Capacity optimization of a prestressed concrete railroad tie

Today the use of concrete ties is on the rise in North America as they become an economically competitive alternative to the historical industry standard wood ties, while providing performance which exceeds its competition in terms of durability and capacity. Similarly, in response to rising energy costs, there is increased demand for efficient and sustainable transportation of people and goods. One source of such transportation is the railroad. To accommodate the increased demand, railroads are constructing new track and upgrading existing track. This update to the track system will increase its capacity while making it a more reliable means of transportation compared to other alternatives. In addition to increasing the track system capacity, railroads are considering an increase in the size of the typical freight rail car to allow larger tonnage. An increase in rail car loads will in turn affect the performance requirements of the track. Due to the increased loads heavy haul railroads are considering applying to their tracks, current designs of prestressed concrete railroad ties for heavy haul applications may be undersized. In an effort to maximize tie capacity while maintaining tie geometry, fastening systems and installation equipment, a parametric study to optimize the existing designs was completed. The optimization focused on maximizing the capacity of an existing tie design through an investigation of prestressing quantity, configuration, stress levels and other material properties. The results of the parametric optimization indicate that the capacity of an existing tie can be increased most efficiently by increasing the diameter of the prestressing and concrete strength. However, researchers also found that current design specifications and procedures do not include consideration of tie behavior beyond the current tie capacity limit of cracking to the first layer of prestressing. In addition to limiting analysis to the cracking limit, failure mechanisms such as shear in deep beams at the rail seat or pullout failure of the prestressing due to lack of development length were absent from specified design procedures, but discussed in this project.

Online distribution management framework by incorporating wind generation

In distribution system operations, dispatchers at control center closely monitor system operating limits to ensure system reliability and adequacy. This reliability is partly due to the provision of remote controllable tie and sectionalizing switches. While the stochastic nature of wind generation can impact the level of wind energy penetration in the network, an estimate of the output from wind on hourly basis can be extremely useful. Under any operating conditions, the switching actions require human intervention and can be an extremely stressful task. Currently, handling a set of switching combinations with the uncertainty of distributed wind generation as part of the decision variables has been nonexistent. This thesis proposes a three-fold online management framework: (1) prediction of wind speed, (2) estimation of wind generation capacity, and (3) enumeration of feasible switching combinations. The proposed methodology is evaluated on 29-node test system with 8 remote controllable switches and two wind farms of 18MW and 9MW nameplate capacities respectively for generating the sequence of system reconfiguration states during normal and emergency conditions.

Comparative study of anchorage strengths of epoxy coated hooked bars

Hooked reinforcing bars (rebar) are used frequently to carry the tension forces developed in beams and transferred to columns. Research into epoxy coated hooked bars has only been minimally performed and no research has been carried out incorporating the coating process found in ASTM A934. This research program compares hooked rebar that are uncoated, coated by ASTM A775, and coated by ASTM A934. In total, forty-two full size beam-column specimens were created, instrumented and tested to failure. The program was carried out in three phases. The first phase was used to refine the test setup and procedures. Phase two explored the spacing of column ties within the joint region. Phase three explored the three coating types found above. Each specimen included two hooked rebar which were loaded and measured independently for relative rebar slip. The load and displacement of the hooked rebar were analyzed, focusing on behavior at the levels of 30 ksi, 42 ksi and 60 ksi of rebar stress. Statistical and general comparisons were made using the coating types, tie spacing, and rebar stress level. Many of the parameters composing the rebar and concrete were also tested to characterize the components and specimens. All rebar tested met ASTM standards for tensile strength, but the newer ASTM A934 method seemed to produce slightly lower yield strengths. The A934 method also produced coating thicknesses that were very inconsistent and were higher than ASTM maximum limits in many locations. Continuity of coating surfaces was found to be less than 100% for both A775 and A934 rebar, but for different reasons. The many comparisons made did not always produce clear conclusions. The data suggests that the ACI Code (318-05) parameter of 1.2 for including epoxy coating on hooked rebar may need to be raised, possibly to 2.5, but more testing needs to be performed before such a large value change is set forth. This is particularly important as variables were identified which may have a larger influence on rebar capacity than the Development Length, of which the current 1.2 factor modifies. Many suggestions for future work are included throughout the thesis to help guide other researchers in carrying out successful and productive programs which will further the highly understudied topic of hooked rebar.