1. THE PROCESS OF CRACK INITIATION AND ITS PROPAGATIONBy
V.RAJ KUMAR
SSE/USFD/BZA

2. Cont.
No material is free from defects, so it is essential that any crack-like defects are relatively harmless.
Using values of fracture toughness it is possible to calculate the size of defect or magnitude of stress required to cause failure.

3. CRACK DEVELOPMENT PROCESS
When repeated stresses of sufficient magnitude are applied to a rail section, a crack is initiated after a certain number of cycles, which goes on propagating when stresses are repeatedly applied .

4. Fast Fracture
Fast fracture caused by growth of cracks, flaws or defects which suddenly become unstable & propagate at the speed of sound.

5. The direction of crack propagation depends on the rail material, the point of crack initiation and the kind of metallurgical processing or the heat treatment method adopted for that particular rail section.

6. Crack development process consists of three phases:
crack initiation,
crack propagation and
fracture or rail break

7. Loading Direction of Travel Initial Crack Crack growth path
Rail under Tension
Crack growth path

8. Initial stage of development of gauge corner checking cracks

10. Sub-surface cracking associated with squat defect

12. the cracks are initiated at or very close to the rail surface,
typically occur at about 2-5 mm intervals along the rail, and can grow to 2-5 mm in
depth, at a downward angle of about 10º-30º to the rail surface, gradually spreading
across the rail head. Once this occurs they usually break out as small “wedges or
spalls”.
Figure 9 (a) Transverse section of a rail showing the initial stages of
development of checking cracks and spalls

18. Schematic representation of a fatigue fracture surface in a steel shaft, showing the initiation region, the propagation of fatigue crack (with beam markings), and catastrophic rupture when the crack length exceeds a critical value at the applied stress

19. Sub-surface cracking associated with squats (Longitudinal Section, rail contact surface is at the top of the photographs, x 50)

20. Example of cracked oxide/silicate inclusion which can act as an initiation site for shelling and transverse defects

21. Rail and Wheel with Mesh and contact region

22. As for transverse defects, because of their internal nature, tache ovales cannot be visually detected, and hence must rely on regular ultrasonic rail inspection.

23. Small Transverse defect in the rail head initiated from shelling

27. Example of Tache Ovale Defect

28. The initiation of tache ovale defects is due to the presence of excessive levels of
hydrogen in rail steel (or welds).
Under normal circumstances, the steel blooms from which the rails are made or
even the rails are slowly cooled over a long time to allow most of the hydrogen to
diffuse out of the steel. If, however, the slow cooling process is inefficient, some
hydrogen remains in the steel. The hydrogen atoms combine at preferred sites, such
as grain boundaries or inclusions, and form molecular hydrogen. This process leads
to marked increases in the internal pressure associated with the pockets of
molecular hydrogen, which greatly enhances the risk of crack initiation. The initial,
hydrogen induced, shatter cracking is illustrated in Figure 33.
Improvements in steelmaking procedures have greatly reduced the risk of shatter
crack development. Ironically, the reductions in the inclusion levels in the steel have
also increased the potential for shatter cracks since there are now far fewer
preferred sites for hydrogen segregation.
Once the shatter crack develops, it can grow in a transverse plane through the
combination of cyclic bending stresses, and longitudinal tensile thermal and residual
stresses, in a similar fashion to transverse defects. In the case of tache ovales,
wheel rail contact stresses have a negligible influence, because of the considerable
depth from the wheel/rail contact surface of the initial shatter crack.
Figure 33 (a) Initial Hydrogen Induced Shatter Crack

29. Sub-surface crack initiated in rail model

30. Surface of the crack after 7 crack growth steps

31. Sub-surface crack grown for 7 increments where the change in crack growth direction can clearly be
seen

32. Planar view of the grown crack mesh

33. Crack grown in sub-model for 21 increments

34. Mesh of the grown crack

35. Crack surface as generated during the crack growth

36. An additional concern is that the current ultrasonic inspection cycles have generally
been determined with some idea of growth rates in the normal transverse defects.
On the other hand, the growth rates of tache ovales are not known, and
consequently may not suit the current cycles.
5.4 Treatment
The principal treatment for tache ovale defects is to reduce the critical hydrogen
content of the steel, by appropriate steelmaking and/or heat treatment procedures.
The ultrasonic procedures adopted by rail manufacturers must also exhibit sufficient
accuracy to allow the detection of any hydrogen cracking within the rail head. In this
case, the ultrasonic testing needs to be conducted several days following rail
manufacture, to allow sufficient time for any hydrogen cracking to fully develop.
Once the affected rails are in track, the initiation and growth of the tache ovale
defects may be inhibited by reducing the levels of applied nominal, dynamic and in
particular impact wheel loadings (refer to Section 2).
Finally, the ultrasonic rail testing procedures must be capable of detecting the tache
ovales before they reach a critical size, that may cause rail failure.