Corrugated Polyethylene Pipe Testing

under 315,000-Pound Cars at FAST

Letter Report No. P-09-052

Prepared for Plastic Pipe Institute
by Joseph A. LoPresti
Transportation Technology Center, Inc.

…a subsidiary of the Association of American Railroads

P. O. Box 11130, Pueblo, Colorado 81001 USA, December 28, 2009
Revised January 14, 2010
Disclaimer: This report was prepared for Plastic Pipe Institute (PPI) by Transportation Technology
Center, Inc. (TTCI), a subsidiary of the Association of American Railroads, Pueblo, Colorado. It is
based on investigations and tests conducted by TTCI with the direct participation of PPI to criteria
approved by them. The contents of this report imply no endorsements whatsoever by TTCI of
products, services or procedures, nor are they intended to suggest the applicability of the test
results under circumstances other than those described in this report. The results and findings
contained in this report are the sole property of PPI. They may not be released by anyone to any
party other than PPI without the written permission of PPI. TTCI is not a source of information with
respect to these tests, nor is it a source of copies of this report. TTCI makes no representations or
warranties, either expressed or implied, with respect to this report or its contents. TTCI assumes no
liability to anyone for special, collateral, exemplary, indirect, incidental, consequential, or any
other kind of damages resulting from the use or application of this report or its contents.
 Table of Contents
1.0 Introduction ................................................................................................. 1
2.0 Test Preparation.......................................................................................... 1
2.1 Pipe Instrumentation ........................................................................ 1
2.2 Pipe Installation ................................................................................ 4
3.0 Testing ........................................................................................................ 8
3.1 Measuring Strains and Deflections ................................................... 8
3.1.1 Strains and Deflections From Construction Loads ................... 8
3.1.2 Strains and Deflections from Dynamic Loads after
1 MGT of HAL Traffic ............................................................. 10
3.1.3 Strains and Deflections from Dynamic Loads
after 96 MGT.......................................................................... 15
3.1.4 Results of Leaving Loaded Cars Parked Over the
Pipes for 6 Weeks.................................................................. 19
4.0 Summary ................................................................................................... 19
Appendix A. Instrumentation Photographs ......................................................... 21
Appendix B. Installation Photographs ................................................................ 23
Appendix C. Appendix B Time Histories, 1 MGT Dynamic
Measurements, Lap 7 .................................................................... 29
Appendix D. Time Histories, 96 MGT Dynamic Measurements, Lap 7 .............. 37

i
 List of Figures
Figure 1. String Pot Locations ............................................................................. 2
Figure 2. Strain Gage Locations ......................................................................... 3
Figure 3. HTL at FAST ........................................................................................ 5
Figure 4. Cross Section Depicting As-Constructed Conditions at
Pipe Test Sites..................................................................................... 5
Figure 5. Installation Plan View ........................................................................... 6
Figure 6. Installation Profile View ........................................................................ 7
Figure 7. Pipe Wall Strains from Backfill and Construction Loads ...................... 9
Figure 8. Pipe Deflections from Backfill and Construction Loads ........................ 9
Figure 9. Gage Orientation Relative to Train Direction ..................................... 10
Figure 10. Maximum Pipe Wall Strains Measured during 40 mph
Train Operations ................................................................................ 11
Figure 11. Peak-to-peak Changes in Strains due to Dynamic Loads ................. 11
Figure 12. Maximum Pipe Deflections Measured during 40 mph
Train Operations ................................................................................ 12
Figure 13. Peak-to-peak Changes in Deflections due to Dynamic Loads .......... 12
Figure 14. Sample Dynamic Strain and Deflection Data during 40 mph
Train Operations ................................................................................ 13
Figure 15. Dynamic Vertical Loads Measured under the Train at FAST ............ 13
Figure 16. Maximum Pipe Wall Strains Measured during 40 mph
Train Operations ................................................................................ 15
Figure 17. Peak-to-peak Changes in Strains due to Dynamic Loads ................. 16
Figure 18. Maximum Pipe Deflections Measured during 40 mph
Train Operations ................................................................................ 16
Figure 19. Peak-to-peak Changes in Deflections due to Dynamic Loads .......... 17
Figure 20. Cars Parked over Pipes to Evaluate Long-term Pipe Response....... 19

ii
 List of Tables
Table 1. Measurement Description Summary .................................................... 3
Table 2. Statistics from Lap 7 Measurements during 40 mph
Train Operations after 1 MGT ............................................................ 14
Table 3. Statistics from Measurements during 40 mph
Train Operations after 96 MGT .......................................................... 18

iii
(blank page)

iv
1.0 INTRODUCTION
Transportation Technology Center, Inc. (TTCI) conducted a test of corrugated high-
density polyethylene pipes for the Plastic Pipe Institute (PPI) at the Facility for
Accelerated Service Testing (FAST). The pipes were manufactured by Advanced
Drainage Systems, Inc. (ADS). FAST operates as a test bed for railroad track and
components, and for rail vehicles and components. The Federal Railroad Administration,
the Association of American Railroads, and individual railroads and railroad suppliers
(through in-kind contributions) have cooperatively funded the operations at FAST and its
test programs. The program has focused on increased axle loads and their implications for
track components, maintenance practices, and interaction of vehicles and track since
1988 when the nominal axle load of the train at FAST was increased from 33 tons to 39
tons. Typically, the train consist at FAST is four GP-40 locomotives and 80 315,000-
pound gross rail load (GRL) cars. Approximately 120 million gross tons (MGT) of heavy
axle load (HAL) traffic accumulate each year at FAST. Testing at FAST allows for safe,
controlled testing of components without incurring the risk of in-service evaluations.

The pipes were instrumented to allow data collection during train operations.
Transducers were installed at various locations on the pipes to measure pipe wall strains
and lateral, vertical, diagonal, and circumferential deflections. Strains and deflections
were measured when the pipes were in place before the trenches were backfilled, after
backfill, during normal operations at FAST after accumulating 1 MGT of HAL traffic,
and after accumulating 96 MGT of HAL traffic. Also, the pipes were monitored visually
and with a video camera.

2.0 TEST PREPARATION

2.1 Pipe Instrumentation
Short (58-inch) sections of the pipes were instrumented inside, in a controlled
temperature environment prior to in-track installation. The 58-inch length was selected so
the joints would be nearly directly under the rails when the pipe was installed.
Representatives from the plastic pipe industry were at the Transportation Technology
Center (TTC) to observe and assist in the installation of the instrumentation. The
instrumentation is described below.

• String potentiometers (string pots) were installed to measure horizontal,

vertical, and diagonal deflections approximately 6 inches from the spigot end
of the watertight inline bell spigot joint, and approximately 6 inches from the
cut end of the split coupler connection joint. Deflections were measured at the
quarter points of the pipe; i.e., clock positions: 12:00 to 6:00, 1:30 to 7:30,
3:00 to 9:00, and 4:30 to 10:30. The string pots were Celesco PT8101-0005-
111-4120.
• Also, string pots were installed to measure circumferential shortening. The
string pots were installed as close to the strain gages as practicable. Sixteen

1
 eyelets were attached to the interior pipe wall at approximately a 9.5-inch
spacing. The “string” was threaded through the eyelets around the
circumference of the pipe. Figure 1 shows the string pot locations.
• Strain gages were installed to measure pipe wall strains at five circumferential
locations. Strains were measured at the crowns and valleys of the corrugations
at three locations and only at the valleys in two locations. Gages placed on the
inside crown of the pipes were placed through elliptical access ports cut
through the pipe’s smooth interior liner. Measurements were taken at clock
positions: 12:00 (crown and valley), 1:30 (valley), 3:00 (crown and valley),
6:00 (valley), and 9:00 (crown and valley). Strain gage locations are
illustrated in Figure 2. The strain gages were placed as close to the deflection
gages as practicable. The strain gages were Vishay Measurements Group EP-
08-250BF-350 designed for high elongation measurements (crown) and
Vishay Measurements Group EP-08-500BL-350 (valley).
• Internal wall temperatures were measured in each pipe, and ambient air
temperature was measured.
• Instrumentation summary: two instrumentation locations at each of the two
test sites = a total of four instrumentation sites
─ Each instrumentation location:
ƒ Four deflection gages (4 x 4 = 16 deflection gages)
ƒ Eight strain gages (total 8 x 4 = 32 strain gages)
ƒ One circumferential shortening gage (total 1 x 4 = 4 circumferential
shortening gages)

String Pot
Locations

Figure 1. String Pot Locations

2
 Figure 2. Strain Gage Locations

Table 1 summarizes the measurement names and locations. Appendix A shows

photographs of the instrumentation.

Table 1. Measurement Description Summary

S or D 1 or 2 B or N 0, 45… 0, 45… V or C
Pipe Pipe Location
Pipe Joint Crown or
Name Type Location (clock
Site Type Valley
(degrees) position)
S1B0C Strain 1 WT 0 12:00 C
S1B0V Strain 1 WT 0 12:00 V
S1B45V Strain 1 WT 45 1:30 V
S1B90C Strain 1 WT 90 3:00 C
S1B90V Strain 1 WT 90 3:00 V
S1B180V Strain 1 WT 180 6:00 V
S1B270C Strain 1 WT 270 9:00 C
S1B270V Strain 1 WT 270 9:00 V
S1N0C Strain 1 Split 0 12:00 C
S1N0V Strain 1 Split 0 12:00 V
S1N45V Strain 1 Split 45 1:30 V
S1N90C Strain 1 Split 90 3:00 C
S1N90V Strain 1 Split 90 3:00 V
S1N180V Strain 1 Split 180 6:00 V
S1N270C Strain 1 Split 270 9:00 C
S1N270V Strain 1 Split 270 9:00 V
S2B0C Strain 2 WT 0 12:00 C
S2B0V Strain 2 WT 0 12:00 V
S2B45V Strain 2 WT 45 1:30 V

3
 Table 1. (Continued) Measurement Description Summary

S or D 1 or 2 B or N 0, 45… 0, 45… V or C
Pipe Pipe Location
Pipe Joint Crown or
Name Type Location (clock
Site Type Valley
(degrees) position)
S2B90C Strain 2 WT 90 3:00 C
S2B90V Strain 2 WT 90 3:00 V
S2B180V Strain 2 WT 180 6:00 V
S2B270C Strain 2 WT 270 9:00 C
S2B270V Strain 2 WT 270 9:00 V
S2N0C Strain 2 Split 0 12:00 C
S2N0V Strain 2 Split 0 12:00 V
S2N45V Strain 2 Split 45 1:30 V
S2N90C Strain 2 Split 90 3:00 C
S2N90V Strain 2 Split 90 3:00 V
S2N180V Strain 2 Split 180 6:00 V
S2N270C Strain 2 Split 270 9:00 C
S2N270V Strain 2 Split 270 9:00 V
D1B0 Displacement 1 WT 0 12:00-6:00 N/A
D1B45 Displacement 1 WT 45 1:30-7:30 N/A
D1B270 Displacement 1 WT 270 3:00-9:00 N/A
D1B315 Displacement 1 WT 315 4:30-10:30 N/A
D1BC Displacement 1 WT Circ. N/A N/A
D1N0 Displacement 1 Split 0 12:00-6:00 N/A
D1N45 Displacement 1 Split 45 1:30-7:30 N/A
D1N270 Displacement 1 Split 270 3:00-9:00 N/A
D1N315 Displacement 1 Split 315 4:30-10:30 N/A
D1NC Displacement 1 Split Circ. N/A N/A
D2B0 Displacement 2 WT 0 12:00-6:00 N/A
D2B45 Displacement 2 WT 45 1:30-7:30 N/A
D2B270 Displacement 2 WT 270 3:00-9:00 N/A
D2B315 Displacement 2 WT 315 4:30-10:30 N/A
D2BC Displacement 2 WT Circ. N/A N/A
D2N0 Displacement 2 Split 0 12:00-6:00 N/A
D2N45 Displacement 2 Split 45 1:30-7:30 N/A
D2N270 Displacement 2 Split 270 3:00-9:00 N/A
D2315 Displacement 2 Split 315 4:30-10:30 N/A
D2NC Displacement 2 Split Circ. N/A N/A
T1A Temperature 1 N/A N/A N/A N/A
T2A Temperature 2 N/A N/A N/A N/A
TEA Temperature Air N/A N/A N/A N/A

2.2 Pipe Installation

The pipes were installed in two adjacent locations in a fill on the High Tonnage Loop
(HTL) at FAST. The HTL is the 2.7-mile test loop where HAL tests are conducted at
FAST. It is comprised of various curved, spiral, and tangent test sections. The pipes were
installed in a tangent section (section 5). Figure 3 shows the HTL and the location of the
pipe installation. The height of the fill facilitated excavation and allowed access to both
ends of the pipes after installation. There is no water flow at the fill location, and the

4
pipes remained dry for the duration of the test. The pipes were installed 50 feet apart,
center-to-center. The variable between the two sites was the composition and preparation
of the backfill material, as Figure 4 shows.

HTL

PPI
Pipe
Test

Figure 3. HTL at FAST

Figure 4. Cross Section Depicting As Constructed Conditions at Pipe Test Sites

5
 Differences in composition and preparation of the backfill material between the
two pipe test sites are described as follows:

• Site 1 — Approximately 80 feet of 48-inch pipe was installed perpendicular to

the track beneath a 4-foot cover (Figure 5). The backfill was fractured rock
(No. 57 stone) wrapped with Geotex 1201 fabric manufactured by Propex.
The stone was vibrated in place. The soil above the pipes was compacted to
98 percent standard proctor density (SPD).
• Site 2 — Approximately 80 feet of 48-inch pipe was installed perpendicular to
the track beneath 4-foot cover (Figure 5). The backfill is native soil that
conforms to AASHTO M145 A-2-4 (ASTM D2321 class III) specifications.
The soil around the pipes was compacted to 94 percent SPD. The soil above
the pipes was compacted to 98 percent SPD.

Figure 5. Installation Plan View

• The excavations were sloped to comply with OSHA regulations.

• Cover depth was measured from the bottom of the tie to the outside top of the
pipe, and it included the thickness of the ballast layer. Native soil was used as
cover material between the specified backfill and the ballast. The native soil
was placed in two lifts and compacted to 98 percent SPD. Lightweight
compaction equipment was used to compact the first 2 feet of cover over the
pipes.
• Compaction testing was contracted by TTCI and performed by a third party
geotechnical firm.

6
• The subballast depth of 6 inches and ballast depth of 12 inches below the
bottom of the tie are typical of the granular layer depth at FAST. The track
cross section, a 15- to 18-inch shoulder and 2:1 side slope, is representative of
the typical cross section at FAST.
• ADS constructed its standard watertight (WT) inline bell spigot joint, and its
standard fabric wrapped split coupler connection for each pipe. The
connections in each pipe were placed just outside the centerline of the rails
(Figure 6). Pipe installation followed standards outlined in ASTM D2321 and
in this document. Appendix B shows photographs of the installation.

Figure 6. Installation Profile View

7
3.0 TESTING
3.1 Measuring Strains and Deflections
The instrumented sections of the pipes were moved to the HTL after the instrumentation
was completed and the functionality of the transducers had been verified. The pipes were
placed in their respective trenches, and the sections of pipe were coupled together. The
transducers were zeroed, and the readings at this point were designated as the starting
(zero) condition. Strains and deflections were measured:

• Statically, when backfill and track construction was complete

• Statically, after accumulating 1 MGT of HAL traffic
• Dynamically, during 10 laps of train operations after accumulating 1 MGT of
HAL traffic
• Statically, prior to train operations after accumulating 96 MGT of HAL traffic
• Dynamically, during 10 laps of train operations after accumulating 96 MGT of
HAL traffic

3.1.1 Strains and Deflections From Construction Loads

The transducers had been set to zero after the pipes were set in place, but before
backfilling began. Values from all transducers were recorded again after the trenches had
been filled, the native soil placed and compacted, and the ballast and track installed. This
subsection describes those results. Figure 7 shows measured strains that were induced by
the backfill. Maximum strain was about 7,300 microstrain (compressive) at the site 1
pipe, 0 degree (top of pipe), split joint, in the valley of a corrugation. Most of the other
strains were also compressive; however, tensile strains were measured at four locations in
the site 2 pipe. The strains at the split joint were generally higher than the corresponding
strains at the WT bell joint.

8
 own
lley

lley
wn
alley

alley
wn

lley

  Va

  Va
ro

 Cr
o

45º V

90º V
0º Va

90º C
0º Cr

180º

270º

270º
2000

0 Site 1 WT Joint
Wall Strain (microstrain)

Site 1 Split Joint
‐2000 Site 2 WT Joint

‐4000 Site 2 Split Joint

‐6000

‐8000

‐10000

Figure 7. Pipe Wall Strains from Backfill and Construction Loads

Figure 8 shows the deflections. Lateral compression of the pipes produced the
highest deflections. The distances between the 3:00 and 9:00 clock positions (270
degrees) decreased by 0.4 inch to 0.7 inch. The heights of the pipes tended to increase as
the sides of the pipes were squeezed in.

1
0.8
0.6
Displacements  (in)

0.4
0.2
0
Site 1 WT Joint
‐0.2
‐0.4 Site 1 Split Joint
‐0.6 Site 2 WT Joint
‐0.8 Site 2 Split Joint
‐1
ee

egree

egree
gree

ial nt
gr

mfre
45 De
 0 De

270 D

315 D

Circu

Figure 8. Pipe Deflections from Backfill and Construction Loads

9
3.1.2 Strains and Deflections from Dynamic Loads after 1 MGT of HAL
Traffic
One MGT of HAL traffic (approximately one night of train operations at FAST) was
accumulated to consolidate and settle the fills and track. Strains and deflections were then
measured during 10 laps of train operations. Speed during the first lap was approximately
5 mph. Train speed had increased to 40 mph, typical operating speed at FAST, by the
fourth lap. Train speed for laps for 4 to 10 was 40 mph. There was little difference in
strains or deflections within the range of test speeds, though the higher speeds produced
slightly higher values. Train direction during testing was counterclockwise. Travel was
from the 90-degree side (3:00 clock position) toward the 270-degree side (9:00 clock
position), as Figure 9 shows.

Train
2 2
Direction

1
Figure 9. Gage Orientation Relative to Train Direction

Figure 10 shows maximum strains (compared to pre-backfill conditions)

measured during lap 7 (lap 7 was chosen arbitrarily and is representative of the other
40 mph laps). Maximum strains tended to increase compared to those resulting from
construction loads. Maximum strain was about 8,200 microstrain (compressive) at the
site 2 pipe, 45-degree, split joint, in the valley of a corrugation. Figure 11 shows peak-to-
peak changes in strains due to dynamic loads. The site 2 pipe tended to show greater
response to dynamic loading. However at all measured locations, the train-induced strains
were much lower than the strains caused by the construction loads.

10
 n
alley

alley
own

 Crow
lley

lley
o wn

lley

 V

 V
a

a
r
45º V

90º V
0º Va

90º C
0º Cr

180º

270º

270º
2000

0 Site 1 WT Joint
Site 1 Split Joint
Strain (microstrain)
‐2000
Site 2 WT Joint

‐4000 Site 2 Split Joint

‐6000

‐8000

‐10000
Figure 10. Maximum Pipe Wall Strains Measured during 40 mph Train Operations

own
lley

lley
wn
alley

alley
own

lley

 Va

 Va
ro

 Cr
45º V

90º V
0º Va

90º C
0º Cr

180º

270º

500 270º
300
Site 1 WT Joint
100
Site 1 Split Joint
Strain (microstrain)

‐100
Site 2 WT Joint
‐300
‐500 Site 2 Split Joint
‐700
‐900
‐1100
‐1300
‐1500

Figure 11. Peak-to-peak Changes in Strains due to Dynamic Loads

Figure 12 shows maximum deflections (compared to pre-backfill conditions) for

lap 7. Figure 13 shows peak-to-peak changes in deflections due to dynamic loads.
Deflection trends were similar to strains. The site 2 pipe tended to show greater response
to dynamic loading, and the train-induced deflections were much lower than the
deflections caused by the construction loads. Maximum dynamic deflection was
approximately 0.06 inch. As expected, loads from the train compressed the pipe vertically
and expanded it horizontally. Construction loads had produced the opposite deflections,
so in many cases the trainloads decreased the total deflections compared to pre-backfill
conditions. Figure 14 shows a sample of the dynamic data used to produce the plots. The

11
lower strains and deflections at the beginning of the train are from the locomotives that
have lighter axle loads than the test cars. The lower strains and deflections at the end of
the train are from the cars loaded to 286,000 pounds (compared to the 315,000-pound
cars in the rest of the train). Most channels show similar differences. Table 2 shows
statistics for each channel. Appendix C shows time histories for all channels from lap 7.

1
0.8
0.6
Displacement (in)

0.4
0.2
0
Site 1 WT Joint
‐0.2
‐0.4 Site 1 Split Joint
‐0.6 Site 2 WT Joint
‐0.8 Site 2 Split Joint
‐1
ee

egree

egree
gree

ial
nt
gr

mfre
45 De
 0 De

315 D
270 D

Circu

Figure 12. Maximum Pipe Deflections Measured during 40 mph Train Operations
ial nt
egree

egree
gree

mfre
gree

270 D

315 D
45 De
 0 De

Circu

0.02
Site 1 WT Joint
0 Site 1 Split Joint
Displacement (in)

‐0.02 Site 2 WT Joint
Site 2 Split Joint
‐0.04

‐0.06

‐0.08

‐0.1

Figure 13. Peak-to-peak Changes in Deflections due to Dynamic Loads

12
 Figure 14. Sample Dynamic Strain and Deflection Data during 40 mph Train Operations

Figure 15 shows the distribution of dynamic vertical loads for the train at FAST.
These loads were measured with rail mounted strain gages in a section of tangent track
with track geometry similar to the geometry at the pipe test. Average vertical load was
38,000 pounds, 99th percentile load was 52,000 pounds, and maximum load was 83,000
pounds.

7000

6000
Number of Occurances

5000

4000

3000

2000

1000

0
0 20 40 60 80
Wheel Load (1,000 pounds)

Figure 15. Dynamic Vertical Loads Measured Under the Train at FAST

13
Table 2. Statistics from Lap 7 Measurements during 40 mph Train Operations after 1 MGT

Channel Name Average Maximum Minimum

S1B0C -794.1 -581.7 -1066.5
S1B0V -2438.2 -2326.8 -2710.8
S1B45V -4597.5 -4337.3 -5052.7
S1B90C -4238.5 -3982.7 -4609.2
S1B90V -2358.5 -2048.2 -2816.3
S1B180V -4813.1 -4698.8 -4939.8
S1B270C -2704.7 -2461.2 -3072.8
S1B270V -1999.5 -1709.3 -2492.5
S1N0C -2465.7 -2200.2 -2864.0
S1N0V -7562.4 -7379.5 -7808.7
S1N45V -5761.4 -5406.6 -6370.5
S1N90C -4721.0 -4474.9 -5086.5
S1N90V -2442.1 -2146.1 -2921.7
S1N180V -6038.6 -5911.1 -6174.7
S1N270C -2576.4 -2327.0 -2923.6
S1N270V -1641.2 -1347.9 -2146.1
S2B0C -3479.4 -3289.1 -3773.9
S2B0V -2742.5 -2560.2 -3019.6
S2B45V -7213.6 -6852.4 -7906.6
S2B90C -4988.0 -4706.1 -5444.5
S2B90V -209.0 128.0 -760.5
S2B180V -457.4 -361.4 -564.8
S2B270C -4010.3 -3729.1 -4482.4
S2B270V -414.3 -82.8 -948.8
S2N0C -5360.8 -5079.1 -5839.8
S2N0V -3853.6 -3667.2 -4164.2
S2N45V -7381.4 -6988.0 -8162.7
S2N90C -5916.1 -5638.4 -6376.8
S2N90V -816.0 -459.3 -1453.3
S2N180V 287.8 376.5 158.1
S2N270C -4186.2 -3893.2 -4653.9
S2N270V -650.1 -316.3 -1212.3
D1B0 0.5 0.5 0.5
D1B45 -0.2 -0.1 -0.2
D1B270 -0.6 -0.5 -0.6
D1B315 -0.1 -0.1 -0.2
D1BC -0.2 -0.2 -0.2
D1N0 0.5 0.6 0.5
D1N45 -0.2 -0.2 -0.2
D1N270 -0.7 -0.7 -0.7
D1N315 -0.2 -0.2 -0.3
D1NC -0.5 -0.5 -0.5
D2B0 0.1 0.1 0.1
D2B45 0.3 0.3 0.2
D2B270 -0.6 -0.6 -0.6
D2B315 -0.1 -0.1 -0.1
D2BC -0.2 -0.2 -0.2
D2N0 -0.2 -0.2 -0.3
D2N45 0.2 0.2 0.2
D2N270 -0.4 -0.4 -0.4
D2315 -0.2 -0.2 -0.2
D2NC -0.5 -0.5 -0.5
T1A 52.7 53.0 52.4
T2A 53.3 53.6 53.0
TEA 58.5 59.5 57.8

14
3.1.3 Strains and Deflections from Dynamic Loads after 96 MGT
The measurements taken after accumulating 1 MGT of HAL traffic were repeated after
accumulating 96 MGT of HAL traffic (8 months). Data was collected during 10 laps of
train operations. Train speed increased from approximately 5 mph to 40 mph. Again,
there was little difference in strains or deflections within the range of test speeds, though
the higher speeds produced slightly higher values.

Figure 16 shows maximum strains measured during lap 7 (lap 7 was chosen to
match the 1 MGT data; it is representative of the other 40 mph laps). Figure 17 shows
peak-to-peak changes in strains due to dynamic loads. Figure 18 shows maximum
deflections (compared to pre-backfill conditions) for lap 7. Figure 19 shows peak-to-peak
changes in deflections due to dynamic loads. The general trends measured after 1 MGT
of HAL traffic accumulation continued after accumulating 96 MGT of HAL traffic;
however, there were moderate increases in maximum strains and deflections. Maximum
strain increased from approximately 8,200 microstrain to approximately 8,800
microstrain. The pipes tended to flatten vertically during the period. The shortening
between the 12:00 and 6:00 clock positions increased from about 0.3 inch to about 0.5
inch during the period. Maximum circumferential shortening increased from about 0.5
inch to nearly 0.8 inch. Dynamic strains and deflections were similar to those measured
after accumulating 1 MGT of HAL traffic. Table 3 shows statistics for each channel.
Appendix D shows time histories for all channels from lap 7.
own
lley

lley
wn
alley

alley
own

lley

 Va
 Va
ro

 Cr
45º V

90º V
0º Va

90º C
0º Cr

270º

270º
180º

2000

0 Site 1 WT Joint
Site 1 Split Joint
Strain (microstrain)

‐2000
Site 2 WT Joint

‐4000 Site 2 Split Joint

‐6000

‐8000

‐10000

Figure 16. Maximum Pipe Wall Strains Measured during 40 mph Train Operations

15
 n
alley

alley
own

 Crow
lley

lley
wn

ley

 V

 V
a

a
o

r
l
45º V

90º V
0º Va

90º C
0º Cr

180º

270º

270º
500
300
Site 1 WT Joint
100
Site 1 Split Joint
Strain (microstrain)

‐100
Site 2 WT Joint
‐300
‐500 Site 2 Split Joint
‐700
‐900
‐1100
‐1300
‐1500

Figure 17. Peak-to-peak Changes in Strains due to Dynamic Loads

1
0.8
0.6
Displacement (in)

0.4
0.2
0
‐0.2 Site 1 WT Joint
‐0.4 Site 1 Split Joint
‐0.6 Site 2 WT Joint
‐0.8
Site 2 Split Joint
‐1
ee

egree

egree
gree

ial nt
gr

mfre
45 De
 0 De

270 D

315 D

Circu

Figure 18. Maximum Pipe Deflections Measured during 40 mph Train Operations

16
 ial nt
egree

egree
gree

mfre
gree

270 D

315 D
45 De
 0 De

Circu
0.02
Site 1 WT Joint
0 Site 1 Split Joint
Displacement (in)

‐0.02 Site 2 WT Joint
Site 2 Split Joint
‐0.04

‐0.06

‐0.08

‐0.1

Figure 19. Peak-to-peak Changes in Deflections due to Dynamic Loads

17
Table 3. Statistics from Measurements during 40 mph Train Operations after 96 MGT

Channel Name Average Maximum Minimum

S1B0C -2811.5 -2602.9 -3072.8
S1B0V -1687.2 -1513.6 -1867.5
S1B45V -7456.3 -7191.3 -7936.7
S1B90C -6155.3 -5906.9 -6533.4
S1B90V -5461.1 -5173.2 -5926.2
S1B180V -6551.0 -6423.2 -6679.2
S1B270C -4786.8 -4534.6 -5153.6
S1B270V -6528.0 -6219.9 -7033.1
S1N0C -5661.5 -5422.1 -6018.8
S1N0V -8385.7 -8177.7 -8659.6
S1N45V -5677.8 -5436.7 -6031.6
S1N90C -7553.2 -7279.2 -8025.1
S1N90V -6111.9 -5813.3 -6603.9
S1N180V -6449.3 -6325.3 -6603.9
S1N270C -4130.9 -3908.1 -4445.1
S1N270V -3693.3 -3433.7 -4119.0
S2B0C -3060.6 -2916.2 -3274.2
S2B0V -2943.0 -2793.7 -3140.1
S2B45V -8386.1 -8170.2 -8795.2
S2B90C -4230.2 -4049.8 -4489.9
S2B90V -1213.9 -1001.5 -1536.1
S2B180V -32.2 45.2 -113.0
S2B270C -4581.1 -4400.4 -4855.3
S2B270V -1173.5 -956.3 -1506.0
S2N0C -6772.2 -6563.2 -7085.3
S2N0V -4067.5 -3900.6 -4307.2
S2N45V -8276.0 -8004.5 -8704.8
S2N90C -6547.7 -6339.5 -6831.7
S2N90V -2030.6 -1784.6 -2409.6
S2N180V 1389.0 1468.4 1310.2
S2N270C -5200.7 -5019.4 -5466.9
S2N270V -1335.2 -1122.0 -1664.2
D1B0 0.1 0.2 0.1
D1B45 -0.2 -0.2 -0.3
D1B270 -0.4 -0.3 -0.4
D1B315 -0.2 -0.2 -0.3
D1BC -0.5 -0.5 -0.5
D1N0 0.2 0.2 0.1
D1N45 -0.2 -0.2 -0.2
D1N270 -0.6 -0.6 -0.6
D1N315 -0.4 -0.4 -0.4
D1NC -0.8 -0.8 -0.8
D2B0 0.0 0.0 -0.1
D2B45 0.3 0.3 0.2
D2B270 -0.6 -0.6 -0.6
D2B315 -0.1 -0.1 -0.1
D2BC -0.3 -0.3 -0.3
D2N0 -0.5 -0.5 -0.5

18
3.1.4 Results of Leaving Loaded Cars Parked over the Pipes for 6 Weeks
One of the unknowns at the start of the test was the response of the pipes to long-term
static loads. Two loaded cars at FAST were parked over the pipes for 6 weeks. One set of
wheels from each car was directly over one of the pipes (Figure 20). There were slight
depressions in the rails under the wheels at the end of the 6-week period. The rails
rebounded when the cars were moved, and no track geometry maintenance was needed.

Figure 20. Cars Parked over Pipes to Evaluate Long-Term Pipe Response

4.0 SUMMARY
Transportation Technology Center, Inc. conducted a test of corrugated high-density
polyethylene pipe for PPI in the HTL at FAST. The pipes were supplied by ADS. Two
pipes were installed 50 feet apart under tangent track in a fill on the HTL. There was a
4-foot cover, including the typical granular layer at FAST, between the pipes and the
bottoms of the ties. The backfill for one pipe was fractured rock; it was native soil for the
other pipe. The pipes were instrumented to allow data collection before and during train
operations. Gages were installed at various locations on the pipes to measure lateral,
vertical, diagonal, and circumferential deflections; and pipe wall strains. Measurements
were taken at the following times:
• Statically, when backfill and track construction was complete
• Statically, after accumulating 1 MGT of HAL traffic
• Dynamically, during 10 laps of train operations after accumulating 1 MGT of
HAL traffic
• Statically, prior to train operations after accumulating 96 MGT of HAL traffic
• Dynamically, during 10 laps of train operations after accumulating 96 MGT of
HAL traffic

19
 The train that was operated over the pipes typically consists of three to four
locomotives and approximately 80 315,000-pound GRL cars.
Results of testing are summarized below:
• The pipes performed acceptably through 96 MGT.
• No track geometry maintenance was required at the test site due to pipe deflection
or fill settlement.
• Locomotive engineers who operated the FAST train during the test period
reported that ride quality over the pipes was satisfactory.
• A locomotive-mounted, accelerometer-based, ride quality measurement system
recorded no exceptions over the pipes during the test period.
• One loaded car was parked over each of the pipes continuously for six weeks
during a scheduled pause in train operations. The minor track settlement that
occurred did not require track geometry maintenance.
• The maximum strain (compressive) from construction loads was 7,300
microstrain.
• The maximum horizontal deflection from construction loads was 0.7-inch
horizontal shortening.
• The maximum vertical shortening from construction loads was less than 0.1 inch.
• The maximum circumferential shortening from construction loads was 0.4 inch.
• The maximum strain (compressive) from the combination of construction loads
and dynamic train loading after 96 MGT was 8,800 microstrain.
• The maximum horizontal deflection from the combination of construction loads
and dynamic train loading after 96 MGT was 0.6-inch horizontal shortening
• The maximum vertical deflection from the combination of construction loads and
dynamic train loading after 96 MGT was 0.5-inch vertical shortening.
• The maximum circumferential shortening from the combination of construction
loads and dynamic train loading after 96 MGT was 0.8 inch. The portion of the
shortening caused by the dynamic loads was inconsequential.
• The maximum measured deflection in any direction caused by dynamic loads was
less than 0.065 inch.

Acknowledgment
ADS Regional Engineer Shawn Coombs was the project engineer representing PPI;
Joseph LoPresti was the project engineer for TTCI; David Williams led the
instrumentation and data collection effort for TTCI. They were supported by many
others from TTCI, ADS, and various subcontractors.

20
 Appendix A: Instrumentation Photographs

Figure A1. Installation of Valley and Crown Mounted Strain Gages –

Held in Place with Vacuum Cups

Figure A2. Strain Gage Close-up

21
Figure A3. Pipe Section being Instrumented

Figure A4. Instrumentation Check

22
 Appendix B: Installation Photographs

Figure B1. Track Fill Excavated for Pipe Installation

Figure B2. Instrumented Section Being Placed in Trench

23
Figure B3. Pipes Being Aligned so Joints are under Rails

24
Figure B4. Site 1, Crushed River Rock Backfill — Vibrated with Jumping Jack

Figure B5. Site 2, Native Soil Backfill — Vibrated with Jumping Jack

25
Figure B6. Initial Compaction of Native Soil Cover Material

Figure B7. Final Compaction of Native Soil Cover Material

26
Figure B8. Track Surfacing at Test Site

Figure B9. Instrumented Pipe in Place

27
 Figure B10. Preparation for Data Collection

Figure B11. Train Approaching for Dynamic Test

28
Appendix C: Time Histories, 1 MGT Dynamic Measurements, Lap 7

29
30
31
32
33
34
35
36
Appendix D: Time Histories, 96 MGT Dynamic Measurements, Lap 7

37
38
39
40
41
42
43