Rails

1
RAILS
Rails are trailer, mover and director.
Rails are under both static and
dynamic loads.
MARCH 2015
Research, Planning & Coordination Department
RAILS
Expectations from a Rail

Forces Acting On a Rail
Rail Types
Hardness Tests and Rail Hardness Selection
Rail Defects
Rail Welding
MARCH 2015
EXPECTATIONS FROM A RAIL

High strength against the abrasion
High resistance againts the crush

Hight material strength against the fatique
High yield stress, tensile stress and hardness
Availability for welding
High brittle fracture strength
High degree of purity
Sustainable profile
Low stresses after manufacturing

MARCH 2015
FORCES ACTING ON A RAIL
MARCH 2015
FORCES ACTING ON A RAIL
Basic Rail Profile

MARCH 2015
RAIL TYPES
MARCH 2015
RAIL TYPES
Natural-Hard Rails
Tempered Rails
Off-line hardening
In-line hardening
High Alloyed Rails
MARCH 2015
RAIL TYPES
NATURAL HARD RAILS
Rails are perlitic steel in natural-hardness

that indicates 200-300 HBS . Abrasion
values of the 900 A quality rails are 0,7-1
mm on alignment and 2-3 mm on curves.
MARCH 2015
RAIL TYPES
NATURAL HARD RAILS
MARCH 2015
10
RAIL TYPES
TEMPERED RAILS
To increase the strength of natural-hard rails, generally

heat treatments called as head hardening are applied.
Two main methods of this heat treatments are in the

followings:
-Off-line hardening
-In-line hardening
MARCH 2015
11
RAIL TYPES
TEMPERED RAILS
-Off line hardening:

Rail is heated till 850-900 C degree approximately during 2-6
minutes. Then It is cooled with water vapour till 650-500 C
degree temperature rang
-In line hardening:

The rail is put into the cooling bath just after rolling process. It
stays in the bath about 2,5 minutes and cooled under 60 C
degree.
MARCH 2015
12
RAIL TYPES
TEMPERED RAILS
Head-Hardening rail vs. Normal Rail

MARCH 2015
13
RAIL TYPES
HIGH ALLOYED RAILS
These kind of rail types has low welding

capability. Another disadvantage of these
rails is low fracture strength. For avoiding
to possible cracks in welding area, afterwelding cooling must be done so carefully

MARCH 2015
14
RAIL TYPES
MARCH 2015
15
RAIL TYPES
MARCH 2015
16
RAIL TYPES
Hardness of steel
Steel quality
Steel no.
Hardness
(HBW)
R200
1.0521
200 - 240
Unalloyed (C-Mn)
Has not been heat treated
R220
1.0524
220 - 260
Unalloyed (C-Mn)
R260
1.0623
260 - 300
Unalloyed (C-Mn)
R260Mn
1.0624
260 - 300
Unalloyed (C-Mn)
R320Cr
1.0915
320 - 360
Alloyed (1% Cr)

R350HT
1.0631
350 - 390
Unalloyed (C-Mn)
Heat treated
R350LHT
1.0632
350 - 390
Unalloyed (C-Mn)
Heat treated
R370CrHT
1.0992
370 - 410
Alloyed (C-Mn)
Heat treated
R400HT
1.1254
400 - 440
Unalloyed (C-Mn)
Heat treated
Definition
Graphic symbol
Has no graphic symbol
Classification of rails according to steel quality

MARCH 2015
17
RAIL TYPES
Profile Type (kg/m)
46
46
46
46
49
49
49
50
50
50
50
50
50
52
54
54
54
54
54
55
56
60
60
MARCH 2015
Old Profile Code

SBB1
U33
NP46
46 UNI
DIN S49
S49 T
--U50E
50EB-T
BV 50
UIC 50
50 UNI
U 50
52 RATP
UIC 54
UIC 54E
DIN 554
----U 55
BS 113lb BR Variant
UIC 60
---
New Profile Code

46 E1
46 E2
46 E3
46 E4
49 E1
49 E2
49 E5
50 E1
50 E2
50 E3
50 E4
50 E5
50 E6
52 E1
54 E1
54 E2
54 E3
54 E4
54 E5
55 E1
56 E1
60 E1
60 E2
18
RAIL TYPES
MARCH 2015
19
RAIL TYPES
Rail profile 60 E1
MARCH 2015
Rail profile 49 E1
20
HARDNESS TESTS and RAIL

HARDNESS SELECTION
In a hardness test , specified loads are applied
on the specimen by some kind of materials.

Main test methods:
-Brinell test
-Rockwell test
MARCH 2015
21

HARDNESS SELECTION
-
Brinell Test
All Brinell tests use a carbide ball indenter. The test procedure is as follows:
The indenter is pressed into the sample by an accurately controlled test force.
The force is maintained for a specific dwell time, normally 10 - 15 seconds.
After the dwell time is complete, the indenter is removed leaving a round indent in the
sample.
The size of the indent is determined optically by measuring two diagonals of the round
indent using either a portable microscope or one that is integrated with the load
application device.
The Brinell hardness number is a function of the test force divided by the curved surface
area of the indent. The indentation is considered to be spherical with a radius equal to
half the diameter of the ball. The average of the two diagonals is used in the following
formula to calculate the Brinell hardness.
MARCH 2015
22

HARDNESS SELECTION
MARCH 2015
23

HARDNESS SELECTION
-Rockwell Test:
Stanley P. Rockwell invented the Rockwell hardness test. He was a

metallurgist for a large ball bearing company and he wanted a fast
non-destructive way to determine if the heat treatment process
they were doing on the bearing races was successful. The only
hardness tests he had available at time were Vickers, Brinell and
Scleroscope. The Vickers test was too time consuming, Brinell
indents were too big for his parts and the Scleroscope was difficult
to use, especially on his small parts.
To satisfy his needs he invented the Rockwell test method. This

simple sequence of test force application proved to be a major
advance in the world of hardness testing. It enabled the user to
perform an accurate hardness test on a variety of sized parts in just
a few seconds.
MARCH 2015
24

HARDNESS SELECTION
MARCH 2015
25

HARDNESS SELECTION
MARCH 2015
26

HARDNESS SELECTION
Rail hardness selection
Normal Raylar (Normal Rails) : R260, R260Mn

Sert Raylar (Hard Rails)
: R350HT, R350LHT, R320Cr
MARCH 2015
27
RAIL DEFECTS
MARCH 2015
28
RAIL DEFECTS
MARCH 2015
Abrasion defects(Later wear-Vertical wear)

Cracking(Vertical-Horizontal)
Warped rail
Corrugation
Crushing
Squats
Corrosion
Belgrospi
Shelling
29
RAIL DEFECTS
ABRASION DEFECT
Abrasion is the process of wearing down or

rubbing away by means of friction.
If the strength values of the rail steel and tyre
are approximate to each other, the abrasion
decreases.
Most common types of abrasion:
- Lateral wear
- Vertical wear
MARCH 2015
30
RAIL DEFECTS
ABRASION DEFECT
-Lateral wear
Generally seems on the curve parts of the railway.
MARCH 2015
31
RAIL DEFECTS
ABRASION DEFECT
-Vertical wear
Overloads, regular loads and stress can cause distortions on the
top surface of the rail.
MARCH 2015
32
RAIL DEFECTS
CRACKING
With any reasons( overloads, overstress, fatique

etc.) microcracks may arise any point of load area of
the rail. A crack can quickly move and enlarge itself
so may cause serious problems.
Types of cracks:
-Horizontal cracks
-Vertical cracks
MARCH 2015
33
RAIL DEFECTS
CRACKING
-Horizontal cracks
MARCH 2015
34
RAIL DEFECTS
CRACKING
-Vertical cracking
MARCH 2015
35
RAIL DEFECTS
WARPED RAIL
This defect is the total of permanent distortion on the rail. It may
occur by the accidents, wrong transportation and loading.
MARCH 2015
36
RAIL DEFECTS
CORRUGATION
Abrasions, fatique, dynamic overloads and

multilateral stresses may cause corrugation
which is rail surface distortion. The rail surface
shape shifts into a kind of vave geometry.
Types of corrugation:
-Short Pitch Corrugation
-Long Pitch Corrugation
MARCH 2015
37
RAIL DEFECTS
Corrugation
-Short Pitch Corrugation
MARCH 2015
38
RAIL DEFECTS
CORRUGATION
-Long Pitch Corrugation
MARCH 2015
39
RAIL DEFECTS
CRUSHING
This defect is generally observed on low radius

curves. Distortion occurs inside of the rail and by
the time it causes fracture.
MARCH 2015
40
RAIL DEFECTS
SQUAT
This defect is a kind of collapse near the center

line of the rail surface.
MARCH 2015
41
RAIL DEFECTS
SQUAT
MARCH 2015
42
RAIL DEFECTS
CORROSION
Oxidation of the rails.
MARCH 2015
43
RAIL DEFECTS
BELGROSPI
Micro cavities on the rail surface.
44
RAIL DEFECTS
BELGROSPI
MARCH 2015
45
RAIL DEFECTS
SHELLING
Oxide residues and residual stress of manufacturing can

cause under-surface fatique on the rails so shelling
defects occur.
MARCH 2015
46
RAIL WELDING
Mainly two types of welding are used to connect
rails.
Thermite welding (exothermic welding)
Flash butt welding( a type of resistance
welding)
MARCH 2015
47
RAIL WELDING
THERMIT WELDING
Thermit welding, also known as exothermic bonding, and

Exothermic welding, is a welding process for joining
materials that employs molten metal to permanently join
the conductors. The process employs an exothermic

reaction of a thermite composition to heat the metal, and
requires no external source of heat or current. The

chemical reaction that produces the heat is an
aluminothermic reaction between aluminium powder

and a metal oxide.
MARCH 2015
48
RAIL WELDING
THERMIT WELDING
In exothermic welding, aluminium dust reduces the

oxide of another metal, most commonly iron, because
aluminium is highly reactive. Iron(III) oxide is commonly
used:
The
products
are
aliminium
oxide,
free
elemental iron, and a large amount of heat. The
reactants are commonly powdered and mixed with a
binder to keep the material solid and prevent
separation.
MARCH 2015
49
RAIL WELDING
THERMIT WELDING
Advantages of thermite welding:

An exothermic weld has higher mechanical
strength than other forms of weld, and
excellent corrosion resistance

It is also highly stable when subject to repeated
short-circuit pulses and does not suffer from

increased electrical resistance over the lifetime
MARCH 2015
of the installation
50
RAIL WELDING
THERMIT WELDING
Disadvantages of thermite welding:
the process is costly relative to other welding processes,
requires a supply of replaceable moulds, suffers from a lack of
repeatability, and can be impeded by wet conditions or bad
weather
Welding material and rail steel does not have the same
chemical properties so welding area strength is relatively
week.
High load heat makes temper effect and change the crystal
structure of the rail steel, therefore the mechanical properties
of the rail steel decreases.
Due to non-uniform cooling among the parts of the rail,
residual stresses occur.
MARCH 2015
51
RAIL WELDING
THERMIT WELDING
MARCH 2015
52
RAIL WELDING
THERMIT WELDING
MARCH 2015
53
RAIL WELDING
THERMIT WELDING
MARCH 2015
54
RAIL WELDING
THERMIT WELDING
MARCH 2015
55
RAIL WELDING
FLASH BUTT WELDING
Flash welding is a type of resistance welding that

does not use any filler metal. The pieces of metal
to be welded are set apart at a predetermined
distance based on material thickness, material
composition, and desired properties of the
finished weld. Current is applied to the metal,
and the gap between the two pieces creates
resistance and produces the arc required to melt
the metal. Once the pieces of metal reach the
proper temperature, they are pressed together,
effectively forging them together.
MARCH 2015
56
RAIL WELDING
FLASH BUTT WELDING
Advantages of Flash Butt welding:

Joint obtained is clean, as filler metal is not use in
this process.
Produces defects free joint. Oxides, scales and other

impurities are thrown out of the weld joint due to
high pressure applied at elevated temperature.
Reduces maintenance costs
Faster installation.
Lowest life cycle cost
MARCH 2015
57
RAIL WELDING
FLASH BUTT WELDING
Saves track time

Eliminates corrugation
No weld filler material
Smaller heat affected zone
Smaller annealed zone
Consistent hardness
Highest fatigue resistance
Average life equal to the rail
25% savings over Thermite welding
Large cross sectioned shape materials can be welded in a
short time
MARCH 2015
58
RAIL WELDING
FLASH BUTT WELDING
Disadvantages of flash butt welding:

The process is suitable for parts with
similar cross sectional area
Joint preparation is must for proper
heating of work pieces to take place
MARCH 2015
59
RAIL WELDING
FLASH BUTT WELDING
MARCH 2015
60
RAIL WELDING
FLASH BUTT WELDING
MARCH 2015
61
RAIL WELDING
FLASH BUTT WELDING
MARCH 2015
62
RAIL WELDING
FLASH BUTT WELDING
MARCH 2015
63

Rails

Diunggah oleh

Informasi Dokumen

Hak Cipta

Format Tersedia

Bagikan dokumen Ini

Bagikan atau Tanam Dokumen

Opsi Berbagi

Apakah menurut Anda dokumen ini bermanfaat?

Apakah konten ini tidak pantas?

Hak Cipta:

Format Tersedia

Rails

Diunggah oleh

Hak Cipta:

Format Tersedia

1

Research, Planning & Coordination Department

Expectations from a Rail

Research, Planning & Coordination Department

EXPECTATIONS FROM A RAIL

High resistance againts the crush

Low stresses after manufacturing

Research, Planning & Coordination Department

FORCES ACTING ON A RAIL

Research, Planning & Coordination Department

FORCES ACTING ON A RAIL

Basic Rail Profile

Research, Planning & Coordination Department

Research, Planning & Coordination Department

Research, Planning & Coordination Department

Rails are perlitic steel in natural-hardness

mm on alignment and 2-3 mm on curves.

Research, Planning & Coordination Department

Research, Planning & Coordination Department

To increase the strength of natural-hard rails, generally

Two main methods of this heat treatments are in the

Research, Planning & Coordination Department

-Off line hardening:

degree temperature rang

-In line hardening:

Research, Planning & Coordination Department

Head-Hardening rail vs. Normal Rail

Research, Planning & Coordination Department

These kind of rail types has low welding

to possible cracks in welding area, afterwelding cooling must be done so carefully

Research, Planning & Coordination Department

Research, Planning & Coordination Department

Research, Planning & Coordination Department

Alloyed (1% Cr)

Classification of rails according to steel quality

Research, Planning & Coordination Department

Old Profile Code

New Profile Code

Research, Planning & Coordination Department

Research, Planning & Coordination Department

Research, Planning & Coordination Department

HARDNESS TESTS and RAIL

on the specimen by some kind of materials.

Research, Planning & Coordination Department

HARDNESS TESTS and RAIL

The force is maintained for a specific dwell time, normally 10 - 15 seconds.

Research, Planning & Coordination Department

HARDNESS TESTS and RAIL

Research, Planning & Coordination Department

HARDNESS TESTS and RAIL

Stanley P. Rockwell invented the Rockwell hardness test. He was a

To satisfy his needs he invented the Rockwell test method. This

Research, Planning & Coordination Department

HARDNESS TESTS and RAIL

Research, Planning & Coordination Department

HARDNESS TESTS and RAIL

Research, Planning & Coordination Department

HARDNESS TESTS and RAIL

Normal Raylar (Normal Rails) : R260, R260Mn

Research, Planning & Coordination Department

Research, Planning & Coordination Department

Abrasion defects(Later wear-Vertical wear)

Abrasion is the process of wearing down or

Research, Planning & Coordination Department