3. Rail side wear due to roller flange or
guiding guards or inside rail gouging
by the sprocket hasn’t reduced rail
width significantly.
4. Pin boss is not worn enough to cause
reduced pin retention.
5. Counterbore depth and elongation wear
(with Sealed Track) will not signifi-
cantly affect resealing of the pins and
bushings.
6. Face wear (area surrounding the link,
bushing and counterbores) has not
reduced the thickness of the rail in that
area by more than 20 percent.
7. Rail spalling hasn’t caused more than
30 percent of the rail surface to be
removed.
8. Links are not cracked through in the
rail, pin and bushing bores or shoe
strap sections.
9. Bolt holes are not wallowed out or
elongated to prevent adequate shoe
retention.
10. Pin and bushing bores are not damaged
(broached) as to prevent adequate pin
and bushing retention.
With proper welding techniques and mate-
rials, the fully rebuilt (to 0 percent worn
height) rail should provide about 80 percent
of the original life to the service limit. This
percentage may be reduced as impact level
increases. By running the rebuilt rail to
120 percent it should provide about 100 per-
cent of the original rail life to the service
limit potential.
Sealed and Lubricated Track vs.
Sealed Track — track link effects
Due to the expected absence of internal
wear, counterbore depth and elongation
wear and face wear should be eliminated.
This increases successful rebuildability
compared to the same link used with
Sealed Track. Absence of internal wear
and snakiness should also reduce the
degree of rail side wear, uneven rail wear,
inside rail gouging and guiding guard
wear, and possibly increase original and
rebuilt rail wear life. If snakiness is experi-
enced with Sealed Track, the lack of snak-
iness in Sealed and Lubricated Track may
extend link life by up to 20 percent.
Link Wear Patterns
Rail (Top) Wear
(Normal expected wear position)
CAUSES: Rolling and sliding contact with
roller and idler treads.
ACCELERATORS: Horsepower, weight,
speed, impact, abrasiveness, shoe width,
tight track and snakiness.
EFFECT: Wear limit reached when roller
flanges begin to contact top of pin boss.
REMEDIES: Eliminate or reduce control-
lable accelerators listed above and rebuild
(weld) to desired rail height.
29
General Information
LINKS