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C. A Pinkerton, Jr E. E. Thaycr  
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An DXperimental Study
of
Reinforced Concrete

Railroad Ties

A Thesis Submitted to

The Faculty of
MICHIGAN STATE COLLEGE
of
AGRICULTURE AND APPLIED SCIENCE

By
J . \.
. I” 3 3;,
. 3" 5 ‘5' \. I.“
CL A: Pinkerton, Jr. E. E. Thayer

m

_

Candidates for the Degree of

Bachelor of Science

June 1955

 

 

TH‘FSEF

bogfl

 

A BIBLIOGRAPHY
of

REINFORCED CONCRETE RAILROAD TIES

I. EI‘IGINBERING NE‘a‘IS-RECORD MARCH 11 - 1920
II. ENGINEERING NEWS-RECORD FEBRUARY 28 - 1929
III. DATA TAKEN FROM INVESTIGATION MADE BY PIDFE'SSOR

C. A. MILLER, MICHIGAN STATE COLLEGE

et “:61

 

 

 

 

 

 

We wish to eXpress our appreciation and
thanks to the following men for their kind-
ness and willingness to aid and advise us in
the maintenance of this Report.

Professor C. A. Miller

Professor C. Allen

Professor L. J. Rothgery

II.

III.

IV.

CONTENTS

APPRECIATION

DISCUSSION OF SUBJECT

COMPUTAT ION S AND DESIGN

TYPE AND RESULTS OF TEST

CON CLUS IONS

DISCUSSION OF SUBJECT

 

 

 

 

Reinforced concrete railroad ties have been used in Eu-
r0pe and mexico for at least thirty-five years. The first
experiments were made in Germany and have been continued on
a small scale ever since. Italy, however, has been the real
leader and has laid over 300,000 ties in the past nineteen
years. The French Railroad in Indo-China has laid over one
million such ties in the past ten years. England, Sweden,
Switzerland and Denmark are other EurOpean countries which
have also been using and experimenting with this type of ties.

In the United States experiments began about twenty-five
years ago, and over 20,000 ties have been placed in service.
The results of these ties are of much greater value, to the
American roads, than those of the European countries, due to
the fact that the traffic, and wheel loads, in America, are
much more severe. Unfortunately, however, many of the rec-
ords of these ties have been lost or destroyed, but since
1907 the Railway Engineering Association has been able to ob-
tain much valuable information on the subject, regardless of
the poor records.

The good design of a satisfactory reinforced concrete
tie requires a good deal of thought and study on the part of
the designer. Concrete has not the resilience of wood,
therefore it is essential that all the elements affecting the
elastic action of a transverse tie shall be given considera-
tion in designing a suitable substitute for the wood tie.

The elasticity of a reinforced concrete tie depends up-
on.its length, its stiffness and the nature of the ballast.

A tie, of not its required length, shows its maximum curva-
ture at the center, while a tie of correct length becomes
more bent under the rails. A flexible tie bends and gives
its high pressure on the ballast directly under the rails,
while a stiff tie will give a more even pressure on the
ballast. Therefore, ties made of material such as concrete,
which possesses little flexibility, should be made as stiff
as possible. In other words, they should have a large mo-
ment of inertia.

It has been pointed out by G. H. Kimball, the inventor
of the divided tie, that, due to the fact that the tie ex-
tends l8" outside of the center line of the rail and 50" in-
side the center line, the ends of the tie are more loose in
the ballast than the rest of the tie. For this reason, a re-
inforced concrete tie should be designed to act as a cantile-
ver beam, so as to be able to withstand the severe shocks due
to the sinking of the ends of the tie under load.

The reinforcement should be placed near the surface of
all parts subjected to tensile stresses under various load-
ing. In ties of correct length, length tension will occur
in the tOp, at the muddle and bottom of tie under the rails.
At the ends of the tie, or rather, that part which is outside
of the rails, tension may occur either at the top or bottom, I
depending on the condition of the roadbed. From this one
can gather the fact that it does not resist any tensile
stress. The design of a satisfactory reinforced concrete

tie should meet the following requirements, which are based

 

upon practical eXperience.

I. Sufficient area of heaving surface to transmit safe-
ly to the roadbed the weight and impact of the applied loads.

II. Sufficient frictional resistance in the ballast to
prevent lateral movement of the track.

III. Sufficient strength, elasticity and endurance to
render satisfactory service under traffic conditions, includ-
ing ability to withstand derailments.

IV. Ability to maintain gage of rails and to hold them
in a position perpendicular to the plane of the track.

V. A section such that the ties may be placed suffi-
ciently close together to prevent any appreciable deflection
of the rails between supports.

VI. An efficient method of fastening the rails, the st-
tachments being simple and accessible for adjustment or ree
pair.

VII. Erovision for proper insulation. Concrete is al-
most an insulating material, but care must be taken to pre-
vent contact through the metal reinforcement. A hon-insulat-
ed tie should be capable of being insulated without having to
be removed from the track.

VIII. Cushion block, if used, should be removable.

IX. For facility of maintenance, the tie should be of
such form and section as will permit the ballast to be prop-
erly tamped beneath it, thereby aiding in preserving the a-
lignment and surface of the track.

There is very little available information as to the be-

havior of the Italian tie but it is interesting to note that
the results obtained led to a marked increase in the moment
of inertia, first by strengthening the reinforcement and also
the increasing of the cross-sectional area of the concrete
making up the tie. It was found to be of greater advantage
to replace the large number of’snall reinforcing rods used,
in the center of tie, by a less number of larger rods used
nearer to the boundary of the cross section of the concrete.

It has been found necessary to test the strength of the
ties before putting them into service. The most important,
of the test, was that which dealt with the negative bending
moment at the mmidle of the tie.

In this country, hr. Kimball was the first to recognize
the importance of making provision for the tensile stress in
the tOp of the tie between the rails. Instead of making a
full length tie, he used a pair of concrete blocks, about
3 feet long, connected together with a piece of scrape rail.
The blocks are placed under each rail so that the center of
pressure and the center of figure of the ties coincide, this
in turn eliminating the most destructive force in the tie.

In various ties some of the most essential principles
in design were disregarded. The Percival tie had insuffi-
cient bearing area; the Affleck, Campbell, Heckey and Leopol-
dina Ry. ties have reinforcement in the middle of the cross-
section; the Bowman and the Ulster and Delaware R.R. ties
have no reinforcement at the bottom between the rails.

0n the other hand, the Indestructible, macDonald and

Sloneback ties in America, the Hall and Jagger ties in Eng-
land, the Asbestian and the Vbiron Beron Ry ties in France,
and the Italian ties, are all examples of full length ties
in which due regard has been given the reinforcement.

Space will not permit the description of some of the va-
rious designs but some of the more notable will be named
here and if more information is desired by the reader he is
referred to Engineering News-Record, Vbl. 84, Pages 522-524
inclusive. There are about seventy designs of which about
half are of American origin. In general, they may be class-
ified under four main types.

I. A divided tie consisting of a pair of blocks connect-
ed by some form of steel bar or truss.

II. A full-length tie in which the steel understands ‘
practically all of the stress, the concrete being more or
less incidental and serving either as a filler for the metal
tie or as a means of distributing the load more evenly to
the ballast.

III. A full-length tie where the reinforcement is
wholly surrounded by concrete and is so distributed as to
assist materially in resisting tension in those parts of the
concrete subject to tensile stresses.

IV. A hollow or cored tie consisting of a shell of con-
crete reinforced to resist tensile stresses.

A classification under the four main types already giv-

en is in the accompanying list, the weights being given when

known.

 

Type I
American
Bates 450 lbs.
Corell
Kimball 436 lbs.
Danish
Jensen & Schumacher
English
Green a Moore
Meyrick
Northeastern By
Victoria
Fokeblock
Type II
American
Atwood
Buhrer 460 lbs.
Champion 600 lbs.
Mershon 400 lbs.
Rieglar 800-850 lbs.
Simplex 350-370 lbs.
Type III
American
Affleck
Bowman
Brukner 345 lbs.

Brunson

 

 

lung

Burbank
Campbell 556 lbs.
waples 1000 lbs.
Brazilian
Leopolidna By. 267 lbs.
English
Hall
Jagger
Northeastern 365 lbs.
French
Sardar 508 lbs.
German
Asbeston 597 lbs.
Italian
Maciachini 287 lbs.
Swiss
Hintermann
Type IV.
American
Leonard 600 lbs.
W011 520 lbs.
English
Maniott
Bolts and clips, screws, spikes, are the ordinary
means of fastening the rails to the ties. The bolts in most
cases are inserted from the bottom. Spikes are driven eith-

er into wood blocks or through the blocks and into wood or

 

 

 

soft metal dowels inserted in the concrete.

Clips of various forms have been introduced in combina-
tion with bolts and screws or Spikes. They show a tendency
to work loose, while the heads of bolts sometimes turn so as
to prevent tightening of the nuts. Spiking appears to be
the most effective form of fastening.

Portland Cement is used in practically all the American
ties. The fine aggregate is of sand, while the coarse ag-
gregate may be either crushed stone or gravel. The usual
proportions are 1 part cement to 4 or 5 parts aggregate, a
l : 2 : 5 mixture being quite common.

It is impossible to give a complete record of the test
and experiments made on ties of this type but it is doubtful
if the trial of ties made in small lots (a dozen or less) is
of much value, and the general average would not be greatly
affected by these experiments.

About 18 percent of the 19,000 American ties have been
removed, due to failure, and this figure would be increased
if a complete record could be obtained. Of the 18 percent
failure, 14.5 percent were completely broken, 2.5 percent
cracked, and minor injuries - 1 percent.

Judging from.the results so far, a real successful rein-
forced concrete tie is yet to be obtained. Suitable rail
fastenings are as essential as the design of the tie. The
average load does not extend over the full tie but only 15
inches each side of the rail; this causes an upward thrust

at the center of the tie and as the ballast yields and may

93MB

not provide a uniform support, there is a tendency to flex-
ing. This can be withstood by wood but in the case of rein-
forced concrete this will in time result in the concrete
breaking away from the metal. Results have shown that it is
difficult to obtain a bond between concrete and metal to with-
stand severe service under heavy traffic.

In 1908 the American Railway Engineering Association in-
vestigated the reinforced concrete tie. Its report of 1909
stated that no form of this type of tie was suitable for
heavy and high speed traffic; but that such a tie might be
suitable under low Speed and light traffic.

Having the above facts in mind, Professor 0. A. Miller,
Michigan State College, has designed and worked up a tie, of
which the design and computations follow.

 

 

 

COMPUTATIONS AND DESIGN

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The design of this tie was made by Professor C. A. Hil-
ler of the Civil Engineering Department of Michigan State
College. He took into consideration the design used in all
previous reinforced concrete ties on which the data was a-
vailable. The following discussion will bring out some of
the facts and reasons that he used in his design.

The blue print of the tie shows up_a 100 lb. steel rail
7'6" long, used as reinforcement. The real thought behind
the use of this rail was that a good many railroads nowadays
are tearing up light steel and replacing it with much heavier
steel. The railroad should, for this reason, have a large
amount of scrap steel which could be used in the tie and
therefore cut the cost of the tie down a great deal. The re-
inforcing rods are used so as to compensate for the flange
on the bottom of the rail and are of-%" d bars 7'6" long.
The method of clamping the rail to the tie is one which has,
to our knoWledge never been used. The %" U bolts used for
this purpose are embedded in the concrete; therefore, there
would be but little give to them; and the 2" oak block cush-
ion, which is used between the rail and tie to take up some
of the impact, also helps to hold the U bolts from slipping.
The rail fastenings are so designed that they will fit at
least three or four different sizes of rail, but it is best
to have the approvimate weight of the rail that will be used
on the tie before the tie is made up so that Spacing of the
U bolts will be correct. The tie is 9" by 9" by 8' long

and has about 4.5x cu. ft. of concrete and steel in it.

‘The concrete was designed for 5000#

Real Mix 1: 5.4
molulus 5.5
. 7°72 ‘ 5'5 .- §;§2.. .515

 

r
f 7.72 - 5.21 4,51

rc = 1 - .515 = .487

\

.515 x 97 + .487 x 107
I‘m " a .827
125.2

 

By volume

Real Mix . l: 5.4

 

1: 5'4 x 515 : 3'4 x '485 = 1: 2.25 : 2.15
0773 .773

5.25 gal. water per sack of cement.

5.25 - .79 + .54 = 5 gal. = 44.5%
1 sack cement

2.25 cu. ft. sand

2.15 cu. ft. gravel

44.5% water

Bill of Material - One Tie

Concrete

0.25 bbl. Portland Cement at $2.25 per bbl. $ .56

0.096 cu. yd. Sand at $2.001 cu. yd. .19
0.091 cu. yd. Gravel at $2.001 cu. yd. .18
$ .93

Reinforcement

 

7.5 ft. Scrap A.S.C.E. 100% Rail 250% at 50.01.52.50
2-%"-x 7.5 Reinforcing Bars, 10% at $0.025 .25
~ $2.75

59113
4 -'%" U Bolts with Hex. Nuts 5.5% ea. at $0.04,$.55

I

Nut Locks
8 Std. Nut Locks, Carnegie, 0.2% ea., at 00.04, 3.06

Rail Clips
8 Std. Carnegie No. 108. Ztfixg". 0.70%.

5.6# at $.04 $.22
Oak Blocks
2 - 25:92:1'-0", 5' 5.x. at $55.00 per M .10

Total $ 4059

The forms are as shown in blue print made of 8" chan-
nels.

It is believed by the authors that this is the most
economic, and stable for design.

A very desirable bond between bottom of reinforcing

rail and the concrete was obtained by puddling the rail in

the fresh concrete.

 

TYPE AND RESULTS OF TEST

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Test No. l, as shown in Blueprint.

Test No. l was run on five ties, and load applied in
10,000# intervals until a maximum of 100,000# was reached.
From the data obtained by these five tests, five sets of
load-deflection points were plotted, and a maximum, a mini-
mum and an average curve were drawn. The results of the five
tests were very nearly uniform. In each case tension cracks
appeared transverse to the length of tie. These cracks were
on the bottom of tie as tested (the tOp of tie as it will
lie in the ballast), and appeared when the load exceeded
40,000#, continuing to open until maximum load was applied,

and closing as soon as load was taken off. In each case shear

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cracks appeared between the loads of 70,000# to 80,000#. fig‘g“

These cracks continued to open until the maximum of 100,000# 3;
was reached, and closed when the load was taken off. Thzre a
were no longitudinal cracks indicating rupture of bond be-
tween steel rail and concrete.

This test shows that the tie would stand a bending mo-
ment of about 525,000 inch lbs. without showing any cracks.
The maximum deflection of approximately one-half inch gives
reason to expect tension cracks in the external fibers.

Test No. 2 as shown in.Blueprint.

Test No. 2 was run with a maximum load of 100,000#,and
the tie did not show noticeable deflection, and no cracks ap-
peared. It is quite apparent that no deflects of tie can be
determined by this test with maximum load.facilities of

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loo,ooo#.
Test No. 5 as shown in Blueprint
Test No. 3 was run to find what bending moment was nec-
essary to bring about complete rupture of tie. It was found
that this rupture occurred with a bending moment of l,250,000#.
This test is not comparable with practical tests, but is used
to obtain rupture of tie. It was interesting to note that

there was no separation of concrete and steel bond, but a \i‘

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general rupture of concrete.

Crag); '
1

 

CONCLUSIONS

 

A cost comparison of wood and prepared reinforced con-
crete tie reveals the following:

Materials cost, as produced for test, $4.59, of which
$2.50 is for cost of Standard rail reinforcing. It is the
opinion of the authors that most of the $2.50 could be elim-
inated if ties were produced on a production basis, and by
using scrap rails,which most railroad companies have on hand.
Cost of wood ties range from about $.90 to $2.50 for a hard
wood creosoted tie. This price being controlled by the lo-
cation of maintenance or construction, it is the belief of
the authors that this tie would not be practical where timg
bar is readily available, and its practical use in other sec-
tions will depend on some of the following unproven factors:
the length of life of tie in actual service; the efficiency
of commercial methods of casting and laying tie; and the
possibility of increasing the spacing over that of a wood
tie. A

In summing up the factors for and against this tie, let
us first consider those of which are in favor.

First: The method by which this tie is fastened to the
rail has not as yet been used, that is, to the extent of our
knowledge.

Second: This tie is capable of resisting higher bend-
ing moment than that of wooden ties.

Third: The added strength and life would reduce mainte-

nance cost greatly.

Factors against the tie are as follows:-

First: The steel reinforcing must be insulated, so that
block and crossing signals will Operate efficiently.

Second: Replacement would have to be made only after
rail was removed. .

Third: The weight of this tie is excessive.

 

 

 

 

 

    
 
 

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