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Toughness of Railroad Concrete Crossties with Holes and Web Openings

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Toughness of Railroad Concrete Crossties with Holes and Web Openings infrastructures Technical Note Toughness of Railroad Concrete Crossties with Holes and Web Openings Erosha K. Gamage 1, Sakdirat Kaewunruen 1,2,*, Alex M. Remennikov 3 and Tetsuya Ishida 4 1 Department of Civil Engineering, School of Engineering, The University of Birmingham, Edgbaston B15 2TT, UK; [email protected] 2 Birmingham Centre for Railway Research and Education, School of Engineering, The University of Birmingham, Edgbaston B15 2TT, UK 3 School of Civil, Mining, and Environmental Engineering, University of Wollongong, Northfield Ave, Wollongong, NSW 2522, Australia; [email protected] 4 Concrete Laboratory, Department of Civil Engineering, University of Tokyo, 7 Chome-3-1 Hongo, Bunkyo, Tokyo 113-8656, Japan; [email protected] * Correspondence: [email protected]; Tel.: +44-121-414-2670 Academic Editors: Higinio González Jorge and Pedro Arias-Sánchez Received: 30 June 2016; Accepted: 6 January 2017; Published: 11 January 2017 Abstract: Prestressed concrete sleepers (or railroad ties) are principally designed in order to carry wheel loads from the rails to the ground of railway tracks, as well as to secure rail gauge for safe train travels. Their design takes into account static and dynamic loading conditions. In spite of prestressed concrete crossties being most commonly used in railway tracks, there have always been many demands from rail engineers to improve the serviceability and functionality of concrete crossties. For example, signaling, fiber optic, equipment cables are often damaged either by ballast corners or by the tamping machine. There has been a need to re-design concrete crossties to incorporate cables internally so that they would not experience detrimental or harsh environments. Also, many concrete crossties need a retrofit for an automatic train control device and similar signaling equipment. In contrast, the effects of holes and web openings on the structural capacity of concrete crossties have not been thoroughly investigated. This paper accordingly highlights the experimental investigations into the effect of holes and web openings on the toughness and ductility of concrete crossties. The key outcome of this research is to enable a better decision making process for retrofitting prestressed concrete crossties with holes and web openings in practice. Keywords: concrete sleeper; crosstie; design standard; holes; web opening; railway infrastructure; static performance 1. Introduction Railroad is a standout method amongst the most essential and broadly utilized means of transportation, conveying cargo, passengers, minerals, grains, and so forth. Railway prestressed concrete crossties have been utilized in the railway industry for over 50 years [1–3]. The railroad ties (called ‘railway sleepers’) are a main part of railway track structures. The crossties can be made of timber, concrete, steel or other engineered materials [4]. Concrete crossties were initially introduced many decades ago and at present have been introduced almost everywhere in the world. Their major role is to distribute loads from the rail foot to the underlying ballast bed. Railroad track structures often experience impact loading conditions due to wheel/rail interactions associated with abnormalities in either a wheel or a rail [1]. In addition, railroad track components are often being modified at construction sites to fit with signaling gears, cables, and additional train derailment protections, such as guard rails, check rails, earthquake protection rails, etc. The practical guidelines for crosstie Infrastructures 2017, 2, 3; doi:10.3390/infrastructures2010003 www.mdpi.com/journal/infrastructures Infrastructures 2017, 2, 3 2 of 8 retrofit have not been well established and many attempts were carried out based on trial and error. Despite being a common task in construction sites, the behavior of holes and web openings on concrete crossties has not been well documented in open literature. A review of existing standard design codes (e.g., EN13230-2,Infrastructures AREMA2017, 2, 3 C4, AS1095.14, or ACI) reveals that there is a necessity to investigate2 of 8 such important aspects [2]. In this manner, it is important to ensure that concrete crossties can be safely for crosstie retrofit have not been well established and many attempts were carried out based on trial retrofittedand anderror. modified Despite being for add-on a common fixtures task inin practice.construction Also, sites, note the thatbehavior a key of performance holes and web criterion in existingopenings design on principlesconcrete crossties (i.e., limithas not states been well design documented concept in and open permissible literature. A stressreview designof existing principle) still reliesstandard on ultimate design staticcodes performance.(e.g., EN13230-2, The AREMA ultimate C4, capacityAS1095.14, of or concrete ACI) reveals crossties that there indicates is a many structuralnecessity features to investigate with respect such to important the dynamic aspects and [2]. serviceIn this manner, performance it is important of crossties. to ensure The that emphasis of this studyconcrete has crossties been placed can be onsafely the retrofitted experimental and modi studiesfied for into add-on energy fixtures toughness in practice. of the Also, crossties note with that a key performance criterion in existing design principles (i.e., limit states design concept and holes andpermissible web openings. stress design This principle) characteristic, still relies which on ultimate is not static well performance. known, is anThe important ultimate capacity factor in the structuralof concrete design ofcrossties concrete indicates crossties, many especially structural forfeatures the failurewith respect mode to identification the dynamic and at ultimateservice state. The toughnessperformance characteristic of crossties. has The a correlationemphasis of withthis st theudy residual has been performance placed on the ofexperimental sleepers under studies dynamic and impactinto loadingenergy toughness conditions of the [3]. crossties The insight with holes into and these web behaviors openings. will This not characteristic, only improve which the is not safety and reliabilitywell of known, railway is infrastructure,an important factor but in will the enhancestructural the design structural of concrete safety crossties, of other especially concrete for structures.the failure mode identification at ultimate state. The toughness characteristic has a correlation with the 2. Experimentalresidual performance Evaluation of sleepers under dynamic and impact loading conditions [3]. The insight into these behaviors will not only improve the safety and reliability of railway infrastructure, but will Theenhance holes the and structural web openings safety of other are generatedconcrete structures. using a high-speed coring machine on full-scale crossties. Common types of holes and web openings in practice have been carried out, including the 2. Experimental Evaluation vertical and longitudinal holes as well as the lateral through hole, as illustrated in Figure1, in order to accompanyThe other holes systems’ and web needs openings as demonstrated are generated using in Figure a high-speed2. For practicality, coring machine 42 mmon full-scale diameter holes have beencrossties. cored inCommon a similar types manner of holes as and in an web actual openings construction. in practice Then, have theybeen carried are tested out, under including the the prescribed vertical and longitudinal holes as well as the lateral through hole, as illustrated in Figure 1, in order static testingto accompany condition other in ordersystems’ to identifyneeds as thedemonstrated comparable in Figure and repeatable 2. For practicality, residual 42 energy mm diameter toughness [5]. The benchmarkingholes have been test cored method, in a similar in accordance manner as with in an European actual construction. Standard Then, EN 13230-2,they are tested has been under adopted for thisthe study prescribed [2]. The static static testing setup condition includes in threeorder pointto identify bending the comparable tests with and the repeatable span length residual of 600 mm. Throughenergy the static toughness tests, [5]. the The load benchmarking carrying capacity test meth isod, plotted in accordance against with railseat European deflection. Standard The EN fracture toughness13230-2, can subsequently has been adopted be identifiedfor this study by [2]. the The integration static setup (area includes under three the point curve) bending of the tests load–deflection with the span length of 600 mm. Through the static tests, the load carrying capacity is plotted against relationship [6]. The comparative index is a ratio between the toughness with and without holes. railseat deflection. The fracture toughness can subsequently be identified by the integration (area In general,In thegeneral, full the load–deflection full load–deflection curve curve can can be be found found in in FigureFigure 33.. The The first first stage stage of the of thecurve curve is is underthe elasticthe curve) stage of whenthe load–deflection materials behave relationship linearly [6].in anThe elastic comparative range. Then,index isthe a rationonlinear between behavior the the elastictoughnesstakes stage place when with when and materials withoutthe principalbehave holes. stress linearly reaches in the an proportional elastic range. yield Then, stress the and nonlinear the materials behavior make takes place whenuse the of
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