In-situ Repair and Rebuilding

of Railway Track

Rail suffers many different types of

wear and damage.

The following shows some

very common examples.

Damaged

Crossing

(Metal Flow)

Close-up

Broken

Flow

Piece

fallen

out

Head

Damage

Cracks

Extreme

wear

Broken

Switch

tip

Wheelburns

Transverse

defect

Large

cracks

in

crossing

nose

The current method of dealing with

these problems is to replace the rail.

This is a costly and labour intensive

method.

It is now possible to permanently

repair these problems.

In some cases the repair methods

can actually improve the

wear characteristics of the

repaired component.

History

and

Development

Excessive

spatter

and

porosity

Excessive

porosity

Better

weld

X-ray

of

manganese

weld

Fusion

line

defect.

Manganese

weld.

Failed

repair

Manganese

Weld

samples

Crack in

weld

sample

Small

cracks

on

manganese

rail

Hardness test showing large variation

Hardness test showing large variation

Hardness test showing consistency

Hardness test showing consistency

Steel Crossing

Repair

In-Situ repair

at Brighton

Beach

In-Situ repair

at Brighton

Beach

Close-up of

wear on wing

and small

defect

on nose

In-Situ repair

at Brighton

Beach

Grinding

wing

rail

In-Situ repair

at Brighton

Beach

Close-up of

head damage

on

wing

rail

In-Situ repair

at Brighton

Beach

Head-damage

removed

from

wing

rail

In-Situ repair

at Brighton

Beach

Large defect

in

nose

rail

In-Situ repair

at Brighton

Beach

Close-up

of

nose

defect

In-Situ repair

at Brighton

Beach

Nose and

wing

defects

removed

by

grinding

rail

In-Situ repair

at Brighton

Beach

The rail

is

heated

if

required

In-Situ repair

at Brighton

Beach

Rebuilding

wing

rail

In-Situ repair

at Brighton

Beach

Wing

rail

build-up

complete

In-Situ repair

at Brighton

Beach

Coarse

grind

completed

on

wing

rail

In-Situ repair

at Brighton

Beach

Build-up

completed

on

nose

rail

In-Situ repair

at Brighton

Beach

Coarse

grind

completed

on

nose

rail

In-Situ repair

at Brighton

Beach

Final grinding

completed

on both

rails

After

Before

In-situ repair

Large repair

on steel

crossing

Switchblade

Repair

Switchblade

with

broken tip.

This

had been

removed

from track

as it was

too

dangerous

to

allow it

to remain

in service.

Switchblade

during

repair

Switchblade tip

during repair.

Completed repair

Switchblade

after repair.

Repaired

Switchblade

Before

After

In-situ repair

of switchblades

Rebuilt

2007

July 2013

In track for six

years

Damaged switchblade – Hunter Valley Up Main track

Switchblade after repair.

Switchblade photographed July 2013

In track for 6 years.

Swing-Nosed Crossing

Repair

Swingnose crossing with head defect on wing

Close-up of head defect

Swingnose crossing

with small head defect on nose

Swingnose crossing with large damaged area on wing

Same swingnose crossing during repair.

Repair is 18 months old.

32 tonne axle loads. 90 million tonnes annually

Same repair. Different view.

Manganese components are

generally

removed from track before rebuilding.

Fumes and dust can be easily controlled in a

workshop environment thereby protecting

workers form the harmful effects of

manganese.

Bolts are

cut and

steel rails

separated

from

manganese

insert

Manganese

insert is

lifted out

Interior of crossing

cleaned of debris and glue

New

insert

being

lifted in

Crossing is re-bolted

Completed

Swap takes between

one and two hours

Rebuilt

manganese

inserts

ready

for

delivery

On

manganese

rail,

very large

defects

can be

repaired.

Here, a

large

crack is

removed,

ready

for

welding

Hedkote®

can be used as an

alternative

to explosive hardening

Casting

defects

in

crossing

nose.

Cannot

be

removed

using

Explosive

Hardening

Casting

defects

Brand new insert as received from ARTC

Transition areas ground out and crack tested

prior to hardfacing

Hardfacing complete.

Coarse grinding and final profiling has not

been completed yet.

Photo taken after

28 months.

Toe wear.

Nose is in very

good condition.

Wing has small

notch missing.

Total tonnage

approximately

254MGT

Condition of the

manganese

insert as it was

received for

rebuild.

Condition

of the

manganese

insert as it

was

received for

rebuild.

Applying Hedkote to a brand new insert has greatly

improved the performance of the component.

Normal service life 9-12 months.

This was extended to 31 months by hardfacing.

It can now be removed and hardfaced/rebuilt again.

It is possible to rebuild inserts up to four times

giving a huge extension in service life

and performance.

RBM

damage

RBM

damage

Extreme

repair on

manganese

crossing

Example 9

Recycling

Recycling

Crossings that have been

removed due to

wear or damage,

should not be scrapped.

Again, service life is the same

as a new crossing.

They can be recycled and returned to service

as new crossings.

Switch-

blades

and

manganese

monoblocks

ready

for

recycling

Steel

and

manganese

crossings

during

recycling

Dismantled

RBMs

ready

for

recycling

Rebuilt

insert

ready

for

delivery

Monoblock

after

painting

and

ready

for

delivery

Rebuilt

Monoblock

before

painting

Severe wear on steel crossing

Before

After

Steel

Crossing

Rebuilt

crossings

have the

same

service

life as

new

crossings.

After

Wheelburn and Squat

Repairs

Before

After

final

profiling,

the defect

has been

completely

removed.

After

The end result is rail back to its original condition.

CWR remains continuous.

No aluminothermic welds.

Repaired area has the same hardness as the original rail.

No possibility of “dips”

No cutting of rail.

No lifting equipment required.

10-15 per day.

80% cost saving over traditional closures

Guaranteed for three years against defects.

Permanent removal of defect.

Approved for Heavy Haul

Before After

Record Keeping

and

Documentation

Casting defects

which require

grinding to the

bottom of the

flangeway in order

to completely

remove.

ID numbers

stamped

here for

steel

and

here for

manganese

inserts

Hardface wins

WTIA

Fabricator of the Year

for

2006

Type Approval

for

the

Hedkote®

Process

13/09/2010

Southern Cross

Station

Melbourne

Conclusions

Possible to permanently refurbish damaged/worn rail

Improve safety

Extremely cost effective

Recycle old/worn components

Proven/Certified in Heavy Haul applications.

“Green” process

What does all this mean

for the rail operator?

Hardface Technologys

6/28 Coombes Drive, Penrith, NSW 2750 Australia

PO Box 635, Penrith, NSW 2751 Australia

Tel. +61 2 4721 4088 Fax. +61 2 4732 4988 Mob. +61 4 13 64 0526

E-mail hardface@netspace.net.au

www.hardface.com.au

Hedkote®

Saving Rail

The Permanent Way