Vertical Loads from North American Rolling Stock for Bridge Design and Rating

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1 Vertical Loads from North American Rolling Stock for Bridge Design and Rating By Duane Otter, Ph.D., P.E., and MaryClara Jones Transportation Technology Center, Inc., Pueblo, Colorado Abstract As a part of the Association of American Railroads (AAR) bridge research program, Transportation Technology Center, Inc. (TTCI) quantified the current North American vertical load environment using wayside weigh-in-motion (WIM) measurements. The following results were obtained: Freight car truck loads totaling 160,000 pounds or more travel over mainline routes daily. Three-axle locomotive truck loads totaling 220,000 pounds travel over mainline routes daily. The heaviest two-axle freight car truck loads are significantly higher than the heaviest two-axle locomotive truck loads. The 286,000-pound gross rail load (GRL) car was introduced around 1990, and in 2003 was allowed in unrestricted interchange. Current American Railway Engineering and Maintenance of Way Association (AREMA) guidelines recommend designing bridges for a Cooper E-80 design load. This design load was first recommended in the late 1960s, in conjunction with the introduction of 263,000-pound GRL cars. With the increase in allowable car load, it is prudent to assess the current vertical load environment with respect to bridge design loads. The WIM data used in this study includes traffic from intermodal, mixed freight, passenger, and various unit trains. Results from this study are compared to current AREMA Chapter 8 and Chapter 15 guidelines for design and rating of railway bridges.

2 These loads are also applied to railroad track throughout the North American network. As such, this information may also be of value to designers of various track components. Introduction TTCI measured actual net truck vertical (NTV) forces on several main lines in North America using wayside data. The purpose of the measurements was to determine the vertical forces that are currently being imparted onto railway bridges. The wayside data provides forces measured at specific track locations for millions of railcar passes. The 286,000-pound GRL car was introduced around 1990, and in 2003 it was allowed in unrestricted interchange. But current AREMA guidelines still recommend designing concrete and steel bridges for a Cooper E-80 design load. 1 With the increase in allowable car load, it is prudent to assess the current vertical load environment with respect to bridge design loads. Historical Loadings In the 1960s, the interchange allowable car load was increased from 220,000 pounds to 263,000 pounds for four-axle freight cars. This was an increase of just under 20 percent in allowable car load. In conjunction with that load increase, American Railway Engineering Association (now AREMA) bridge design loads increased from Cooper E-72 to Cooper E-80. This was an increase of about 11 percent in design load. Presently, most unit coal trains and grain trains have 286,000-pound GRL cars. Around 1990, the 286,000-pound GRL car was introduced, and in 2003 it was allowed in unrestricted interchange. This was an increase of almost 9 percent in allowable car load,

3 compared to the previous interchange allowable car of 263,000 pounds. Compared to the 220,000-pound car, the 286,000-pound car is an increase of 30 percent in allowable GRL. In addition, the 1995 AAR car specifications for the 286,000-pound car allowed a minimum car length of less than 42 feet. For the previous 263,000-pound car, the minimum car length was around 44 feet. This resulted in an increase of about 14 percent in the car load per foot of bridge length. Also introduced around the same time was the articulated double-stack car, consisting of three to six intermodal well platforms, sharing common intermediate trucks. Most articulated double-stack cars are built with 125-ton trucks at the articulation points. The capacity of these trucks is 157,500 pounds. (This equates to 315,000 pounds on a four-axle car.) While these articulated double-stack cars are not allowed in unrestricted interchange, they are nonetheless very common on many North American main lines, moving under contract agreements. There are also a few lines carrying 315,000-pound four-axle cars. The Cooper E-80 design load recommended for concrete and steel bridges has vertical forces of 80,000 pounds on the four heaviest axles. The design of shorter steel spans may be governed by an alternate live load, with vertical forces of 100,000 pounds on four axles. Introduced in the early 1990s, the AREMA Chapter 15 alternate live load for design of steel bridges is intended to improve fatigue performance of floor systems and short spans. Wayside Measurements of Revenue Service Trains Wayside measurements are capable of gathering data from a large number of passing trains including different types of equipment. Wayside detectors are currently in use at

4 many locations on several railroads throughout North America. This study uses measured NTV forces from WIM systems on tangent track from both cars and locomotives. Wayside wheel force data was obtained from 12 different sites, from at least 1 site on each of the six largest railroads in the USA and Canada. Data was collected over a 12-month period to minimize any seasonal effects. The NTV force was calculated by taking the sum of the average wheel loads for each wheel of the truck as it passed through the multiple measurement locations of a WIM site. Average wheel load data was used from each detector to minimize car dynamics and speed effects. (These detectors are typically located on smooth tangent track with welded rail to minimize vehicle dynamics.) Therefore, the data should closely resemble the static vertical load distribution. The data used in this report excludes effects of wheel defects that result in high impact forces. (Note: The WIM data was collected from sites commonly known as wheel impact load detectors (WILD). These detectors now produce WIM and other outputs in addition to detecting high impact wheels.) The traffic included in the wayside data consisted of unit, intermodal, mixed freight, and passenger trains. Locomotives with four axles and locomotives with six axles were analyzed separately. Over 20-million, two-axle truck passes and over 600,000 locomotive truck passes (from both six-axle and four-axle locomotives) were analyzed. For reference, the North American railcar fleet numbers approximately 1.5 million. The locomotive fleet numbers about 25,000. Over the course of one year, many vehicles were recorded numerous times by the WIM systems included in this study.

5 Figure 1 shows the truck weight distribution for two-axle freight car trucks from one wayside site. Traffic at this site includes a considerable number of coal cars, both empty and loaded. Percent of Occurrence 16% 14% 12% 10% 8% 6% 4% 2% 0% Truck Weight (000 lb) Gothenburg 2 Figure 1. Truck Weight Distribution for Two-axle Trucks from a Wayside Detector Site with Primarily Loaded and Empty Coal Trains Figure 2 shows the truck weight distribution for a site with a considerable amount of intermodal traffic. Note the more even weight distribution in Figure 2. This is due to intermodal cars carrying containers or trailers that may reach volume capacity before weight capacity (i.e., cube out).

6 16% 14% Percent of Occurrence 12% 10% 8% 6% 4% 2% 0% Truck Weight (000 lb) Bagdad 1 Figure 2. Truck Weight Distribution for Two-axle Trucks from Wayside Detector Site with Many Intermodal Trains Wayside data was sorted by 10-mph increments up to the maximum speed recorded. The maximum allowable speed was governed by the railroad timetable for each location. Figure 3 shows the cumulative distribution plot for NTV forces for four-axle cars for each speed range for the wayside site with primarily loaded and empty coal trains. Figure 4 shows the cumulative distribution plot for NTV forces for a wayside detector with more intermodal cars. Note the data points for train speeds greater than 80 mph, presumably from Amtrak passenger cars and express cars that traverse this site.

7 Figure 3. NTV Forces from Two-axle Trucks from a Wayside Detector Site with Primarily Loaded and Empty Coal Trains FORCE (THOUSAND POUNDS) FORCE (THOUSAND POUNDS) Figure 4. NTV Forces from Two-axle Trucks from a Wayside Detector with Many Intermodal Cars

8 The values shown in Table 1 are for two-axle trucks where the truck loads measured were as high as 193,000 pounds. Note that for many of the wayside detectors, the NTV forces at the percent level are very near or exceed 160,000 pounds, which is the design level of two Cooper E-80 axles. Table 1. NTV Forces from Two-Axle Trucks from Wayside Detectors (Thousand Pounds) Wayside Sites 95.0% NTV 99.5% NTV 99.95% NTV Number of Trucks BC ,346,880 BC ,870,474 CA ,527,969 CA ,446,744 TX ,860 GA ,294,001 PA ,709 AR ,176,512 NE ,558,536 NE ,709,420 NE ,211,479 MN ,459,446 Total 20,395,030 Figure 5 shows the NTV forces for 12 wayside sites for two-axle trucks, excluding locomotives. The three frequency levels are as follows: 95-percent NTV or 5-percent probability level, approximately 10 occurrences per train 99.5-percent NTV or 0.5-percent probability, approximately one occurrence per train percent NTV or 0.05-percent probability, one to 10 occurrences per day, depending on traffic Figure 5 shows that each of the 12 wayside sites experiences a NTV force of nearly 160,000 pounds on a daily basis.

9 200 2 Axle Trucks NET TRUCK VERTICAL LOAD (THOUSAND POUNDS) Net Truck Vertical Load (Thousand Pounds) Arnold Golden Bagdad1 Bagdad2 Millican Cartersville Mill Creek 1 Stuttgart Gothenburg1 Gothenburg2 Martin Bay Red Wing WILD Site 95.0% NTV 99.5% NTV % NTV Figure 5. NTV Forces for Two-Axle Trucks at 12-Mainline Locations for Three Probabilities of Occurrence The values shown in Table 2 are for four-axle locomotives where the truck loads measured were as high as 156,000 pounds. Clearly, these forces are less than those from freight cars. Table 2. NTV Forces from Four-Axle Locomotives from Wayside Detectors (Thousand Pounds) Wayside Sites 95.0% NTV 99.5% NTV 99.95% NTV Number of Trucks BC BC CA ,020 CA ,348 TX ,370 GA ,894 PA ,580 AR ,482 NE NE NE MN ,268 Total 30,145

10 The values shown in Table 3 are for six-axle locomotives where the NTV forces measured were as high as 240,000 pounds (for three-axle trucks). Note that the vast majority of the locomotive passes are from six-axle locomotives. Compared to the freight car data, there is much less variability in the locomotive NTV forces. This is to be expected, because their weight remains relatively constant. The primary cause for load variability on locomotives is the amount of fuel in the tank. Figure 6 shows the NTV forces for 12 wayside sites for three-axle trucks of sixaxle locomotives. Table 3. NTV Forces from Six-Axle Locomotives from Wayside Detectors (Thousand Pounds) Wayside Sites 95.0% NTV 99.5% NTV 99.95% NTV Number of Trucks BC ,541 BC ,873 CA ,664 CA ,268 TX ,409 GA ,116 PA ,422 AR ,273 NE ,374 NE ,008 NE ,682 MN ,666 Total 591,296

11 Net Truck NET TRUCK Vertical VERTICAL Load (Thousand LOAD (THOUSAND POUNDS) Pounds) Arnold Golden Bagdad1 Bagdad2 Millican Cartersville Mill Creek 1 Stuttgart Gothenburg1 Gothenburg2 Martin Bay Red Wing WILD Site 95.0% NTV 99.5% NTV % NTV Figure 6. NTV Forces for Three-Axle Trucks of 6-Axle Locomotives at 12-Mainline Locations for Three Probabilities of Occurrence Comparison of Axle Spacings In order to properly compare the WIM data to the design loadings, the axle spacings need to be considered. Some relevant axle spacings are listed below: Cooper E-Series (80,000-pound axles): Six axles at inches AREMA Chapter 15 Alternate Live Load (100,000-pound axles): Four axles at inches Typical 286,000-pound Freight Car: Four axles at inches Typical 415,000-pound 6-Axle Locomotives: - EMD SD70MAC Six axles at inches - GE ES44DC Six axles at inches The axle spacings listed for freight cars and locomotives are for adjacent trucks of coupled units. These spacings are approximate and will vary with slack conditions and other tolerances. Because the actual axle spacings for freight cars are somewhat greater than those for the heaviest four axles of the design loads, the design loads will tend to be

12 conservative compared to the actual vehicles for the same axle load. For locomotive loadings, additional axles from the Cooper series will need to be considered (see AREMA Chapters 8 and 15). 1 Comparison of Equivalent Cooper Loads One way to compare the actual measured loads and axle spacings to design loads is to compute the equivalent Cooper load effects generated on spans of various lengths. Of greatest interest for this study are span lengths less than 100 feet, where the effects of high NTV forces from individual trucks will be most noticeable. There are arguably many ways to compute the effects of the rare, but heavy rail car truck loads over bridge spans. Various statistical methods and Monte Carlo simulations could be performed using the actual distributions. One of the simplest approaches is to consider a single truck with a percent NTV force in a train of otherwise nominal NTV forces. Figure 7 compares Cooper load effects for the AREMA Chapter 15 alternate live load, a string of typical unit train 53-foot cars with 286,000-pound GRL, and a similar string of unit train cars that includes a single overloaded truck with a NTV force of 160,000 pounds. As expected, the effects of the single 160,000-pound truck are more pronounced for shorter span lengths. Note that for an 8-foot span, the effect is as high as the Cooper E-80 loading. In the less likely case of two adjacent trucks at 160,000 pounds, the effects are no different at the shortest span length, and gradually become higher for longer span lengths. The load effects shown are the maximum of the equivalent Cooper load effects for shear force, bending moment, and pier reaction. Because the effects are dominated by the single heaviest truck load, it was deemed unnecessary to perform any more sophisticated statistical simulations.

13 AREMA Chapter 15 Alternate Live Load 53-ft cars 286,000 lb with one truck 160,000 lb 53-ft cars 286,000 lb Figure 7. Comparison of Equivalent Cooper Loads Figure 8 includes two six-axle locomotives pulling the unit train of 53-foot 286,000-pound cars. The effect of a single freight car truck with NTV of 160,000 pounds is generally more severe than a single three-axle truck of a six-axle locomotive with NTV of 220,000 pounds over the range of spans shown. This is not unexpected, because the locomotive axle load is only 73,300 pounds, as compared to 80,000 pounds for the freight car.

14 AREMA Chapter 15 Alternate Live Load Two Six-Axle Locos 415,000 lb + 53-ft cars 286,000 lb Two Six-Axle Locos 415,000 lb with one truck 220,000 lb + 53-ft cars 286,000 lb Two Six-Axle Locos 415,000 lb + 53-ft cars 286,000 lb with one truck 160,000 lb Figure 8. Comparison of Equivalent Cooper Loads Implications for Railroad Bridge Design and Rating It is noted that the AREMA Chapter 15 alternate live load, in conjunction with the Cooper E-80 loading, provides a relatively uniform margin between the governing design load and the unit train with the single overloaded truck. This uniform margin is desirable. For spans designed only to the Cooper E-80 load, the margin decreases as span length decreases, particularly for spans of 12 feet and under. While the Cooper E-80 design load is not exceeded, the margin goes to zero for spans of 8 feet and under. For purposes of bridge rating, it is important to understand the actual loads that are likely to be crossing bridges. The statistical distributions show the relationship between nominal loads and actual loads.

15 Conclusions This paper presents the current North American railroad vertical load environment as measured using 12 wayside WIM systems on various main lines. The following force levels were observed: Freight car truck loads totaling 160,000 pounds travel over mainline routes daily. Three-axle locomotive truck loads totaling 220,000 pounds travel over mainline routes daily. The heaviest two-axle freight car truck loads are significantly higher than the heaviest two-axle locomotive truck loads. The WIM data used in this study includes traffic from intermodal, mixed freight, passenger, and various unit trains. The AREMA Chapter 15 alternate live load, in conjunction with the Cooper E-80 load, provides a relatively uniform margin between effects of design and measured loads over the range of affected span lengths. References 1. American Railway Engineering and Maintenance of Way Association Manual for Railway Engineering. Landover, Maryland.

16 List of Tables Table 1. NTV Forces from Two-Axle Trucks from Wayside Detectors Table 2. NTV Forces from Four-Axle Locomotives from Wayside Detectors Table 3. NTV Forces from Six-Axle Locomotives from Wayside Detectors List of Figures Figure 1. Truck Weight Distribution for Two-axle Trucks from a Wayside Detector Site with Primarily Loaded and Empty Coal Trains Figure 2. Truck Weight Distribution for Two-axle Trucks from Wayside Detector Site with Many Intermodal Trains Figure 3. NTV Forces from Two-axle Trucks from a Wayside Detector Site with Primarily Loaded and Empty Coal Trains Figure 4. NTV Forces from Two-axle Trucks from a Wayside Detector with Many Intermodal Cars Figure 5. NTV Forces for Two-Axle Trucks at 12-Mainline Locations for Three Probabilities of Occurrence Figure 6. NTV Forces for Three-Axle Trucks of Six-Axle Locomotives at 12-Mainline Locations for Three Probabilities of Occurrence Figure 7. Comparison of Equivalent Cooper Loads Figure 8. Comparison of Equivalent Cooper Loads

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