Proceedings of the 2016 Joint Rail Conference

JRC 2016
April 12-15, 2016, Columbia, South Carolina, USA

DRAFT JRC 2016-5761

EFFECT OF PRESTRESSING WIRE INDENTATION TYPE ON THE BOND

PERFORMANCE AND FLEXURAL CAPACITY OF PRETENSIONED CONCRETE
CROSSTIES SUBJECTED TO CYCLIC LOADING

Amir Farid Momeni Robert J. Peterman, PhD, PE

CE Department, Kansas State University CE Department, Kansas State University
Manhattan, KS, USA Manhattan, KS, USA

B. Terry Beck, PhD Chih-Hang John Wu, PhD Naga Narendra B. Bodapati
MNE Department, Kansas State IMSE Department, Kansas State CE Department, Kansas State
University University University
Manhattan, KS, USA Manhattan, KS, USA Manhattan, KS, USA

ABSTRACT
Load tests were conducted on pretensioned concrete prisms
cast with 13 different 5.32-mm-diameter prestressing wire types
that are used in the manufacture of pretensioned concrete
railroad ties worldwide. The tests were specifically designed to
evaluate the bond performance of wires with different
indentation type under the cyclic loading. The prestressing wires
were denoted “WA” through “WM” and indentation types
included smooth, spiral, chevron, diamond, 2-dot and 4-dot. Four
wires were embedded into each concrete prism, which had a 3.5”
(88.9 mm) x 3.5” (88.9 mm) square cross section. The wires were
initially pulled to 7000 pounds (31.14 KN) and gradually de-
tensioned when the concrete compressive strength reached 4500
psi (31.03 MPa). A consistent concrete mixture with type III
cement, water-cement ratio of 0.32 and a 6-in. slump was used
for all prisms.
For each type of wire one 69 in-long (175.26 cm) prism was
tested in 4-point-bending under the cyclic load and one under
static load at 20-in (50.8 cm) embedment length. For cyclic load
tests, the prisms were supported by two rollers spanning 45”
(114.3 cm) and load was applied on a spreading beam set on the
top of the test prism. The prism setup and loading configuration
were symmetric and load was applied to the prism from
spreading beam to two bearings spaced 15” (38.1 cm) apart.
During each test, a concentrated load with the rate of 250 lb/min
(1112 N/min) was applied until two cracks were observed at the
maximum moment region on the test prisms (region between two
bearings).
Once cracks were observed, the load was held constant for
3 minutes at the cracking load. After holding load constant for
three minutes, load started to cycle between 400 lb (1779 N) to
4000 lb (17790 N) with the frequency of 3 Hz. The test was
designed to go through 200,000 cycles and interlock limits were
assigned to the program to stop the test in case of prism failure
under the cyclic loading. For prisms able to finish 200,000 cycles
of load, the procedure was to unload to zero and start loading the
prism with the rate of 250 lb/min (1112 N/min) until prism failed.
Values of load, mid-span deflection, and wires end-slip were
continuously monitored and recorded during each test. Load-vs-
deflection graphs were then plotted and compared for prisms
with each wire type, and the maximum sustained moment was
also calculated for each test. Also, a set of statically load tests
were conducted on the identical pretensioned prisms to compare
the results of statically and cyclically load tests. The cyclic load
tests revealed that there is a significant difference in the bond
performance of different wire types under the cyclic loading and
they behave differently under cycles of loadings and un-
loadings.
INTRODUCTION
Prestressed concrete railroad crossties have shown
numerous desirable features over wood crossties, including
higher durability, environmental friendliness and reduction in
fuel consumption of trains. Considering these advantages, many
track owners are switching from wood crossties to prestressed
concrete crossties [1, 2, 3, 4]. The main tasks of railroad ties as

1 Copyright © 20xx by ASME

an integral part of railroad track include stabilization of rails and
preventing rails from any lateral or longitudinal displacements
[5]. Previous records show that pretensioned concrete crossties
have brought more economical design and better structural
behavior which improves the total stability and performance of
the railroad track [6].
Initial interest for utilization of concrete ties in the United
States and Canada in the late 1960s was rapidly vanished when
early designs did not perform well. During the 1970s the AREA
improved specifications which resulted in concrete ties with
higher flexural moment capacities. Higher tie bending moments
was achieved by initiation for using the indented prestressing
steel and elastic fasteners with iron shoulders cast into the tie to
deliver positive gauge control [7]. In pretensioned prestressed
concrete, the prestress force transfers by bond to the concrete,
the length required from pretensioned member end to the point
that member is at its ultimate flexural capacity is called
development length. Development length is consisted of two
lengths:
the member, large transfer lengths of the prestress tendon can
reduce the prestress force and thus the cracking moment. In this
situation, early bond failure of the pretensioned member is
probable under cyclic loading with a crack in or near the transfer
length. Studies have shown that resistance to bond loss or
prestressing steel slippage is dependent of the embedment length
for members under static load [11].
A study was conducted at Kansas State University to
evaluate bond performance of 13 types of wire with different
indentation types under the cyclic loading. Concrete crossties
were manufactured utilizing 13 different 5.32-mm-diameter
wires commonly used in production of concrete ties. All test
specimens had four wires arranged symmetrically in the
specimens cross section and each wire was initially tensioned to
7000 pounds (31.14 KN) and de-tensioned gradually when the
compressive strength of the concrete reached 4500 (31.03 MPa).
Precise de-tensioning strengths were obtained by testing 4-in.-
diameter (101.6 mm) x 8-in.-long (203.2 mm) compression
strength cylinders that were temperature match-cured.

1) The transfer length, 𝐿𝐿𝑡𝑡 , is the minimum length from member EXPERIMENTAL PROGRAM
end required to transfer effective prestress tension, 𝑓𝑓𝑝𝑝𝑝𝑝 , from
prestressing steel to the concrete through bond. Thirteen (13) types of prestressing wire with different
2) The flexural bond length, 𝑙𝑙𝑓𝑓𝑓𝑓 , is a distance beyond the indentations were utilized in manufacturing of pretensioned test
transfer length required for the prestressing steel to reach a prisms. For each type of wire, 1 prism was tested statically and
1 prism was tested cyclically, thus 26 prisms were evaluated
tension stress equal to its ultimate limit state,𝑓𝑓𝑝𝑝𝑝𝑝 [8, 9, 10].
experimentally. Transfer lengths were measured before loading
Fatigue is a process of increasing internal structural
tests for all 26 pretensioned concrete members using well-
deterioration in a material under cycles of repetitive stresses.
documented methods [12-24]. Transfer lengths were calculated
Crack growth and fracture of steel or concrete may occur if the
from surface strain measurements that were determined from
stress quantities are adequately large. A significant number of
Whittemore gauge readings [25]. All prisms had a 3.5” (88.9
researchers have studied the fatigue behavior of prestressed
mm) x 3.5” (88.9 mm) square cross section, a 69 in. (175.26 cm)
concrete beams developing experimental techniques. These
length and 4 wires of 5.32-mm-diameter symmetrically
studies were mainly conducted to assess the fatigue strength of
embedded in concrete. Figure 1. shows a schematic of the prism
prestressed concrete beams. ACI committee 215 has developed
cross section and arrangement of the wires.
broad recommendations based on experimental findings to
design of reinforced and prestressed concrete beams for fatigue
behavior. There is a very little knowledge on how to predict the
growth in deflection and crack widths based on the constituent
materials properties for a prestressed concrete beams. While, the
need for this knowledge is increasing as the utilization of
prestressed concrete is increasing in different structures such as
bridges and railroad ties. The change in the amount of stresses in
concrete, reinforcing and prestressing steel, the progress in
deflection and crack size of a prestressed concrete beam under
cyclic loading can be mainly attributed to:
a) Cyclic creep of the concrete in the compression zone
b) Cyclic creep or increase in strain of reinforcing and
prestressing steel subjected to cycles of load
c) Continuous reduction of stiffness of concrete tension
zone [10].
Karr [11] noted that the bond between prestressing steel and Figure 1. Cross section of the pretensioned concrete prism (1
surrounding concrete is typically adequate for uncracked inch=25.4 mm)
pretensioned prestressed members subjected to static or cyclic
loading. However, for pretensioned crossties subjected to cyclic Concrete Mix
loading that produces large bending moments in end regions of For this study, a consistent concrete mixture with Type III
cement, water-cement ratio of 0.32 and 6-in. slump was used for

2 Copyright © 20xx by ASME

all prisms. In order to produce mixes similar to that are currently prism for each of 13 types of wire were tested to evaluate the
being used by prestress crosstie manufacturers, a mix design that fatigue behavior of pretensioned ties made with different wires.
gains high early compressive strength was selected. Oven-dried For all these prisms, each prestress wire was initially pulled to
materials were used in manufacturing of all prisms to obtain 7000 pounds (31.14 KN) and was gradually detensioned when
consistency in mixture proportions. the compressive strength of concrete reached 4500 psi (31.03
MPa).
Prestress Wire
13 types of 5.32-mm-diameter prestress wires commonly TESTING CONFIGURATION AND RESULTS
used worldwide in manufacturing of concrete crossties were Prisms were tested in cyclic loading to understand the effect
obtained and utilized in fabrication of test prisms. These of wire indentation type on the fatigue resistance and
prestress wires were generically named from “WA” to “WM” propagation of cracks under the cyclic loading. For each type of
and indentation types included smooth, spiral, chevron, wire, a 69-in long prism was tested in 4-point bending under the
diamond, 2-dot and 4-dot. Geometrical properties of all wire cyclic load. The prisms were supported by two rollers spanning
indents were quantified according to ASTM A-881 [26] and 45” (114.3 cm) and load was applied on a spreading beam set on
values are tabulated in Table 1. Note that “WA” is smooth wire the top of the test prism. The prism setup and loading
and has no indentation [27]. configuration were symmetric and load was applied to the prism
from spreading beam to two bearings spaced 15” (38.1 cm) apart.
Table 1. Prestress wire geometrical properties Figure 2. shows schematic of test setup and Figure 3. shows
picture of test setup. Figure 4. shows spreading beam used to
Indent apply the load to the beam.
Wire Indentation Edge Wall
Depth, in.
Label Type Angle (Deg)
[mm]
WA smooth 0 0
0.0057
WB chevron 23.6
[0.146]
0.0069
WC spiral 29.3
[0.176]
0.0066
WD chevron 17.9
[0.167]
0.0102
WE spiral 15.1
[0.259]
0.0076
WF diamond 32.6
[0.192] Figure 2. Schematic of test setup for cyclic loading test (1 inch=25.4
0.0039 mm)
WG chevron 25.7
[0.100]
0.0073
WH chevron 14.2
[0.186]
0.0056
WI chevron 10.6
[0.141]
0.0065
WJ chevron 10.2
[0.164]
0.0052
WK 4-dot 8
[0.132]
0.0049
WL 2-dot 7.7
[0.124]
0.0050
WM chevron 21.8
[0.126]

Research Variables
To understand the effect of wire indentation type on the Figure 3. A picture of test setup used to run cyclic tests
resistance of pretensioned concrete ties to cyclic loading, all
parameters in test prisms were kept constant except the type of
wire. Thus, the only variable in test prisms was type of wire. One

3 Copyright © 20xx by ASME

 Figure 6. Deflection LVDT
Figure 4. Spreading beam used to apply the load to the pretensioned
prism for cyclic loading test Load was applied to the prisms using an MTS hydraulic
actuator that was controlled by an MTS Flex test digital servo
During each cyclic test, a concentrated load with the rate of hydraulic controller. Figure 7. shows a picture of the actuator
250 lb/min (1112 N/min) was applied until two cracks were used in loading tests.
observed at the maximum moment region on the test prisms
(region between two bearings). Once cracks were observed, the
load was held constant for 3 minutes at the cracking load. After
holding load constant for three minutes, load started to cycle
between 400 lb (1779 N) to 4000 lb (17790 N) with the
frequency of 3 Hz. The test was designed to go through 200,000
cycles and interlock limits were assigned to the program to stop
the test in case of prism failure under the cyclic loading. For
prisms able to finish 200,000 cycles of load, the procedure was
to unload to zero and start loading the prism with the rate of 250
lb/min (1112 N/min) until prism failed. Values of load, mid-span
deflection, and wires end-slip were continuously monitored and
recorded during each test.
Using Linear Variable Differential Transformers (LVDTs),
mid-span deflection and wires end slip were measured. Figure 5
and Figure 6 show pictures of end-slip and mid-span deflection
LVDTs.

Figure 7. Actuator used to apply the load on the prisms

3-point bending load tests were conducted for prisms under

Figure 5. Wire end slip LVDT
static load. Pretensioned prisms were tested at 20-in. (50.8 cm)
from prism end where they were setup on two roller supports
with center to center distance of rollers equal to 38-in. (96.52
cm) for a test with embedment length of 20-in. (50.8 cm). Figure
8. shows a schematic of test setup for 20-in. (50.8 cm)
embedment length.

4 Copyright © 20xx by ASME

 Static Loading at 20-in from prism end
6000 WA
WB
5000 WC
WD

Applied Load (lb)

4000 WE
Figure 8. Schematic of test setup for 20 in. embedment length test
(1 inch=25.4 mm) WF
3000 WG
During each static loading test, a concentrated load with the
WH
rate of 300 lb/min (1334 N/min) was applied at mid-span until
the prism failed, and values of load, mid-span deflection and all 2000 WI
wires end-slip were continuously monitored and recorded. Also, WJ
the corresponding load for the first observed crack and type of
1000 WK
failure were documented for each test.
WL
Results 0 WM
Pretensioned prisms made with 13 types of wire with 0.00 0.20 0.40 0.60 0.80
different indentation types were load tested cyclically. Eleven Mid-span Deflection (in)
out of thirteen prisms were able to finish 200,000 cycles of Figure 10. Load-deflection graphs for all 13 types of wire at 20 in.
loading and unloading, while two prisms failed under cyclic embedment length (1 inch=25.4 mm and 1000 lb=4448 N)
load. For prisms able to finish cyclic loading, the load set to zero
and then it started to increase statically until prism failed and The maximum load resisted by prisms gone through
maximum sustained moment capacity was calculated for each 200,000 cycles and prisms without having experienced cyclic
prism. Maximum sustained moment capacity for prisms which load then picked to calculate the maximum sustained moment.
have been gone through cyclic load was then compared with Table 2. compares the moment capacity of two identical prisms,
maximum sustained moment capacity of prisms loaded statically one loaded statically at embedment length of 20 in. and the other
to failure without having experienced the cyclic load prior to one loaded till failure after having the prism experienced
failure. For prisms loaded statically (no cyclic loading prior to 200,000 cycles of load with frequency of 3 Hz.
failure), the embedment length was 20 inch (fully transferred
prestressing force). This comparison was done to see if there Table 2. Comparison between maximum moment capacities
exists some moment capacity reduction due to fatigue. Figure 9. obtained from cyclic loading and static loading 20-in from prism
end
shows graphs of load versus mid-span deflection for all types of
wires under cyclic loading, whereas Figure 10. shows graphs of M1=Moment M2=Moment @ 20''
M1/M2 (%)
load versus mid-span deflection for all types of wires under static Cyclic Load (k-ft) from Prism End (k-ft)
load. WA 3.340 3.242 103.0
WB 3.727 4.463 83.5
After cyclic loading till failure WC 3.823 4.434 86.2
7000
WA
failed @
6000 WB WD 4.292 …………..
162760 cycle
WC WE 3.776 4.030 93.7
5000
WE WF 3.621 4.141 87.5
Applied Load (lb)

4000 WF WG 3.743 4.085 91.6

WG failed @
3000 WH 4.274 …………..
WI 114505 cycle
2000 WJ WI 3.742 4.137 90.5
WK WJ 3.845 4.350 88.4
1000
WL WK 3.811 3.514 108.5
0 WM WL 3.573 3.004 118.9
0.00 0.20 0.40 0.60 0.80 WM 3.270 3.929 83.2
Mid-span Deflection (in)
Figure 9. Load-deflection graphs of prisms after cyclic loading till
failure (1 inch=25.4 mm and 1000 lb=4448 N)

5 Copyright © 20xx by ASME

 Results from static and cyclic loading tests show that for all
prisms except prisms made with lightly indented wires (WA, WK 4000
WD
and WL), moment capacity of a section after cyclic loading
decreases compared to the same identical section loaded 3500
statically until failure. The reason to this lower moment capacity
3000

Applied Load (lb)

for prisms tested in cyclic loading, could be the confinement
effect in the maximum moment region (region between bearings)
which can induce an early compression failure. However, for 2500
wire with no surface indentation and lightly indented wires (WA,
WK and WL), the maximum sustained moment calculated for 2000
prisms in cyclic loading test was higher than maximum sustained
moment calculated for the identical prisms in static loading test. 1500
The reason for lower moment capacities for lightly indented Loading@50000th Cycle
wires under static load can be due to not fully developed wires at 1000
Loading@100000th Cycle
20 in. from prism end. Thus, the prism was not at its maximum
capacity at 20 in. from prism end and failed at lower loads. In 500 Loading@150000th Cycle
cyclic loading test, embedment length was 27 in. (68.58 cm) and Loading@162000th Cycle
wires were more developed compared to static loading test. 0
Thus, no end slip was observed during cyclic testing. 0.00 0.05 0.10 0.15 0.20
Mid-span Deflection (in)
Prisms made with WH and WD wires (chevron-indented)
Figure 12. Load-deflection graphs at different cycles for prism
failed under cyclic loading and were not able to resist 200000
made with WD wire
cycles of load. Graphs of load vs mid-span deflection were
plotted for each prism at different cycles to see any gradual effect Prism made with WH wire failed at 114505th cycle and the
of bond loss or softening of the beams due to cycles of loading last cycle plotted in Figure 11. is the 114000th cycle. As it can be
and un-loading. Figure 11. and Figure 12. show graphs of load seen in Figure 11., no gradual bond loss or beam softening
vs mid-span deflection at different cycles and also the nearest occurred over 114000 cycles of load and all graphs lied on each
cycle to the failure. other, meaning that the failure due to fatigue took place suddenly
and not over thousands of cycles. A failure with no warning can
cause dangerous outcomes and should be prevented in structures.
4000 WH To gain higher confidence about the findings obtained for WH
wire, same exact cyclic loading test was repeated for an identical
3500
prism made with WH wire. Once again prism manufactured with
3000 WH wire failed under the cyclic load without a warning but at
Applied Load (lbs)

the 89875th cycle this time. WH is a deep indent wire with low
2500 edge wall angle compared to other wires tested (refer to Table 1.)
Also, prism made with WD wire failed under cyclic loading
2000 at 162,760th cycle. Figure 12. shows load vs mid-span deflection
graphs at different cycles and also nearest cycle to the cycle that
1500 Loading@50000th Cycle failure happened. From Figure 12., it can be seen that there was
no softening as cycles of loading and un-loading were being
Loading@100000th Cycle
1000 applied on the beam and for the certain loads, deflections were
Loading@110000th Cycle not increasing considerably as the number of cycles was
500 Loading@114000th Cycle increasing. This observation indicates once again that fatigue
failure in pretensioned beams occurred rapidly and without a
0 warning. Figure 13., Figure 14. and Figure 15. show pictures of
0.00 0.05 0.10 0.15 0.20 failed prisms under cyclic loading.
Mid-span Deflection (in)

Figure 11. Load-deflection graphs at different cycles for prism made

with WH wire

6 Copyright © 20xx by ASME

 7000
WB
6000

5000

Applied Load (lb)

4000

3000

2000
After Cyclic Loading(Failure)
Figure 13. Prism made with WH wire failed at 89875th cycle of
loading (repeated test) 1000
Before Cyclic Loading (0-4000 lbs)
0
0.00 0.20 0.40 0.60 0.80
Mid-span Deflection (in)
Figure 16. Load-deflection graphs prior to cyclic loading and after
cyclic loading till failure (prism made with WB wire)

7000
WC
6000

5000
Applied Load (lb)

Figure 14. Prism made with WH wire failed at 11400th cycle of

4000
loading

3000

2000
After Cyclic Loading (Failure)
1000
Before Cyclic Loading (0-4000
lbs)
0
0.00 0.20 0.40 0.60 0.80
Mid-span Deflection (in)
Figure 17. Load-deflection graphs prior to cyclic loading and after
cyclic loading till failure (prism made with WC wire)

Figure 15. Prism made with WD wire failed at 162760th cycle of
loading
Also, for prisms tested cyclically, load-vs-deflection graphs
were plotted for before cyclic loading (loading from 0 to 4000
lbs) and after cyclic loading till failure and then compared for
prisms with each wire type to see any change in behavior and
rigidity of pretensioned sections. Figure 16. and Figure 17. show
behavior of two out of thirteen prisms (WB and WC) tested.
From Figures 16 and 17, it can be seen that prior to cyclic
loading, the prism is stiffer and load-deflection graph is always
above the graph for the same prism but after experiencing cyclic
loading. However, for loads beyond the cracking load, the
section which has been subjected to cyclic loading, will stiffen
up and both graphs will lie on each other. Same results were
observed for all prisms made with different wires.
For prisms able to finish 200,000 cycles of load,
compression mode of failure was the only observed mode of
failure and all prisms except prisms made with lightly indented
wires (WA, WK and WL) showed lower moment capacities in
cyclic load testing than static load testing. Figure 18. and Figure

7 Copyright © 20xx by ASME

19. show compression mode of failure for prisms made with WF
and WB wires.
Figure 18. Compression mode of failure for prisms subjected to
cyclic loading (prism made with WF)
Figure 19. Compression mode of failure for prisms subjected to
cyclic loading (prism made with WB)
CONCLUSIONS
1) Fatigue failure due to splitting along the wire lines in
pretensioned prestressed members occurs very sudden
and without warning if no transverse reinforcement is
provided.
2) Pretensioned prisms made with wires with deep indents
and shallow side-wall angles are more probable to fail
under cyclic loading due to increased splitting demand
they impart to surrounding concrete.
3) Although WH wires have short transfer and
development lengths, they do not perform very well
under cyclic loading based on observed failures in
cyclic load testing.
4) Light indented wires showed higher moment capacity
in cyclic load test than static load tests, likely because
the cyclic loading tests had a higher embedment length
5) Compression mode of failure is the probable mode of
failure in maximum moment regions for pretensioned
prisms in 4-point bending test, whereas shear-
compression failure often occur in 3-point bending
tests.
6) Wires with deep indents and low edge wall angles are
more prone to failure under cyclic loading (like WH
wire).
ACKNOWLEDGMENTS
The authors would like to thank the Federal Railroad
Administration (FRA) for providing the majority of funding that
made this research possible. Additionally, LB Foster/CXT
Concrete Ties has donated extensive resources, including all of
the reinforcements, to make the project a success. The
researchers would also like to thank Drs. Hailing Yu and David
Jeong at the John A. Volpe National Transportation Systems
Center for their valuable suggestions and parallel analysis work.
Finally, the authors wish to thank the Precast/Prestressed
Concrete Institute (PCI) for establishing an industry advisory
panel to the project, the Kansas State University’s University
Transportation Center (K-State UTC) for graduate student
tuition support.
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Transfer Length Measurement System for use on Concrete
Railroad Ties,” The 2012 PCI Convention and National Bridge
Conference, September 29 - October 3, 2012.
[18] Weixin Zhao ; B. Terry Beck ; Robert J. Peterman and
Chih-Hang J. Wu, "A Portable Modular Optical Sensor Capable
of Measuring Complex Multi-Axis Strain Fields", Proceedings
of the SPIE 8466, Instrumentation, Metrology, and Standards for
Nanomanufacturing, Optics, and Semiconductors VI, 84660Q
(October 11, 2012); doi:10.1117/12.929931.
[19] Weixin Zhao, B. Terry Beck, Robert J. Peterman, and
John C.-H. Wu, “Development Of A 5-Camera Transfer Length
Measurement System For Real-Time Monitoring Of Railroad
Crosstie Production,” Proceedings of the 2013 Joint Rail
Conference, JRC2013-2468 April 15-18, 2013, Knoxville,
Tennessee, USA. doi: 10.1115/JRC2013-2468.
[20] Weixin Zhao, Robert L Murphy, Robert J Peterman, B.
Terry Beck, Chih-Hang John Wu, Pelle Duong, “A Non-Contact
Inspection Method to Determine the Transfer Length in Pre-
tensioned Concrete Railroad Ties,” ASCE, Journal of
Engineering Mechanics, Journal of Engineering Mechanics,
Volume: 139, Issue: 3, March 2013, pp. 256- 263.
[21] Weixin Zhao, B. Terry Beck, Robert J. Peterman,
Robert Murphy, John C.-H. Wu, and Grace Lee, “A Direct
Comparison Of The Traditional Method And A New Approach
In Determining 220 Transfer Lengths In Prestressed Concrete
Railroad Ties,” Proceedings of the 2013 Joint Rail Conference,
JRC2013-2469 April 15-18, 2013, Knoxville, Tennessee, USA.
doi: 10.1115/JRC2013-2469.
[22] Beck, B. Terry, Peterman, Robert J., Wu, Chih-Hang
(John), and Bodapati, Naga Narendra B., “In-Plant Testing of a
New Multi-Camera Transfer Length Measurement System for
Monitoring Quality Control of Railroad Crosstie Production,”
Proceedings of the 2015 Joint Rail conference, March 23-26,
2015, San Hose, CA, USA.
[23] B. Terry Beck, Robert J. Peterman, John C.-H. Wu,
Steve Mattson, “Experimental Investigation of the Influence of
Surface Contaminants on the Transfer Length of Smooth and
Indented Prestressing Reinforcements Used in the Manufacture
of Concrete Railroad Ties, Paper Number: JRC2015-5751,
Proceedings of the 2015 Joint Rail Conference, San jose, CA,
March 23-26, 2015.
[24] B. Terry Beck, Naga Narendra B. Bodapati, Robert J.
Peterman, Amir Farid Momeni, Chih-Hang John Wu, “Transfer
9 Copyright © 20xx by ASME
length Measurements in Pretensioned Concrete Railroad Ties
Under Rail Loads,” Paper Number: JRC2015-5690, Proceedings
of the 2015 Joint Rail Conference, San Jose, CA, March 23-26,
2015.

[25] B. Terry Beck, Weixin Zhao, Robert J. Peterman, Chih-

Hang John Wu, Joseph Holste, Naga Narendra B. Bodapati,
Grace Lee, “Effect Of Surface-Strain Sampling Interval On The
Reliability Of Pretensioned Concrete Railroad Tie Transfer
Length Measurements,” 2014 PCI Convention and National
Bridge Conference, September 21 - 24 at the Gaylord National
Resort in Washington, D.C.

[26] ASTM Standard A881, 2010, “Standard Specification

for Steel Wire, Indented, Low-Relaxation for Prestressed
Concrete Railroad Ties.” ASTM International, West
Conshohocken, PA, 2010, DOI: 10.1520/A0881_A0881M-10,
www.astm.org.

[27] Mark Haynes, John C.-H. Wu, B. Terry Beck, Naga

N.B. Bodapati, and Robert J. Peterman " Prestressing Steel
Reinforcement Wire Measurement Protocol," Proceedings of the
2014 Joint Rail Conference, JRC2014-3800 April 2-4, 2014,
Colorado Spring, Colorado, USA.

10 Copyright © 20xx by ASME

 ANNEX A

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