CASE STUDY OF FAILURE IN SOLEBAR

WHAT IS THE SOLEBAR?

Solebar is a structural component of underframe which is vertically supported by body pillar

and subjected to loading

WHY SOLEBAR?

As solebar is basic structural component of underframe and even if, its a class IV material
damaged to solebar can cause accident and large amount of loss will be there because of small
structural member.

Solebar as component of bogie shell

SOLEBAR
t=5mm

SOLEBAR AS PART OF BOGIE SHELL

SPECIFICATION OF SOLEBAR

Dimensions of solebar- thickness=5mm

SOLEBAR

Material Corten steel (weathering steel)

Corten steel is a weather resistant steel which could more accurately be termed as an "Atmospheric
Corrosion Resistant Steel. It is a copper chromium alloy steel this alloy displays a greater level of
resistance to atmospheric weathering when compared to other unalloyed steels. It is also called as high
strength low alloy steel (HSLA steel)

When COR-TEN is exposed to the atmosphere, it develops an initial layer of rust as ordinary steel does
But, as time goes by, this early product converted to finally textured rust that tightly adheres to the base
metal and suppresses further corrosion .It is necessary for corten steel to undergoes constantly wet-dry
environment to form protective layer and protective layer is mostly not form on surface undergoes salty
environment
 Secular changes in solebar material with respect to time as exponential

Chemical composition-

COMP C Si Mn P S Cr Cu Ni
Corten 0.12 0.25-0.75 0.20-0.50 0.07-0.15 0.03 0.5-1.25 0.25-0.55 .65
steel

Mechanical properties-

MECH PROP Min yield point(Mpa) Tensile strength (Mpa) Elongation%

Corten steel 355 470-630 20

Behavior at elevated temp -

Heat treatment Temp(degrees) Time for heat treatment

Stress relieving 500600 2 minutes / mm thickness,
(target 580) minimum 30 minutes
Slow cooling in the furnace
SOLEBAR RENEWAL PROCESS -
renewal of sole bar between doorway and head stock end (2/3 Door aside)

1. Remove the side body panel from head-stock to the doorway.

1.2. Inspect the sole bar visually/striking with a hammer near head-stock end.

1.3. If corroded mark the portion by chalk.

1.4. Give sufficient support under head-stock ends and under the body bolster ends.

1.5 Remove the part-pillars by gas cutting and transship the damaged/corroded to the scrap bin.

1.6. Remove the turn-under by gas cutting and transship the damaged/corroded to the scrap bin.

1.7. Cut the marked portion of sole bar with gas cutting and transship to the scrap bin.

1.8. Trim the edges of sole bar.

1.9. Measure the sizes of required sole bar.

1.10. mark the required sizes in new sole bar.

1.11. Cut the required portion and transship near to the coach.

1.12. Place the new piece in place and tack weld.

1.13. Full weld the joint.

1.14. Place Hex. Gusset plate at sole bar joint and tack weld.

1.15. Full weld the joint.

1.16. Place the suitable part-pillar and tack weld to the body pillar and sole bar.

1.17. Provide the required length of turn-under and tack weld to the sole bar.

1.18. Full weld all, i.e. turn-under and Part pillar.

1.19. Cut elongated holes in the turn under if not provided.

1.20. Paint the renewed portion by red oxide paint.

1.21. Mark the rough cut edges by chalk thread for finishing.

1.22. Trim the cut edges of the marked portion.

1.23. Measure the required sizes of the side body patch.

1.24. Mark the required sizes in the new side body patch.

1.25. Transship the required patch near to the coach manually.

1.26. Place the required sheet and tack weld to existing body panel and turn under.

1.27. Full weld the joint.

1.28. Grind the joints.

2. Sole bar renewal at doorway (2/3 Door aside)

2.1. Remove the side body panel of width of 500mm from the head stock end to the door way and
remove the side body panel of length 1000mm and width 500mm on the other side of door by gas or as
required cutting and transship to the coach manually.

2.2. Remove the footstep and transship to stock bin/scrap bin depending upon the condition.

2.3. Remove the doorway sill plate and transship to stock bin/scrap bin depending upon the condition.

2.4. Remove the footstep brackets and transship to stock bin/scrap bin depending upon the conditions.

2.5. Mark the corroded portion of sole bar by chalk.

2.6. Check the sole bar box stiffener for corrosion.

2.7. If found corroded mark the portion.

2.8. Cut the portion by gas cutting and transship to the scrap bin.

2.9. Measure the sizes of the cut portion.

2.10. Mark the required sizes in the new piece.

2.11. Cut the required portion by gas cutting and transship to the coach.

2.12. Place the piece in position and tack weld.

2.13. Full weld the joint.

2.14. Paint the renewed portion and welded portion with red oxide paint.

2.15. Cut the marked portion of the sole bar by gas cutting and transship to the scrap bin.

2.16. Measure the sizes of required sole bar.

2.17. Mark the required sizes in new sole bar.

2.18. Cut the required portion and transship to the coach by hydraulic trolley.

2.19. Set the new sole bar and tack weld in position.

2.20. Full weld the joint.

2.21. Tack weld the Hexagonal plate to the sole bar joint.

2.22. Full weld the hexagonal plate joint.

2.23. Place the suitable part-pillar (support angle) and tack weld to the body pillars.

2.24. Place the footstep bracket and tack weld to the sole bar.

2.25. Provide the required length of turn-under and tack weld to the sole bar.

2.26. Full weld all. I.e. turn-under, footstep bracket, body pillar part.

2.27. Place the doorway sill plate and tack weld to the sole bar.

2.28. Full weld the joint.

2.29. Paint the renewed portions and welded joints with red oxide paint.

2.30. Mark the rough cut portion with chalk thread.

2.31. Trim the edges of the marked portion.

2.32. Measure the sizes of the required side body patch.

2.33. Mark the required sizes in the new side body patch.

2.34. Cut the marked portion and transship to the coach manually.

2.35. Place the required side body patch and tack weld to the existing side body panel and turn-under.

2.36. Cut the side body patch for providing door corner patch by gas cutting.

2.37. Measure the sizes of the required door corner patch by gas cutting.

2.38. Mark the required sizes in the new sheet.

2.39. Cut the new sheet transship to the coach manually.

2.40. Place the required door corner patch and tack weld to existing door corner and foot step bracket.

2.41 Trim the extra portion and tack weld to the side body panel.

2.42. Full weld the joint.

2.43. Grind the welded joints.

3. Sole bar renewal in between Doorways (2/3 Door aside).

3.1 Check the rear side of sole bar visually and by striking with the hammer.

3.2. If found damaged mark the portion by chalk.

3.3. Place the suitable support from the ground level to sole bar.

3.4. Remove the side body panel , turn-under, part pillar by gas cutting.

3.5. Remove the marked portion by gas cutting.

3.6. Trim the edges of the sole bar.

3.7. Measure the required sizes.

3.8. Mark the required sizes in the new sole bar.

3.9. Cut the marked portion by gas cutting.

3.10. Trim the edges of the new sole bar and transship to the coach.

3.11. Place new sole bar and tack weld.

3.12. Full weld the joint.

3.13. Tack weld the Hexagonal gusset plate at sole bar joints.

3.14. Full weld the joint.

3.15. Tack weld the part pillar to the sole bar and body pillar.

3.16. Tack weld the L-angle between part pillars.

3.17. Tack weld the turn-under.

3.18. Full weld the Part pillar, L-angle, turn-under.

3.19. Paint the renewed parts and the welded joint by red oxide.

4. Renewal of Sole bar for 4 Door aside.

4.1 Remove the side body panels in the lavatory portions.

4.2. Inspect the sole bar visually and by striking with hammer.

4.3. Mark the corroded portion by chalk.

4.4. Remove the part pillars, turn-under, sole bar.

4.5. Stiffeners if any , remove door way sill plate, foot step bracket, foot step if any.

4.6. Remove the sole bar by gas cutting and transship to the coach.

4.7. Trim the edges of the sole bar.

4.8. Measure the sizes of the required sole bar.

4.9. Mark the required sizes in the new sole bar.

4.10. Cut the required sole bar by gas cutting and transship to the coach.

4.11. Place the new sole bar and tack weld .

4.12. Full weld the sole bar.

4.13. If the sole bar is to be provided at middle doorways

4.13.1 Provide the sole bar stiffener and weld to the sole bar.

4.13.2 Tack weld the door way sill plate.

4.13.3. Tack weld the foot step bracket.

4.13.4. Tack weld the foot step.

4.13.5. Full weld the step bracket, foot step.

4.13.6. Paint the renewed portion and the welded joints with red oxide paint.

4.14. Tack weld the part pillar to the sole bar and body pillars

4.15. Tack weld the L-angle, turn-under.

4.16. Tack weld the turn-under to the sole bar.

4.17. Full weld the part pillar with body pillar, L-angles, Turn-under.

4.18. Paint the renewed portions and the welded joints with the red oxide paint.
CAUSES OF AN CRACK AND CORROSION PRONE AREA IN SOLEBAR
AND ITS MECHANISM
TYPES OF CAUSES -

1.DIFFERENT TYPES OF CORROSION

1. Pitting corrosion
2. Stress cracking corrosion
3. Corrosion fatigue
4. Erosion corrosion
5. Fretting

2.COLD WORKING

3.DESIGN FAILURE WITH RESPECT TO DRAINAGE MANAGEMENT

4.CREEP AND FATIGUE

5.LESS SKILL LABOUR

1.DIFFERENT TYPES OF CORROSION

1.1)Pitting corrosion-

Pitting corrosion is a localized accelerated corrosion resulting in the formation of cavities(pinholes)

around which the metal is relatively unattached .Small anodic areas and large cathodic areas result in
high anodic current density leading to rapid corrosion of small anodic areas forming pits or pinholes.
This results in rapid perforation of metal sharply reducing the mechanical properties of the component
.Pitting has more effect on fatigue strength of the metal than on any other mechanical property,
because a pit acts as a stress raiser. Hence this type of corrosion is highly dangerous. If there is no
polarization at the anode or the cathode area, the pitting corrosion may proceed unhindered and within
a short period, holes of large depth are produced. The likely damage due to pitting is expressed by a
pitting factor (F) which is the ratio of maximum pit depth (Pmax) to the average penetration depth (Pavg)
had the corrosion been uniform

Pitting corrosion maximum load is formulated as,

F=

 Microstructure of Pitting corroded material

Pitting corrosion can occur under the following situations :

Chemical reaction

1) Due to destruction of passive layer at few points under certain environmental conditions.

2) Differential aeration corrosion may lead to pitting corrosion i.e. the corrosion products accumulate
around the anode area making screening of air (O2) difficult in beneath the anode area; this causes a
rapid perforation of metal by formation of pits or pinholes.

3) Due to local differences in composition of metal or alloy and its smoothness.

1.2) STRESS CORROSION CRACKING-

Microstructure of SCC material

It occurs due to presence of stresses in the material. The stressed areas become anodic with respect to
other areas and get corroded by forming Stress cells. Its been observed that if the stresses are tensile
it leads to cracking of material in due course of time when exposed to certain environmental conditions
and hence this phenomenon is known as Stress Corrosion Cracking.

The static tensile stresses present in the material may be internal(residual) or

external(applied).Internal stresses are developed in sole bar due to cold working
process(bending).External stresses are produced due to the application of external loads by the labour
on the parcel van.

The magnitude of stress required to cause cracking must exceed a certain minimum level(critical
level) and this critical stress level depends on composition of alloy in the sole bar material,
microstructure, grain size, surface finish(roughness),geometry of components and service temperature.

CRACK GROWTH

The subcritical nature of propagation may be attributed to the chemical energy released as the crack
propagates. That is,

elastic energy released + chemical energy = surface energy + deformation energy

The crack initiates at KIscc and thereafter propagates at a rate governed by the slowest process, which
most of the time is the rate at which corrosive ions can diffuse to the crack tip. As the crack advances so
K rises (because crack length appears in the calculation of stress intensity). Finally it reaches KIc,
whereupon fast fracture ensues and the component fails.
1.3) CORROSION FATIGUE-

This may be described as the reduction of fatigue strength by the corrosive environment.This type of
corrosion occurs by the simultaneous effect of environment and cyclic fluctuations of stress,leading to
early failure of the component.

In case of ferrous alloys during corrosion fatigue,there is no definite fatigue limit.Several straight
and wide cracks appear together in colonies with the simultaneous effect of fatigue and
corrosion.Damage via fatigue and corrosion-fatigue can arise in many different situations one of them
being continuous variation in load acting on sole bar.

Fatigue corrosion cracks

1.4)EROSION CORROSION

Erosion-corrosion type of corrosion occurs by the simultaneous effect of corrosion and erosion produce
by the turbulent flow of electrolyte,and also by rubbing actionof solid particles over a metal surface

This type of corrosion and occure in metal or alloy.In many cases,it has been observed that the
damageto the metal is due to the breaking of protecting coating of corrosion product and the coating is
not able to get repaired due to high turbulence of the electrolyte.Pits appear as undercuts in the
direction of the electrolyte.erosion corrosion occurs in solebar due to improper arrangement of
drainage and ponding of water near solebar .

This typeof attact usually occurs in the regions where the flow of electrolyte is disturbed.

Mechanism of erosion corrosion

1.5)FRETTING CORROSION

This type of corrosion occurs between two metallic surfaces in contact under high load conditions when
subjected to vibrations.The highly loaded metal surfaces are in close contact with each other and hence
the vibrations coming at the interface cause striking or rubbing of metal surfaces.This results in breaking
of the protective film of the contacting surfaces thereby causing galvanic or differential aeration leading
to pitting or formationof small mechanic indentations at the area of contact.The extent of damage
depends on the load acting on surfaces,temperature,humidity level in atmosphere and hardness of
contacting surfaces.

Fretting corrosion mechanism

2.COLD WORKING (WORK HARDENING)-

cold working is the strengthening of a metal by plastic deformation. This strengthening occurs because
of dislocation movements and dislocation generation within the crystal structure of the material.

Material of solebar is cold worked in mahalaxmi workshop because of this dislocations occure which
result in high yield but lattice positions of corten steel changes.

Such deformation increases the concentration of dislocations which may subsequently form low-angle
grain boundaries surrounding sub-grains. Cold working generally results in a higher yield strength as a
result of the increased number of dislocations and the Hall-Petch effect of the sub-grains, and a
decrease in ductility. The effects of cold working may be reversed by annealing the material at high
temperatures where recovery and recrystallization reduce the dislocation density.
3)FAILURE IN DESIGN-

Corten steel undergoes formation of mill scale after continuously wet-dry condition of weather
but if ponding of water or collection of debris is takes place at solebar when less or none
protective layer of corten steel is present then corroded rapidly

When the corten steel is more open to salty environment then its projected to staining it can be
avoided by proper arrangement of drip plates as we will discussed in remedies.

Corrosion due to improper drainage

Improper inclination can create debris formation

4.CREEP AND FATIGUE-

i)CREEP- creep is the tendency of a solid material to move slowly or deform permanently under
the influence of stresses. It occurs as a result of long-term exposure to high levels of stress that
are below the yield strength of the material.

As solebar undergoes continuous loading at low temperature obviously creep occurs in solebar
Which is nothing but Dislocation creep

Dislocation creep - It is a deformation mechanism in crystalline materials. Dislocation creep

involves the movement of dislocations through the crystal lattice of the material. It
causes plastic deformation of the individual crystals and in the end the material itself.

Dislocation creep is highly sensitive to the differential stress on the material. At relatively low
temperatures it is the dominant deformation mechanism in most crystalline materials.

Edge Dislocation on yellow glide plane

How do dislocations respond to a stress t?

Consider this stress

causing a dislocation to move right through a crystal of size l1

(External work done)dW = t * l1 * l2 * b

stress area displacement

Also f = t b.

Fatigue - fatigue is the progressive and localized structural damage that occurs when a material
is subjected to cyclic loading. The nominal maximum stress values are less than the ultimate
tensile stress limit, and may be below the yield stress limit of the material.

As solebar having cyclic loading after luggage unload and reload at destination points of
travelling so consideration of fatigue is also necessary.

Fatigue occurs when a material is subjected to repeated loading and unloading. If the loads are
above a certain threshold, microscopic cracks will begin to form at the stress concentrators
such as the surface, persistent slip bands (PSBs), and grain interfaces.[1]Eventually a crack will
reach a critical size, and the structure will suddenly fracture. The shape of the structure will
significantly affect the fatigue life; square holes or sharp corners will lead to elevated local
stresses where fatigue cracks can initiate. Round holes and smooth transitions or fillets are
therefore important to increase the fatigue strength of the structure.

ASTM defines fatigue life, as the number of stress cycles of a specified character that a
specimen sustains before failure of a specified nature occurs.
S-N curve- it is curve which describe how stress capacity decreases with increasing number of
cyclic loading

S-N CURVE EXAMPLE

Impact loading Generally when the strength of structural elements are considered it is
assumed that the loading is static or applied gradually. This loading condition is often not the
case, the loading may be cyclic requiring assessment for fatigue. Fatigue Index or it may involve
impact or suddenly applied loads. When loads are applied suddenly and when the loads are
applied as impact loads the resulting stresses induced in the structural elements are much higher
than if the loads are applied gradually.
 REMEDIES ON FAILURE OF SOLEBAR

SHOT PEENING
TANIC ACID STRESS RELIEF HEAT
TREATMENT TREATMENT
WEATHER COAT SUPERALLOY(CREEP
PHOSPHATING RESISTANT ALLOY)

CORROSION STRESS

LABOUR
DESIGN
TRAINING
TRAINING ABOUT
PROPER LOADING CORROSION
AND UNLOADING RESISTENT DESIGN
STRESS RELIEVING

1.Stress relief annealing

Stress Relieving consists of heating the steel to a temperature below the critical range to relieve
the stresses resulting from cold working, shearing, or gas cutting. It is not intended to alter the
microstructure or mechanical properties significantly, also a process for making material softer.
However stress relieving does not change the material properties as does annealing and
normalizing. A material can be stress relieved by heating it to a specific temperature that is
lower than that of annealing or normalizing and letting it cool to room temperature inside or
outside of the oven. This heat treatment is typically used on parts that have been severely
stressed during fabrication.

Stress relieving should be done on solebar after it is come from mahalaxmi workshop as they
proceed cold working on it. this cold worked produce tensile stresses on it.

Steps involved in stress relief annealing

1.introduce the solebar material into furnace adjust the temperature of furnace below
critical temperature i.e 500-600 c

2.leave it for 2-3 minutes

3.then allowed to cool it in furnace only for 25 minutes

2.Superalloy- A superalloy, or high-performance alloy, is an alloy that exhibits excellent

mechanical strength and resistance to creep (tendency for solids to slowly move or deform
under stress) at high temperatures; good surface stability; and corrosion and oxidation
resistance. Superalloys typically have a matrix with an austenitic face-centered cubic crystal
structure. A superalloy's base alloying element is usually nickel, cobalt, or nickel-iron.
Superalloy development has relied heavily on both chemical and process innovations and has
been driven primarily by the aerospace and power industries. Typical applications are in
the aerospace, industrial gas turbine and marine turbine industry.

Various super alloy-

Hastelloy, Inconel (e.g. IN100, IN600, IN713),

Waspaloy, Rene alloys (e.g. Rene 41, Rene 80, Rene 95, Rene N5),

Incoloy, MP98T, TMS alloys, and CMSX .

3.Shot peening Shot peening is a cold working process used to produce
a compressive residual stress layer and modify mechanical properties of metals. It entails
impacting a surface with shot. It is another way to reduce internal stresses by application of
small steel shots.

Short peening
CORROSION RESISTENT

1.TANIC ACID TREATMENT- As solebar undergoes pitting corrosion ,it can be prevent by
applying 10% tanic acid solution to the surface of solebar material.as this treatment on solebar
is proved by researchers in Louisiana ,they worked on corrosion problems encountered on
bridges in Louisiana

2.WEATHER COAT- Brick, stone, and concrete can be coated with liquid silicone-based sealers
or other proprietary ,formulations to reduce the penetration by rust stain. Although the coating
reduces penetration of the rust particles, porous surfaces will still stain, but to a lesser degree .
The coatings can cause discoloration. Further, they may break down with time and have to be
reapplied to continue protection. Thus, the treatment is not generally economical. The more
effective and economical method is to reduce or eliminate the opportunity for staining during
the design, fabrication, and construction phases. that helps the steel form a protective oxide
and prevents run-off water from staining solebar.

an adequate protective coating to weathering steel that will be embedded in soil or gravel
pockets. The coating should be one of the types used on carbon steel in the same
environments.

Below are different types of weather coat which are non toxic to human being

1. Polyester Lacquer (PE Lacquer)

2. Polyurethane Lacquer (PU Lacquer)
3. Acid Curing Lacquer (AC Lacquer)
4. Nitrocellulose Lacquer (NC Lacquer)

3.PHOSPHATING- Phosphate coatings are used on steel parts for corrosion resistance, lubricity,
or as a foundation for subsequent coatings or painting. It serves as a conversion coating in
which a dilute solution of phosphoric acid and phosphate salts is applied via spraying or
immersion and chemically reacts with the surface of the part being coated to form a layer of
insoluble, crystalline phosphates. Phosphate conversion coatings can also be used on
aluminium, zinc, cadmium, silver and tin.

Process for phosphating -

The application of phosphate coatings makes use of phosphoric acid and takes advantage of the
low solubility of phosphates in medium or high pH solutions. Iron, zinc or manganese
phosphate salts are dissolved in a solution of phosphoric acid. When steel or iron parts are
placed in the phosphoric acid, a classic acid and metal reaction takes place which locally
depletes thehydronium (H3O+) ions, raising the pH, and causing the dissolved salt to fall out of
solution and be precipitated on the surface. The acid and metal reaction also creates iron
phosphate locally which may also be deposited. In the case of depositing zinc
phosphate or manganese phosphate the additional iron phosphate is frequently an undesirable
addition to the coating.

The acid and metal reaction also generates hydrogen gas in the form of tiny bubbles that
adhere to the surface of the metal. These prevent the acid from reaching the metal surface and
slows down the reaction. To overcome this sodium nitrite is frequently added to act as
an oxidizing agent that reacts with the hydrogen to form water. This chemistry is known as a
nitrate accelerated solution. Hydrogen is prevented from forming a passivating layer on the
surface by the oxidant additive.

The following is a typical phosphating procedure:

1. cleaning the surface

2. rinsing
3. surface activation
4. phosphating
5. rinsing
6. neutralizing rinse (optional)
7. drying

LABOUR TRAINING Labour training should be provided while doing operation like loading
and unloading because it leads to fatigue failure and impact loading failure on solebar.

Weather coating has to be done after welding , if not then welded portion remain open to all
corrosion agents that weakened the structure where weather coating after welding require
more time to saturate naked weld portion.

If there any flux uses while welding then first checked chemical reaction of flux with weather
coat paint then paint after welding.
DESIGN FAILURE-

Corrosion resistant design-

Use butt welds in preference to lap welds.

Provide maintenance access where anticipated service life of certain components is less than
that of the complete structure.

Joints should be such that the liquid does not get a chance to enter and be retained.

The use of dissimilar metal contact should be avoided where the presence of an electrolyte may
result in galvanic corrosion.

If two different metal have to be use then should be as close as possible in galvanic series, if not
possible the they should be separated by non conducting material.

Drip plates should be use to avoid ponding of water in space nearest to solebar

Slight declination should be provided to avoid the accumulation of anything that may lead to
corrosion.