Relevant bibliographies by topics / Rails steel

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  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers
  6. Reports

Academic literature on the topic 'Rails steel'

Author: Grafiati
Published: 4 June 2021
Last updated: 12 February 2022

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Journal articles on the topic "Rails steel"

1

Pawłowski, Bogdan, and Piotr Bała. "The Effect of Different Delivery Conditions on the Accelerated Degradation of Structural Steel in the Coal Mine Environment / Wpływ Różnego Stanu Dostawy Na Przyspieszoną Degradację Stali Konstrukcyjnej W Środowisku Kopalnianym." Archives of Mining Sciences 57, no. 4 (December 1, 2012): 945–50. http://dx.doi.org/10.2478/v10267-012-0063-9.

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Abstract The main objective of this work was to determine the effect of different delivery conditions on the accelerated degradation of structural steels used for lifting beams (rails) of the monorail transport systems. Some of these rails, made of the same steel grade as others, undergoes accelerated corrosion in the coal mine environment. Corrosion degradation occurs much faster (more than two times faster), comparing to the same steel grade rails operated under the same conditions but with different microstructures. However, all the provided rails meet the requirements of appropriate standards for steel on the lifting beams of the monorail transport systems. The investigations were carried out on rails made of the same steel grade but with different microstructures and showed that the main factor influencing the accelerated corrosion degradation of tested steels is the delivery condition, so-called “as rolled” condition. The greatest resistance to the accelerated corrosion showed rails in the normalized or normalizing rolling condition.
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Eugene Buth, C., Wanda L. Menges, and William F. Williams. "Test Level 4 Bridge Rails." Transportation Research Record: Journal of the Transportation Research Board 1720, no. 1 (January 2000): 80–94. http://dx.doi.org/10.3141/1720-10.

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Design details and full-scale crash test results are presented for three bridge rails tested for compliance with NCHRP Report 350 Test Level 4 requirements. Designs of these rails are based on AASHTO LRFD Bridge Design Specifications. Each bridge rail consists of structural steel tubing rail elements mounted on wide-flange posts. The rails are generally stronger than many designs commonly used in the recent past. Full-scale crash test results demonstrated that all bridge rails meet NCHRP Report 350 safety performance requirements.
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Grigor’ev, A. M., M. S. Kuznetsov, D. S. Shepelev, E. M. Alekseev, and K. V. Grigorovich. "Optimization of production technologyof continuous cast rail steel for increasing its purity by non-metallic inclusions." Izvestiya. Ferrous Metallurgy 64, no. 5 (June 3, 2021): 345–52. http://dx.doi.org/10.17073/0368-0797-2021-5-345-352.

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The purpose of the work was to examine the reasons for formation of non-deformable non-metallic inclusions in rail steel and ways to reduce the rejection of finished rails due to the defects revealed during ultrasonic testing. The study was conducted at the steelmaking plant of JSC “Ural Steel”. In the central laboratory of the combine, a chemical analysis of non-metallic inclusions was carried out in the samples of finished rails produced from blanks manufactured by JSC “Ural Steel” and rejected at the ultrasonic test unit during the rail production at the “Aktobe Rail and Section Works” LLP. Non-metallic inclusions by their composition are represented by aluminium oxides. The most probable reasons for their formation have been determined as following: the use of aluminium containing ferroalloys and interaction of the melt components with refractory materials and casting powder. The authors made analysis of the ferroalloys used in production of rail steel. Industrial trials of the manufacturing process of continuously cast blanks from rail steel were carried out, where FS65 ferrosilicon, which contains aluminium, was replaced with silicon carbide. An increasing degree of silicon and carbon recovery in trial heats was noted. Evaluation of contamination with non-metallic inclusions and mechanical properties of the rail steel manufactured using the experimental technology showed that the service characteristics of the rail steel meet requirements of the state standard GOST R 51685 – 2013. The full-scale experiment has confirmed that the technology of alloying E76F rail steel with silicon carbide at JSC “Ural Steel” is technically feasible. The yield of 100-meter rails was increased by 17 % on a trial batch produced from JSC “Ural Steel” continuously cast blanks.
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Rasmussen, Jennifer D., Scott K. Rosenbaugh, Ronald K. Faller, Robert W. Bielenberg, Joshua S. Steelman, Oscar Pena, and Pascual Mauricio. "Development of a Test Level 4, Side-Mounted, Steel Tube Bridge Rail." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 9 (June 30, 2020): 525–37. http://dx.doi.org/10.1177/0361198120930227.

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A new, side-mounted, steel beam-and-post bridge rail was designed, crash tested, and evaluated according to safety performance guidelines included in the American Association of State Highway and Transportation Officials Manual for Assessing Safety Hardware (MASH) for Test Level 4 (TL-4). The new bridge rail system was designed to be compatible with multiple bridge decks, including cast-in-place concrete slabs and prestressed box beams. Additionally, the bridge rail was designed to remain crashworthy after roadway overlays up to 3 in. thick. The bridge rail was designed and optimized based on strength, installation cost, weight per foot, and constructability. The new bridge rail consisted of three rectangular steel tube rails supported by standard steel cross section, W6 × 15 steel posts spaced at 8 ft on-center. The upper rail was a 12 × 4 × ¼ in. hollow structural section (HSS) steel tube, and the lower two rails were 8 × 6 × ¼ in. HSS steel tubes. The top mounting heights for the upper, middle, and lower rails were 39 in., 32 in., and 20 in. above the surface of the deck, respectively. A new, side-mounted, post-to-deck connection was also developed that incorporated HSS steel spacer tubes that offset the posts 6 in. from the bridge deck and aligned the face of the bridge rail with the edge of the deck. Thus, the traversable width of the bridge was maximized. Three full-scale crash tests corresponding to the MASH TL-4 testing matrix were performed on the new bridge rail. All three crash tests successfully contained and redirected the vehicles and satisfied all MASH evaluation criteria.
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Shi, Shengrun, Zhiyuan Han, Zipeng Liu, Patrick Vallely, Slim Soua, Sakdirat Kaewunruen, and Mayorkinos Papaelias. "Quantitative monitoring of brittle fatigue crack growth in railway steel using acoustic emission." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 4 (June 1, 2017): 1211–24. http://dx.doi.org/10.1177/0954409717711292.

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Structural degradation of rails will unavoidably take place with time due to cyclic bending stresses, rolling contact fatigue, impact and environmental degradation. Rail infrastructure managers employ a variety of techniques and equipment to inspect rails. Still tens of rail failures are detected every year on all major rail networks. Inspection of the rail network is normally carried out at night time, when normal traffic has ceased. As the implementation of the 24-h railway moves forward to address the increasing demand for rail transport, conventional inspection processes will become more difficult to implement. Therefore, there is an obvious need to gradually replace outdated inspection methodologies with more efficient remote condition monitoring technology. The remote condition monitoring techniques employed should be able to detect and evaluate defects without causing any reduction in the optimum rail infrastructure availability. Acoustic emission is a passive remote condition monitoring technique which can be employed for the quantitative evaluation of the structural integrity of rails. Acoustic emission sensors can be easily installed on rails in order to monitor the structural degradation rate in real time. Therefore, apart from detecting defects, acoustic emission can be realistically applied to quantify damage. In this study, the authors investigated the performance of acoustic emission in detecting and quantifying damage in rail steel samples subjected to cyclic fatigue loads during experiments carried out under laboratory conditions. Herewith, the key results obtained are presented together with a detailed discussion of the approach employed in filtering noise sources during data acquisition and subsequent signal processing.
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Boonsukachote, Patiphan, Saranya Kingklang, and Vitoon Uthaisangsuk. "Modelling of Mechanical Properties of Pearlitic Rail Steel." Key Engineering Materials 798 (April 2019): 3–8. http://dx.doi.org/10.4028/www.scientific.net/kem.798.3.

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Railway has become more essential for both mass and goods transportation so that the rails are required to carry higher loads and exhibit longer lifetime. Thus, mechanical properties, especially strength and toughness of rail steel must be continuously increased. In the present work, microstructure, tensile properties and impact toughness of a pearlitic rail steel grade 900A were firstly characterized. It was found that the investigated steel showed high yield and tensile strengths, but moderate elongation. Subsequently, representative volume elements (RVE) model was employed to investigate the effects of bainitic phase on mechanical properties of pearlitic rail steels. The flow stress curves of the individual phases were defined with regard to the chemical composition. As a result, the relationships between predicted yield strengths and tensile strengths in dependence on the phase fraction of bainite were provided. The model can be used to identify the proper microstructure characteristic of rail steel.
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Smirnov, L. A., V. A. Rabovskii, A. B. Dobuzhskaya, G. N. Yunin, and A. I. Borts. "Elaboration of standards and quality of railway rails." Ferrous Metallurgy. Bulletin of Scientific , Technical and Economic Information 76, no. 12 (December 23, 2020): 1265–76. http://dx.doi.org/10.32339/0135-5910-2020-12-1265-1276.

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Russian national standards for rails establish technical requirements, acceptance rules and quality control methods. These are very important to ensure the quality and service durability of rails. Requirements for rail production variation within a period from 1960 to the present considered, peculiarities of their accounting in the standards shown. It was demonstrated that stricter requirements to rails resulted in the development of new steel compositions, the creation and introduction of new technological processes in steel production, rail rolling and heat treatment, as well as new methods of production quality control. Basic technical requirements for rails produced according to the national standard of theRussian Federationand to the European Norm presented. It was pointed out that the current national standard GOST R 51685‒2013 was elaborated accounting the requirements of the latest foreign standard EN 3674-1:2011+A1:2017. However, the former is not equivalent to the latter because it pertains to Russian rail types and contains requirements corresponding to the Russian climatic and geographical conditions, as well as the track facilities system used by OJSC RZD. It was shown that rails, meeting the current standard requirements, in terms of operational resistivity exceed the resistivity level of best foreign analogues. At present, a new standard is being elaborated accounting the need of increasing the service life of railway rails under conditions of high load, low climatic temperatures, higher-speed combined train operation and high-speed running, and high working capacity. The list of key issues presented, that are mirrored in the new standard draft, which accounts for the goal of mastering new rail categories and the increased requirements of OJSC RZD to rails quality.
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Zakeri, Jabbar-Ali, and Roshan Talebi. "Experimental investigation into the effect of steel sleeper vertical stiffeners on railway track lateral resistance." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 231, no. 1 (August 4, 2016): 104–10. http://dx.doi.org/10.1177/0954409715622500.

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Continuously welded rails are a common remedy to prevent rail defects, including railhead batter, rail cracking or breakage, and lateral displacement of track, among others. However, at curves with a radius of less than 400 m, rail welding is practically impossible due to the lack of track lateral resistance. Therefore, finding a new method to increase the track lateral resistance is necessary to facilitate rail welding, especially on tracks with steel sleepers. This study proposes a new method of increasing the lateral resistance of a ballasted track with steel sleepers by using web stiffeners. The effect of such stiffeners is investigated through a comparison with tracks having regular steel sleepers. The single tie (sleeper) push test is used in this research. The results of the experimental investigations show that the lateral resistance increases by 24, 140, and 203 percent, respectively, with the use of one, two, and three web stiffeners under the steel sleeper compared with a steel sleeper without stiffeners. Thus, the use of two stiffeners is concluded to provide enough lateral resistance in the case of older tracks. Therefore, the welding of rails at tight curves becomes conceivable.
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Bąkowski, H., A. Posmyk, and J. Krawczyk. "Tribological Properties of Rail Steel in Straight Moderately Loaded Sections of Railway Tracks." Archives of Metallurgy and Materials 56, no. 3 (September 1, 2011): 813–22. http://dx.doi.org/10.2478/v10172-011-0090-0.

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Tribological Properties of Rail Steel in Straight Moderately Loaded Sections of Railway Tracks The paper describes the examination results of tribological properties of three types of steels used and suggested for rails manufacturing. The tests concentrated on loads, sliding and rolling speeds similar to those occurring in real conditions i.e. rolling track operation. Average loaded conditions were assumed and applied at straight railway track sections. Slight track declivity and high/low speeds of locomotive were considered. "Amsler" stand was used for laboratory tests. Three types of steels i.e. two pearlitic steels: WHT - without heat treatment, HT - with heat treatment (with the microstructure of fine pearlite) as well as one bainitic steel suggested for rail production have been tested. The measurements of wear, hardness, friction coefficient as well as structural changes at surface layers of the tested rollers have been performed during the test.
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Kozyrev, N. A., R. A. Shevchenko, R. E. Kryukov, and A. A. Usol'tsev. "Development of a new technology of welding of high speed movement rails." Ferrous Metallurgy. Bulletin of Scientific , Technical and Economic Information, no. 8 (September 1, 2018): 50–57. http://dx.doi.org/10.32339/0135-5910-2018-8-50-57.

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Results of the study of welding modes influence following isothermal exposure of rail steel samples, made by admission of alternative current pulses after the welding quoted. The welding of the samples was made under laboratory conditions using the modernized machine for contact joint welding МС-2008М.Based on laboratory study data a method of contact joint welding, protected by a RF patent, was developed, enabling to obtain a welding connection of parts made of rail steel with uniform hardness distribution and small zone of thermal influence, meeting the elaborated by JSC EVRAZ ZSMK technical specifications for perspective welded joint connection of R65 rails of DT350 category. The proposed method enables to control the structure of welded rails connection without additional local thermal treatment.
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Dissertations / Theses on the topic "Rails steel"

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Qiu, Xiaonong. "Rolling contact fatigue behavior of three eutectoid rail steels /." Full text open access at:, 1987. http://content.ohsu.edu/u?/etd,153.

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2

Grantab, Rassin. "Interaction Between Forming and Crashworthiness of Advanced High Strength Steel S-Rails." Thesis, University of Waterloo, 2006. http://hdl.handle.net/10012/2882.

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This thesis presents the results of experimental and numerical investigations carried out to assess the effects of tube bending and hydroforming on the crash performance of s-rail structures manufactured from three different advanced high strength steels, namely DDQ, HSLA350, and DP600. The main impetus for this project is to reduce vehicle weight through material substitution and, in order to do so, the effects of material strength on crashworthiness, as well as the interaction between forming processes and crash response must be well understood. To this end, in the current research, s-rails were fabricated through tube bending and hydroforming experiments conducted on DDQ, HSLA350, and DP600 steels with a nominal wall thickness of 1. 8mm, as well as HSLA350 steel with a nominal wall thickness of 1. 5mm. Impact experiments were subsequently performed on non-hydroformed and hydroformed s-rails to examine the effects of the forming processes and material substitution on the crushing loads and levels of absorbed energy. All forming and crash experiments were simulated using numerical finite element methods which provide additional insight into various aspects of the crash response of these structures. In particular, crash simulations were used to show the effects of work-hardening, material thickness changes, and residual stresses incurred during the forming operations.

The numerical tube bending simulations accurately predict the results of the tube bending and hydroforming processes for all materials, particularly for the DP600; the predictions for the DDQ material are the least accurate. Both simulations and experiments show that material thinning occurs on the tensile side of the bend, and material thickening on the compressive side of the bend; the level of thickness change is unaffected by material strength or initial material thickness. The low-pressure hydroforming process does not greatly affect the thickness and strain distributions of s-rails.

The crash simulations provide predictions that are in excellent accord with the measured results, with a maximum error of ±10% in the peak loads and energies; simulations of DP600 s-rails are the most accurate, while simulations of DDQ s-rails are the least accurate. Through simulations and experiments, it is shown that material thickness has the greatest effect on the crash performance of s-rail structures, while material strength plays a secondary role. A 20% increase in the wall thickness of HSLA350 s-rails amounts to a 47% increase in energy absorption. Substituting HSLA350 and DP600 steels in place of DDQ steel leads to increases in energy absorption of 31% and 64%, respectively, for corresponding increases in strength of 30% and 76%. Neglecting material strain-rate effects in the numerical models lowers the predicted peak loads and energies by roughly 15%. By performing a numerical parametric study, it is determined that a weight reduction of 22% is possible by substituting thinner-gauge DP600 s-rails in place of DDQ s-rails while maintaining the energy absorption of the structures.
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Mc, Murchie Donald. "Development of a 1080 steel plasma sprayed coating for slide/roll wear conditions /." Full text open access at:, 1996. http://content.ohsu.edu/u?/etd,251.

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Su, Xiaoyan. "Surface initiated rolling/sliding contact fatigue in pearlitic and low/medium carbon bainitic steels /." Full text open access at:, 1996. http://content.ohsu.edu/u?/etd,253.

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Danks, Daniel. "Wear and microstructure of eutectoid steels /." Full text open access at:, 1989. http://content.ohsu.edu/u?/etd,113.

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6

Oriol, Pierre. "Comportement des aciers à rails vis-à-vis de l'hydrogène : diffusion, perméation et fragilisation." Châtenay-Malabry, Ecole centrale de Paris, 1987. http://www.theses.fr/1987ECAP0041.

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Etude de la diffusion et de la perméation a l'hydrogène dans différentes nuances d'aciers à rail en fonction de la teneur en soufre, du sens de prélèvement des éprouvettes et du taux de corroyage. Étude de la fragilisation différée sur une nuance dure par suivi de l'émission acoustique en fonction du chargement en hydrogène. Examen de l'influence de l'hydrogène sur le comportement en traction des différentes nuances
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Niebuhr, David V. "Development of a self-lubricating plasma sprayed coating for rolling/sliding contact wear /." Full text open access at:, 1997. http://content.ohsu.edu/u?/etd,14.

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8

Nishikawa, Lucas Pintol. "Soldagem de trilhos ferroviários perlíticos: origem das microestruturas." Universidade de São Paulo, 2018. http://www.teses.usp.br/teses/disponiveis/3/3133/tde-13072018-103942/.

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Este estudo analisou, em um primeiro momento, soldas de trilhos perlíticos para carga pesada soldados pelo processo aluminotérmico e solda topo com centelhamento (Flash butt-weld) focando nas alterações macro e microestruturais, bem como alterações de dureza decorrentes do processo. Uma junta em situação de uso real também foi estudada comparando-se o comportamento de deformação e desgaste à condição sem uso. Todos os casos apresentaram comportamento semelhante na zona afetada pelo calor possuindo perda de dureza em região de microestrutura esferoidizada. A origem desta estrutura foi, então, discutida. A formação de esferoidização pelo fenômeno de redução de energia de interface por movimentação de interfaces sólidas é considerado incompatível com os tempos dos processos utilizados. A hipótese de formação da zona esferoidizada por transformação do eutetóide divorciado (Divorced Eutectoid Transformation, DET) foi testada por meio de simulações de ciclos térmicos em dilatômetro de têmpera, para três diferentes aços. Com base nos resultados é seguro afirmar que o processo envolvido na esferoidização ao final da zona afetada pelo calor de trilhos perlíticos soldados é, de fato, a transformação do eutetóide divorciado. Confirmando esta hipótese, observa-se que o aumento do teor de carbono nos trilhos aumenta a faixa de esferoidização.
This work analyzed, initially, pearlitic heavy haul rail thermite welds and flash buttwelds, focusing in macro and microstructural changes as well as hardness changes occurring due to the processes. A weld in real use was also studied comparing the deformation behavior and wear to the unused condition. All cases presented similar behavior at the heat-affected zone with hardness loss associated to a spheroidized microstructure. The mechanisms for the formation of this structure, was discussed. The spheroidization by solid interface movement, driven by interface energy reduction, is not compatible with the processing times for welding. The hypothesifs of spheroidized region formation by a divorced eutectoid transformation (DET) was tested by simulated heat-treatments using a dilatometer and three different steels. Based on that it is safe to conclude that the process for the formation of an spheroidized zone at the end of the heat-affected zone on welded pearlitic rails is, indeed, the divorced eutectoid transformation. Furthermore, the carbon content was shown to increase spheroidization range.
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Bonniot, Thomas. "Fatigue crack growth under non-proportional mixed-mode loading in rail steel : From experiment to simulation." Thesis, Université Paris-Saclay (ComUE), 2019. http://www.theses.fr/2019SACLX096/document.

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Les rails de Chemins de fer sont soumis à de la fatigue de roulement due au passage répété des roues de train, ce qui induit différents types de fissures, telles que les Squats. Ces fissures sont soumises à un chargement de mode mixte non-proportionnel I + II + III, dans des proportions variables le long du front, avec des phases de compression, ce qui rend la prédiction de leur trajet et de leur vitesse délicate.La cinétique de fissuration en mode I a été déterminée dans de l’acier à rail R260, pour des rapports R positifs et négatifs, ainsi que la cinétique de mode mixte II & III corrigée des effets de frottement. Les Facteurs d’Intensité des Contraintes (FICs) effectifs ont été obtenus à partir des sauts de déplacements dans le plan et hors plan mesurés en surface, le long de la fissure. De ces lois cinétiques, il ressort que ni le mode I seul, ni les modes de cisaillement seuls ne peuvent expliquer la fissuration des rails. C’est donc la combinaison des trois modes, suivant des trajets de chargement complexes, qui en est responsable.Des essais de fissuration par fatigue en mode mixte non-proportionnel I + II ont ensuite été réalisés, suivant des trajets de chargement représentatifs de ceux subis par les squats. La stéréo corrélation d’images a été utilisée pour obtenir les champs de déplacements en pointe de fissure. Les méthodes classiques de mesure des FICs à partir de champs de déplacements n’étant pas adaptées, du fait des efforts de contact et frottement entre les lèvres de fissure, de nouvelles méthodes ont été développées. Les trajets et vitesses de fissuration ont été étudiés au regard de ces FICs effectifs. Il apparait que la prédiction du trajet à partir du critère de la contrainte tangentielle maximale n’est pas très fiable, mais peut être améliorée par la prise en compte de la plasticité en pointe de fissure ainsi que des efforts de contact/frottement entre les lèvres de fissure. Les vitesses de propagation obtenues se corrélèrent bien avec une combinaison des trois FICs effectifs dans une loi de type « Paris ».De ces essais, il ressort que du fait de la rugosité de la fissure, l’enchevêtrement d’aspérités et le frottement réduisent considérablement les FICs effectifs. Et cela même en l’absence de compression normale, ce qui ne peut être modélisé par une simple loi de Coulomb. De plus, l’usure des lèvres de fissure a aussi une forte influence sur les FICs effectifs. Le challenge pour les applications structurelles est donc non seulement de choisir le critère de bifurcation et la loi cinétique les plus appropriés, mais également de prendre en compte la rugosité et l’usure des lèvres de fissure, afin d’estimer correctement les FICs effectifs à utiliser dans ces modèles.Pour les applications industrielles, une approche d’ingénieur, simplifiée, a été proposée afin de prendre en compte le frottement induit par la rugosité dans l’estimation des trajets de chargements effectifs à partir des trajets nominaux. Cette approche a été validée sur des essais de mode mixte séquentiel I + II & III
Rails are submitted to Rolling Contact Fatigue due to repeated passages of train wheels, which induces several types of cracks, such as Squat-type cracks. Those cracks undergo non-proportional mixed-mode I + II + III loading, including compression phases, in variable proportions along the crack front, making the prediction of their paths and growth rates a challenge.Mode I crack growth kinetics, for positive and negative R ratios, were first determined in R260 steel, as well as friction-corrected crack growth kinetics for fully-reversed combined mode II and III. The effective Stress Intensity Factors (SIFs) were deduced from the measured in-plane and out-of-plane crack face sliding displacements. From those kinetic laws, it was deduced that neither pure mode I, nor pure shear mode loadings can explain the crack growth rates observed in rails. A combination of those three loading modes, according to complex loading paths had thus to be prospected.Non-proportional mixed-mode I + II fatigue crack growth tests were then performed, following representative loading paths. Stereo digital image correlation was used to measure the near-tip displacement field. Post-treatment methods generally used to deduce the effective SIFs from these fields were inappropriate because of contact and friction stresses along the crack face. New methods were thus developed. The crack paths and growth rates were analyzed, using the effective SIFs. Crack path prediction by the maximum tangential stress criterion was found not to be very reliable, but substantially improved when crack tip plasticity and the presence of contact and friction stresses along the crack faces were taken into account. The measured crack growth rates correlated well with a combination of the three effective SIFs in a Paris-type law.From these experiments, it appears that due to crack face roughness, asperities interlocking and friction substantially reduce the effective SIFs, even without any normal compression, which cannot be captured by a simple Coulomb’s law. Besides, crack faces wear also has a large influence on the effective SIFs. The challenge for structural applications is thus not only to choose the most appropriate bifurcation criterion and crack growth law, but also to take crack face roughness and wear into account, in order to estimate the correct effective SIFS to use in these models.For industrial applications, a simple engineering approach was proposed to integrate roughness-induced friction in the estimation of the effective loading path from the nominal one. This approach was validated on sequential mixed-mode I + II & III experiments
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10

Nhari, Ahmed. "Etude par diffraction des rayons x des contraintes residuelles induites par le mode de dressage dans les rails : relation avec la tenue en voie." Paris, ENSAM, 1987. http://www.theses.fr/1987ENAM0004.

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Analyse de l'influence du mode de dressage et du roulement sur les caracteristiques du rail, avec une attention plus particuliere portee aux contraintes residuelles et a l'ecrouissage, etudies au moyen de la methode de diffraction x
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Books on the topic "Rails steel"

1

Commission, United States International Trade. New steel rails from Canada. Washington, DC: U.S. International Trade Commission, 1989.

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Commission, United States International Trade. New steel rails from Canada. Washington, DC: U.S. International Trade Commission, 1988.

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3

United States International Trade Commission. New steel rails from Japan, Luxembourg, and the United Kingdom: Determinations of the Commission in investigations nos. 731-TA-557-559 (preliminary) under the Tariff Act of 1930, together with the information obtained in the investigations. Washington, D.C: U.S. International Trade Commission, 1992.

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International Symposium on Rail Steels--Developments, Manufacturing, and Performance (1992 Montréal, Québec). Proceedings of the International Symposium on Rail Steels--Developments, Manufacturing, and Performance: The symposium was held in conjunction with the 34th Mechanical Working and Steel Processing Conference, Montreal, Quebec, Canada, October 26-27, 1992. Warrendale, PA: The Society, 1993.

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5

Barna, Carl. Steel rails and iron horses: Science and technology transform continent. [Washington, D.C.]: [U.S. Department of the Interior, Bureau of Land Management], 1995.

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International, Symposium on Rail Steels for the 21st Century (1994 Baltimore Md ). Proceedings of the International Symposium on Rail Steels for the 21st Century: The symposium was held in conjunction with the 36th Mechanical Working and Steel Processing Conference, Baltimore, MD, October 17-18, 1994. Warrendale, PA: The Society, 1995.

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Dolzall, Gary W. Steel rails across America: The drama of railroading in spectacular photos. Waukesha, WI: Kalmbach Pub. Co., 1989.

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Bickleman, Eric J. Steel rails to Stewartstown: A visitor's guide to the historic Stewartstown Railroad. 3rd ed. [Stewartstown, PA?]: E.J. Bickleman, 1999.

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Sanford, Barrie. Steel rails and iron men: A pictorial history of the Kettle Valley Railway. Vancouver: Whitecap Books, 1990.

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Muralt, Darryl E. Steel rails & silver dreams: A history of the Dolly Varden Mines and the narrow gauge Dolly Varden Mines Railway. Los Altos, CA, U.S.A: Benchmark Publications, 1985.

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Book chapters on the topic "Rails steel"

1

Sih, G. C., and D. Y. Jeong. "Effect of load sequence on fatigue life of rail steel." In Residual Stress in Rails, 63–85. Dordrecht: Springer Netherlands, 1992. http://dx.doi.org/10.1007/978-94-011-1787-6_4.

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Rucka, Magdalena, and Krzysztof Wilde. "Guided Waves in Steel Rails – Experimental Works and Wavelet Signal Processing." In Damage Assessment of Structures VII, 115–20. Stafa: Trans Tech Publications Ltd., 2007. http://dx.doi.org/10.4028/0-87849-444-8.115.

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Fang, Yibing, Lifang Lei, and Zhiqiang Luo. "A Study on the Early Chinese Steel Rails Heritage of Hanyehping Company, China." In New Activities For Cultural Heritage, 43–53. Cham: Springer International Publishing, 2017. http://dx.doi.org/10.1007/978-3-319-67026-3_5.

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Burke, Theodore E., Blair George, and Brian E. St. John. "An Off-Line Heat Treatment Process Results in Quality DHH Rails at Sydney Steel Corporation." In Rail Quality and Maintenance for Modern Railway Operation, 53–60. Dordrecht: Springer Netherlands, 1993. http://dx.doi.org/10.1007/978-94-015-8151-6_5.

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Ray, A., and H. K. D. H. Bhadeshia. "Niobium in Microalloyed Rail Steels." In HSLA Steels 2015, Microalloying 2015 & Offshore Engineering Steels 2015, 33–39. Hoboken, NJ, USA: John Wiley & Sons, Inc., 2015. http://dx.doi.org/10.1002/9781119223399.ch3.

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Ray, A., and H. K. D. H. Bhadeshia. "Niobium in Microalloyed Rail Steels." In HSLA Steels 2015, Microalloying 2015 & Offshore Engineering Steels 2015, 33–39. Cham: Springer International Publishing, 2016. http://dx.doi.org/10.1007/978-3-319-48767-0_3.

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Mei, Dongsheng. "Pangang Rail Production System Innovation and New Products Development." In Advanced Steels, 501–7. Berlin, Heidelberg: Springer Berlin Heidelberg, 2011. http://dx.doi.org/10.1007/978-3-642-17665-4_50.

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Yang, Zhongmin, Houxin Wang, and Yu Ji. "Study on Nb Microalloying in High Carbon Pearlite Steels for Rails." In HSLA Steels 2015, Microalloying 2015 & Offshore Engineering Steels 2015, 987–93. Hoboken, NJ, USA: John Wiley & Sons, Inc., 2015. http://dx.doi.org/10.1002/9781119223399.ch124.

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Yang, Zhongmin, Houxin Wang, and Yu Ji. "Study on Nb Microalloying in High Carbon Pearlite Steels for Rails." In HSLA Steels 2015, Microalloying 2015 & Offshore Engineering Steels 2015, 987–93. Cham: Springer International Publishing, 2016. http://dx.doi.org/10.1007/978-3-319-48767-0_124.

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Wetscher, F., Bao Hui Tian, Richard Stock, and Reinhard Pippan. "High Pressure Torsion of Rail Steels." In Materials Science Forum, 455–60. Stafa: Trans Tech Publications Ltd., 2006. http://dx.doi.org/10.4028/0-87849-985-7.455.

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Conference papers on the topic "Rails steel"

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Ordonez, R., C. Isaac Garcia, Semih Kalay, and Anthony J. DeArdo. "Development of High Performance Steels for Rail Applications." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36082.

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Higher requirements of efficiency on railroad systems have set off (among other measures) higher axle load on rails. The increase in axle loads can contribute to a series of defects on perhaps the most unappreciated component of a railroad system. Higher axle loads can lead to excessive wear, fatigue and ultimately fracture of the steel rails. Therefore to answer the challenge demanded by the increase in axle loads the development of high performance steels for rail applications is of primary importance. A research program to study the microstructural aspects of near-eutectoid steels with improved mechanical properties and wear resistance was recently completed. The new high performance rail steels were developed through a combination of advanced alloy design-thermomechanical processing-and-controlled cooling. The mechanical properties exhibited by the new steels have exceeded the AREMA requirements for this type of rail steel application. The wear resistance of the newly developed steels was evaluated and the results obtained compared to commercial rails were superior under the testing conditions used in this study. The alloy design philosophy, thermomechanical processing and properties of the new steels will be presented and discussed in this paper.
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Madasamy, Chelliah, Omar Faruque, and Tau Tyan. "Experimental Study on the Crash Performance of Aluminum and Steel Rails." In ASME 2002 International Mechanical Engineering Congress and Exposition. ASMEDC, 2002. http://dx.doi.org/10.1115/imece2002-39079.

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Increasing government mandated CAFE´ standards are forcing the OEMs to aggressively reduce vehicle weight. Aluminum, with a density of about a third of that of steel, has been established as a viable alternative to steel for the construction of the automotive body structure. However, for aluminum sheet metals, there are still lingering concerns about the reliability and robustness of the available joining techniques such as spot-welding, riveting etc. The investigation reported in this paper was aimed at evaluating the relative performance of self-pierced riveted aluminum rails as compared to spot-welded mild steel and high strength steel rails. A series of straight and curved (S-shaped) rails made of aluminum, mild steel, and high strength steel have been tested. Other design parameters considered in this study include sheet metal thickness, rivet/weld location, rivet/weld spacing, adhesives, temperature, and impact speed. As were observed from the tests, axial crush mode dominated the deformation of all straight rails while bending dominated the deformation of the curved rails. Statistical analysis was performed to find the relative importance and effects of each variable on the average crush load, maximum load and energy absorption. For aluminum rails, the thickness of the sheet metal was found to be the primary controlling factor for both straight and S-rails. Other factors i.e. rivet spacing/location, adhesives, temperature and impact speed, had no significant affect on the performance of the rails. For the steel rails, the sheet metal thickness, impact speed, temperature and material properties, were all found to be significant for the crash behavior. It was also found that the aluminum rails have higher specific energy absorption than the steel rails confirming that aluminum as a material is more efficient in absorbing crush energy than steel.
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BUČKO, Michal, Vladimíra SCHINDLEROVÁ, Lucie KREJČÍ, Petr HLAVATÝ, and Jiří HLAVATÝ. "apPliCATION OF WELDS ON THE HIGH-Carbon STEEL RAILS." In METAL 2019. TANGER Ltd., 2019. http://dx.doi.org/10.37904/metal.2019.886.

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Forman, Keith. "Aluminum Stainless Steel Conductor Technology: Current Adoption by North American Transit Authorities." In 2021 Joint Rail Conference. American Society of Mechanical Engineers, 2021. http://dx.doi.org/10.1115/jrc2021-58498.

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Abstract Since the early years of railway electrification, 3rd rail conductors have evolved from steel to aluminum/steel composite to aluminum/stainless steel composition. Aluminum stainless steel (ALSS) conductors are currently in use in approximately 75% of the nearly 20,000 km of 3rd rail systems worldwide and continue to gain acceptance by North American transit authorities. Electrical efficiency improvement with ALSS ranges from 1.6 to 2.5 times that of steel aluminum and steel rails. At 33% of the weight of steel rail and 60% of aluminum-steel composite rail, ALSS offers considerable costs-savings in freight, handling, and installation. Though electrical efficiency and light weight are among the more widely known benefits of ALSS 3rd rail, durability has significantly improved since the introduction of ALSS technology in the late 20th Century. The implementation of signaling technologies such as CBTC has enabled increased train throughput; however the lack of necessary available power (voltage) to support these headways can be a limiting factor to capacity improvements. Upgrading legacy 3rd rail to ALSS is a cost-effective means of increasing available power with minimal disruption. Drop-in replacement profiles of ALSS 3rd rail have been developed for several common legacy profiles to include 150lb steel and 85C, facilitating replacement of existing 3rd rail. This paper examines the technical and economic aspects of aluminum/stainless steel 3rd rail and its adoption by several North American transit authorities. The author explains the characteristics, benefits and limitations of aluminum stainless steel 3rd rail with comparisons to legacy steel and steel-aluminum power rails.
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Jeong, David Y., Pawel B. Woelke, Herman F. Nied, John N. DuPont, Sena Kizildemir, Fred B. Fletcher, and John W. Hutchinson. "Defect Growth Characterization in Modern Rail Steels." In 2019 Joint Rail Conference. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/jrc2019-1265.

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The Federal Railroad Administration (FRA) has been sponsoring research on rail integrity for several decades. This research has been chiefly managed and conducted by the Volpe National Transportation Systems Center (Volpe). Particular focus has been given in this research to rail head defects, known as detail fractures, since they are the most commonly encountered defect in continuous welded rail track [1]. Testing and analyses have been performed on railroad rails manufactured without head hardening. Modern rail, however, are now heat treated during the manufacturing process to harden the rail surface to increase its resistance to wear. As such, the heat treatment and nonuniform cooling induce complex residual stress patterns in the rail that can affect microstructure and fatigue crack growth rate behavior. This paper will describe research to examine defect growth behavior of modern rail steels. This research is a collaboration among several organizations: Thornton-Tomasetti, Arcelor-Mittal, Lehigh University, Harvard University, National Institute of Standards and Technology (NIST), Fraunhofer Institute, and Volpe. Arcelor Mittal donated rails with different grades of steel: advanced head hardened, head hardened, and standard strength (i.e. non-head-hardened). Lehigh conducted laboratory tests on specimens cut from these rails to perform various tests, which include: hardness measurements, mechanical testing to measure tensile properties, fracture toughness measurements, and fatigue crack growth rate tests. All of these tests were performed in accordance with applicable ASTM International standards. NIST and Fraunhofer performed preliminary neutron diffraction measurements of residual stresses on the different rails. Moreover, this paper will present results from the laboratory testing program. Implications of these results on detail fracture growth behavior will also be discussed.
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Baccouche, Mohamed R., David A. Wagner, Hikmat F. Mahmood, and Ismail O. Yaman. "Crashworthiness Challenges in Steel-to-Aluminum Front End Design." In ASME 2002 International Mechanical Engineering Congress and Exposition. ASMEDC, 2002. http://dx.doi.org/10.1115/imece2002-39076.

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The search for weight reduction opportunities to improve corporate average fuel economy has led the auto industry to investigate light weight materials such as aluminum and magnesium. These materials can reduce vehicle weight while satisfying crash safety requirements of corporate, government, and independent insurance agencies. As a result, designs of several vehicles have been fully migrated from steel to aluminum while many other vehicles have opted to substitute lighter materials at the component and system levels. An investigation has been conducted on the front end principal crash energy absorbing rails to convert the original HSLA350 steel structural members into 5754NG aluminum. The investigation shows that while the substitution of aluminum at the right thickness can achieve lighter weight and higher specific energy, additional design parameters such as design load targets remain a major challenge. A comparison of steel versus aluminum mean crash loads, crash energy management, weight saved, specific energy, and design load target highlights some of these challenges. The results from an experimental investigation of stamped 5754NG aluminum sheet rails show the substitution of stamped 5754NG aluminum sheets for steel rails reduces the weight of each of the front rails by 3.3 (lb) and enhances the specific crash energy management efficiency by 38%. To solve the design load target challenge, the same investigation extends to higher strength 6xxx series extruded aluminum material using CAE modeling and demonstrates an increase in crash energy management efficiency of up to 80%.
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Lee, Ki Myung, and Andreas A. Polycarpou. "Micro/Nano Scale Wear Behavior of Pearlitic and Bainitic Rail Steels." In World Tribology Congress III. ASMEDC, 2005. http://dx.doi.org/10.1115/wtc2005-63735.

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To develop rails with higher hardness and thus better durability and longer life, alternative microstructures have been suggested, since conventional pearlitic rail steels have reached their hardness limit. Such a newly developed material has a fine bainite microstructure (coded J6 bainitic steel) and showed higher initial hardness but poorer on-site wear performance, compared to conventional pearlitic steels. This was explained by the fact that pearlitic steels show significant work hardening under severe stress conditions, even though their initial hardness was lower. In this work, the wear behavior of pearlitic and J6 bainitic rail steels was investigated at the micro/nano scale, using the nanoscratch technique. It was found that pearlitic steel shows better wear performance at the micro scale as well, in agreement with large scale rail field tests.
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Du, C., X. M. Chen, T. Lim, T. Chang, P. Xiao, and S. D. Liu. "Correlation of FEA Prediction And Experiments On Dual-Phase Steel Automotive Rails." In MATERIALS PROCESSING AND DESIGN; Modeling, Simulation and Applications; NUMIFORM '07; Proceedings of the 9th International Conference on Numerical Methods in Industrial Forming Processes. AIP, 2007. http://dx.doi.org/10.1063/1.2740932.

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Ghodrati, Mohamad, Mehdi Ahmadian, and Reza Mirzaeifar. "Studying the Effect of Tangential Forces on Rolling Contact Fatigue in Rails Considering Microstructure." In 2019 Joint Rail Conference. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/jrc2019-1279.

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In this paper, the micro-mechanical mechanisms behind the initiation and propagation of rolling contact fatigue (RCF) damages caused by the large traction forces are investigated. This study provides a three-dimensional (3D) model for studying the rolling contact fatigue in rails. Since rolling contact fatigue is highly dependent on the rail’s steel microstructure behavior, a proper 3D approach to capture the microstructure- and orientation-dependent mechanical behavior is required. A precise material model known as crystal plasticity is used for this purpose. Additionally, a cohesive zone approach is implemented to capture the crack initiation and propagation at the grain boundaries. Using the 3D finite element model which is developed for this study, we evaluate the effect of various parameters such as traction forces along the rail, and also the normal forces on the RCF response. The results reveal that the RCF cracks initiate slightly below the rail surface. These cracks start propagating toward the rail surface when the contact force is applied in repeated load cycles. The results also indicate that the depth at which RCF initiates depends on the ratio between the longitudinal traction forces and the normal loads. With larger traction forces, the cracks initiate closer, or at the rail surface, whereas larger normal loads promote the cracks initiation beneath the surface.
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Luck, Blain R., Gregory N. Vigilante, Christopher L. Ethier, Edward J. Troiano, Brian Marquis, Hailing Yu, and David Y. Jeong. "Railroad Rails Containing Electrode-Induced Pitting From Pressure Electric Welding." In 2018 Joint Rail Conference. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/jrc2018-6141.

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The Federal Railroad Administration (FRA) routinely conducts investigations of railroad accidents to determine causation and any contributing factors to help the railroad industry implement corrective measures that may prevent similar incidents in the future. Over the past decade, FRA has investigated multiple broken rail accidents in which fractures in the rail web were identified. The common features observed in the recovered rail fragments from these accidents included welds and spots or burn marks on the web, indicating that the rails were joined together by pressure electric welding. Pressure electric welding uses a welding head that clamps around two opposing rail ends, pressing an electrode on each rail, then hydraulically pulling the rail ends together while arcing current through the electrodes into the rails, causing them to essentially melt together to form a continuous rail. Based on the similarities observed in the web fractures, FRA rail integrity specialists hypothesized that stray (i.e. inadvertent and unwanted) arcing during pressure electric welding can result in the formation of burns or pits on the rail where it makes contact with the electrodes. Moreover, these electrode-induced pits behave as stress raisers (also referred to as stress concentrations). Fatigue cracks often develop at locations of stress concentration. Once a fatigue crack initiates, the localized stress encourages the growth of the crack, which may potentially lead to rail failure. This paper describes the forensic evaluations of three railroad rails containing electrode-induced pitting. These evaluations include: magnetic particle inspection to nondestructively detect cracks emanating from the pitting; fractography to study the fracture surfaces of the cracks; metallography to study the microstructure; analysis of chemical composition; and measurements of tensile mechanical properties and fracture toughness of rail steel. Moreover, the results of these evaluations confirm the hypothesis postulated by FRA that stray arcing during pressure electric welding can cause electrode-induced pitting.
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Reports on the topic "Rails steel"

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Wang, Yao, Mirela D. Tumbeva, and Ashley P. Thrall. Evaluating Reserve Strength of Girder Bridges Due to Bridge Rail Load Shedding. Purdue University, 2021. http://dx.doi.org/10.5703/1288284317308.

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This research experimentally and numerically evaluated the reserve strength of girder bridges due to bridge rail load shedding. The investigation included: (1) performing non-destructive field testing on two steel girder bridges and one prestressed concrete girder bridge, (2) developing validated finite element numerical models, and (3) performing parametric numerical investigations using the validated numerical modeling approach. Measured data indicated that intact, integral, reinforced concrete rails participate in carrying live load. Research results culminated in recommendations to evaluate the reserve strength of girder bridges due to the participation of the rail, as well as recommendations for bridge inspectors for evaluating steel girder bridges subjected to vehicular collision.
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Loehlein, Neil. Rivers of Steel: The Economic Development of Seattle During the Rail Age, 1870-1920. Portland State University Library, January 2000. http://dx.doi.org/10.15760/geogmaster.13.

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Laborer compressed between the top rail of a scissor lift guardrail and a steel beam - Massachusetts. U.S. Department of Health and Human Services, Public Health Service, Centers for Disease Control and Prevention, National Institute for Occupational Safety and Health, May 2015. http://dx.doi.org/10.26616/nioshsface13ma032.

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