Residual Stress Measurement Techniques for Metal Joints, Metallic Coatings and Components in the Railway Industry: A Review

Manufacturing and maintenance procedures in the railway industry regularly implement welding and metal deposition operations to produce joints, coatings and repair structures. During these processes, residual stresses arise through the generation of heat affected zones and plastic deformation. This makes accurate measurements of the internal stresses a critical aspect of manufacturing, monitoring, repair and model validation in the develop new metallic coating and joining technologies. Selection of an appropriate residual stress measurement method has many important factors including component size, resolution and the magnitude and location of internal stresses, often resulting in a combination of techniques required to obtain complete assessment of the stress state. This paper offers a review of residual stress measurement techniques for railway components including rail joints and coatings through comparison of destructive and non-destructive approaches, their measurement capabilities, benefits and limitations. A comprehensive discussion of different applications is provided with a summary of facilities available to both research and industry.

Tribological Properties of Laser Cladded Alloys for Repair of Rail Components

Tram or light rail systems are heavily relied upon for passenger transit; however, low-carbon steel grades commonly used in special trackwork, such as in switches, are prone to wear, rolling contact fatigue (RCF), and deformation under cyclic wheel-rail contact. To address this, laser cladding can be used to apply a metal coating to protect the underlying substrate and rebuild the worn rail profiles. Laser cladding may also be applied to remove cracking by rebuilding the rail head. The tribological characteristics of light rail components after laser cladding with Stellite 6 and a newly developed martensitic stainless steel were investigated, using roller-on-disc wear testing. Analysis of the microstructure, mechanical properties, and wear performance was undertaken to develop a comprehensive understanding of the influence of the laser cladding type on the wear and surface fatigue performance. Both cladding alloys significantly improved the tribological performance. These findings were compared to those for a laser cladded hypereutectoid rail type (reported in our previous study). It was found that laser cladding with a suitable alloy was an effective technique for improving the tribological properties, increasing the wear resistance, and increasing the retardation of cracking on both substrates. These findings suggest laser cladding may be used to repair light rail components, and this technique can be optimized to suit different rail grades. This makes laser cladding a flexible and versatile maintenance strategy, in both coating and repair applications, to prolong the operational lifetime of critical components for the railway industry.

Application of a New Alloy and Post Processing Procedures for Laser Cladding Repairs on Hypereutectoid Rail Components

The development of a laser cladding repair strategy is critical for the continued growth of heavy-haul railway networks. Premium hypereutectoid rails have undergone laser cladding using a new martensitic stainless-steel alloy, 415SS, developed for high carbon rails after standard cladding metals were found to be incompatible. Non-destructive neutron diffraction techniques were used to measure the residual stress in different layers generated across a dissimilar metal joint during laser cladding. The internal stress distribution across the cladding, heat-affected zone (HAZ), and substrate was measured in the untempered rail, after 350 °C and 540 °C heat treatment procedures and two surface grinding operations. The martensitic 415SS depositions produce compressive stress in the cladding, regardless of tempering procedures, which may inhibit fatigue crack propagation whilst grinding operations locally relive surface stress. Balancing tensile stresses were recorded below the fusion boundary in the HAZ due to thermal gradients altering the microstructure. The combination of 540 °C tempering and 0.5 mm surface layer removal produced a desirable combination of compression in the cladding deposition with significantly reduced tensile stresses in the HAZ. A comparison with the current literature shows that this alloy achieves a unique combination of desirable hardness, low tensile stress, and compression in the cladding layer. Data obtained during strain scanning has been used to determine the location of microstructural changes at the fusion boundary and HAZ through correlation of the stress, strain, full width at half maximum (FWHM), and intensity profiles. Therefore, neutron diffraction can be used for both the accurate measurement of internal residual stress and to obtain microstructural information of a metallurgical join non-destructively.

Prevalence and nature of connexin 26 mutations in children with non-syndromic deafness

OBJECTIVE

To determine (1) the prevalence and nature of connexin 26 mutations in a cohort of Australian children with non-syndromic hearing loss, and (2) the carrier frequency of the common connexin 26 mutation (35delG) in the general population.

DESIGN

A cohort, case-finding study. Mutation analysis was performed on DNA extracted from white blood cells, buccal cells, or Guthrie blood spots.

SETTING

A hearing loss investigation clinic and a deafness centre in two Australian capital cities, 1 January 1998 to 31 October 2000.

PARTICIPANTS

(1) 243 children (age range, 4 weeks to 16 years; median, 4 years), attending hearing loss clinics in Sydney and Melbourne; (2) 1000 blood samples obtained from anonymous Guthrie card blood spots collected in 1984 [corrected] by the Victorian Clinical Genetics Service as part of the newborn screening program.

MAIN OUTCOME MEASURES

(1) The prevalence and types of connexin 26 mutations in a cohort of children with prelingual deafness; (2) the carrier frequency of the common connexin 26 mutation, 35delG, in the general population.

RESULTS

Connexin 26 mutations were identified and characterised in 52 (21%) of the 243 children; 14 different mutations, including four previously unreported mutations (135S, C53R, T123N and R127C), were identified. The common 35delG mutation was found in 56 of the 104 alleles (ie, 86 of the connexin 26 alleles in which a mutation was positively identified). The mutations V371 and M34T were also relatively common. The carrier frequency of connexin 26 mutations and of the common 35delG connexin 26 mutation in the Victorian population was estimated to be 1 in 54 and 1 in 100, respectively.

CONCLUSIONS

Mutations in the connexin 26 gene (especially the 35delG mutation) are a common cause of prelingual hearing loss in Australia.

Galactose metabolism in relation to cataract formation in marsupials

Erythrocytic galactokinase and/or galactose-1-phosphate uridyl transferase activity were low in many species of marsupials. However, cataract formation was observed only in pouch-young members of these species when reared on cow's milk. The galactose tolerance of young kangaroos was found to be greatly impaired, but improved rapidly and markedly at the stage of which the definitive structure of the ruminant type of stomach as in adults is formed. The combination of high absorption of galactose and low levels of galactokinase and/or transferase thus appears to determine the predisposition of pouch-young marsupials to galactose cataractogenesis.