Rail Conf

2013 WisDOT Freight Railroad Conference November 13, 2013 Tinjum and Edil
Crowne Plaza Hotel Slide 1/16

Geological Engineering Engineering Professional Development Civil & Environmental Engineering
James Tinjum, PE, PhD
Tuncer Edil, PE, PhD
Damien Hesse, MS Candidate
Tolga Dolcek, MS Candidate
Ben Warren, MS Candidate

Remediating Fouled Ballast and
Enhancing Rail Freight Capacity
by Polyurethane Technology
UW-Madison Rail Substructure Research Program
Background: Railway Track Components
Ballast
Tie
Subballast
Rail
Tie
Shoulder
Compacted Subgrade
Natural Subgrade
Subgrade S
u
b
s
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S
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-
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Fastening
System
Deterioration in the substructure leads to permanent deformation in
the track, threatening rail operations
Prevent track deformation while enhancing rail operations
Ballast layer deteriorates under numerous loading repetitions
Problem:
Objective:
Motivation: Track Maintenance Costs
Maintenance of ballast is $500M/ year
For 150,000 km of Class 1 freight rail in the US,
(Chrismer and Davis 2000)

Fouling Level Increases During Service Life of Track
Types of Fouling
Coal Fouling Mineral Fouling
Clay Fouling
Non-Cohesive Fouling (i.e., between P4 & P200)
Clay/Cohesive Fouling
(i.e., P200)
Frac Sand
Frac Sand Industry
Large-Scale Cyclic Triaxial (LSCT)
600-mm
Cyclic loading machine
to simulate railway traffic
Automated data acquisition
system (LabVIEW)
Axle load: 20, 30, and 40 tons
Equivalent to:
Deviator Stress, = 300 kPa
Confining Stress, = 90 kPa
(Ebrahimi 2011)
Ebrahimi, A., Tinjum, M. J., Edil, T. B., 2010, LARGE-SCALE, CYCLIC TRIAXIAL TESTING OF RAIL BALLAST, AREMA 2010 Annual Conference, Orlando, FL.
Example Results
Deformational Characteristics of Ballast
Permanent Deformation with Moisture
w= % of moisture
FI= Fouling Index (%)= P4+P200
GT= Gross Tones for Traffic
6
10
30 N
MGT

Million Gross Tones =

0.0%
0.5%
1.0%
1.5%
2.0%
2.5%
3.0%
1 100 10,000 1,000,000
P
l
a
s
t
i
c

S
t
r
a
i
n

(
%
)

Number of Cycles
Igneous Ballast, 70/140 Frac Sand
w=0
w=4
w=14
EPD Short Course
J.M. Tinjum
Slide 9
Mitigating and Monitoring Railway Ballast
Fouling Mechanisms
September 24, 2013
0.0%
1.0%
2.0%
3.0%
4.0%
5.0%
6.0%
7.0%
8.0%
1 100 10,000 1,000,000
P
l
a
s
t
i
c

S
t
r
a
i
n

(
%
)

Number of Cycles
Dolomite Ballast, 20/40 Frac Sand
w=0
w=4
w=14
0.0
0.1
0.2
0.3
0.4
0.5
0.6
1 100 10,000 1,000,000
R
a
t
e

o
f

P
l
a
s
t
i
c

S
t
r
a
i
n

Number of Cycles
Dolomite Ballast, 20/40 Frac Sand
w=0
w=4
w=14
0.00
0.01
0.02
0.03
0.04
0.05
0.06
0.07
0.08
0.09
0.10
1 100 10,000 1,000,000
R
a
t
e

o
f

P
l
a
s
t
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S
t
r
a
i
n

(
%
)

Number of Cycles
Igneous Ballast, 70/140 Frac Sand
w=0
w=4
w=14
Leading to the Dip in the Track
Mile marker 74.7 part of the Dayton Dip located near Ottowa, IL
UW-Madison Railroad Research
Mitigating Ballast Fouling Impact and Enhancing Rail
Freight Capacity
Prevent ballast layer deterioration and track deformation
Enhance railway track capacity and maintained capabilities
Polyurethane reinforcement of ballast layer is proposed

Steve
Reed
Dr. Randy Brown Andrew Keene
Ben
Warren
Uretek Polyurethane
Uretek Polyurethane:
High density expanding thermoset resin system
Reaches 90% of full compressive and tensile strength in
15 minutes
Research Involves Use of Technology With Rail Ballast

Materials: Uretek USA Inc. Polyurethane
Uretek Polyurethane: Rigid-Polyurethane Foam
High density, expanding, thermoset, resin system
Reaches 90% of full compressive and tensile strength in
15 minutes
Research Involves Use of Technology With Rail Ballast

Rigid-Polyurethane Foam (RPF)
Polyurethane-Stabilized Ballast (PSB)
Methods: Large-Scale Cyclic Triaxial (LSCT)
600-mm
Cyclic loading machine
to simulate railway traffic
Automated data acquisition
system (LabView)
Axle load: 20, 30, and 40 tons
Equivalent to:
Deviator Stress, = 300 kPa
Confining Stress, = 90 kPa
(Ebrahimi 2011)
Flexural Beam Testing
L = 0.4 m
Unconfined Compressive Strength Testing
L = 0.76 m
0
0.5
1
1.5
2
2.5
3
3.5
300 350 375 400
C
u
m
u
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a
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P
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s
t
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S
t
r
a
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,

P

(
%
)

Deviator Stress,
d
(kPa)
Fouled Ballast, FI 5% & MC 15%
Clean Ballast
PS-Clean Ballast
PS-Fouled Ballast, FI 25% & MC 15%
PS-Recycled Ballast, P25.4 mm & R19 mm
Results: Stabilized and Un-stabilized
MC = % Moisture Content
FI = Fouling Index (%)= P4+P200
Clean Ballast Reference Line
PS = Polyurethane Stabilized
P4 = 4.75 mm
P200 = 0.075 mm
Tested over 200,000 loading repetitions in cyclic triaxial compression
PSB and Constituent Mechanical Properties
0
1,000
2,000
3,000
4,000
5,000
6,000
7,000
C
o
m
p
r
e
s
s
i
v
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F
l
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x
u
r
a
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T
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s
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C
o
m
p
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s
s
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F
l
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x
u
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a
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T
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s
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C
o
m
p
r
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s
s
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F
l
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x
u
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a
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T
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s
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PSB RPF Ballast
M
e
c
h
a
n
i
c
a
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S
t
r
e
n
g
t
h
s

(
k
P
a
)

0
50
100
150
200
250
300
350
400
450
500
C
o
m
p
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s
s
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F
l
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x
u
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a
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T
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s
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C
o
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p
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s
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F
l
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x
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a
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T
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s
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C
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p
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s
s
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F
l
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x
u
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a
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T
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s
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PSB RPF Ballast
E
l
a
s
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M
o
d
u
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i

(
M
P
a
)

RPF
= 200 kg/m
3
b
= 1,580 kg/m
3
RPF = Rigid Polyurethane Foam
Material Property Summary
Mechanical Properties
PSB plastic deformational behavior far less than clean
ballast, recycled ballast, and fouled ballast
PSB elastic moduli typically less than ballast
Further Considerations and Restated Questions:
Effect of lower modulus on overall track response?
Fatigue lifecycle for PSB layers?
Next Step: Modeling PSB in Track-Substructure

PSB Model Percolation-Injection
Concept: Model percolation-
injection method for PSB
stabilization
Goal: Determine track elastic
response
Result: Areas of lower modulus
did not have negative impact
3DView
Longitudinal View
Lateral View
PSB Trackbed Layer
PSB Model Subsurface-Injection
Concept: Model subsurface-injection method
for PSB trackbeds
Goal: Determine strain at base of layer for
input into analytical fatigue model
Result: Strain measured would give PSB
fatigue lifecycle at 500-1000 MGT

t
= Flexural Strain

(Rose & Konduri 2006)
Conclusions
Mechanical Properties
PSB outperforms other track-substructure materials
PSB had typically higher elastic deformational behavior
Feasibility of Stabilization in Track-Substructure
Stabilization does not have negative impact on elastic response
Injection methods are feasible for track stabilization
PSB can greatly increase track mechanistic lifecycle

Questions?
Acknowledgements

Center for Freight Infrastructure
Research and Education (CFIRE)
Uretek USA Inc.
UW-Madison Laboratory Staff:
William Lang
Xiaodong Buff Wang
Special Thanks To:
Dr. Ali Ebrahimi
Zhipeng Su

References

ASTM Standards, Annual Book of ASTM Standards, ASTM
International, West Conshohocken, PA
Ebrahimi, A. (2011). Deformational Behavior of Fouled Railway
Ballast. PhD thesis, Department of Civil and Environmental
Engineering, University of Wisconsin, Madison.
Ebrahimi, A. and Keene, A.K. Maintenance Planning of Railway Ballast,
In proceedings of the AREMA 2011 Annual Conference,
Minneapolis, Minnesota, September 18-22.
Keene, A. (2012). Mitigating ballast fouling and enhancing rail-freight
capacity. MS thesis, Dept. of Civil and Env. Eng., University of
Wisconsin-Madison.
Rose, J.G. & Konduri, K.G. (2006). "KENTRACKA Railway Trackbed
Structural Design Program." AREMA 2006 Annual Conference,
Louisville, Kentucky, September 17-20.

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2013 WisDOT Freight Railroad Conference November 13, 2013 Tinjum and Edil

Crowne Plaza Hotel Slide 1/16

Million Gross Tones =

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