1. Quantification of Lateral Forces in Concrete Crosstie Fastening Systems Transportation Research Board 94 th Annual Meeting Washington D.C. 13 January 2015 Brent Williams, Donovan Holder, Marcus Dersch, Riley Edwards, and Christopher Barkan

2. Slide 2 Quantification of Lateral Forces Outline Research Motivation Defining Lateral Load Path and Fastening System Field Experimental Setup – TTC – Dynamic Transfer of Lateral Loads Laboratory Experimental Setup - TLS –Demand on Shoulder Varying Static Vertical Load –Quantifying Lateral Load Distribution Varying Friction Conclusions Future Work

3. Slide 3 Quantification of Lateral Forces Current Performance Challenges Relating to Lateral Loads Lateral forces through fastening system is believed to be a contributor to shoulder and insulator deterioration

4. Slide 4 Quantification of Lateral Forces Purpose of Lateral Force Measurement Quantify lateral loading conditions to aid in the mechanistic design of fastening systems Understand demands on fastening system components under loading conditions known to generate failures Gain understanding of the lateral load path by: –Quantifying forces and stresses acting on the insulator and shoulder –Quantifying the distribution of lateral forces in fastening system e.g. Bearing on shoulder, frictional resistance from rail pad assembly or clip, etc. –Understanding the causes of variation on lateral load distribution among adjacent crossties

5. Slide 5 Quantification of Lateral Forces Defining the Lateral Load Path Vertical Wheel Load Lateral Wheel Load Bearing Forces Frictional Forces Rail Clip Shoulder Insulator Concrete Crosstie Rail Pad Assembly

6. Slide 6 Quantification of Lateral Forces Replaces original face of cast shoulder Maintains original fastening system geometry Designed as a beam in four-point bending Bending strain is resolved into force through calibration curves generated in the lab Measurement Technology Lateral Load Evaluation Device (LLED)

7. Slide 7 Quantification of Lateral Forces Field Experimental Setup - TTC Objective: Analyze the distribution of forces through the fastening system and impact on the relative displacement of components Location: Transportation Technology Center (TTC) in Pueblo, CO –Railroad Test Track (RTT): tangent section –High Tonnage Loop (HTL): curved section Instrumentation: -Strain gauges -LLED -Potentiometers Transportation Technology Center (TTC) High Tonnage Loop (HTL) HT L RTT

8. Slide 8 Quantification of Lateral Forces Dynamic Loading Environment Customized freight train –Three six-axle locomotives –Ten freight cars with 263k, 286k, and 315k cars –Speeds of 2 mph,15 mph, 30 mph, 40 mph, and 45 mph FAST train –Speeds of 20 - 40 mph Tested on HTL (curved section)

9. Slide 9 Quantification of Lateral Forces Dynamic Transfer of Lateral Loads: Freight Train - Measured at Shoulder Peak LLED and lateral wheel loads from each passing freight wheel Dynamic loads are applied at much higher rates than static Higher bearing forces may be caused by lowered COFs

10. Slide 10 Quantification of Lateral Forces 20 MPH Dynamic Transfer of Lateral Loads: Freight Train - Measured at Shoulder Absolute LLED values recorded throughout each pass of the FAST train Data recorded during varying speeds: –20 – 40 mph Large variability in forces on the shoulder at higher lateral wheel loads 40 MPH

11. Slide 11 Quantification of Lateral Forces Lab Experimental Setup – Track Loading System (TLS) L input L reaction Track Loading System (TLS) allows for testing of track infrastructure similar to field conditions. L input is obtained from strain gauges attached to the rail L reaction is obtained from LLED devices installed in the shoulder of crossties being tested

12. Slide 12 Quantification of Lateral Forces Lateral Load Path and Fastening System Setup Vertical Wheel Load L input Bearing Forces Frictional Forces L reaction Primary lab research objective is to study the frictional force between the rail pad and the rail seat. Low friction layer made of BoPET used to investigate the importance of friction in lateral force distribution through track infrastructure

13. Slide 13 Quantification of Lateral Forces Quantifying Lateral Load Distribution No Low Friction Layer Installed Low Friction Layer Installed 40 kips 0 kips

14. Slide 14 Quantification of Lateral Forces No Low Friction Layer Installed Low Friction Layer Installed Quantifying Lateral Load Distribution 40 kips 4 kips

15. Slide 15 Quantification of Lateral Forces No Low Friction Layer Installed Low Friction Layer Installed Quantifying Lateral Load Distribution 40 kips 10 kips

16. Slide 16 Quantification of Lateral Forces No Low Friction Layer Installed Low Friction Layer Installed Quantifying Lateral Load Distribution 40 kips 18 kips

17. Slide 17 Quantification of Lateral Forces Quantifying Lateral Load Distribution 40 kips 20 kips

18. Slide 18 Quantification of Lateral Forces Contribution of Friction in Properly Supported Crosstie No Low Friction Layer Installed Low Friction Layer Installed 3.1 kips

19. Slide 19 Quantification of Lateral Forces Contribution of Friction in Poorly Supported Crosstie No Low Friction Layer Installed Low Friction Layer Installed 1.8 kips

20. Slide 20 Quantification of Lateral Forces Global Distribution of Lateral Forces in Properly Supported Crosstie

21. Slide 21 Quantification of Lateral Forces Global Distribution of Lateral Forces in Poorly Supported Crosstie

22. Slide 22 Quantification of Lateral Forces Conclusions A higher percentage of lateral wheel loads is transferred to the fastening system under dynamic loading than static loading Increasing vertical load increases the lateral bearing force against the shoulder Altering the lateral friction between rail pad and rail seat increases the magnitude of lateral bearing force at the shoulder –Implications on the design of fastening systems to better distribute lateral loads Support conditions influence the magnitude of lateral load transfer into the shoulder

23. Slide 23 Quantification of Lateral Forces Future Work Focused experimentation to better understand lateral forces through the fastening system under varying support conditions Investigating the lateral load distribution through the track structure with missing fastening system components Comparison of the lateral load performance between the spring clip (Safelok I) and the Skl style (tension clamp) fastening system

24. Slide 24 Quantification of Lateral Forces Acknowledgements Funding for this research has been provided by: –Federal Railroad Administration (FRA) –Association of American Railroads (AAR) Technology Outreach Program Industry Partnership and support has been provided by –Union Pacific Railroad –BNSF Railway –National Railway Passenger Corporation (Amtrak) –Amsted RPS / Amsted Rail, Inc. –GIC Ingeniería y Construcción –Hanson Professional Services, Inc. –CXT Concrete Ties, Inc., LB Foster Company –TTX Company For assistance with research and lab work –Brent Wiliams, Donovan Holder, UIUC Machine Shop FRA Tie and Fastener BAA Industry Partners:

25. Slide 25 Quantification of Lateral Forces Marcus Dersch Senior Research Engineer email: mdersch2@illinois.edu Donovan Holder Graduate Research Assistant email: holder2@illinois.edu Riley Edwards Senior Lecturer and Research Scientist email: jedward2@illinois.edu Contact Information

26. Slide 26 Quantification of Lateral Forces Appendix

27. Slide 27 Quantification of Lateral Forces Crosstie Surface Strains TLS Instrumentation Map Lateral Load Evaluation Device (LLED) Embedment Gauges Vertical Crosstie Displacement Lateral and Rail Seat Load Circuits Rail Displacement (Base Vert. Gauge, Base Lat., Web Lat.) Lateral Crosstie Displacement Vertical Load Circuit Rail Displacement (Base Vert. Field) Lateral Load Circuit (Wei 2014)

28. Slide 28 Quantification of Lateral Forces Lateral Stiffness

29. Slide 29 Quantification of Lateral Forces TLS Track Installation Before Clip Installation Gap Between Rail & Crosstie After Clip Installation Poorly Supported Crosstie