Corrective and Preventative Rail Maintenance by Grinding

SPENO INTERNATIONAL SA

– Competing or Complementing Activities?

Dr. Wolfgang Schöch Director External Affairs

Luleå University of Technology & Luleå Railway Research Center (JVTC) 19th Nordic Seminar on Railway Technology 2016

2 LTU - JVTC 19th Nordic Seminar on Railway Technology 2016

Contents

* Introduction – Development of Rail Maintenance

* Severe Surface Defects (New Surface Phenomena)

* Remarks and Conclusion

* Definitions: Corrective / Preventive Grinding

* Strategic Defect Treatment (Removal)

* Example of Heavy Corrective Grinding

Rail Maintenance 1980

Short pitch corrugation Short

Longitudinal profile correction

State of The Art High production rates - working speed 3 – 16 km/h

Few grinding passes

Switches and Crossings

Short Waves

Corrugation

Short Pitch

Surface Damage (e.g. Object Imprints)

Objectives of Corrective Grinding

Removal of (severe) defects such as:

Corrugation, Plastic deformation, Surface damage, Surface fatigue

Restoration of optimal conditions

Gauge Corner Fatigue (Head Checks)

Objective of Cyclical Grinding

Repeated removal of top surface layer, minor correction of transverse profile

Intervention cycle depending on damage development (mainly experience, in future recordings)

(e.g. 15 – 150 MGT, 0.1 – 0.3 mm metal removal at center)

Removal / reduction of surface fatigue, maintaining optimal contact conditions

Definition of Maintenance Strategies

Initial (new rails) & Tonnage based

Corrective grinding Reactive grinding (Thresholds)

Preventive grinding

Cyclical grinding

Medium

Severe

Initial Grinding Followed by Preventive Actions

Initial grinding

Cyclic Grinding

Source: ProRail

Tonnage

Defect development

12 LTU- JVTC 19th Nordic Seminar on Railway Technology 2016

Effectivity of Complete Plus Cyclic Grinding

medium

Cyclic Grinding

Complete Corrective Grinding

Tonnage

Defect development

Source: ProRail

severe

Effectivity of Incomplete Corrective Grinding

Small effect of cyclic Grinding

Cyclic Grinding

Source: ProRail

Defect development

Incomplete Corrective Grinding

medium

Tonnage

severe

Keeping rails free of surface defects: Optimized grinding programs Few grinding passes / One-pass-operation Rails (profiles) always in good shape

Overall constant conditions: Track conditions (radius, cant, elasticity) Traffic / operational conditions (speed, accelerations) Defect type and development

Theory – Planning

Practice – Defect Development

• Locally more severe defects / bigger than expected

• Changing position of defects (Surface cracks towards the center of the rail head)

• Unexpected defects (Squats, Studs, Spalling, ….. )

• Partially treated defects (initial, preventive) develop differently - Need for different metal removal rates

Practice – Execution

Traffic and site situation overruns planned schedule Actual vs. expected conditions Not enough time for last pass (production / finishing)

Organizational / logistic problems:

Machine break-down ( ? )

Disruption of cyclic grinding plan: (Change of maintenance plans, track and traffic

conditions)

Rolling Contact Fatigue (RCF)

Severe Rolling Contact Fatigue

Unexpected Developments

St L Grassie, “Studs and Squats: the evolving story”, Proceedings of the IHHA 2015 Conference, Perth, Australia

Head Checks – WEL – Squats – Studs – “Roughness”

Example – Surprise Before Grinding

Example - Surprise During Grinding

Example – Surprise After Grinding

Occasional Criticism & Proposed Solutions

• (Steel grade selection and use -“no-wear-regime”)

• Too “aggressive” grinding finish

► Change contact conditions / target profile

► Provide adequate finishing conditions

• Inappropriate target profiles / tolerances

Avoid incomplete corrective work / partial defect removal

► (Special specs: target profile – tolerances – finish?)

Head Checks Study (DB AG)

Head Checks – Study – Transverse Cut

0.0 mm -1.0 mm

HC – GRINDING (DB AG - Laboratory investigation)

-2.0 mm -3.0 mm

0.0 mm -1.0 mm

Head Checks – Study – Longitudinal Cut

HC – GRINDING (DB AG - Laboratory investigation)

-2.0 mm -3.0 mm

Squat - Principle

First phase Risk of branching/

turning downwards

Longitudinal cut

~ 0.5 mm

Heavy Corrective Grinding Test

Heavy Corrective Grinding Test - Planning

Detected damage: 6 mm defect depth (US)

RR 64 M-2 grinder

Calculation: 0.5 mm removal at 5 km/h

Plan: 12 passes

MiniProf measurements (4 locations): > 0.5 mm per pass

Manual ET-checks, Final US-check :

No defects remaining

Request: No profile change during work in area -70° to +5° !

Profile plot km 146.0568 low A

Transverse Profiles – First Passes Passes 0 - 9

Situation After 7 Passes

Situation After 11 Passes

Profile plot km 146.0568 low B

Examples – Last Passes Passes 0, 9 – 12 ,14

Finished Ground Rail

Example of Finish Conditions

All defects completely removed!

Heavy Corrective Grinding Test - Results

Noise sensitive area: 2 additional finishing passes (at 16 km/h) Measured roughness: Ra (EN13231-3): < 4 microns Production rate: 400 m of track / hour: > 6 mm metal removal

Remaining service life / corrective work vs changing rails!

1) Rail maintenance: Preventive cyclic grinding + Corrective work

Summarizing Remarks

2) In-track tests: Feasibility of heavy corrective grinding Successful defect elimination (Squats and Studs) with

standard grinding equipment

3) Flexible planning with standard equipment Precise preparation work – valuable planning tool Postponing changing of rails

Examples of Machine Capacity

Heavy corrective grinding > 6 mm metal removal Pre-programming of pattern (speed / pressure) required 1 x RR 64 12 passes 400 m finished / h

One-pass-grinding (cyclic – preventive) 0.3mm metal removal: 2 x RR 48 1 pass 7400 m finished / h (1 x RR 48 2 passes 3600 m finished / h) 1 x RR 64 1 pass 5900 m finished / h

According defect depths

Conclusions

- Preventive grinding assures generally good rail surface conditions

- Supervision is required to check the results

- Cyclic grinding with only partial damage removal may mask deeper damage (until spalling occurs)

- Local defect development needs to be addressed

- Corrective grinding complements preventive work - preceding preventive work - addressing specific damage development

SPENO INTERNATIONAL SA

Dr. Wolfgang Schöch Director External Affairs

Luleå University of Technology & Luleå Railway Research Center (JVTC) 19th Nordic Seminar on Railway Technology 2016

Corrective and Preventative Rail Maintenance by Grinding

– Competing or Complementing Activities?

THANK YOU FOR YOUR LISTENING

Corrective and Preventative Rail Maintenance by Grinding

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