supported by at least four sound sleepers.
The minimum length of a factory welded-on extension rail to a switch rail, cast
centre or monobloc crossing shall be 1.8 m, provided that it is supported by at
least three bearers.
D3.3 Location of welded joints in relation to structures

Normally, the following types of welded joints shall not be installed less than
4.5 m from the end of a longitudinal timber or other direct fastened bridge deck:
a) any alumino-thermic weld joint, made on site or elsewhere
b) any other welded joint made on site.
Exceptionally, where an alumino-thermic weld joint or other site made welded

joint is to be installed within the length of the longitudinal timber or bridge deck
and a distance of 4.5 m cannot be obtained, a minimum distance of 2 m is
permissible. If the longitudinal timber is less than 4 m long, the weld shall be
sited as near as possible to the mid point of the longitudinal timber or bridge
deck.
Requirements relating to the provision of adjustment switches at each end of

underline bridges are given in GC/RT5021.
D3.4 Records and inspection of alumino-thermic welded joints

The identity of the welder of each alumino-thermic weld shall be recorded.
A competent person, other than the welder who completed the weld, shall carry
out an inspection of all new alumino-thermic welds. Where reasonably
practicable, the inspection shall be made within one month of installation. This
time limit shall only be extended at defined locations where special access
arrangements are required.
The identity of the person inspecting the weld shall be recorded.
The infrastructure controller shall specify the minimum actions to be taken if the
inspection shows the weld to be defective (see section F4).
All defective welds and the actions required to correct them shall be recorded
and the records retained until the welds are removed from the track.
D4 Fishplated joints
D4.1 General requirements for fishplated joints
General requirements for the interface between rails to be joined are set out in
section D5.
Requirements for rail lengths and expansion gaps in jointed track are set out in
GC/RT5021.
Fishplated joints of any kind shall not be made where rail defects would be
present within fishplate limits.
Fishplates shall be selected to suit the rail sections to be joined, the location of
the joint and the nature of the traffic passing.
All fishplated joints shall be fitted with their designed number and type of bolts or
multiple groove locking (MGL) pins. Bolts or MGL pins shall be tightened to their
design torque or tension.
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On completion of the fishplated joint, it shall be checked to ensure that the

running surfaces of the two rail ends are nominally co-planar and that the rail
ends are in line laterally.
D4.2 Fishbolt holes

The infrastructure controller shall have approved specifications for fishbolt holes.
The specification shall cover at least the following items:
a) the number of fishbolt holes per rail end
b) the position of fishbolt holes in relation to each rail section
c) the diameters, tolerances and surface finishes required for fishbolt holes
d) the method of cold expanding fishbolt holes.
All fishbolt holes shall be formed in accordance with the specification.
D4.3 Cold expansion of fishbolt holes

All shop drilled fishbolt holes in new rails for running lines shall be cold
expanded.
Site drilled fishbolt holes in new rails shall be cold expanded where the rails are
inserted into sections of track in which existing bolt holes have already been cold
expanded and the holes are intended to be used with fishbolts in service.
Fishbolt holes in serviceable rails shall be cold expanded where the serviceable
rails are inserted into sections of track in which existing bolt holes have already
been cold expanded and the holes are intended to be used with fishbolts in
service.
Bolt holes shall be cold expanded once only.
Rails shall be durably marked when bolt holes are cold expanded, in a way that
permits the cold expanded holes to be identified on site. A standard method of
marking shall be developed and specified. This method shall specify the placing
of the mark on the rail (see section D8). The standard method of marking shall
be used consistently throughout Railtrack controlled infrastructure.
Complete and accurate records of cold expansion of bolt holes for section of
track shall be compiled. The records shall include the following minimum
information:
a) the limits of the section of track concerned
b) the location of any fishbolt holes within the section awaiting cold expansion.
The records shall be maintained for as long as the rails remain in the track.
If complete and accurate records of cold expansion of bolt holes do not exist for
section of track, it shall be assumed that the holes have not been cold expanded
when determining the intervals between ultrasonic tests (see section E4.2).
D4.4 Location of fishplated joints in relation to other joints

Fishplated joints in plain line, including insulated joints and tight joints, shall not
be less than 9 m from another fishplated joint.
Fishplated joints in S&C shall be located as shown on the appropriate current

standard drawings (see GC/RT5011).
The location of welded joints in relation to fishplated joints is set out in section
D3.2.
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Rail joints normally shall be square across gauge. If necessary, additional

inspection and maintenance measures shall be put into place to control track
twist where joints are staggered.
D4.5 Location of fishplated joints in relation to structures

Locating fishplated joints on bridges and viaducts or in level crossings shall be
avoided wherever possible.
Where it is not possible to avoid locating fishplated joints on a bridge or viaduct,

the joint shall be positioned to minimise the dynamic effect on the bridge from a
train passing over the joint (for example, on viaducts, consideration shall be
given to positioning the joints over the piers).
Fishplated joints shall not be less than 2.5 m from the end of a ballasted bridge
deck, both on and off the deck.
Normally fishplated joints shall not be less than 4.5 m from the end of a
longitudinal timber or other direct fastened bridge deck, both on and off the deck.
Exceptionally, where a fishplated joint is to be installed within the length of the

longitudinal timber or bridge deck and a distance of 4.5 m cannot be obtained, a
minimum distance of 2 m is permissible. If the longitudinal timber is less than
4 m long, the joint shall be sited as near as possible to the mid point of the
longitudinal timber or bridge deck.
D5 Interface between
rails to be permanently
joined
D5.1 Vertical and horizontal alignment of rail joints
The geometrical tolerances to be achieved for rail joints shall be specified. The
specified tolerances shall:
a) ensure there is no sudden discontinuity of the rail head and running edge
that could cause damage to wheels or initiate a derailment
b) prevent poor alignment of running edges, changes in rail head profile and
short wavelength track geometry anomalies that could induce transient
vehicle responses leading to high contact forces, causing rolling contact
fatigue.
It is permissible to specify different tolerances for different track categories.
The vertical and horizontal alignment of the rails to be joined shall allow the
required geometrical tolerances for the completed joint to be achieved.
D5.2 Differences in degree of sidewear

To reduce the likelihood of wheel flange climbing, wheels shall not be allowed to
pass from a sideworn rail to a less worn rail over a very short distance. Where a
sideworn rail is to butt up to a new rail or a less sideworn rail at a fishplated or
welded joint, the difference between the rail profiles shall be blended in by
grinding. The blending shall meet the following requirements:
a) the less sideworn rail shall be blended in over a distance of at least 1.5 m
from the joint
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 to

eliminate sharp or square edges.
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D5.3 Nominal section of rails to be joined

Where it is necessary to install a closure rail, the closure rail shall be of the
same nominal section as one of the adjacent rails.
Where there is a regular requirement to join rails of significantly differing

sections (for example 113A to 60 E 1 [formerly UIC 60]), consideration shall be
given to the provision of transition pieces to avoid the need for a welded or
fishplated joint between the differing sections.
D5.4 Type and condition of adjacent sleepers

The adjacent sleepers each side of a fishplated or welded joint shall be of the
same material and type.
The condition and packing of adjacent sleepers on each side of the joint shall be
sufficient to support the rail. The condition of the fastenings on each side of the
joint shall be sufficient to retain the rail in position.
D6 Temporary rail joints

D6.1 General requirements for temporary rail joints
The infrastructure controller shall specify processes for forming, inspecting and
maintaining temporary rail joints. These processes shall require:
a) components to be fitted in accordance with the manufacturer’s instructions
b) bolts and clamps to be tightened to torque settings specified by the

manufacturer
c) the head and running edge of rail ends to be nominally co-planar
d) the ballast beneath the two adjacent sleepers on each side of the joint to be
well packed and to be of equal consolidation
e) the condition of adjacent track components to be checked and defective

components replaced
f) bolts and clamps to be checked for tightness during each track inspection or
every 7 days where the frequency of track inspection is less than weekly or
more often where required by the manufacturer’s instructions
g) the gap between rail ends to be checked at intervals depending on the

likelihood of the gap increasing (for example because of temperature
variations or track type).
The processes shall be compatible with the requirements of sections D5.3 and
D5.4.
Temporary rail joints are not designed for prolonged running and every effort
shall be made to replace them with permanent joints as soon as possible,
usually within 7 days.
Where a temporary rail joint remains in the track for more than 7 days, the
reasons shall be recorded, together with details of any additional inspection and
maintenance measures put in place to allow the joint to remain safely in the
track.
D6.2 Acceptance of equipment for forming temporary rail joints

Equipment for forming temporary rail joints shall be accepted for use on Railtrack
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D6.3 Passing trains over a temporary rail joint at 50 mph

Trains shall only be permitted to run over a temporary rail joint at a maximum
speed of 50 mph if both rail ends are sawn or disc cut and the rails are either:
a) fitted with a temporary rail clamping system designed for use at a speed of
at least 50 mph
b) back hole fished.
Where temporary rail clamping system is fitted, the gap between the rail ends
shall be maintained at 10 mm or less. The speed shall be reduced to no more
than 20 mph if the gap between the rail ends increases to between 10 mm and
50 mm (see section D6.4).
D6.4 Passing trains over a temporary rail joint at 20 mph

Trains shall only be permitted to run over a temporary rail joint at a maximum
speed of 20 mph if both rail ends are sawn or disc cut (but see section D6.5) and
the rails are either:
a) fitted with a temporary rail clamping system designed for use at a speed of
at least 20 mph
b) back hole fished
c) fly-fished, with a watchman continuously present on site.
Fly-fished joints shall be replaced by a permanent joint or a temporary rail

clamping system within 48 hours. If a watchman is not continuously present on
site, trains shall only be permitted to run over a fly-fished joint at a maximum
speed of 5 mph.
Where a temporary rail clamping system is fitted or the rails are fly-fished, the
gap between the rail ends shall be maintained at 50 mm or less.
The line shall be blocked if the gap between the rail ends exceeds 50 mm at a
fly-fished joint.
The speed shall be reduced to 5 mph if the gap between the rail ends increases
to between 50 mm and 75 mm at a joint fitted with a temporary rail clamping
system.
The line shall be blocked if the gap between the rail ends exceeds 75 mm at a
joint fitted with a temporary rail clamping system.
D6.5 Temporary rail joints with flame cut rail ends

In exceptional circumstances, trains are permitted to run over flame cut rail ends
in standard grade group rails at 20 mph for up to 7 days provided both the
following conditions are met:
a) the requirements of section D6.4 (other than that for both rail ends to be
sawn or disc cut) are met
b) a watchman is continuously present on site.
Requirements for re-cutting rail ends after trains have been permitted to run over
them are set out in section D1.
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D7 Attachments for
equipment and bonds
The infrastructure controller shall have approved specifications for attaching
equipment and bonds to rails. The specifications shall cover at least the
following items:
a) the permitted position of holes in relation to each rail section
b) the permitted position of holes in relation to rail joints and other attachments
c) the tolerances and surface finishes required for holes
d) the method of attaching the equipment or bond.
All attachments shall be formed in accordance with the specifications.
Particular requirements for welded attachments are set out in section D2.1.
New bond holes shall not be drilled where they could be covered by fishplates.
Requirements for existing bond holes in serviceable rails are set out in section
C2.4.
D8 Permanent marking
of rails
Any permanent marks made by punching or stamping shall be made in the web,
away from the fishing surfaces.
It is permissible for permanent marks made to identify welds to be made on the

back (non-running) edge of the rail head.
Permanent marks shall be made using a punch or stamp whose shape does not
introduce stress concentrations which might compromise the structural integrity
of the rail.
D9 Handling and
storing of rails
Care shall be taken when handling and storing rails to ensure that they are not
accidentally damaged.
Rails that may have been damaged shall be examined by a competent track
engineer and assessed as being fit for the purpose before they are installed in
the track.
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 track
engineer.
Requirements for handling rails are set out in GM/RT1403.
D10 Rails awaiting

installation or removal
from site
Rails awaiting installation or removal from site shall be placed so that they do not
interfere with trains or track mounted equipment (for example AWS magnets).
Particular attention shall be given to the space required for shoe gear on electric
trains. Rails less than 4.5 m in length shall be secured against vandalism.
Long welded rail shall be laid out in a way that minimises the likelihood of
buckling in hot weather.
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Part E
Requirements for track inspection, testing and
recording
E1 Classification of rail
breaks and defects
The infrastructure controller shall develop a system of describing and classifying
rail breaks and defects that allows the requirements set out in Parts E and F to
be met.
E2 Reports of broken
rails
The infrastructure controller shall have a system for receiving reports of broken
rails, including reports from:
a) people undertaking track inspections
b) other people on or about the track
c) people investigating track circuit failures
d) train drivers.
Requirements for actions to be taken upon the discovery of a broken rail are set
out in section F3.
E3 Testing of rails for

defects
E3.1 Determining types of rail defects that result in broken rails
The infrastructure controller shall collect and analyse data relating to broken rails
to determine the types of rail defects that result in broken rails and the
circumstances under which they form or lead to breaks. The data collected shall
include the results from specialist laboratory examination of samples of rails
broken in service. The infrastructure controller shall specify a standard format
for the collection and analysis of data.
E3.2 Developing procedures for the non-destructive testing of rails

The infrastructure controller shall use this data to develop procedures for the
non-destructive testing of rails to detect rail defects where effective procedures
do not yet exist. A non-destructive testing procedure shall be developed for the
detection of any defect type that gives rise to more than 1% of the total
population of broken rails over a representative period.
Non-destructive testing procedures developed for welded joints shall permit the
detection of:
a) lack of fusion at the weld face
b) inclusions
c) tears or blow holes.
E3.3 Requirements for non-destructive testing procedures

The non-destructive testing procedures shall take the following into account:
a) the likelihood of a particular defect occurring, which will determine whether

occasional or regular testing is required
b) the likelihood of the defect resulting in a broken rail within a given timescale
if permitted to remain in the track, which will determine the intervals at which
regular testing is required.
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The non-destructive testing procedures shall set out detection thresholds for
each type of defect in terms of the minimum size of defect that shall be detected
and the level of confidence with which it will be detected at this threshold.
The non-destructive testing procedures shall set out competence requirements

for people carrying out the procedures.
E3.4 Minimum requirements for ultrasonic testing of rails

The requirements of this section are in addition to the requirements of section
E4, which sets out minimum requirements for ultrasonic testing of rails. The
requirements of section E4 are based on current knowledge of defects giving
rise to broken rails and current non-destructive testing technology. It is
permissible to substitute alternative non-destructive testing techniques where
these can be shown to be at least as effective as current ultrasonic testing
techniques.
E4 Ultrasonic testing of
rails
E4.1 Requirement for ultrasonic testing
Rails in running lines shall be ultrasonically tested throughout their length such
that defects of the following types which may result in broken rails are identified:
a) defects in the rail head, angled at approximately 70 degrees to the rail head
surface (taches ovales and tache ovale type defects originating from, for
example, head checking or gauge corner cracking)
b) horizontal defects in the rail head or web
c) vertical longitudinal defects (piping)
d) defects radiating from bolt holes at approximately 45 degrees to the

horizontal in any direction (star cracks).
On bi-directional lines where more than 15% of traffic by tonnage travels in the
opposite direction to the majority of traffic, ultrasonic testing for defects angled at
approximately 70 degrees to the rail head shall be carried out in both directions.
It is permissible to undertake ultrasonic testing of plain line using vehicle

mounted equipment. Vehicle mounted equipment shall not be operated at
speeds greater than the equipment’s design speed.
Unless it can be demonstrated that the vehicle based testing is able to identify
the location and type of defect sufficiently accurately to permit required minimum
actions to remove or repair the defect to be taken, vehicle based testing shall be
supported by a follow up inspection, using manually operated equipment where
necessary, to confirm the exact locations and types of defects discovered.
Vehicle mounted equipment shall be shown to be capable of finding rail defects

at its designed operational speed at similar size thresholds and with similar
levels of confidence as for established manual methods, before acceptance as
an alternative to established procedures.
Ultrasonic testing of S&C and adjustment switches shall be undertaken using

manually operated equipment. Results from vehicle based testing of S&C and
adjustment switches shall not be relied on.
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E4.2 Intervals between ultrasonic tests

The following rails in running lines shall be ultrasonically tested as required by
section E4.1 at the enhanced intervals defined in Table 1:
a) rails in plain line, within fishplate limits
b) all rails in tunnels liable to corrosion
c) rails within S&C
d) rails forming adjustment switches.
Other rails in plain line, outside fishplate limits, shall be ultrasonically tested as
required by section E4.1 at the basic intervals defined in Table 1.
Where the plain line on a section of track has had all fishbolt holes cold
expanded, it is permissible to test rails within fishplate limits at the basic interval.
Track Basic intervals Enhanced intervals

category
Nominal Maximum Nominal Maximum
Interval Interval Interval Interval
(months) (months) (months) (months)
1A 3 4 2 2.5
1 6 7 3 3.5
2 12 13 6 7
3 24 26 12 13
4 24 26 12 13
5 24 26 12 13
6 24 26 24 26
Table 1: Basic and enhanced intervals for ultrasonic testing
E4.3 Ultrasonic testing when jointed track is converted to CWR

Rails that are to be welded together in-situ to form CWR shall be ultrasonically
tested before welding. Any rails having defects requiring removal within 14 days
or less, according to the procedure required by section F4, shall be changed
before welding.
Where previously jointed track has been welded up into CWR and fishbolt holes
remain in the rails, the redundant bolt holes shall be ultrasonically tested for
defects radiating from the bolt holes (star cracks) at enhanced intervals for a
period of 12 months. Thereafter the redundant bolt holes need not be tested for
defects radiating from the bolt holes (star cracks) and the rail may be tested as
normal CWR.
E4.4 Ultrasonic testing of rail to be recovered and cascaded for re-use

CWR which is to be recovered and cascaded for re-use at another site shall be
ultrasonically tested before being removed and all defects marked. The direction
of predominant traffic shall also be indicated on the rails.
E4.5 Ultrasonic testing of serviceable rails following installation

If it is found that serviceable rails have been installed without having been tested
for defects, the rails shall be tested as soon as possible, but no later than 3
months, after installation. It is permissible to allow a period of train running to
produce a rail head clear of rust and scale, suitable for testing. Required
minimum actions to remove or repair identified defects shall then be taken.
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After serviceable rails (other than rails less than 40 m long used to replace
defective rails) have been installed, the first ultrasonic test of the full rail shall be
undertaken in both directions to verify the location and attitude of any defects
present if either:
a) the previous direction of predominant traffic is unknown
b) the previous direction of predominant traffic is known to be the opposite to

the new direction of predominant traffic.
Subsequent ultrasonic examinations shall be in the normal direction for the site
(subject to the requirements for bi-directional lines in section E4.1), with checks
in the opposite direction being made where necessary at those defects noted in
the initial test.
E5 Visual or other
inspection to identify rail
head surface defects
Rails shall be inspected visually or by other means to identify rail head surface
defects (for example head checking, squats and wheel burns) at the basic
intervals set out in section E4.2.
Any means of inspection, other than visual examination, used to identify rail
head surface defects shall be shown to be capable of finding such defects at
similar size thresholds and with similar levels of confidence as for visual methods
before acceptance.
Visual inspection to identify rail head surface defects is a non-destructive testing

technique for the purposes of section E3.
Visual inspection shall usually be carried out in daylight. When this is not
possible, and visual inspection is carried out in darkness (for example, at night or
in tunnels), adequate lighting shall be provided to allow rail head surface defects
to be identified.
It is permissible to undertake inspection to identify rail head surface defects at

the same time as regular ultrasonic testing is undertaken.
E6 Inspection of cast
crossings
E6.1 Requirement for inspection of cast crossings
Cast crossings shall be inspected to identify the following defects:
a) transverse cracking of the rail head
b) longitudinal cracking at the upper fillet radius
c) irregular cracking at the longitudinal change of section
d) transverse cracking of the rail head adjacent to the nose
e) transverse cracking of the rail foot extending up the side wall of the crossing
f) cracks originating behind fishplates
g) other defects which may result in a break.
If the above defects are apparent or suspected at the leg ends of cast crossings,
the affected portion of the crossing shall be examined using a dye penetrant
technique.
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Fishplates shall not be removed for the inspection unless defects near or within
fishplate limits are identified that require examination using a dye penetrant
technique.
E6.2 Intervals between cast crossing inspections

Cast crossings in running lines shall be inspected as required by section E6.1 at
the intervals shown in Table 2.
Permissible or Nominal interval Maximum Interval

enhanced permissible (months) (months)
speed
> 125 mph 3 3.5
> 90 mph and ≤ 125 mph 6 7
≤ 90 mph 12 13
Table 2: Intervals between cast crossings inspections
E7 Marking of rail
defects
All known rail defects that require repair or removal from the track shall be
clearly and durably marked. The marking shall identify the location of the defect
with sufficient precision to ensure that when the defect is removed from the
track, it is removed in its entirety.
A standard method of marking each type of rail defect shall be developed and
specified. The standard method of marking shall be used consistently
throughout Railtrack controlled infrastructure.
E8 Records of rail
breaks and defects
A procedure shall be in place for the recording of all rail breaks and defects. The
procedure shall permit the requirements of section E3 to be met.
The procedure shall require the following minimum information to be recorded:
a) location of break or defect
b) track category
c) classification of break or defect (see section E1)
d) the rail section and steel type
e) the year of manufacture
f) method and date of discovery
g) actions taken, with date
h) current status of defects (for example, removed from track, under

observation, programmed for removal).
Consideration shall be given to recording additional data about track geometry,

type, condition and maintenance history where this would assist in achieving the
requirements of section E3.
The infrastructure controller shall maintain a record of the age and type of rails in
the track.
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The infrastructure controller shall retain records of individual rail breaks and
defects for a minimum of 5 years for current management purposes. The
infrastructure controller shall retain statistical information for a minimum of
40 years for reference and analysis purposes.
E9 Reporting of safety
related information
Requirements for the formal reporting of safety related information are set out in
GE/RT8047. The information to be reported includes details of broken and
defective rails.
Requirements for the statutory reporting of broken rails are set out in the
Reporting of Injuries, Diseases and Dangerous Occurrences Regulations 1995
(RIDDOR 1995).
E10 Measurement and

assessment of sidewear
E10.1 Measurement of sidewear
Records of sidewear shall be established and updated for each curve on which
sidewear occurs. The sidewear on each curve shall be measured sufficiently
often to allow the rate of wear to be identified.
The infrastructure controller shall define approved methods of measuring and

assessing sidewear, together with associated gauges and competence
requirements for people carrying out the measurement and assessment.
Limits on rail head width and sidewear, with associated requirements for action,
are set out in section F11.
E10.2 Introduction of new rolling stock

Prior to the introduction of significant numbers of a type of rolling stock new to a
route, the infrastructure controller shall initiate a special examination of the route.
A representative sample of existing rail head profiles of plain rails and facing
switches shall be examined. The examination shall then be repeated for the
same sample at monthly intervals for six months after fleet introduction to
determine the effect of the rolling stock on rates of sidewear.
Any rolling stock contributing more than 15% of the total number of vehicles of its
type using the route (for example locomotives, hauled coaching stock, multiple
units or freight vehicles) shall be considered ‘significant’.
E11 Measurement of
rail depth and
assessment of loss of
section
E11.1 Measurement of rail depth in tunnels
The depth of rails in tunnels shall be measured at intervals to ensure that the
requirements for limits on rail depth set out in section F12 are met. The
infrastructure controller shall determine the required interval between
measurements for each tunnel, taking the following factors into account:
a) track category
b) presence of corrosion
c) presence of localised rail head loss (erosion)
d) history of rail breaks and defects.
The interval between measurements shall be not more than one year where
conditions for corrosion or localised head loss are present.
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These measurements shall record the rail depth outside areas of gall together
with details of localised head loss and gall.
E11.2 Assessment of loss of section in tunnels

An assessment shall be made of the loss of section (particularly in the foot and
web) experienced by the rail due to corrosion at the same time as rail depths are
measured in accordance with section E11.1.
Requirements for the management of rail with a loss of section are set out in
sections F11.
E11.3 Inspection, maintenance and renewal plan for track in tunnels

A requirement for a written inspection, maintenance and renewal plan for all
track in tunnels in track categories 3 or above is set out in GC/RT5021. This
plan is required to take account of rail defects, the presence of corrosion and
localised rail head loss.
E11.4 Measurements and assessment elsewhere

Consideration shall be given to the need for regular rail depth measurement at
locations outside tunnels, particularly where there may be corrosion, for example
at level crossings, beneath over-line structures, where stray currents are
present, or where track is exposed to seawater.
An assessment shall be made of the loss of section (particularly in the foot and
web) experienced by the rail due to corrosion at the same time as rail depths are
measured.
E12 Track inspections

The requirement for track inspections, including the visual inspection of rails and
rail joints for cracks and other defects, are set out in GC/RT5021. Additional
inspection requirements for S&C are set out in GI/RT7004 and GC/RT5011.
E13 Records of
inspections,
measurements and
assessments
All inspections, measurements and assessments required by Part E shall be
recorded. Records shall be kept for a minimum of two years and shall not be
destroyed unless records of at least two subsequent inspections, measurements
or assessments are retained.
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Part F
Requirements for track maintenance and corrective
action
F1 Management of rails
in service
F1.1 Control of rolling contact fatigue
Rolling contact fatigue is a product of running steel wheels on steel rails. The
infrastructure controller shall therefore develop strategies to manage and control
rolling contact fatigue. The strategies shall be refined and enhanced as further
knowledge about rolling contact fatigue is gained.
The strategies shall include at least the following measures relating to rails and
rail joints:
a) Monitoring of the rail to detect indications that a site is liable to develop

rolling contact fatigue; in particular, to detect changes in the rolling contact
band on the rail head indicating poor alignment of running edges, changes
in rail head profile or short wavelength track geometry anomalies.
b) Elimination of lateral misalignments, particularly in curves and S&C, where

rolling contact band can be visibly seen to change at a joint or weld, or over
a length of less than one metre in plain line.
c) Implementation of corrective and preventative grinding policies to reduce

and control the effects of rolling contact fatigue, and to reduce contact
stresses in critical rail head areas.
d) Implementation of a gauge face lubrication policy, requiring consideration to

be given to fitting of rail flange lubricators or other friction modifying devices
on curves with a radius less than 1000 m, or curves having a history of
heavy gauge face wear or rolling contact fatigue.
These measures are not sufficient on their own to control rolling contact fatigue.
Other measures to monitor and manage the maintenance and performance of
infrastructure and vehicles are also required, but are outside the scope of this
document.
F1.2 Maintenance of rail flange lubricators

Where provided, rail flange lubricators, or other friction modifying devices, shall
be maintained and consumables replenished to ensure their continuing effective
operation.
The positioning and maintenance of rail flange lubricators or other friction

modifying devices shall ensure that they do not create conditions of low
adhesion between the wheel and the rail, as defined in GE/RT8040.
F1.3 Fitting of wheel impact load detectors

The infrastructure controller shall have and implement a policy for the fitting of
wheel impact load detectors and other track based vehicle performance
measuring systems as they become available, to detect the presence of vehicles
whose condition could compromise the continuing integrity of rails and rail joints.
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F2 Authorisation of
train movements over
broken or damaged rails
or broken fishplates
F2.1 People able to authorise train movements
Train movements over a broken or damaged rail or a broken fishplate shall only
be authorised by:
a) a rail defect examiner
b) a rail defect nominee, in the limited circumstances permitted by sections

F2.4 and F2.5.
F2.2 Requirements for rail defect examiners

Rail defect examiners shall be either:
a) people who are trained and certificated as competent in the application of

the procedures required by sections F3, F4 and F5
b) supervisors and track engineers who can demonstrate competence in the

management of broken or damaged rails and broken fishplates through
relevant knowledge and experience.
F2.3 Requirements for rail defect nominees

Rail defect nominees shall have received training in the application of the rules
set out in Appendix 1 and hold valid certificates for this training.
F2.4 Conditions for authorising train movements by a rail defect nominees

It is permissible for rail defect nominees to permit trains to proceed at 5 mph
over certain broken or damaged rails and broken fishplates, provided these are
in plain line and not in tunnels.
Rail defect nominees shall only be permitted to authorise trains to proceed in

accordance with the instructions set out in Appendix 1.
A rail defect examiner shall be called to the site as soon as possible after the
discovery of a broken rail, permanently distorted rail or broken fishplates.
F2.5 Exceptions for tunnels

It is permissible for certain tunnels to be identified where, exceptionally, trains
may be authorised to pass over a broken or damaged rail or a broken fishplate
by a rail defect nominee, acting in accordance with Appendix 1. The tunnel shall
be:
a) dry, with rails exhibiting no indications of rail corrosion, gall or loss of section
greater than would be expected for a rail in the open
b) uniform in cross-section.
Before identifying such tunnels, consideration shall also be given to the length of
the tunnel, its alignment and facilities for access and egress in the event of an
emergency.
The identity of such tunnels shall be published in the Sectional Appendix,

together with operational requirements to ensure the safety of the rail defect
nominee authorising trains to pass.
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F3 Action to be taken
upon the discovery of
broken rails
F3.1 Requirement for a procedure specifying minimum actions
A procedure shall be in place that specifies the minimum action to be taken upon
the discovery of a broken rail.
The procedure shall only be for the use of people who are trained and
certificated as competent in the application of the procedure or by supervisors
and track engineers who can demonstrate competence in the management of
broken rails through relevant knowledge and experience.
Rail defect nominees are permitted to authorise trains to pass over certain
broken rails in accordance with a separate procedure set out section F2.
When a broken rail is discovered, the actions required by the procedure shall be
implemented.
F3.2 Factors determining minimum actions

The specified minimum actions shall vary to suit the following factors:
a) the type of rail break
b) the size of the gap between rail ends
c) the position of the break in relation to welded or fishplated joints
d) the presence of any rail defects in close proximity to the break
e) whether equipment is fitted to the break to permit trains to pass and its type
(see section F7)
f) the type and axle load of trains likely to pass over the break
g) whether wheels with a diameter of less than 750 mm are likely to pass over
the break (generally, wheel diameters of less than 750 mm are confined to
on-track machines, wheel skates and a limited number of low floor height
freight vehicles)
h) whether a watchman has been posted.
The factors listed above determine the likelihood of a derailment at a broken rail.
F3.3 Selecting minimum actions

The minimum actions shall be selected from one of the following options:
a) block the line
b) impose a 5 mph speed restriction
c) impose a 20 mph speed restriction.
The actions are designed to mitigate the risk of a derailment at the broken rail by
reducing both the likelihood and the potential consequences of the derailment.
The minimum action shall be varied during the course of events if required to suit
changing conditions (for example, the fitting of equipment to the break to permit
trains to pass or the deterioration of sleepers supporting the broken rail).
F3.4 Blocking the line

The procedure shall require the line to be blocked if:
a) the break passes through a bolt hole
28 RAILWAY SAFETY

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b) the break is at a welded joint that is within 3 m of another welded or

fishplated joint or rail defect which requires removal within 36 hours
c) the break is a transverse break and is more than 50 mm out of vertical

between the head and foot of the rail
d) the break is in an S&C rail that is free to move (for example a switch rail)
e) the gap between rail ends exceeds the capability of available temporary rail
clamping systems or emergency bridging pieces
f) the condition and packing of the two adjacent sleepers on each side of the
break are insufficient to support the rail
g) the condition of the fastenings of the two adjacent sleepers on each side of
the break are insufficient to retain the rail in position.
F3.5 Posting a watchman

The procedure shall require a watchman to be posted if equipment (for example
a temporary rail clamping system) is not fitted to the break. See also
section F7.1.
F3.6 Passing trains over a broken rail at 20 mph

The procedure shall only permit trains to pass over a broken rail at 20 mph if all
the following conditions are met:
a) the break has been fitted with a temporary rail clamping system designed for
use at a speed of at least 20 mph
b) the break is not within 3 m of a welded or fishplated joint or rail defect
c) the gap between rail ends does not exceed 50 mm wide.
Section F7.4 permits the speed to be increased to 50 mph if the broken rail is
replaced with a short length of temporary rail with fishplated rail joints complete
with all fishbolts.
F3.7 Timescales for removal of broken rails

The procedure shall require the broken rail to be removed from the track within
24 hours of its discovery in lines in track categories 1A, 1, 2 and 3 and within
48 hours of its discovery in track categories 4, 5 and 6.
rail defects
the discovery of a defective rail.
defective rails through relevant knowledge and experience.
permanently distorted rails in accordance with a separate procedure set out
section F2.
When a defective rail is discovered, the actions required by the procedure shall
be implemented.
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a) the type of rail defect
b) the size of the rail defect, inferred from non-destructive test results where it
cannot be measured directly
c) whether the defect is isolated or whether multiple defects exist
d) the grade of rail steel
e) the position of the defect in relation to welded or fishplated joints
f) the type and axle load of trains likely to pass over the defect
g) whether a temporary rail clamping system is fitted to the defect to support

the rail head (see section F7)
h) whether a watchman has been posted
i) the condition of the adjacent sleepers and fastenings
j) local conditions.

The minimum actions shall include requirements for:
a) blocking the line
b) imposition of speed restrictions
c) fitting of a temporary rail clamping system
d) removal of defects within stated timescales
e) weld repair of defects within stated timescales
f) grinding of rails to remove or reduce the size of small and incipient surface
defects
g) removal of lipping from rails
h) re-testing of defects at stated intervals.
The minimum actions shall be formulated to minimise the likelihood of the rail
breaking before it has been removed or repaired. Where a foreseeable
likelihood remains of the rail breaking before it is removed or repaired, the
minimum actions shall be designed to reduce the likelihood and consequences
of a derailment at the rail break (for example, by fitting a temporary rail clamping
system and imposing a speed restriction).
F4.4 Defects that may be repeated in a length of rail

If a rail defect is discovered of a type that may be repeated in the length of rail as
manufactured (for example, piping), the procedure shall require consideration to
be given to replacing the complete rail between adjacent joints.
F4.5 Marking of defective rails to prevent re-use

The procedure shall require rails removed because of defects to be clearly
marked to prevent their accidental re-use.
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cracked or broken
fishplates
F5.1 Requirements for a procedure specifying minimum actions
the discovery of a cracked or broken fishplate.
cracked and broken fishplates through relevant knowledge and experience.
broken fishplates in accordance with a separate procedure set out section F2.
When a cracked or broken fishplate is discovered, the actions required by the

procedure shall be implemented.

a) whether the fishplate is broken or cracked
b) whether one or both fishplates are affected
c) the condition and packing of the adjacent sleepers on each side of the joint
d) where present, the condition of the joint in the opposite rail
e) the presence of rail defects close to the joint
f) local conditions.

The minimum actions shall specify the requirements for:
a) imposition of speed restrictions
b) fitting of temporary rail clamping systems
c) replacement of the broken or cracked fishplates within stated timescales.
Both fishplates at a joint shall be replaced, even if only one of the fishplates has
been broken or cracked. All other components used to form the joint shall also
be replaced at the time the fishplates are changed. The replaced fishplates and
other components shall not be reused.
F5.4 Timescales for replacement of broken or cracked fishplates

The procedure shall require the broken or cracked fishplate to be permanently
replaced within 24 hours of its discovery in lines in track categories 1A, 1, 2 and
3 and within 48 hours of its discovery in track categories 4, 5 and 6.
F5.5 Investigation of underlying case of broken or cracked fishplates

The procedure shall require the underlying cause of the broken or cracked
fishplates to be investigated and, where the cause is identified, action to be
taken to prevent a recurrence.
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on the discovery of
ultrasonically untestable
rails
A procedure shall be in place that specifies the minimum actions to be taken
upon the discovery of ultrasonically untestable rails, as defined in section B3.
untestable rails through relevant knowledge and experience.
When an ultrasonically untestable rail is discovered, the actions required by the

procedure shall be implemented.

The specified minimum actions shall be varied to suit the following factors:
a) whether the rail contains a visually apparent defect (for example,

wheelburns; spalling or shelling of the rail head associated with rolling
contact fatigue)
b) the likelihood that the rail could contain an internal defect.

The minimum actions shall specify the requirements for:
a) reprofiling and retesting the rail
b) removal of the rail within stated timescales.
Where there is a visually apparent defect, the action appropriate to that defect
shall be taken.
F7 Equipment used to
pass trains over broken
or defective rails
F7.1 General requirements for equipment used to pass trains over broken
or defective rails
The infrastructure controller shall specify procedures for using equipment
designed to permit trains to pass over broken or defective rails. The procedures
shall include requirements for the use of:
a) temporary rail clamping systems
b) very short pieces of sawn or disc cut rail held in the gap of a broken rail by a
temporary rail clamping system to provide continuity of running surface
(applicable to broken rails only)
c) emergency bridging pieces (applicable to broken rails only)
d) short lengths of rail with a temporary rail joint at either end to replace a
broken rail (applicable to broken rails only).
The general requirements for the use of such equipment shall be as set out in
section D6.1 for temporary rail joints.
F7.2 Use of very short pieces of rail

Use of very short pieces of sawn or disc cut rail held in the gap of a broken rail
by a temporary rail clamping system shall be subject to the following
requirements:
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a) the temporary clamping system shall be securely clamped to the adjacent

rail ends
b) the piece of rail shall be of the same nominal section as the broken rail
c) the maximum permitted speed shall be 5 mph
d) a watchman shall be posted
e) any additional requirements specified by the manufacturer of the temporary

clamping system shall be complied with.
F7.3 Use of emergency bridging pieces

Use of emergency bridging pieces shall be subject to the following requirements:
a) the maximum permitted speed shall be 5 mph
b) a watchman shall be posted
c) any additional requirements specified by the manufacturer shall be complied

with.
F7.4 Use of short lengths of rail with temporary rail joints

Use of short lengths of rail with a temporary rail joint at either end to replace a
broken rail shall be subject to the following requirements:
a) the short rail shall be supported by at least three sound, well packed
sleepers
b) the initial gap at each temporary rail joint shall not exceed 10 mm
c) the temporary joint shall not be a fly-fished joint
d) the maximum permitted speed shall be 20 mph
e) the other requirements for temporary rail joints set out in section D6 are met
f) the joints are inspected after 24 hours and a permanent repair is effected
within 48 hours.
A maximum permitted speed of 50 mph is permitted over a short length of rail

meeting the conditions above provided the temporary joints are replaced with
fishplated joints complete with all fishbolts.
All equipment used to pass trains over broken or defective rails shall be
inspected after use to confirm the equipment’s continuing fitness for purpose.
F7.5 Acceptance of equipment used to pass trains over broken or

defective rails
Equipment for forming temporary rail joints shall be accepted for use on Railtrack
F8 Flame cut holes in

rails and fishplates
Holes shall not be produced in rails or fishplates by flame cutting.
If a flame cut hole is found in a standard grade group rail in a running line, a
20 mph speed restriction shall be imposed and the rail changed within 36 hours.
A temporary rail clamping system shall be fitted where possible.
If a flame cut hole is found in a higher grade group rail, the line shall be blocked
until the rail is changed.
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If a flame cut hole is found in a fishplate, a 20 mph speed restriction shall be

imposed until the fishplate is changed.
F9 Fatigue life of
fishplates, fishbolts and
other fishplated joint
components
When evidence is found to show that particular fishplated joint components are
liable to failure before the track is due for re-railing or re-laying (for example,
skirted fishplates on concrete bullhead jointed track), a regime shall be put in
place to replace the components concerned within their fatigue life.
F10 Insulated Joints

Any rail end lipping that threatens track circuit operation shall be removed. Worn
insulation and damaged end posts that threatens track circuit operation shall be
replaced.
F11 Rail head width and

sidewear
Rails shall be changed or transposed before:
a) sidewear reaches the bottom of the gauge face of the rail
b) sidewear results in a head width (measured in accordance with the definition

of ‘sidewear’ in section B3) less than that shown in the Table 3.
Permissible or enhanced Minimum head width

permissible speed
≤ 80 mph 52 mm
(with no more than 50% of the total
permitted head loss on any one side)
> 80 mph and ≤ 125 mph 61 mm
> 125 mph 64 mm
Table 3: Minimum permitted rail head width resulting from sidewear
Table 3 assumes an unworn rail head width of not less than 70 mm.
The requirements of Table 3 will usually mean that rails are not transposed on
lines where the permissible or enhanced permissible speed is greater than
125 mph.
If rails are discovered which have reached the sidewear and head loss limits set
out above, they shall be changed or transposed within the timescales shown in
Table 4.
Annual tonnage (EMGTPA) Timescale

> 10 within 4 weeks
≥ 2 and ≤ 10 within 13 weeks
<2 within 26 weeks
EMGTPA = Equivalent million gross tonnes per annum
Table 4: Timescale for changing or transposing rails if sidewear and head
loss limits are reached
Section F12.2 sets out wear limits to prevent wheels striking fishplates. These
limits may require rails to be changed ahead of the limits set out in this section
where rail depths are significantly less than those for new rail.
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F12 Management of rail

depth and loss of section
F12.1 Determination of minimum permitted rail depths and maximum loss
of section
A procedure shall be in place for the management of rail depth and loss of
section. The procedure shall contain the following elements:
a) measurement of rail depths in accordance with section E11
b) assessment of loss of section in accordance with section E11
c) analysis methodologies for determining the minimum permitted rail depths

and maximum depths of gall at given locations that ensure that the fatigue
strength limits of rails are not exceeded
d) a process for approving analysis methodologies and associated software
e) timescales for re-railing to prevent rail wearing beyond its minimum

permitted rail depth, maximum depth of gall and maximum loss of section.
Minimum permitted rail depths shall be identified by a depth outside the gall area
together with a separately assessed depth of gall.
No analysis methodology or software shall be used until it has been subject to

the approval process set out in the procedure.
The timescales for re-railing shall take into account the permissible or enhanced
permissible speed; tonnage and type of trains passing; the presence of corrosion
and areas of localised head loss.
In the case of flat bottom rails only, an analysis to determine minimum permitted
rail depths is not required if the conditions set out in section F12.3 are met.
F12.2 Prevention of wheel / fishplate strikes

Rails within 9 m of fishplates shall not be permitted to wear below the limits set
out in Table 5 below.
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.
Rail section Minimum permitted rail depth (mm)

60 E 1 (UIC 60) FB 158.0 + L
109 / 110A / 113A Ibs/yd FB 144.5 + L
98 Ibs/yd FB 130.5 + L
95 & 97.5 Ibs/yd BH 130.5 + L
85 lb/yd BH 127.0 + L
Table 5: Wear limits to prevent wheel / fishplate strikes
Where L is the loss of head width in mm due to sidewear on the current running
face (measured in accordance with the definition of ‘sidewear’ in section B3).
Minimum permitted rail depths are depths measured outside the area of
underfoot gall.
F12.3 Normal minimum rail depths and maximum depth of gall for flat
bottom rail
Rails shall not be allowed to wear beyond the minimum rail depths or maximum
depth of gall set out in Table 6 unless an analysis (conforming to the procedure
required by section F12.1) is carried out and shows that an extended timescale
is acceptable.
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Table 6 does not apply where local short-range top faults are present or rail
support conditions are exceptionally poor.
In these circumstances, an analysis (conforming to the procedure required by

section F12.1) shall be carried out.
Rail Minimum Maximum Maximum allowable speeds

section rail depth gall (mm)
Axle load Axle load Axle load
(mm)
≤ 20.0 > 20.0 > 22.5
tonnes and ≤ 22.5 and
tonnes ≤ 25.5
tonnes
98 lbs/yd 131 4 130 mph 100 mph 60 mph
109 / 145 4 140 mph 140 mph 70 mph
110A /
113A
lbs/yd
60 E 1 158 4 140 mph 140 mph 70 mph
(UIC 60)
Table 6: Normal minimum rail depths and maximum depth of gall for flat
bottom rail
Minimum rail depths are depths measured outside the area of underfoot gall.
In wet tunnels where corrosion is present permitted maximum gall shall be

reduced to 3 mm.
The minimum rail depth and maximum depth of gall quoted in Table 6 above
shall be adjusted for excessive sidewear, corrosion and tonnage as follows:
a) Add 1 mm to the minimum rail depth for every 4.5 mm of head width loss
due to sidewear (or part thereof) where the head width loss is greater than
4.5 mm.
b) Deduct 1 mm from the maximum allowable underfoot gall for each additional
0.5 mm of all round corrosion (1 mm of thickness) above 0.5 mm all round
(1 mm of thickness).
c) Add 0.5 mm to the minimum rail depth for every additional 10 million gross
tonnes per annum (or part thereof) above 5 million tonnes per annum.
F13 Rail joint

straightening
It is permissible to improve the profile of rail joints by rail joint straightening. The
infrastructure controller shall specify processes and equipment for straightening
fishplated joints and welded joints.
The processes for rail joint straightening shall identify any rail steels (for example
AMS) or joint types (for example SmW alumino-thermic welded joints) that shall
not be straightened because they are associated with a higher than average risk
of breaking as a result of the process.
The processes for rail joint straightening shall specify the maximum number of
times a joint may be straightened before it is replaced.
Rails 1 m either side of the joint to be straightened shall be ultrasonically tested

for the defects listed in section E4.1. The testing shall be undertaken not more
than 14 days before the straightening operation. A joint shall not be straightened
if a rail defect is detected. The rails shall be re-tested within 14 days following
straightening.
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All welded joints which are to be straightened shall be verified as suitable for
straightening by a competent person.
Joints shall be shimmed and packed as necessary to retain the improved profile
following straightening.
Records of all straightening work undertaken shall be kept until the rails meeting
at the straightened joints are replaced.
F14 Integrity of traction

return circuit
Where works involve the removal or cutting of running rails in electrified lines,
the infrastructure controller shall specify requirements to ensure that the integrity
of the traction return circuit is not compromised.
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Appendix 1
Conditions under which trains may be authorised to
pass at 5 mph over a broken or damaged rail or a
broken fishplate by a rail defect nominee
A rail defect nominee is permitted to authorise trains to pass over a broken or

damaged rail or a broken fishplate at 5 mph provided all the following conditions
are met:
a) the rail is in plain line
b) the rail is not in a tunnel, except where authorised in the sectional appendix
c) the conditions set out in Table 7 apply, depending on the type of break
d) adjacent sleepers and fastenings are in place and in good condition.
The rail shall be carefully examined before each train passes over it to make
sure the conditions in (d) above are maintained.
No train shall be allowed to pass over the adjacent line while a train is passing
over the broken rail or fishplate.
38 RAILWAY SAFETY

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Type of break or damage All conditions which must apply

Complete break through a plain rail or The break does not pass through a
at a weld. bolthole, and the break is vertical or
Gap not more than 50 mm not more than 50 mm out of vertical
and the gap is not more than 50 mm
wide and the break is not less than
3 metres from a joint, weld, adjustment
switch or S&C (points) and there is no
voiding under the adjacent sleepers.
Note: If the break is at a weld,
3 metres refers to another weld or
joint.
Complete break through a plain rail or The break does not pass through a
at a weld. bolthole, and the break is vertical or
Gap more than 50 mm but not more not more than 50 mm out of vertical
than 75 mm and the gap has been measured and
is not more than 75 mm wide, and
there is no voiding under the adjacent
sleepers, and the two rail ends are in
line both vertically and horizontally,
and the break is not less than 3 metres
from a joint, weld, adjustment switch or
S&C (points).
Note: If the break is at a weld,
3 metres refers to another weld or
joint.
Any part of the railhead broken away The break does not pass through a
bolthole, and less than 50 mm of the
railhead is missing, and the break is
not less than 3 metres from a joint,
weld, adjustment switch or S&C
(points), and there are no cracks
extending into the web.
Railhead damage The railhead is damaged or distorted
vertically or laterally by not more than
25 mm.
Longitudinal split The damage is confined to the non-
running edge of the railhead (and the
running edge is intact).
Complete break of one or both fish- Both fishplates on the opposite rail are
plates at a rail joint sound and the fishplates tight, and no
cracks or breaks are visible in the rails,
and the maximum gap between the rail
ends is 50 mm and there is no voiding
under the adjacent sleepers.
Table 7: Conditions under which trains may be authorised to pass at 5 mph
by a rail defect nominee
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References
Railway Group Standards and other Railway Group Documents
GA/RT6001 Railway Group Standards Change Procedures
GA/RT6004 Temporary Non-Compliance with Railway Group Standards
GA/RT6006 Derogations from Railway Group Standards
GC/RC5522 Recommended Action to be Taken on Discovery of a Broken or Defective Rail
GC/RT5011 Switches and Crossings
GC/RT5021 Track System Requirements
GC/RT5023 Categorisation of Track
GC/RT5024 Rail Fastenings and Supports
GE/RT8040 Low Adhesion Between the Wheel and the Rail – Managing the Risk
GE/RT8047 Reporting of Safety Related Information
GE/RT8217 Transition from Track Circuits to Axle Counters - Managing the Risk
GI/RT7001 Management of Safety Related Records of Elements of the Infrastructure
GI/RT7002 Acceptance of Systems, Equipment and Materials for Use on Railtrack controlled
infrastructure
GI/RT7004 Requirements for the Design, Operation and Maintenance of Points
GO/RT3000 Master Rule Book
Other References
RIDDOR 1995 Reporting of Injuries, Diseases and Dangerous Occurrences Regulations 1995
HS(G)153/1 HMRI Railway Safety Principles and Guidance
The Catalogue of Railway Group Standards and the Railway Group Standards
CD-ROM give the current issue number and status of documents published by
Railway Safety.
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Uncontrolled copy from the catalogue dated August 2004

Railway Group Standard

Rails and Rail

This document is the property of

This page has been left blank intentionally

Railway Group Standard

Part C Requirements for the track system and components

Part D Requirements for track construction and commissioning

Part E Requirements for track inspection, testing and recording

Railway Group Standard

Part F Requirements for track maintenance and corrective action

Railway Group Standard

Amended or additional parts of revised pages have been marked by a vertical

This document will be updated when necessary by distribution of a complete

This document comes into force on 07 December 2002.

The dates by which compliance with the requirements of this document is to be

This document supersedes the following Railway Group Standards, either in

Railway Issue Title RGS sections Date(s) as of

GC/RT5022 issue 1 is withdrawn with effect from 07 December 2002.

GO/RT3000 Section V is withdrawn with effect from 07 December 2002. The

Railway Group Standard

Railtrack PLC is known as Railtrack.

A5 Health and safety

Jon Taylor, Principal Track and Structures Engineer, Railway Safety

Enquiries should be directed to Railway Safety – Tel: 020 7904 7518.

Railway Group Standard

B2.2 Compliance requirements

a) track with permissible or enhanced permissible speeds up to and including

a) Compliance with section F1 is required no later than 06 December 2003.

b) Compliance with the requirement to develop and specify a standard method

c) Compliance with the requirement to specify the geometrical tolerances to be

c) Compliance with the requirement to develop and specify a standard method

Railway Group Standard

B2.3 General compliance requirements

Where it is considered not practicable, or not reasonably practicable, to comply

B2.4 Related requirements in other documents

General requirements for the design, construction, inspection and maintenance

Requirements for the management of safety related records of elements of the

B2.5 Supporting documents

a) a complete fracture through its full cross-section

2. Track constructed with continuously welded rail.

Railway Group Standard

a) repair or premature removal from the track to prevent it from breaking in

b) re-testing at stated intervals because it contains a defect that has the

See also ‘broken rail’.

Emergency bridging piece

Equivalent million gross tonnes per annum (EMGTPA)

Higher grade group of rail steels

Permissible or enhanced permissible speed

Rail defect examiner

Railway Group Standard

Rail defect nominee

Rolling contact fatigue

Standard grade group of rail steels

Temporary rail clamping system

Temporary rail joint

Ultrasonically untestable rail

Railway Group Standard

The material properties specified shall include:

a) chemical composition of the rail

b) rail head hardness

c) tensile strength and elongation

e) fatigue crack growth rate