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NSW TMC 222 - Rail Welding (2012)
NSW TMC 222 - Rail Welding (2012)
Track
Engineering Manual
TMC 222
RAIL WELDING
Version 4.7
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Document control
Version Date Summary of change
1.0 October 2006 First issue as a RailCorp document. Includes content from
RAP.5391, RAP.5394, RTS.3602, RTS.3733, RTS.3734,
CTN 01/11, CTN 04/14, CTN 05/02, CTN 06/15, CTN
06/20
2.0 April 2007 Removal of requirement for use of masks near multi-use
crucibles; removal of restriction on adjacent welds; removal
of requirement to re-cut HH rail after 30 mins; removal of
restriction on welding near heat numbers for new rail;
clarification of post weld actions; inclusion of requirement
not to cool with water; clarification of weld alignment
tolerances and method of assessment; changes to welding
codes; Additional Quick Reference information; Added
restriction on welding of swingnose crossings
3.0 October 2007 Includes mandatory use of PDAs, reporting of defective
components, additional competency requirements for
repair of manganese crossings, change of regulator type
for welds; check of rail damage before welding and
approved use of robotic welder for repair of manganese
crossings
4.0 May 2008 C4-7 – Addition of Thermit One Shot crucibles to approved
welding process. Section C4-16.8 and C4-18.1 – Changes
to igniter material and method.
4.1 December 2008 Section C2-2 - Addition of requirements to remove
adjacent squats when undertaking wirefeed head repair
welds; Added heading Section C4-23 – Weld Alignment
Acceptance Limits and renumbering of following sections:
Added welding codes for new weld types in C4-27, Table
4; Added Acceptance limits to Section C5-5: Added new
Section C5-6 detailing new longitudinal crossing profile
and method of measurement: Renumbered following
sections: Added reference to Acceptance limits in Section
C5-8.5.
4.2 May 2009 Complete document – Format Change; A-4.3-1.14 Quick
Reference Table – correction of incorrect Wide Gap
measurement
4.3 December 2009 Title changes to reflect organisational change; C4-8.4 –
Additional precautions regarding welding in tunnels from
CTN 09/04; C4-8.6 – Additional requirements regarding
welding in wet weather from CTN 09/04; C4-23 -
Straightness requirements added; Addition of use of rail
tensor to table 3; C4-29 – restrictions on placing welds
directly on slab track; Appendix 4.1 Addition of use of rail
tensor to Weld Return; C5-6.3 – Addition of Transverse
Crossing profile; C6-2 – Updating of colour coding
4.4 July 2010 C4-6 - Addition of clarification of relevant editions of
Australian Standards; – Correction of error in Table 6 –
Change 47kg rail (AS 1921) to 47kg rail (AS 1981); C4-7 -
Updating list of Approved Aluminothermic Welding
processes C4-10 & C4-12 – Reinforcement of restriction
on operating rail vehicles over unsecured rail ends; C4-17
Contents
Chapter 1 General...........................................................................................................................6
C1-1 Purpose...........................................................................................................................6
C1-2 Context............................................................................................................................6
C1-4 References......................................................................................................................7
C4-2 Records.........................................................................................................................12
C4-16 Preheating.....................................................................................................................29
C5-2 Records.........................................................................................................................67
A-5.3-2 Voltage..........................................................................................................................91
Chapter 1 General
C1-1 Purpose
This manual provides requirements, processes and guidelines for the installation and
repair of rail using aluminothermic and wirefeed welding techniques.
C1-2 Context
The manual is part of RailCorp's engineering standards and procedures publications.
More specifically, it is part of the Civil Engineering suite that comprises standards,
installation and maintenance manuals and specifications.
Manuals contain requirements, process and guidelines for the management of track
assets and for carrying out examination, construction, installation and maintenance
activities.
The manual is written for the persons undertaking installation and maintenance activities.
It also contains management requirements for Civil Maintenance Engineers and Team
Managers needing to know what they are required to do to manage the rail welding
activities on their areas, and production managers needing to know what they are
required to do to manage the renewal activity their teams are undertaking.
When you read the information, you will not need to refer to RailCorp Engineering
standards. Any requirements from standards have been included in the sections of the
manual and shown like this:
The following Design requirement is extracted from RailCorp standard ESC 220
Welds MUST NOT be installed when exposed to moisture (rain, fog etc).
C1-4 References
4. ensure that all welds have been entered into RailCorp's SmartWeld database.
Normally the welders will enter the data for each weld into their PDAs and
upload this information directly into the SmartWeld database. If, however, this
is not possible for some reason (PDA breakdown etc) make sure that a paper
welding return is completed and uploaded into the SmartWeld database.
Defective components
If you are notified by your field staff that potentially defective components or tools have
been supplied:
email [email protected].
5. Track Services will investigate the failure and its implications and take other
actions as required. This may include:
If this occurs official notification will be by the issue of a Civil Technical Note
1. Monitor the progress of weld testing to ensure that welds are tested within 14
days.
2. Check that weld data is uploaded into SmartWeld for ALL welds in his/her area
(from his/her own welders and from welders from outside his/her area).
1. Arrange for ultrasonic testing of aluminothermic welds within 14 days after the
work has been completed.
Check what material the crossing is made from. RailCorp Engineering Manual
TMC 202 – Track Fundamentals gives guidance on checking material type.
Check both the nose and wing material. They may not be the same material.
Manganese crossing noses cannot currently be repaired in track without the use
of the robotic welder.
2. If wirefeed welding is planned to remove rail squat defects, make sure that all
squats in the immediate vicinity are removed as part of the work. If this is not
undertaken the heat affected zone of the wire feed weld may cause an adjacent
squat lamination to turn down, leading to a potential broken rail.
3. Arrange for ultrasonic testing of proposed wire feed repair locations 1 week
prior to the repair. The Rail Flaw Detection officer will provide a report on the
depth and length all defect indications.
4. Confirm that there are no reportable rail defects or any defects below 12m from
the surface. Otherwise these crossings cannot be welded.
o the crossing and wing rail material ie is it carbon steel, chrome vanadium
etc.,
o that the crossing has been ultrasonically tested and details of any defects
present have been provided,
6. Arrange for track repairs to the proposed repair site prior to the repair.
7. Arrange for ultrasonic testing of wire feed repair locations within 14 days after
the work has been completed.
8. Arrange for follow up work to be completed within 2 weeks after the repair.
9. Keep a record of the location of all wire feed welds performed, the person who
performed them and the reasons they were performed. The results of ultrasonic
tests shall also be included in the records. This information is available in
SmartWeld.
Using the information collated from weld data entered into SmartWeld and other sources,
the Inspectors provide advice to Civil Maintenance Engineers on welder performance
issues, and to the Chief Engineer Track on the adequacy of training, engineering
practices and equipment and material specifications.
The Inspectors have the authority to instruct welders in all matters of both a practical and
technical nature related to field welding and adjustment of rails.
Chapter 3 Competencies
NOTE: These competencies may enable activities to be carried out in other manuals.
For a comprehensive list of all activities that are covered by a given competency see
Engineering Manual TMC 001 – Civil Technical Competencies and Engineering Authority.
C4-1 Introduction
This chapter details the approved processes for aluminothermic welding.
The body of the chapter provides general requirements, including safety issues, and the
common parts of all processes. In addition there are six (6) appendices
C4-2 Records
Records of all welding performed shall be maintained in RailCorp's SmartWeld Web
based information system. All welders, whether RailCorp employees or contractors must
use hand held PDAs to enter data. Failure to do so may result in loss of authority to weld
on RailCorp infrastructure.
Enter data into the SmartWeld application by entering data into the field based
SmartWeld application and uploading it to the SmartWeld web application. Forms are
made available only for use in the event of failure of field PDAs. If forms are used, the
manual records for each weld shall be entered into the SmartWeld web application within
2 days.
80 lb AS. 1916
(Both commonly called 80
OLD)
Rails of dissimilar section may be welded together using approved junction welds. The
approved dissimilar sections that can be welded using aluminothermic welds are:
• 60kg to 53kg
• 53kg to 47kg
• 47kg to 41kg
Because of a high percentage of internal failures in 'French' rails (Longwy and Micheville),
particularly vertical split webs, they are NOT to be welded into CWR lengths in main lines.
Field welding of these French rails may be carried out in crossing loops and sidings,
provided that ultrasonic testing is carried out and proves the rail satisfactory for welding.
Ultrasonic testing is to include the side of the rail web for a distance of one (1) metre in the
vicinity of the proposed weld.
Thermit Railtech
Rail
(kg/m) Weld Weld
Process Part Number Hardness Process Part Number Hardness
(HBN) (HBN)
Flash back arrestors, MUST be used with gas cutting and welding equipment to stop the
flame from flashbacks from burning back to oxygen or LPG cylinders.
There are a many Flash back arrestors available on the market. Because of the size of
the preheaters used in aluminothermic welding and the different flow rates available in
Flashback arrestors the only suitable Flash back arrestors for use in Aluminothermic
welding are as listed in Table 1.
Quick Release Fittings are only to be fitted to the torch end. The approved quick release
fittings detailed in Table 1 have no effect on flow rates, whereas some other fittings have
a big effect on flow rates.
Equipment has been tested and approved by RailCorp's Welding Inspectors. The only
configurations of welding equipment approved for use are detailed in Table 1below.
A dry chemical extinguisher MUST be available on site to extinguish fuel fires from
grinders etc.
A Fire Blanket MUST also be on hand to be used if fire occurs on clothing etc.
C4-7.4 Tunnels
Special precautions must be observed during welding in tunnels. The use of a filtered
weld is required to remove particulates from the welding fumes. All motor driven
equipment must be electric or distillate powered to minimise risk of inhalation of fumes by
welders and team members.
In tunnels where there is either dripping water or water ponded near the rail:
• during the course of the reaction and until the pour is complete all staff should
stand at least 50m away
C4-7.5 Fumes
All staff involved in the welding or standing within 10m of the process when using multi
use crucibles MUST wear P2 breathing masks during the portion reaction until the fumes
have cleared.
To avoid the inhalation of welding fumes after lighting the crucible non-essential staff are
to move sufficiently away to be clear of fumes from the reaction.
2. Rain will cause rapid cooling of the rail in the immediate area of the weld,
resulting in contraction of the rail and a hot tear, which is not detectable
ultrasonically.
2. Place a Hot Work Crate (as specified in Appendix 4.4) in the Hot Work Area and
place all hot waste e.g. slag, rail ends, moulds etc. in the crate as it is removed
from the weld area.
To ensure that appropriate investigation is undertaken and action is taken by field staff,
engineering and logistics staff, follow the process below.
If you suspect that track components or tools that have been delivered to you are
defective, report the defect to your Team Manager who will investigate and report the
problem in accordance with the requirements of Section C2-1.
3. Mark out, preheat rail to 1500C, and cut rail ends by saw or oxy/LP cutting. Rail
ends must be both saw cut or both oxy cut. Old oxy cuts are to be re-cut.
4. Check and correct track geometry adjacent to the weld and line up the rail ends.
8. Complete and monitor reaction and pour process to ensure welding takes place.
Wear face masks.
9. Remove mould protectors and universal clamp after time specified and trim the
weld to standard. Place hot waste in Hot Work Crate.
10. Restore top and line and track fastenings for running of trains, grind weld to
standard and visually inspect weld.
DO NOT commence any flame cutting or welding unless the required fire protection
equipment is on hand (see Section C4-7.3).
DO NOT commence any flame cutting or welding unless rail clamps are available to plate
the rail ends in an emergency. Rail vehicles MUST NOT travel over unsecured rail ends.
You can do this by walking approximately 10 metres one side of the proposed weld
area and sighting along the track.
2. Carry out any lining, or lifting and packing of track before welding.
2. Aluminothermic welds may not be placed within 2.2 metres of any weld
(flashbutt or aluminothermic) or mechanical joint on plain track (main line
or siding) except as indicated below:
Also consider:
2. When welding after rain, dry out any water ponding in the welding bay to
prevent splashing of molten metal during the welding process.
3. This can generally be achieved by spreading sand over the wet area.
4. Take special precautions when welding on open top bridges to prevent any
welding material or tools from falling either onto traffic below or into waterways.
Place non-flammable safety nets, trays or blankets below the weld area.
2. Continue the marks around to the foot and the web of the rail, using the rail
template.
3. Use a cutting blowpipe with size 15 or 20 nozzle and adjust the pressure to
300 kPa for oxygen and 150 kPa for L.P Gas.
4. First cut the foot of the rail in two operations, continuing one cut up the web of
the rail (see Figure 1), keeping the oxy cutting stream as close as possible to
vertical.
The ideal oxy cut surface is square, has no deep gouges or high ridges or
overhangs but has a smooth, slightly rippled surface.
5. Cut the head of the rail with the oxy cutting stream vertical.
3rd Cut
The faces of the two rails to be welded must be matching, ie, both saw cut faces or both
flame cut faces.
■ The closure is well secured by two ties with the ties held by more than two
rails such that they will not be able to skew if the rail breaks in two places.
■ The aluminothermic welds are ultrasonically tested within 6 hours of
completion
If a closure is to be welded into track then decide which bays the 2 welds will be in. In
general try to use the maximum length of closure available.
When welding closures in curves, cut the closure from rail with curve wear that matches
as closely as possible to the curve wear on the existing rails.
C4-11.3 Curvature
The following requirement is extracted from RailCorp standard ESC 220
For curves of 500m radius and under, closures of less than 6m in length must
have the last 600mm of each end crowed to the correct curvature.
The speed over a closure that has been clamped is 20kph. 30 tonne axle load vehicles
MUST NOT travel over oxy-cut rail ends.
2. Bolt holes that are being, or have been, used in track to form a
mechanical joint must be closely examined and if there is any damage, no
matter how slight, then all the bolt holes must be removed. If there is no
damage then they may be treated as if they were unused.
3. Bolt holes that have not been used in track to form a mechanical joint shall
be dealt with as follows:
o 4 hole pattern - Rails with the 4 hole pattern where only the outer 2
holes are bored on each rail end can be welded straight into track
provided that the first bolt hole is maintained at a minimum of 80mm
from the weld.
o 6 Hole Pattern - Rails which have all 3 holes bored on each rail end
must be cut behind the first bolt hole so that a minimum of 80mm is
achieved from the weld to the first bolt hole (see Figure 2).
80mm
minimum
2. Check for crippling using a 1m straight edge and cut back to where no light can
be seen between the straight edge and rail.
Note: The end of the cut rail cannot be located after the weld has been completed.
When testing welds for compliance the measurement from the weld collar to the bolthole
or bonding hole shall be 70mm.
the gap, each end is 1.5mm above the running surface (see Figure 3).
1. Lift the 4 dogs on the sleeper each side of the gap using a pigsfoot and
hammer.
2. Place steel wedges between the rail and the sleeper plate through the lockspike
holes and wedge the rail ends up to achieve correct peak without twisting the
rail. (1.5mm on each end of a 1m straight edge).
1. Remove the clips from the one or two sleepers either side of the gap.
2. Place wedge between the sleeper plate and under the foot of the rail and lift the
rail to the correct peak, without twisting the rail, OR
3. Loosen the lockspikes holding the plate each side of the weld area using a
pigsfoot and hammer. Using 4 wedges, 1 each side of the plate between the
sleeper and the plate, lift the rail to the correct peak without twisting it.
1. Remove clips and insulating biscuits from one or two sleepers either side of the
gap.
2. Place wedges between the rail and the insulating pad and lift the rail, without
twisting, to the correct peak.
1m Straight Edge
1.5 mm 1.5 mm
Steel Wedge
When welding in curves less than 800m radius, take the curvature of the rail into account
when lining up the rail ends. To do this:
1. Check the curvature on the gauge face of the rail near the weld location using a
1 metre straight edge
3. Line the rail ends at the weld so that the measured versine or gap is duplicated.
1. Look along the rail to decide which way to move the ends.
2. Move the rail in or out using a wedge between appropriate dogspike and the
foot of the rail end.
3. If the rail end will not move far enough, remove the opposite dogspike to allow
movement.
4. Move the rail in or out using a sharp chisel between the foot of the rail and the
lip of the plate.
5. If there isn't sufficient movement, give the plate a hit with a hammer. DO NOT
hit the rail foot.
6. If there is still not enough movement remove the plate. Bore a dog hole or drive
a wedge into the sleeper to give support for lining up.
8. Move the rail in or out using a steel wedge between the foot of the rail and the
lug in the concrete sleeper.
10. After lining the gauge face recheck the running surface and adjust until both are
correct.
11. Match curve worn rail at the unworn part of the gauge face. Wear is matched in
the contact zone by grinding.
1. Remove dogspikes (or clips) for 15 sleepers on one side of rail (the side the you
want to lift.
3. Hammer in the wedge to rotate the rail till the mismatch in gauge face and rail
foot is the same.
4. Realign the gauge face by moving the rail sideways with a wedge inserted
under the rail foot on opposite side.
6. Repeat steps 3 and 4 until gauge face and foot are aligned.
7. The running surface and gauge face may then need realignment.
Once the rails are correctly lined, make sure no movement occurs:
If the mould has been wet, normally it would show a white powder on the mould
surface. A slight dusting is not uncommon due to moisture in the atmosphere
but if it is excessive do not use the mould.
If the cardboard carton has been wet which would indicate that the moulds are
wet or were previously wet, then discard the moulds.
3. Ensure that the moulds are not badly cracked. (Some very minor surface
cracking is normal and this should not affect the weld).
Moulds that are received cracked or damaged with no sign of bad handling
(carton damage) are not to be used, and should be kept and reported for action
with the supplier.
4. If any significant indentations are present in the back of the mould up towards
the top half then it should not be used as this area is very thin and a run out
may result.
1. Generally, one mould is held in both hands against the rail over the gap and
lightly pushed (while being held up) backwards and forwards, toward and away
from the gap to rub it to a good fit.
2. When rubbing marks can be seen over the whole mould contact surface and the
mould fits closely by sight, remove the dust from the rail and mould and fit it to
the mould protector.
3. Check for dags across the runner or riser holes and remove them if they are
present.
4. Special care must be taken when rubbing the moulds if the rail ends to be
welded have a mismatch in the overall height.
1. Double check that it is the correct portion i.e. correct process, correct rail size
and hardness.
3. If the portion bag is split or not sealed then don't use it.
Some of the portion being lost, or moisture from the air may have got into the
portion material which could cause a violent reaction and porosity (gas holes) in
the weld.
4. If the portion material is free to move in the bag then turn it end on end a few
times to mix the material which may have segregated during transport.
5. Open the bag at one end and pour the material into the crucible.
7. Make sure that no portion is lost onto the ground or left in the bag and then put
the bag aside for later reference for welding returns.
2. Gently press the igniter into the powder until the top of the igniter is level with
the portion. (See Figure 5)
Keep the container of igniter nuggets close at hand in case another is needed
when attempting to light the portion after the preheat.
C4-16 Preheating
2. Use a dual stage oxy regulator to maintain an accurate flow rate during
preheating.
5. Maintain equipment in good repair (e.g. preheater clean, hand piece no leaks,
regulators correct etc.).
3. Adjust the flame to suit the welding process being used (See Appendix 4.2 and
Appendix 4.3).
2. Remove any large pieces of luting etc by breaking them up carefully with wire
so they will be blown out.
3. Keep a careful watch over the rail ends during the preheat period to ensure it is
proceeding evenly.
4. If the heat is uneven adjust the direction of the preheater and the flame.
Important
Before lighting the portion, check the immediate area and remove any flammable
material, taking note of wind direction and strength.
2. Place the welding biscuit in the centre of the mould using tongs (the biscuit is
hot).
4. Lift the crucible cover, and light the igniter nugget with the preheat torch on a
reduced flame. When the portion lights, replace the cover.
6. If the portion fails to light, then it will generally be necessary to supply additional
preheating to the moulds.
1. Monitor the Reaction and Settlement time from lighting the portion to pouring of
the weld and whether the reaction was complete when the thimble tapped.
If any weld portion does not tap, DO NOT move the crucible
for at least 10 minutes.
If it appears the thimble tapped early or late or the reaction was too long, then
the weld may not be to the appropriate standard.
If the weld appears defective, replace the weld and report the failure to local
field management for follow up investigation of the cause.
If the weld does not appear defective, plate the weld and report the situation to
local field management so that early ultrasonic testing can be arranged.
2. When the weld metal has poured from the crucible, set the timer to the cut off
time for the weld.
2. Remove the mould protectors and rail clamp approximately half a minute (30
seconds) before the due cut off time.
2. If the weld metal is still liquid when the mould is broken off, replace the mould
for a short period of time, say 15 to 20 seconds before trying again. This will
very likely be the case if an extra long preheat was required to get the correct
colour.
4. After removing the top of the mould, remove the luting paste and mould to the
outer edge of the weld on both sides by sliding a hotset along the head of the
rail.
6. Completely remove the remainder of the sand mould, if necessary, using the
hot set by hitting the hot set lightly with the hammer on the side of the excess
metal head to get under it and then lift it away.
2. Ensure that the excess metal has cooled sufficiently before attempting to
remove it. If a bubbling effect or any globules of molten metal can be seen then
it is necessary to wait for a short time until the surface goes a blotchy red.
2. Adjust hold down support to a 2.5mm gap under the head of a straight rail for
standard welds, and a 3.5mm gap for wide gap welds.
1. Lay the side of the cutting head of the first hot set flat on the head of the rail.
2. Strike the hot set with the hammer, gently at first, until it is certain that the metal
has cooled sufficiently (if the metal is crumbly it is still too hot), and then with
more force.
3. Keep the hot set blade square to the rail head so that the excess is cut off
evenly.
4. Keep the hot set blade low enough to prevent "undercutting" of the weld i.e.
cutting too deep.
5. tilt the back of the hot set up a little when the excess is cut about half way
through, or if the cut starts to rise too much above level with the rail head.
o Cut the corner from the running surface to the gauge face (approximately
45°).
o Cut vertically down the gauge face. If the cut is tending to leave too much
metal then tilt the hot set away from the rail but be careful not to "undercut".
11. Cut any sharp corners where the gauge face meets the running surface, if
required.
12. Bend the top of the risers away from the weld as much as possible (about 450)
using the back of the hot set.
14. Remove them when cold, by tapping them back toward the web.
2. If the rail gap is being held by rail tensors during the weld, DO NOT remove the
tensors until 20 minutes after the excess head metal has been removed.
If there is any indication that the rail may have moved during this time, the weld
MUST be replaced. If it cannot be replaced immediately, it MUST be plated and
reported immediately to the local field management for follow up.
Rough grind the weld down to approximately 1mm above the rail head using the rail
profile grinder.
DO NOT grind closer since on cool down the weld could finish up out of tolerance.
2. Reinstall any pads that have been removed. DO NOT overlift the rail. You may
need to cut the lip off one side of the pad so that you can slide the pad in. If you
cut off the sides of the pad make sure that the cut-off end of the pad is placed in
the direction of travel so that any movement is restricted (See Figure 15).
Direction of
Cut off these travel
lugs
6. Pack sleepers up to the rail as required and re-install fastenings. You MUST
mechanically pack welds on concrete sleepered track.
If possible leave them until the weld has cooled. In this case tap the wedges
back in under the rail foot after cut off.
3. Finish grind the weld to tolerance using the rail profile grinder. The tolerances
are detailed below.
4. Grind the rail for a distance 300mm each side of the weld using the rail profile
grinder.
Figure 16 – Grinding
5. Check the work frequently while grinding using a straightedge to make sure that
a good straight surface, with no hollows, is produced.
7. Grind the gauge face, running surface and field side of the rail head flush.
8. Grind the transition from running surface to gauge face to a smooth curve.
If a hand grinder must be used, take extra care to ensure a smooth surface without
hollows. Re-grind the weld using a profile grinder within 24 hours.
Welds shall be vertical to the top surface of the rail with no more than 5mm
mismatch between the top and bottom of the weld
On Straight Track
Check the top surface and rail alignment with a 1m straight edge as illustrated in
Figure 18 and Figure 19 (top surface) and Figure 20 and Figure 21 (alignment).
“A”
500mm
“B”
500mm
Gauge Face
“C”
Vertical Horizontal
Weld Surface/Alignment “A” “B” “C” “D”
step step
Limits mm mm mm mm
mm mm
For rail on concrete sleepers 0.6 0.3 0.6 0.3 ± 0.3 over ± 0.3 over
(new rail or rail in very good 100 100
condition)
Other situations 1.0 0.5 1.0 0.5 ± 0.3 over ± 0.3 over
100 100
On Curved Track
The horizontal alignment of the newly welded portion of rail must have a curvature
consistent with the curvature of the existing rail, and the gauge face at the weld(s)
must be smooth and continuous. . There must be no visible “elbow” at the weld.
• Check alignment with the centre of the straight edge over the centre of the weld.
• Move the straight edge so that one end is at the centre of weld and check
alignment again.
• Move the straight edge so that the other end is at the centre of weld and check
alignment again.
This additional check is essential to check that grinding of the weld has not transferred
the peak error away from the centre of the weld.
There are two different types of peak that do not comply with the defect limits.
1. An excessive peak resulting from the rails being peaked too much, prior to
welding. Attempts to remove this type of problem with a long grind do not result
in the removal of the peak but in a transfer of the peak to another location away
from the weld (See Figure 22). Classify this as a peak even though the peak is
not in the weld. This can only be repaired with a closure.
Peaked weld
Peak transferred to
end of grinding
2. A peak resulting from insufficient removal of the weld metal. It can sometimes
be the case that the weld is ground to profile on the gauge side but is left proud
on the field side top of the rail head. This non-compliance will not correct itself
no matter how long the weld is left in the track and means that the weld cannot
be tested on the field side top and will be failed as a peak weld. This kind of
peak is easily removed with further grinding.
There are four different types of dip that do not comply with the defect limits.
1. A dip resulting from the rails not being peaked enough prior to welding. This
can only be repaired by a replacement weld or a rail bending process.
2. A dip resulting from the rails not being peaked enough prior to welding but the
weld metal has been left high to try and compensate. This is the most harmful
alignment problem as the wheels hit this very hard. This also can only be
repaired by a replacement weld or a rail bending process combined with
grinding.
3. A dip resulting from a dip in the track. Packing may resolve this problem but a
‘memory’ is often set up in the weld that can only be repaired with a closure or
rail bending.
4. A dip resulting from an attempt to weld a crippled rail joint. This can only be
reliably repaired with a closure.
Dips cannot be removed with a long grind. This will only transfer the misalignment to
another location away from the weld. This can only be repaired with a closure.
2. Remove all mould material to allow visual inspection and later ultrasonic testing.
3. Remove any welds that show holes, slag inclusions, hot tears or other defects.
1. When a weld has been completed place a weld identification label (see Figure
23on the inside foot of the rail 300mm - 400mm from the weld.
WELD No. 0 3 7 9 0 1
2. Paint ALL aluminothermic welds after grinding using a fluorescent pink line
marking paint. DO NOT paint over the Weld Identification Label.
Apply the paint from field side of the rail head down the web on both sides of
the rail for at least 100mm either side of the weld (See Figure 24). DO NOT
paint the running surface and the foot of the rail. Any paint that gets onto the
rail foot should be wiped off with a rag before it dries.
When the weld has been ultrasonically tested the rail flaw detection operator will
paint over the pink paint mark with blue paint if satisfactory and yellow paint if a
defect is found.
2. Make a careful check for any fires or smouldering sleepers, bridge timbers or
vegetation and extinguish any fires found.
4. Clean up and remove from site any rubbish including the steel scrap.
2. Record the information about each weld in SmartWeld (or on the Welding
Return Form WR1 if the SmartWeld system is not available (Appendix 4.1).
The fields on the form are explained in Table 3.
3. An alternative Welding Return Form WR2, which has space for multiple entries,
is available for use if preferred. The fields on the form are explained in Table 3.
Welding information is still required to be entered into SmartWeld.
Codes have been supplied for Weld Reason, Weld type and Site conditions
(See Table 4).
Welder’s Details
Welder's Name Name of welder
If the welder is a contractor, Insert Welding company name as
well.
Welder's Licence No.
Welder's signature (Not required in SmartWeld)
Weld Details
Weld Date Insert date of completion of the weld.
Base Code & Line Insert sector code (sector or base) from code listing
Track Circle track identifier UP or DOWN
District Insert District (Illawarra, Central, West, North or Infrastructure
Facilities)
Km Km of weld
NOTE: Only ONE weld can be recorded in each section of the
return, therefore a closure rail or a Glued Insulated Joint would
require two (2) kilometrages, e.g. 93.400 and 93.403
Rail Circle to indicate the rail welded
UP = Up rail and DN = Down rail
UT = Up turnout Rail, DT = Down Turnout Rail
Weld Number Weld number from weld identification label
Rail Size Rail size e.g. 60HH, 60, 53, 47 Include both rail sizes if it is a
junction weld
Weld Reason Insert code from list (see Table 4)
Weld Type Weld process code from list (see Table 4)
Weld Condition Insert appropriate code from list (see Table 4)
Weather Condition Insert appropriate code from list (see Table 4)
Track Condition Insert appropriate code from list (see Table 4)
Batch Number Batch number from the weld portion bag
Have rail tensors been Circle YES or NO Must be
used? completed for
all Adjustment
Punch marks before Insert length between punch marks before
welds and
rail is cut
welds when
Punch marks after Insert length between punch marks after RAIL
rail is welded OUT/RAIL IN
process is used
Adjustment maintained Are the before and after measurements of
punch marks the same (within ± 3mm)?
Circle YES or NO
Rail temperature Temperature of rail at time of weld
Have welds been If the response is NO then additional details are required
packed?
Are closures less than Have closures crowed to give smooth alignment in curves? If
6m in length crowed to the response is NO additional details are required.
correct curvature?
Comments Write down any comments relevant to the work
Welding codes
Description Code
Weld Reason (code)
GIJ 1
Broken rail / weld (also insert Railfail No.) 2
Switch 3
Stockrail 4
Closure 5
Adjustment (CWR) 6
Adjustment (LWR) 12
Free weld (only when welding shorter lengths in preparation for CWR) 7
Rerailing - Change from one rail size to another e.g. 53 to 60 8
Ground out tolerance 9
Broken crossing 10
Rail defect (also insert Railfail No.) 11
Other Only use if absolutely necessary 20
Weld Type
SKVF Standard 1
SKVF Head repair DO NOT USE FOR NEW 2
SKVF Junction WELDS THERMIT 3
SKVF Wide Gap 4
SKVE Standard 15
PLK CJ (one shot) 11
PLK CJ Wide Gap RAILTECH 13
PLK CJ Junction 14
Flashbutt 20
Site Conditions / Code
Weld
Thimble tap too early 1
Weld blowout 2
No problems 3
Other Only use if absolutely necessary 10
Weather
Sunny / hot 1
Sunny / cold 2
Intermittent showers 3
Rain 4
Cloudy 5
Night 6
Other Only use if absolutely necessary 10
Track
Good condition 1
Track pumping 2
Poor top 3
Poor alignment 4
Bog hole 5
High rail wear 6
Mismatch rail profiles 7
Track panels under construction (off track) 8
Other Only use if absolutely necessary 10
Table 4 - Welding Codes
The method applied for welding rail on slab track depends on the height of the rail above
the slab.
If rail has been installed on cologne egg fastenings, there is sufficient gap between the
slab and the underside of the rail to use either Thermit or Railtech processes, but the
recommended process is the Railtech PLK-CJ weld because it requires less height
(footless weld).
If rail has been installed on other fastenings and there is insufficient room to install the
moulds, use the following process:
If possible aluminothermic welds on the slab should be avoided. If, however, they cannot
be avoided, the normal practise is to remove a small amount of concrete from the surface
of the slab to allow the weld to sit free, including when under load.
Welder’s Details
Welder’s Name Licence No. Signature
Weld Details
Weld Date Base Code /Track UP DN
D M Y BASE CODE LINE TRACK
District Km Rail UP DN UT DT
Weld Number Rail Size 60HH 60 53 47 Other ___ Weld Reason Weld Type
Weld Condition Weather Condition Track Condition Batch Number
Have rail tensors Punch Mark Punch Mark Adjustment
been used? YES NO mm mm YES NO
Before After Maintained
0 Has weld Are closures less than 6m in
Rail Temperature C been packed?
YES NO YES NO
length crowed to correct curvature?
Comments
Weld Details
Weld Date Base Code /Track UP DN
D M Y BASE CODE LINE TRACK
District Km Rail UP DN UT DT
Weld Number Rail Size 60HH 60 53 47 Other ___ Weld Reason Weld Type
Weld Condition Weather Condition Track Condition Batch Number
Have rail tensors Punch Mark Punch Mark Adjustment
been used? YES NO mm mm YES NO
Before After Maintained
0 Has weld Are closures less than 6m in
Rail Temperature C been packed?
YES NO YES NO
length crowed to correct curvature?
Comments
Weld Reason
Punch Mark
Weld Sticker
Sector Code
Defect Type
Weld Type
/Codes
Alignment
Rail (U/D)
Batch No.
OK Rail Fail No.
Rail Size
Line No.
Punch Marks
Rail Temp 0C
(Code)
(Code)
Check
Rail or
Date
YES OR Alignment
No.
Track Km Date
Weather
or Alignment Date Pass
Before
Tensors
Track
Weld
NO Failure No. YES or NO
After
YES
or
NO
1
A-4.2-1.1 Gap
The weld gap for all SKVE welds except wide gap is 28 mm ±2.
2. Check that the universal clamp is vertical after tightening to the rail.
Figure 26 - Positioning of the Universal clamp with the aid of the Gap Gauge
3. Assemble the preheating torch and fit it into the supporting cradle.
2. Check that the height is 40 mm between the top of the rail and the bottom of the
preheater tip. (See Figure 27)
2. Take care when rubbing in the moulds, ensuring that the foot/web is not
cracked.
2. Place the mould centrally over the rail gap and use the locating arms of the
universal clamp to hold the moulds in place by tightening the ”T” screw to apply
a firm but not excessive pressure to the mould.
4. Place the slag tray on the mould clamp and place dry luting sand in the tray
5. Pack the luting material firmly around the head of rail with the aid of a 50mm
paint scraper.
6. Pack luting paste firmly around the moulds and the join under the rail (Figure
30).
Fill the luting grooves surrounding the rail and under the rail foot with luting
material and pack it firmly into place to prevent leakage of the molten metal
when the mould is filled. Take care when luting under the rail foot, to make sure
that the luting material is placed on the correct side of the luting groove.
7. Attach the slag tray/s to sides of the mould covers and place dry luting sand in
the trays.
Figure 32 –Preheating
A-4.2-1.6 P
reheat
Preheating Pressures
1. Preheat the rail ends to dull red web and foot with some colour change in the
head.
A-4.2-1.7 C
rucible
The crucible is a single use product. No crucible pre heat is required
1. Check crucible for damage and that there is no loose crucible lining over the
thimble.
2. Load portion
A-4.2-2.1 Preliminary
1. Examine the head defects, their size, number and proximity to each other and
determine if repair of the defects or replacement by a closure, is the most
economical solution.
2. Arrange for the head defect to be ultrasonically tested to determine the depth of
any defect. DO NOT use Thermit Head Repair Welds to repair defects that
extend more than 8mm below the running surface.
3. Measure the head defect to determine the number of welds required. The
maximum repair area of one weld is 100mm. When using multiple repairs the
head repair welds must overlap by at least 10mm.
4. Mark with chalk the 100mm repair area or the mould location to evenly cover
the repair area.
5. If the repair area falls over a sleeper, lift the dogspikes or remove the clips on
that sleeper alone, otherwise lift the dogs or remove the clips on the sleeper
each side of the repair area.
6. Rub the moulds to a neat fit on the rail and to each other (the reservoir half on
the high side), fitted to the mould protector then set aside.
7. Peak of the rail at the repair area to approx. 1.5mm each side of the 1metre
straight edge using wedges on the sleeper/s under the repair area.
8. Fit the universal rail clamp to the rail, locating the arms at the centre of the
repair area.
10. Apply a bead of luting from the tube to the luting grooves in the moulds.
11. Fit the moulds centrally over the repair area and clamp firmly.
12. Tear the 0.5mm cardboard and place half under each end of the mould-luting
wedge.
13. Pack the wedge firmly with luting sand or premixed paste.
15. Place the crucible on the clamp and adjust the height to 20mm above the
moulds with the pouring throat directly above the wire loop on the biscuit.
16. Swing the crucible away, fit the 18mm thimble (Yellow cap), load the correct
hardness portion and place an ignition tape.
17. Remove the biscuit and hold it with tongs, or on your round cleaning wire, at the
side of the preheater flame, when lit, to completely dry it both sides.
18. Light the preheater (SKV modified E36A.i.e. with heat shields) with pressures
set at 500kPa oxygen, 150kPa LPG adjusted to full flow oxygen.
19. Preheat the repair area evenly inside the moulds for 2 mins for all rail sizes,
sliding the preheater backwards and forwards in the preheater support cradle.
The rail head should show a dull red at the end of the preheat.
20. Place the biscuit in position when the preheat is complete using tongs or pliers
ensuring it seats correctly.
21. Swing the crucible over the biscuit and light the portion.
22. After the weld metal has poured remove the crucible and place it in the hot work
area.
23. Remove the mould protectors and rail clamp 5.5 minutes after the pour.
24. Break away the mould from the ends of the weld by sliding a hotset along the
rail head.
25. Break away the sides of the moulds and slag by hitting on the top corners with a
hammer and then lifting the slag with a hotset.
26. Remove excess metal head at 6-7 minutes after the pour using 150mm stroke
hydraulic shears.
Take extreme care not to cut when the weld metal is too hot as this will cause a
hot tear.
27. Remove wedges, lift and pack, rough grind and replace fastenings before
allowing a train across the weld at 25 kph.
28. "Finish grind" the weld to the requirements detailed in Section C4-21 when the
weld has cooled. (not less than 1hour).
29. Mark the weld position and welder identification in accordance with the
requirements of Section C4-24.
A-4.3-1.1 Gap
Weld type Gap Rail size
PLKCJ 25 mm ± 2 53 & 60
3. Open the handle oxygen valve, turn control knob in until the regulator is reading
300kPa then close handle valve.
4. Open the handle LPG valve, turn control knob in until the test gauge is reading
40kPa then close handle valve.
3. Check and adjust LPG so that the test gauge reads 40kPa.
2. Place luting paste from the tube supplied on each side of base plate.
3. Place base plate under the foot of the rail centrally covering the weld gap and
tighten clamp screws while tapping base plate.
4. Place side mould on rail and ensure that the moulds are aligned to the base
plate.
7. Place slag tray on mould clamp and place dry luting sand in tray.
A-4.3-1.5 Crucible
The crucible is the one shot e.g. single use. No crucible pre heat is required
1. Load portion
A-4.3-1.10 Preheat
1. Preheat the rail ends to dull red web and foot and some colour change in the
head.
2. Remove the crucible lid, light the portion and replace the lid.
Handles
13mm round
500mm dia
25 x 6mm
bar
Lifting lugs
500mm
25 x 25 x 2.2 rhs
A-4.5-1 General
A-4.5-1.1 Moisture
Portions, crucible linings, crucible thimbles, moulds, and pouring pots should be kept dry
at all times. Portions cannot be dried and used once they become damp. If they are
used, the reaction will be violent and the weld weak and porous. The other materials may
be used if heated and thoroughly dried before use.
A-4.5-1.2 Maintenance
On a regular basis checks should be made of all equipment and the following work
should be done:
Sharpening hot sets, inserting handles into hot sets or hammers; cleaning, lubricating,
and filling the grinding machine; cleaning screw threads on equipment, checking crucibles
and replacing if necessary and cleaning the preheating torch should be carried out.
Care must be taken when handling crucibles because damage to the crucible will require
its replacement.
A-4.5-3.1 Care
The preheating torch should be placed carefully in the tool box after use, before
transportation. Torches must not be thrown on the ballast. After preheating and before
tapping, take off the torch and lay it down with the burner head upwards. Care must be
taken to make sure that the torch head does not come in contact with the mould,
otherwise the torch head will become too hot and melt.
A-4.5-3.2 Maintenance
Clogged or damaged torches not in good working order must not be used and must be
repaired only by experienced workers.
After 100 welds have been made, the holes in the burner head should be cleaned out
with the tools provided.
If this maintenance is not carried out, the performance of the torch will deteriorate
resulting in longer preheating times or insufficient preheating of the rail ends.
Non-Compliance Details:
Recommendation:
Comments:
3. Originator
Action to be taken:
A Place in service
B Return to Supplier for repair
C Quarantine the stock
Comments:
C5-1 Description
Wire feed welding is a semi-automatic welding process, using self-shielding flux –cored
continuous wire. The process allows the operator to accurately place the weld deposit
and to visually control the weld pool for maximum weld deposition and quality.
C5-2 Records
Records of all welding performed shall be maintained in RailCorp's SmartWeld Web
based information system.
Enter data into the SmartWeld application by entering data into the field based
SmartWeld application and uploading it to the SmartWeld web application. Forms are
made available only for use in the event of failure of field PDAs. If forms are used, the
manual records for each weld shall be entered into the SmartWeld web application within
2 days.
• repairs of wheel burns in head hardened rail where axle loads exceed 27
tonnes.
• repairs to switches in turnouts and other special trackwork. This includes the
area from the switch tip to the heel (inclusive)..
• repair of swingnose crossings,
• Repair of rail defects more than 12mm below the top of the rail.
To ensure that appropriate investigation is undertaken and action is taken by field staff,
engineering and logistics staff, follow the process below.
If you suspect that track components or tools that have been delivered to you are
defective, report the defect to your Team Manager who will investigate and report the
problem in accordance with the requirements of Section C2-1.
2. DO NOT wire feed weld more than 200mm of rail in any single operation.
3. This covers any form of wire feed repair due to wear or damage on rails such as
continuous wheelslip or a series of individual wheelburns.
4. Any series of single repairs (each less than 200mm) must be separated by no
less than 1000 mm.
5. DO NOT undertake additional wire feed weld repairs to extend a length already
0
repaired until the initial repair work has completely cooled (ie below 100 C).
6. DO NOT undertake welding work unless you have material and defect
information that confirms that no reportable defects are present and there are
no defects too deep to be removed (below 12mm from the surface).
7. Each 200mm length is to be let cool before the next 200mm is welded and the
maximum length that can be welded in any one session is 600mm. Preheating
is required before commencing each new 200mm section.
C5-4.7 Preheat
1. The area to be preheated is the weld area (maximum of 200 mm) plus a
minimum 100 mm each side giving a total of 400 mm.
2. Preheat the whole distance in (1) above and then feather the preheat out for a
further 200mm each end to a temperature of 1500C. It takes about 3 minutes to
preheat rail to approximately 1500C.
25mm
to be deposited
Copper Bond
Deposit
Internal condition
All welds shall be ultrasonically tested. ALL ultrasonic indicators must be below
reportable limits as detailed in TMC 224.
All welds shall be ground to the profile of the rail each side of the weld with no
visible deviations from a straightedge. The gauge face will normally be parent rail
and shall be visibly smooth and consistent with the curvature of the existing rail.
All welds shall be ground to the profile of the rail each side of the weld with no
visible deviations from a straightedge.
The top surface shall be checked with a 1m straight edge as illustrated in Figure 39
and Figure 40. The permitted tolerances are as shown in Table 7.
“A” “B”
Weld Surface Limits
mm mm
The gauge face will normally be parent rail and shall be visibly smooth and
consistent with the curvature of the existing rail.
500mm
“A”
500mm
“B”
Different profiles apply depending on the direction of traffic over the crossing, the type of
traffic (freight or passenger), the design flangeway width and the profile of the wingrail.
The longitudinal profiles detailed in Table 8 are mainly for use in repair of fabricated
crossings. They may, however, be used for other crossings. Where manufacturers have
provided specific profiles or gauges these should continue to be used.
The design profiles are defined by the nose depths at the 16mm point and the 32mm
point. A straight is formed by these two locations shown as A and B in Figure 41.
Longitudinal Profile
Nose Width 32mm 16mm
Nose Depth A B
Facing Profiles F1 A= 1mm
F2 A= 2mm
B= 8mm
F3 A= 3mm
F4 A= 4mm
Trailing Profiles T1 A= 1mm
T2 A= 2mm B= 6mm
T3 A= 3mm
32 mm 16 mm
PLAN VIEW
point point
wingrail
A
B
ELEVATION
Profile Selection
Traffic direction Facing or Both
Traffic Type Freight or Mixed Passenger Only
Wing 44 Flangeway 42 Flangeway 44 Flangeway 42 Flangeway
Standard wing rail
F1 F2 F2 F3
rounded shape
Square Wing F2 F3 F3 F4
Traffic direction Trailing Only
Traffic Type Freight or Mixed Passenger Only
Wing 44 Flangeway 42 Flangeway 44 Flangeway 42 Flangeway
Standard wing rail
T1 T2 T2 T3
rounded shape
Square Wing T2 T3 T3 T3
Square wingrails (see Figure 42) provide greater support for the wheel and allow a longer
nose ramp. VAE achieve a square wingrail by machining a standard rail. Monoblock and
RBM crossings are designed with a square wing.
-60 Standard
Square wing
provides better wingrail with
support for rounded wing
wheel
-40
-33.5
-20
Passenger
wheel profile
20
40
Wing Height
Nose depth
16mm
Gauge Point
1
Nose Width
Note that the slope on the side of the nose is approximately 4:1.
Crossing noses are not always the correct width. The preferred method of locating the 16
and 32mm theoretical nose widths is to measure along the wingrail from the theoretical
point (which normally has two centre punch marks on the outside of the wing rail. If you
can't find the punch marks use the stringline method in TMC 202 C6-3.1 to locate the
Theoretical Point). The distance to the target nose widths is dependent on the crossing
rate. For a 1 in 9 crossing the 16mm point is 9 x 16 = 144mm from the theoretical point.
Likewise the 32mm point is 9 x 32 = 288mm from the theoretical point. Figure 44 below
shows how the various points can be marked out.
Significant wear on the wingrail should be repaired at the same time as any crossing
nose work.
Theoretical
16mm
32mm
Point
144m
`
Figure 44 – Location measurement points on crossings
Example: For a crossing with a standard wingrail and design 44mm flangeway, with
freight traffic operating in the facing direction, a 1F profile is required.
Near the nose tip when the nose is 16mm wide it should be 8mm below the
wingrail, when the nose is 32mm wide the nose should be 1mm below the
wingrail; these points define a straight line as shown in Figure 45.
32 mm 16 mm
PLAN VIEW point
point
Wingrail
8 mm Nose
Depth
ELEVATION
Continue the slope beyond the 32mm point to the wing and
beyond the 16mm point till the face of the nose is reached
The nose depth below the wing is a straight line between the 16mm point and the 32mm
point. This straight is extended until it reaches the same height as the wingrail in one
direction and the end of the nose in the other direction. See Figure 45.
Table 10 provides distances from the theoretical point to the different crossing nose
widths for various crossing rates.
Crossings where the new profiles have been applied should be paintmarked and
performance reviewed during follow up (as required in Section C5-7.5.2).
NOSE No 1
Figure 47 shows the profile applied from one side using the profile gauge. The gauge
can be reversed to give the profile for the other side of the crossing nose. For crossings
with similar traffic levels on both routes the crossing nose would be symmetrical.
Where the traffic is predominantly in one direction the gauge can be used more in one
direction than other. This would typically align with the natural wear shape of the
crossing nose.
The gauge can be applied along the crossing nose until the normal rail shape is reached.
The gauge corner at the nose tip needs to be manually chamfered off at about 45
degrees to about one mm depth at the 16mm point running back to zero at the 19mm
point.
The crossing nose profile gauge only gives the shape. The vertical position needs to be
set with reference to the longitudinal profile as defined in C5-6.1. The gauge can be lifted
to the correct vertical position by putting relevant packers on both wing rails.
-80
1mm
45°
-60
-40
-31.8
-20
A wing profile is also provided (see Figure 48and SPC 201). This profile provides for the
square wing design. It would normally be applied along the zone of wheel transfer. It is
the same in all longitudinal positions and gives the vertical position as well as the shape.
The square wing shape can only be achieved after build up in some crossings (which
have a rounded wing at manufacture). The square wing profile should be transitioned to
a normal rail shape at either end of the transfer zone. It must not be applied more than
75mm past the crossing nose.
WINGRAIL No 1
2. The crossing should be welded when the wear is less than 5 mm.
o Visually inspect the crossing- weld dates are written in white underneath the
previous weld; or
o look up Teams 3 and count welds performed since the last replacement
* Consider replacement at this stage based on traffic type and frequency, and
how long the previous weld lasted.
If practical constraints prohibit welding OR using the above table your next
action is replace:
Tips
• Enter correct information (particularly crossing wear, defect type (if present), action
and cost) in Teams 3 to give data to improve current practices
• To get the best life out of crossings, build up when wear reaches 5mm
• Try to weld at least twice before replacing to get the best value for money
• Repair the wing rail if needed when you repair the crossing nose
• Grind the weld to the correct profile.
• Make sure you do your follow up grinds to remove overflow
• You are better off replacing crossings with multiple welds or which are badly worn.
Put welding resources into crossings with moderate wear as you get greater life
from those crossings.
C5-7.2 Preparation
1. Arrange for an ultrasonic test to be undertaken within 1 week of proposed work
paying particular attention to bolt holes.
2. DO NOT weld the crossing if there is any elongation or cracks around the bolt
holes.
All crossing bolts must be straight, in sound condition, of correct length with
nuts fully threaded and properly tightened. Use only one spring washer on each
bolt.
6. Check checkrail effectiveness in steering wheels away from crossing nose and
fix if necessary.
7. Check flangeways.
2. If the crossing has previously been built up using oxy acetylene, remove all the
old oxy acetylene build up by either grinding or oxy propane gouging then
grinding.
6. Move the nozzle forward, reducing and increasing the angle as required to
maintain the depth.
Laminations and cracks will heat up and change to a bright orange very quickly
while the solid metal will stay dark in colour.
2. Completely remove any laminations or cracks using the oxy propane gouging
torch. Reduce the surface uniformly.
C5-7.3.2 Grinding
1. Reduce the surfaces uniformly so there are no deep craters.
2. Remove sharp corners and ridges in the metal using an angle grinder.
4. If oxy propane gouging has been used grind away a minimum of 3mm to
remove any heat effected zone.
5. Remove the damaged area plus 25 mm each side by either oxy propane
gouging or grinding.
8 9
Incorrect Correct
3. Spray the area with a thin even coat of white background lacquer.
4. Place the magnetic particle test unit across the rail head over the area to be
welded.
5. Turn on the magnetic test unit then spray the black magnetic ink on the area.
If rapid bubbling of the ink or rapid evaporation occurs the area of the rail being
tested is too hot and must be allowed to cool before a retest is conducted.
6. Check the results. A defect will show as a black line if a crack is found.
C5-7.4 Welding
C5-7.4.1 Preheat
1. Preheat the repair area to the correct temperature for the wire in use as detailed
in Table 12.
2. Apply the initial preheat the rail so that 2 minutes after you stop applying the
heat the required rail temperature is achieved. The wait of 2 minutes is required
to allow the preheat to soak into the rail.
3. Test the preheat before welding commences using a thermomelt crayon applied
at the bottom of the rail head (see Figure 50).
4. The preheat must be not fall below this temperature until welding is completed.
If welding is stopped for more than 3 minutes then an additional preheat and
wait of 2 minutes is required and the temperature rechecked before welding is
to recommence.
Repair Area
Check
Temperature
2. Connect the earth (NEGATIVE) wire from the machine to the foot of the same
rail that is to be welded, as close as possible to the weld area.
3. Clean the rail where the earth clamp is attached thoroughly with a grinder to
ensure a complete metal to metal contact. DO NOT damage the foot of the rail.
A Stringer bead is a single bead of weld (maximum 200 mm) with NO weaving.
Pad welding is the laying of a number of stringer beads where the next run
overlaps the previous weld bead by half.
3. Where multiple layers are necessary DO NOT start and finish the layers should
in the same line.
4. Hold the welding gun with the drag angle of 300 from the vertical in the direction
of travel.
300
5. When welding is stopped, remove all slag from welds before welding
recommences.
6. When welding has been completed, remove all slag and scale which is still
attached to the rail.
7. Allow the weld to cool naturally. A slow cool contributes to reducing stresses.
1. Grind off any flow that has occurred through work hardening.
DO NOT repair by wire feed welding if the defect is larger than a small EBTD.
C5-8.2 Preparation
1. Arrange for an ultrasonic test to be undertaken within 1 week of proposed work
paying particular attention to near surface cracks.
3. P
ack sleepers/timbers.
5. If the repair is at a joint ensure clear (min 5mm) separation exists between rail
ends.
2. If a rail has been built up using oxy acetylene, then all old weld metal must be
removed by either grinding or oxy propane gouging then grinding.
6. Move the nozzle forward, reducing and increasing the angle as required to
maintain the depth.
C5-8.3.2 Grinding
1. Reduce the surfaces uniformly so there are no deep craters.
2. Remove sharp corners and ridges in the metal using an angle grinder.
4. If oxy propane gouging has been used grind away a minimum of 3mm to
remove any heat affected zone.
5. Remove the damaged area plus 25 mm each side by either oxy propane
gouging or grinding.
6. The final grinding should be across the rail not along the rail as defects can be
missed when magnetic particle testing.
8 9
Incorrect Correct
3. Spray the area with a thin even coat of white background lacquer.
4. Place the magnetic particle test unit across the rail head over the area to be
welded.
5. Turn on the magnetic test unit then spray the black magnetic ink on the area.
If rapid bubbling of the ink or rapid evaporation occurs the area of the rail being
tested is too hot and must be allowed to cool before a retest is conducted.
6. Check the results. A defect will show as a black line if a crack is found.
C5-8.4 Welding
C5-8.4.1 Preheat
1. Preheat the repair area to the correct temperature for the wire in use as detailed
in Table 13.
2. Apply the initial preheat the rail so that 2 minutes after you stop applying the
heat the required rail temperature is achieved. The wait of 2 minutes is required
to allow the preheat to soak into the rail.
3. Test the preheat before welding commences using a thermomelt crayon applied
at the bottom of the rail head (see Figure 53).
4. The preheat must be not fall below this temperature until welding is completed.
If welding is stopped for more than 3 minutes then an additional preheat and
wait of 2 minutes is required and the temperature rechecked before welding is
to recommence.
Repair Area
Check
Temperature
2. Connect the earth (NEGATIVE) wire from the machine to the foot of the same
rail that is to be welded, as close as possible to the weld area.
3. Clean the rail where the earth clamp is attached thoroughly with a grinder to
ensure a complete metal to metal contact. DO NOT damage the foot of the rail.
A Stringer bead is a single bead of weld (maximum 200 mm) with NO weaving.
Pad welding is the laying of a number of stringer beads where the next run
overlaps the previous weld bead by half.
3. Where multiple layers are necessary DO NOT start and finish the layers should
in the same line.
4. Hold the welding gun with the drag angle of 300 from the vertical in the direction
of travel.
300
5. When welding is stopped, remove all slag from welds before welding
recommences.
6. When welding has been completed, remove all slag and scale which is still
attached to the rail.
7. Allow the weld to cool naturally. A slow cool contributes to reducing stresses.
1. Place a weld identification label (see Figure 55) on the inside foot of the rail
300mm - 400mm from the weld.
WELD No. 0 3 7 9 0 1
2. For wheel burn repairs, mark the start and finish of the repair on the head and
web of the rail.
3. Paint ALL wire feed welds after grinding using a fluorescent pink line marking
paint. DO NOT paint over the Weld Identification Label.
4. Apply the paint from the top surface of the foot to the rail head excluding the
running surface and cover at least 150mm either side of the weld and both
sides of the rail.
5. When the weld has been ultrasonically tested paint over the pink paint mark
with blue paint if satisfactory and yellow paint if a defect is found.
2. Record the following information about each weld in SmartWeld (or on the
Welding Return Form WFR1 if the SmartWeld system is not available (See
Appendix 5.1). The fields on the form are explained in Table 14.
Welder’s Details
Welder's Name Name of welder
If the welder is a contractor, Insert Welding company name as
well.
Welder's Licence No.
Welder's signature (Not required in SmartWeld)
Weld Details
Weld Date Insert date of completion of the weld.
Base Code & Line Insert sector code (sector or base) from code listing
Track Circle track identifier UP or DOWN
District Insert District (Illawarra, Central, West, North or
Infrastructure Facilities)
Km Kilometrage of weld
Rail Circle one of the following to indicate the rail welded
UP = Up rail, DN = Down rail, UT = Up turnout Rail,
DT = Down Turnout Rail
Weld Number Weld number from weld identification label
Weld Type Circle the weld type
Wire Type Write in the type of wire used for the repair
For wheelburn repairs ONLY
Rail Size Circle Rail size eg 60HH, 60, 53, 47
Wheelburn Depth and Length Depth and length of the repair area
For wheelburn repairs ONLY
Nose Repair Depth and Depth and length of the repair area
Length
Main Wing Repair Depth and Depth and length of the repair area
Length
Turnout Wing Repair Depth Depth and length of the repair area
and Length
Yard Is the repair in a yard? Circle YES or NO
Turnout Number/type Identify the turnout by number and type
Welder’s Details
Welder’s Name Licence No. Signature
Weld Details
Weld Date Base Code /Track UP DN
D M Y BASE CODE LINE TRACK
District Km Rail UP DN UT DT
Weld Details
Weld Date Base Code /Track UP DN
D M Y BASE CODE LINE TRACK
District Km Rail UP DN UT DT
A-5.2-1 Lincore 33
Welding
Pre Alignment (Wheel Burn 15 mm to 25 Mm Between Rail And Sleeper
Only) Plate
Magnetic Particle test test before preheating
Preheat 3500C
Wait Before Welding 2 Minutes
Stick Out 15-25
Machine settings
Volts 25
Amps 260-270
Wire Speed 4.25 / 160
OCV Normal
A-5.2-2 TN3-0
Welding
Magnetic Particle test test before preheating
Technique Stringer Beads Pad Welding
Preheat 3500C
Wait Before Welding 2 Minutes
Stick Out 40 mm
Machine settings
Volts 27
Amps 260-270
Wire Speed 4.25 / 160
OCV Normal
A-5.2-3 B3-0
Welding
Magnetic Particle test test before preheating
Technique Stringer Beads Pad Welding
Preheat 3500C
Wait Before Welding 2 Minutes
Stick Out 40 Mm
Machine settings
Volts 27
Amps 260-270
Wire Speed 4.25 / 160
OCV Normal
Note: It is essential to keep the machine on the correct setting because variations of this
control have the following major effects:
• Change the melt off and
Current
(Amps)
A-5.3-2 Voltage
Set the Job Selector (OCV) control to the normal welding position and adjust the control
until the volt meter on the wire feed unit is showing the volts for the wire being used.
2. large amounts of
splatter
Special
3. porosity
2. stubbing Large
Electrode
Job Selector
If the current, voltage and the stickout are held constant, wire speed variations have the
following effects:
wire.
Insulated
1. Increased stickout DECREASES the welding Nozzle
current.
1. Decrease voltage.
2. Increase stickout.
4. Decrease speed
5. Increase current
2. Decrease stickout
4. Decrease current
5. Decrease speed
2. Decrease stickout
4. increase current
5. Decrease speed
2. Increase voltage
4. Decrease stickout
5. Decrease current
2. Increase current
3. Decrease voltage
4. Increase speed
2. Increase stickout
3. Decrease voltage
4. Decrease current
5. Decrease speed.
C6-1 Introduction
In accordance with the requirements of Australian Standard AS 4839 all oxygen /LPG or
acetylene equipment used in RailCorp must be inspected and tested on a regular basis.
The inspection must be undertaken by a technically competent person.
Oxy and LPG gas equipment used in aluminothermic welding is specialised equipment.
The combination of regulator, flashback arrestor, non return valve, cutting attachment,
hand piece, mixer and quick release hose couplings operate as a unit and should be
tested to meet requirements RailCorp has established as necessary to provide
satisfactory aluminothermic welds.
o Date inspected
o Equipment Identifier
o Name of inspector?
5. A cable tie to be placed on all hoses to identify tested hoses. The colour of the
cable tie will indicate the year of testing. A cycle of 5 years will be adopted
o 2008 - grey
o 2009 - blue
o 2010 – red
o 2011 - green
o 2012 - yellow
o 2013 - grey
o 2014 - blue
6. The following RailCorp personnel are competent and are to conduct the testing
o John Mason
o Stephen Maddock
1. R
egulators
2. Hoses
3. Blowpipe
4. Cutting attachment
5. Flashback arresters
2. Water tank
3. Lead Detector
Hose
If bubbles appear from tip end, this indicates leaking control valve seats and the
blowpipe must be repaired or replaced.
If bubbles appear from nozzle end, this indicates leaking control valve seats and
the blowpipe must be repaired or replaced.
Blowpipe
o Hose connections
o Control valve gland nuts
o Mixer to blowpipe connection
o Brazed joints
Cutting attachment
C6-3.4.1 Regulator
Seat inter-leak test.
If pressure registers on low pressure gauge, this indicates a faulty regulator and
it must be replaced or repaired.
Pressure Drop
Pressure gauge should remain stable after setting gauge lever has been
released.