reducing concrete crosstie risk - university of...
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Reducing Concrete Crosstie Risk
Designing A New Generation of High Performance
Concrete Crossties
June 14, 2016
Urbana, IL
Ryan Kernes, Mauricio Gutierrez
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Presentation outline
• Introduction to GIC
• Vision for reduced-risk design
• Field experience
• Path forward
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Introduction to GICBackground
• GIC has been developing optimal
and innovative construction and
engineering solutions for 40 years
– Specializing in prestressed
concrete elements
– Complete process integration
• Design, production, and
installation
– Focus on superior technology
and quality
– Pursuing total satisfaction for
clients, employees, and
partners
– Serving communities
• Headquarters in Monterrey,
NL, Mexico
• Engineering office in Dallas,
TX, USA
• Projects completed in
Mexico, USA, Canada
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Introduction to GICBackground
• Design and manufacturing beams, columns, girders, wall panels,
slabs, cellular concrete blocks, crossties, rail seat blocks, etc.
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Foundation
Essence
Mission
Vision
Collaboration Quality Service
Honor
Deliver Superior Quality in Less Time
Build Up People and Communities
Lead Strongly
Pursue Innovative and Sustainable Solutions to be Leaders in Concrete Technology
People
HonestyRespect Professionalism
Deliver High-Performance
Introduction to GICBackground
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Introduction to GICConcrete tie objectives
• Optimize crosstie design and manufacturing processes
to redefine high performance
– Clean-slate approach
– Combining advanced manufacturing and concrete
technologies with innovative tie designs
• Increase robustness and durability with features that
mitigate existing failure modes, reducing user risk
• Improve efficiency of track structure
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Vision for reduced-risk design
Reduce Stress
Rail Seat Interface
Wire-Concrete Interface
Tie-Ballast Interface
Dowel-Concrete Interface
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Features of reduced-risk design
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Reduced crosstie length
Pretensioned load
transfer plate system Optimized crosstie shape
Increased rail seat and
shoulder bearing area
8’-0”
Heavy-haul
structural
capacity
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G13 freight mainline concrete tie
8’-0”
9.7
9”
12
.28
”
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Vision for reduced-risk design
Reduce Stress
Rail Seat Interface
Wire-Concrete Interface
Tie-Ballast Interface
Dowel-Concrete Interface
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• Reduced risk of rail seat deterioration (RSD)
– 21% larger bearing area, pressure decreased by 17%, assuming
6” uniform distribution (tangent track)
– 25% larger bearing area, pressure decreased by 20%, assuming
1” concentrated field side distribution (high-degree curve)
Rail seat interface
GICTYPICAL
6.0”
6.0”
7.8
”
8.9
”
9.7
”
7.5
-7
.75
”
9.7
”
8.9
”6.0”
6.0”
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UIUC Rail Seat Load Index (RSLI)
• A quantifiable design value which
describes the sensitivity of the rail
seat load distribution to changes in
the L/V force ratio
• Rail Seat Load Index (RSLI) is
defined as the percent of total rail
seat load imparted onto a critical
region of the rail seat, defined as
the area of the rail seat not more
than 1 inch (25.4 mm) from the field
side shoulder, normalized to a
theoretical, uniform distribution.
𝑅𝑆𝐼 =
[𝐿𝑜𝑎𝑑 𝑖𝑛 𝐶𝑟𝑖𝑡𝑖𝑐𝑎𝑙 𝐴𝑟𝑒𝑎][𝑇𝑜𝑡𝑎𝑙 𝑅𝑎𝑖𝑙 𝑆𝑒𝑎𝑡 𝐿𝑜𝑎𝑑]
16
= 6 ∗[𝐿𝑜𝑎𝑑 𝑖𝑛 𝐶𝑟𝑖𝑡𝑖𝑐𝑎𝑙 𝐴𝑟𝑒𝑎]
[𝑇𝑜𝑡𝑎𝑙 𝑅𝑎𝑖𝑙 𝑆𝑒𝑎𝑡 𝐿𝑜𝑎𝑑]
Greve, M.J., M.S. Dersch, J.R. Edwards and C.P.L. Barkan. 2015. Evaluation of Laboratory and Field Experimentation Characterizing Concrete Crosstie Rail Seat Load Distributions. In: Proceedings of the 2015 Joint Rail Conference, San Jose, CA, March 2015.
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Vision for reduced-risk design
Reduce Stress
Rail Seat Interface
Wire-Concrete Interface
Tie-Ballast Interface
Dowel-Concrete Interface
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• Eliminated risk of end splitting and longitudinal cracking using pretensioned
load transfer plate system
– Provides compression beginning at the crosstie ends
• Reduces radial stress along wires
– Results in a more uniform distribution of prestress forces
– Less prestress force, reduced stress in concrete
Wire-concrete interface
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Wire-concrete interfaceLess force along wire
• Smaller force, less concrete and steel needed to support heavy-haul loads
Typical tie
G13 tie
Pre
str
ess F
orc
e
(kilo
po
ud
s, o
r kip
s)
Length (feet)
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AREMA Ch. 30 Section 4.9.1.1 – Crosstie Flexural Strength
Wire-concrete interfaceHeavy-haul structural capacity
• G13 passed 100% of AREMA design qualification tests
Test Load
(kips) G13-1 G13-2
RS- A 32 Pass Pass
RS+ A 64 Pass Pass
Ce- 17 Pass Pass
Ce+ 13 Pass Pass
RS- B 32 Pass Pass
RS+ B 64 Pass Pass
RS+ B (1st crack) 77 kips 79 kips
Ce- (1st crack) 22 kips 24 kips
Crosstie
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Vision for reduced-risk design
Reduce Stress
Rail Seat Interface
Wire-Concrete Interface
Tie-Ballast Interface
Dowel-Concrete Interface
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• Approximately 16% more bearing area in 24” tamping zone
– Pressure decreased by 14% assuming uniform distribution
• Shorter crosstie length reduces track width by 6” – saving 94 tons of
ballast per mile
Tie-ballast interface
GIC
TYPICAL
8’-0”
8’6”
8.37” 11”
12”9.84”
11.0”
12.0”9.8”
~8.4”
8’- 6”
8’- 0”
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http://gic-usa.com
Vision for reduced-risk design
Reduce Stress
Rail Seat Interface
Wire-Concrete Interface
Tie-Ballast Interface
Dowel-Concrete Interface
![Page 20: Reducing Concrete Crosstie Risk - University Of Illinoisrailtec.illinois.edu/Crosstie/2016/presentations/3.2.2... · · 2018-02-27Reducing Concrete Crosstie Risk ... • Eliminated](https://reader031.vdocuments.us/reader031/viewer/2022022010/5afefa9a7f8b9a864d8fbafe/html5/thumbnails/20.jpg)
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Dowel-concrete interface
• Dowel-based fastening system needs reinforcement and/or revised dowel
design to prevent transverse stress perpendicular to dowel hole
• Steel spiral reinforcement around the dowel is effective
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BNSF Installation of G13
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Low tonnage TLM trial – July 2015
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BNSF Installation of G13
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BNSF site visit March 2016
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TTCI installation of G13
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Installed November 2014
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TTCI installation of G13
51 MGT29 MGT
Test Duration: November 2014 – April 2015
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TRE installation of G13
Trinity Railway Express – Installed May 2016
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TRE installation of G13
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Path forward
• Lead strongly in concrete crosstie market
• Continue to prove reduced-risk design though
field performance
• Increase availability for high-performance concrete crossties
in several geographical regions in USA and Canada
• Drive market innovation through development of advanced
technologies and reduced-risk design
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Comments & Questions
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AREMA Section 2.9 Test 8 – Single Tie Push (STP)
29 MGT STP
0 MGT STP
Tie-ballast interfaceLateral resistance