U.S. Department of 

Transportation

Federal Railroad 

Administration

Freeze-Thaw Performance Testing of Whole 

Concrete Railroad Ties

Office of Research

and Development

Washington, DC 20590

DOT/FRA/ORD-13/39 Phase I Report

October 2013
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products, or organizations imply endorsement by the United States 

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for the content or use of the material contained in this document.

NOTICE

The United States Government does not endorse products or 

manufacturers. Trade or manufacturers’ names appear herein 

solely because they are considered essential to the objective of this 

report.
i

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1. AGENCY USE ONLY (Leave blank) 2. REPORT DATE

October 2013

3. REPORT TYPE AND DATES COVERED

Technical Report

4. TITLE AND SUBTITLE

Freeze-Thaw Performance Testing of Whole Concrete Railroad Ties

5. FUNDING NUMBERS

6. AUTHOR(S)

Kyle Riding, Mohammed Albahttiti, Ahmad Ghadban, Cameron Stuart

7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES)

Kansas State University

2118 Fiedler Hall

Manhattan, Kansas 66506-5000

8. PERFORMING ORGANIZATION 

REPORT NUMBER

9. SPONSORING/MONITORING AGENCY NAME(S) AND ADDRESS(ES)

U.S. Department of Transportation 

Federal Railroad Administration

Office of Railroad Policy and Development

Office of Research and Development

Washington, DC 20590

10. SPONSORING/MONITORING

AGENCY REPORT NUMBER

DOT/FRA/ORD-13/39

11. SUPPLEMENTARY NOTES

COR: Cameron D. Stuart

12a. DISTRIBUTION/AVAILABILITY STATEMENT

This document is available to the public through the FRA Web site at http://www.fra.dot.gov.

12b. DISTRIBUTION CODE

13. ABSTRACT (Maximum 200 words)

Freezing and thawing durability tests of prestressed concrete ties are normally performed according to ASTM C666 specifications. 

Small specimens are cut from the shoulders of concrete ties and tested through 300 cycles of freezing and thawing. Saw-cutting 

these specimens may cause eccentricities in the prestressing, stress relief, and micro-cracking that may affect the results of the

freeze-thaw durability tests, leading to false interpretation of the data. Conversely, testing an entire concrete tie rather than a 

sample may provide more consistent and accurate results by eliminating saw-cutting damage and sample variability. Seven whole 

prestressed concrete ties, supplied by the Illinois Department of Transportation (IDOT), were tested for freeze and thaw durability 

using ASTM C666 procedures that were modified slightly to accommodate the large test specimens. Deterioration over 300 cycles

was measured by weight loss, length change, and impact resonance measurements. The test results revealed no significant 

deterioration in the test ties.

14. SUBJECT TERMS

Concrete freeze-thaw durability, concrete railroad ties, ASTM C666

15. NUMBER OF PAGES

50

16. PRICE CODE

17. SECURITY CLASSIFICATION

OF REPORT

Unclassified

18. SECURITY CLASSIFICATION

OF THIS PAGE

Unclassified

19. SECURITY CLASSIFICATION

OF ABSTRACT

Unclassified

20. LIMITATION OF ABSTRACT

NSN 7540-01-280-5500 Standard Form 298 (Rev. 2-89)

Prescribed by ANSI Std. 239-18

298-102
ii

METRIC/ENGLISH CONVERSION FACTORS

ENGLISH TO METRIC METRIC TO ENGLISH

LENGTH (APPROXIMATE) LENGTH (APPROXIMATE)

1 inch (in) = 2.5 centimeters (cm) 1 millimeter (mm) = 0.04 inch (in)

1 foot (ft) = 30 centimeters (cm) 1 centimeter (cm) = 0.4 inch (in)

1 yard (yd) = 0.9 meter (m) 1 meter (m) = 3.3 feet (ft)

1 mile (mi) = 1.6 kilometers (km) 1 meter (m) = 1.1 yards (yd)

1 kilometer (km) = 0.6 mile (mi)

AREA (APPROXIMATE) AREA (APPROXIMATE)

1 square inch (sq in, in2) = 6.5 square centimeters (cm2) 1 square centimeter (cm2) = 0.16 square inch (sq in, in2)

1 square foot (sq ft, ft2) = 0.09 square meter (m2) 1 square meter (m2) = 1.2 square yards (sq yd, yd2)

1 square yard (sq yd, yd2) = 0.8 square meter (m2) 1 square kilometer (km2) = 0.4 square mile (sq mi, mi2)

1 square mile (sq mi, mi2) = 2.6 square kilometers (km2) 10,000 square meters (m2) = 1 hectare (ha) = 2.5 acres

1 acre = 0.4 hectare (he) = 4,000 square meters (m2)

MASS - WEIGHT (APPROXIMATE) MASS - WEIGHT (APPROXIMATE)

1 ounce (oz) = 28 grams (gm) 1 gram (gm) = 0.036 ounce (oz)

1 pound (lb) = 0.45 kilogram (kg) 1 kilogram (kg) = 2.2 pounds (lb)

1 short ton = 2,000 pounds 

(lb)

= 0.9 tonne (t) 1 tonne (t) =

=

1,000 kilograms (kg)

1.1 short tons

VOLUME (APPROXIMATE) VOLUME (APPROXIMATE)

1 teaspoon (tsp) = 5 milliliters (ml) 1 milliliter (ml) = 0.03 fluid ounce (fl oz)

1 tablespoon (tbsp) = 15 milliliters (ml) 1 liter (l) = 2.1 pints (pt)

1 fluid ounce (fl oz) = 30 milliliters (ml) 1 liter (l) = 1.06 quarts (qt)

1 cup (c) = 0.24 liter (l) 1 liter (l) = 0.26 gallon (gal)

1 pint (pt) = 0.47 liter (l)

1 quart (qt) = 0.96 liter (l)

1 gallon (gal) = 3.8 liters (l)

1 cubic foot (cu ft, ft3) = 0.03 cubic meter (m3) 1 cubic meter (m3) = 36 cubic feet (cu ft, ft3)

1 cubic yard (cu yd, yd3) = 0.76 cubic meter (m3) 1 cubic meter (m3) = 1.3 cubic yards (cu yd, yd3)

TEMPERATURE (EXACT) TEMPERATURE (EXACT)

[(x-32)(5/9)] °F = y °C [(9/5) y + 32] °C = x °F

QUICK INCH - CENTIMETER LENGTH CONVERSION

0 1 2 3 4 5

Inches

Centimeters 0 1 2 3 4 5 6 7 8 9 10 11 12 13

QUICK FAHRENHEIT - CELSIUS TEMPERATURE CONVERSIO

 -40° -22° -4° 14° 32° 50° 68° 86° 104° 122° 140° 158° 176° 194° 212°

 

°F

 °C -40° -30° -20° -10° 0° 10° 20° 30° 40° 50° 60° 70° 80° 90° 100°

For more exact and or other conversion factors, see NIST Miscellaneous Publication 286, Units of Weights and 

Measures. Price $2.50 SD Catalog No. C13 10286 Updated 6/17/98
iii

Contents

Executive Summary........................................................................................................................ 1

1. Introduction ................................................................................................................. 2

1.1 Test Objective.............................................................................................................. 2

2. Methodology................................................................................................................ 4

2.1 Tie Preparation ............................................................................................................ 8

2.2 Freeze-Thaw Cycling ................................................................................................ 10

3. Results and Analysis.................................................................................................. 16

3.1 Concrete Expansion................................................................................................... 16

3.2 Weight Change .......................................................................................................... 17

3.3 Resonant Frequency Results ..................................................................................... 19

3.4 Visual Observations .................................................................................................. 24

4. Conclusion................................................................................................................. 27

5. References ................................................................................................................. 28

Appendix. Additional Data and Figures ...................................................................................... 29

Abbreviations and Acronyms ....................................................................................................... 42
iv

Illustrations

Figure 1: Summary of whole tie freezing and thawing test procedures. ........................................ 8

Figure 2: Railroad tie with Whittemore points on front (both ends have the same configuration) 9

Figure 3: Railroad tie immersed in lime water in two Behlen galvanized round end tanks........... 9

Figure 4: Railroad tie vacuum sealed and wrapped with packing tape......................................... 10

Figure 5: Chamber layout. ............................................................................................................ 11

Figure 6: Railroad ties in the testing chamber. ............................................................................. 11

Figure 7: Typical freeze-thaw cycle temperatures........................................................................ 12

Figure 8: Railroad ties unwrapping............................................................................................... 13

Figure 9: Whittemore point length measurements........................................................................ 13

Figure 10: Resonant frequency measurements. ............................................................................ 14

Figure 11: Names of resonant frequency reading locations.......................................................... 14

Figure 12: Geometrical locations for resonant frequency readings.............................................. 15

Figure 13: Impact and accelerometer locations on tie top surface................................................ 15

Figure 14: Length change in diagonal direction at the non-ID side. ............................................ 17

Figure 15: Concrete tie weight...................................................................................................... 18

Figure 16: Concrete ties cumulative mass loss............................................................................. 19

Figure 17: Pulse vibration for tie #2-05103-2 Plant C at the 258th cycle. .................................... 20

Figure 18: Frequency domain for tie #2-05103-2 Plant C at the 258th cycle................................ 21

Figure 19: End impact frequency domain for Plant A ties at the 258th cycle ............................... 21

Figure 20: End impact frequency domain for Plant B ties at the 258th cycle ............................... 22

Figure 21: End impact frequency domain for Plant C ties at the 258th cycle ............................... 22

Figure 22: Overall resonant frequency for all ties tested at different cycles................................ 24

Figure 23: Tie #2-4386-B pop-outs and surface scaling............................................................... 25

Figure 24: Tie #2-4386-B corner piece after fracture................................................................... 25

Figure 25: Tie #1-4397-F shallow cracking.................................................................................. 26

Figure 26: Small pop-out/crack in tie #1-4397-F. ........................................................................ 26

Figure A-1: Length change in diagonal direction at the ID side................................................... 29

Figure A-2: Length change in vertical direction at the ID side .................................................... 29

Figure A-3: Length change in horizontal direction at the ID side ................................................ 30

Figure A-4: Length change in horizontal direction at the opposite side to ID ............................. 30

Figure A-5: Length change in vertical direction at the opposite side to ID.................................. 31
v

Figure A-6: RDME values at the ID side for the top transverse direction of the tie .................... 31

Figure A-7: RDME values at the ID side for the short top longitudinal direction of the tie ........ 32

Figure A-8: RDME values at the ID side for the long top longitudinal direction of the tie......... 32

Figure A-9: RDME values at the ID side for the side transverse direction of the tie................... 33

Figure A-10: RDME values at the ID side for the side longitudinal direction of the tie.............. 33

Figure A-11: RDME values at the other side for the short top longitudinal direction of the tie .. 34

Figure A-12: RDME values at the other side for the long top longitudinal direction of the tie ... 34

Figure A-13: RDME values at the other side for the side transverse direction of the tie............. 35

Figure A-14: RDME values at the other side for the transverse longitudinal direction of the tie 35

Figure A-15: RDME values at the middle for the top transverse direction of the tie................... 36

Figure A-16: RDME values at the middle for the top longitudinal direction of the tie................ 36

Figure A-17: RDME values at the middle for the side transverse direction of the tie ................. 37

Figure A-18: RDME values at the middle for the side longitudinal direction of the tie .............. 37

Figure A-19: Impact acceleration measurements for tie #2-05103-2 Plant C at the 258th cycle .. 38

Figure A-20: Frequency domain for tie #2-05103-2 Plant C at the 258th cycle after impact ....... 38

Figure A-21: Tie end frequency domain for Plant B ties after the 277th cycle after impact......... 39

Figure A-22: Tie end frequency domain for Plant C after the 277th cycle after impact ............... 39

Figure A-23: Tie end frequency domain for Plant A at the 277th cycle after impact ................... 40

Figure A-24: Tie #2-4386-B Plant A visual observations............................................................ 40

Figure A-25: Tie #1-05009-3 Plant C visual observations........................................................... 41

Figure A-26: Tie #2-05103-2 Plant C visual observations........................................................... 41
vi

Tables

Table 1: Tie sampling information. Shaded rows indicate ties tested in freeze-thaw conditions... 4

Table 2: Differences between ASTM C666 and K-State whole concrete tie testing...................... 5

Table 3: Summary of experimental results at 300 cycles............................................................. 16

Table 4: Resonant frequencies for all ties..................................................................................... 23
1

Executive Summary

Under contract with the U.S. Department of Transportation (U.S. DOT), Federal Railroad 

Administration (FRA), researchers at Kansas State University (K-State) and the University of 

Illinois at Urbana-Champaign (UIUC) are studying the material and construction parameters that 

affect the freeze-thaw performance of concrete railroad crossties and the testing procedures used 

to estimate this performance. The initial project work package includes an experimental 

procedure to test the freeze-thaw performance of whole concrete ties using ASTM C666 test 

procedures. The objective of the test was to examine the capability of railroad ties to maintain 

their structural integrity during freezing and thawing cycles. This examination was carried out 

using procedures based on ASTM C666 specifications, modified as required to accommodate 

whole ties rather than small specimens. 

Seven pre-stressed concrete ties were supplied by the Illinois Department of Transportation

(IDOT) and tested at K-State. The ties were soaked in lime water for 2 days, wrapped in wet 

burlap, and sealed in plastic tubes to ensure the concrete surface remained uniformly wet during 

testing. The concrete ties were then exposed to 300 cycles of freezing and thawing in a specially 

built environmental chamber. The freezing and thawing cycles took longer than required by 

ASTM C666 because of the large thermal mass of the whole ties. One freezing and thawing 

cycle typically took 13 hours, as opposed to the 2 to 5 hours per cycle specified by ASTM C666.

Length change, weight, and resonant frequency measurements were taken at least every 36 

cycles as specified by ASTM C666. 

The test results indicate that the ties did not experience significant degradation as a result of the 

300-cycle freeze-thaw process. Length measurements revealed that no significant permanent 

localized change in length occurred. Weight measurements showed that the ties did not 

experience large losses in weight from freeze-thaw deterioration. The resonant frequency 

measurements taken between short distances in the ties were inconclusive regarding the 

durability performance of the ties. The impact resonance measurements for the whole tie 

indicated that no significant internal structural damage occurred in the ties. Visual inspection 

revealed that the ties suffered only surface damage represented by pop-outs and small, shallow 

surface cracking likely caused by pop-outs. 

These results will be used to guide further research to identify test procedures required to ensure 

the freezing and thawing durability of concrete railroad ties that include the effects of concrete 

material properties and manufacturing process. The results will also help guide work to 

determine how manufacturing process affects the concrete material properties required for 

durability and how well test conditions simulate actual field exposure.
2

1. Introduction

This project was sponsored by U.S. DOT, FRA. The project objective is to determine material, 

manufacturing process, and quality control testing requirements required to reliably produce 

freeze-thaw durable concrete railroad ties. 

Concrete freezing and thawing durability testing is typically performed according to ASTM 

C666 using small specimens saw-cut from railroad ties or cast from the same concrete mixture 

used in manufacturing ties, but not subjected to the same placement and consolidation processes. 

For this project, freeze-thaw testing was performed on whole concrete railroad ties instead of 

small saw-cut specimens in order to understand how sample size and preparation potentially 

affect test results.

Concrete railroad ties are commonly exposed to very severe environments in track. They are 

typically expected to last 50 years under harsh conditions that include extreme heat, cold, and 

wet conditions that can accelerate deterioration. Some of the most common failure mechanisms

observed in track include cracking, rail seat deterioration, alkali-aggregate reaction, delayed 

ettringite formation, and freezing and thawing damage [1]. Concrete durability in freezing and 

thawing conditions has recently become a subject of interest to tie producers and track owners.

Repeated freezing and thawing of concrete railroad ties may lead to damage ranging from minor 

spalling to complete deterioration of the concrete. Freeze-thaw cycles can lead to a large 

decrease in compressive and tensile strength because of micro-cracking in the concrete matrix 

[2]. A common mode of concrete tie deterioration due to freeze and thaw cycles is flakes or 

chips of concrete spalling from the concrete surface [3]. Micro-cracking near the surface allows

additional water into the concrete, increasing the severity of the freezing cycles and potentially 

accelerating freeze-thaw damage. Further deterioration may include structural cracking and total 

failure or crumbling of the ties. For concrete under freeze-thaw conditions, higher volume-tosurface area ratios have been found to lead to lower rates of concrete deterioration [3], possibly 

due to a change in the rate of freezing and strains generated from the temperature variations. 

Although concrete ties have a low volume-to-surface area ratio compared with most civil 

structures, they are much larger in size and volume-to-surface area ratio than the small prisms

traditionally used for performance testing. 

Damage symptoms from concrete freeze-thaw deterioration are surface scaling, mass loss, and

concrete cracking. Concrete surface scaling can be described as the progressive loss of particles 

of cement or mortar, usually a few millimeters in thickness [4]. Pop-outs, usually conical and 

shallow in nature, refer to the rapid loss in concrete at the specimen’s surface [5]. Pop-outs 

occur either when a saturated porous or weak aggregate splits in two as a result of frost action

and exerts internal pressure inside the aggregate, or when that water is ejected from the aggregate 

due to the same pressure, causing mortar or paste cover to spall off of the concrete. Low-density 

particles such as chert or soft limestone are a typical cause of pop-outs. The presence of a small 

amount of these particles can be undesirable from an aesthetic point of view, but generally do not 

cause loss in structural integrity [6].

1.1 Test Objective

The goal of this research is to test whole concrete ties using procedures based on ASTM C666 

[7] specifications to estimate their construction quality with respect to freeze-thaw durability. 
3

ASTM C666 specifies how to test small concrete prisms to measure their ability to withstand 

freezing and thawing cycles. According to those specifications, specimens are subjected to 300 

cycles of freezing and thawing, or until the dynamic modulus of elasticity is reduced to less than 

60 percent of the original, whichever occurs first. This test method also allows for optional 

testing of the concrete expansion and mass loss. Some State departments of transportation use a 

length change measurement criteria instead of the dynamic modulus of elasticity, while others

require that concrete be tested with both dynamic modulus of elasticity and length change 

measurements. When using the optional length change criteria, 0.1 percent expansion is often

used as the end of test, although some agencies such as IDOT use an expansion threshold of 0.06

percent [8]. Concrete is typically said to fail the test when the concrete dynamic modulus of 

elasticity is lower than 60 percent of the original, or when the concrete reaches an expansion of 

0.1 percent.

Concrete samples for testing resistance to freezing and thawing are usually saw-cut from the 

prestressed concrete tie. Saw-cutting prestressed concrete railroad ties may damage the samples, 

giving results that may not be representative of the whole tie. Potential damage could include (1) 

micro-cracking that would allow water to penetrate the sample faster and accelerate damage, (2) 

bursting stresses caused by the proximity of the steel to the surface, and (3) different stress states 

and micro-cracking caused by eccentricities from cutting pre-stressed concrete. When 

prestressing wires or strands are too close together to allow for a specimen without steel to be 

saw-cut, samples are cast from the same concrete but not subjected to the same consolidation and 

finishing operations as the ties, potentially making them nonrepresentative of the concrete tie 

behavior during freezing and thawing. 

As part of this study, whole concrete railroad ties were tested using procedures based on ASTM 

C666. Testing whole railroad ties eliminates the potential saw-cutting problems previously 

mentioned and may give a more realistic evaluation of the concrete tie durability in the field, not 

just that of the original concrete material. Some modifications were made to the ASTM C666 

test method to accommodate the larger sample size. First, the freezing and thawing cycling time

was extended because of the larger thermal mass. Second, the concrete ties being tested were

wrapped in burlap and sealed in plastic tubes instead of in water containers. (Rigid water 

containers can prevent the ice and concrete from expanding during freezing, causing damage that 

would not be representative of field concrete that is not retrained from expanding.) The 

methodology used in the whole tie testing is fully described in Section 2.
4

2. Methodology

Sixteen prestressed concrete railroad ties were sampled by IDOT and sent to K-State for freezethaw testing. Table 1 shows the ties’ ID numbers, location of sampling, sampling dates, casting 

plant, and tie condition when sampled. Seven whole ties were tested in 300 cycles of freezing 

and thawing using a modified version of ASTM C666. Because of specimen size, a few 

modifications to the procedures were necessary and were made based on procedures used by a 

previous research study performed by CN [3].

Table 1: Tie Samples

Tie 

#

Mile Post 

of Tie 

Sampling

Date Tie 

Was 

Sampled Tie ID #

Casting 

Plant

Tie 

Condition as 

Found

Tie Tested in 

Freezing and 

Thawing

1 217 10/4/2010 #2-042-C Plant B Good X

2 202 10/21/2010 #1-092-B Plant B Good

3 171 12/3/2010 #1-109-C Plant B Good

4 114 6/4/2011 #2-134-A Plant B Good

5 104 6/18/2011 #2-05103-2 Plant C Good X

6 96 6/23/2011 #2-034-B Plant B Good

7 90 7/5/2011 #1-05075-3 Plant C Good

8 83 7/16/2011 #1-05009-3 Plant C Good X

9 73 7/21/2011 #1-05035-4 Plant C Good

10 273 8/7/2011 #1-06037-5 Plant C Good

11 269 8/17/2011 #1-053-C Plant B Good X

12 266 8/19/2011 #2-05029-2 Plant C Good X

13 83 8/1/2012 #1-4397-F Plant A Missing 1 

top plate

X

14 84 8/1/2012 #2-4386-B Plant A Good X

15 247 4/21/2012 #1-F-4299 Plant A Good

16 242 5/1/2012 #2-4397-D Plant A Good

The most common method used to measure concrete susceptibility to freeze-thaw deterioration is 

ASTM C666. With this test method, concrete specimens between 3 x 3 x 11 in (75 x 75 x 279 

mm) and 5 x 5 x 16 in (125 x 125 x 405 mm) are saturated in a lime water bath for at least 2

days, then conditioned at 40 °F (4 °C). The concrete is then frozen to 0 °F (-18 °C) and thawed 

to 40 °F (4 °C) 300 times. The freezing is rapid, with up to 12 cycles performed per day. During 

testing, samples are either immersed in water, or frozen in air and thawed by flooding the 
5

chamber containing the concrete samples with water [7]. Damage is monitored by dynamic 

modulus of elasticity, length change, and mass loss. Seven concrete railroad ties from a highspeed rail line were tested under freeze-thaw conditions to determine their expected freeze-thaw

durability in track. The differences between the ASTM C666 test procedures and those used for 

this experiment [7] are presented in Table 2: Differences between ASTM C666 and K-State

whole concrete tie testing below. 

Table 2: Differences between ASTM C666 and K-State whole concrete tie testing.

ASTM C666 [7] Full Scale Ties Modifications

Freezing-and-Thawing Apparatus The apparatus must be in 

compliance with the following:

(1) For Procedure A, the specimen 

must be completely surrounded by 

not less than 1⁄32 in (1 mm) nor 

more than 1⁄8 in (3 mm) of water at 

all times.

(2) For Procedure B, the specimen 

must be completely surrounded by 

air during the freezing period and by 

water during the thawing period. 

Tie was kept wet by wrapping in wet 

burlap and vacuum sealed with

plastic tubing.

Rigid containers are not allowed. None

The temperature on the specimen or 

specimen container surface shall be 

uniform to within 6 °F (3 °C), except 

during the transition period between 

freezing and thawing.

None

Temperature-Measuring 

Equipment

The measuring device must be 

capable of measuring the 

temperature at several points within 

the chamber and at the centers of the 

control specimen to within 2 °F (1 

°C).

Concrete temperature was monitored 

at the same depth from the concrete 

surface as specified by ASTM C666,

or 1.5 in (38 mm) from the concrete 

surface.

Scales The scale must have a capacity at 

least 50 percent greater than the 

mass of the specimens and accurate 

to at least 0.01 lb (5 gm) within the 

range of ± 10 percent of the 

specimen mass.

Used Scale Capacity 1,000 lb (454 

kg) with 0.1 lb (0.05 kg) accuracy

Freezing and Thawing Cycle The freezing and thawing cycle 

temperature shall be controlled by 

measurements of temperature from 

the control specimen.

None

Changing the location of control 

specimen frequently to account for 

extremes of temperature variation

The control tie was kept in a fixed 

location because of limitations on 

wire access to the data logger.

Freezing and Thawing Cycle The nominal freezing and thawing 

cycle for both method A and B 

The cycles alternate from 40 °F (4

°C) to 12 °F (-11oC). The freeze 
6

Sampling requires lowering the temperature of 

the specimens from 40 to 0 °F (4 to -

18 °C) and raising it from 0 to 40 °F 

(-18 to 4 °C) between 2 to 5 hours.

The tolerance of the temperatures at 

the centers of the specimens shall be 

0 ± 3 °F (-18 ± 2 °C) for the cooling 

period and 40 ± 3 °F (4 ± 2 °C) for 

the heating period.

cycle time is 11 hours. The thaw 

time is 2.8 hours. While the higher 

freezing temperature used in whole 

tie testing may be slightly less 

severe than ASTM, it is still below 

the freezing point of water in the tie

and low enough for damage to be 

evident in poor quality concrete.

The variation of temperature from 

the center of a specimen to its 

surface shall not exceed 50 °F (28 

°C).

None

The transition time between the 

freezing and thawing periods cannot 

exceed 10 min, except when 

specimens are being tested.

None

Saw-cut samples from hardened 

concrete must be acquired according 

to ASTM C823.

The whole tie was tested.

Test Specimens The specimens used must be prisms 

or cylinders made and cured 

according to ASTM C192/C192M 

and ASTM C490.

The whole tie has a nonuniform 

prismatic shape.

Test Specimens Specimen width, depth, or diameter 

must be within 3 in (75 mm) and 5 

in (125 mm), and specimen length 

must be within 11 in (275 mm) and

16 in (405 mm).

Ties tested in this program were 8.5 

ft (2.6 m) long, with a trapezoidal 

cross section (9 in (230 mm) top, 11 

in (280 mm) bottom, and 9.5 in (240 

mm) height at its largest cross 

section).

Control the temperature of the 

specimen immediately after the 

specified curing period. The 

temperature should be -2 °F and +4 

°F (-1 °C and +2 °C) of the thaw 

temperature. Take readings of the 

fundamental transverse frequency, 

mass, average length, and cross 

section dimensions of the concrete 

specimen within the tolerance 

required in ASTM C215. Moisture 

loss should be prevented between 

the end of curing period and the 

initiation of freezing and thawing 

cycles.

Not applicable since ties were 

collected from the field.

Test for fundamental transverse 

frequency, mass, and length

(optional) change at least every 36 

cycles.

None

Keep the specimens moist when they 

are out of the freeze-thaw machine.

None
7

When returning the specimens,

return them either to random 

positions or to predetermined 

positions according to a rotation 

arrangement that would ensure each 

specimen is subjected to all the 

different conditions in the freezing 

machine.

Freeze-thaw cycling continues for 

300 cycles or until the concrete 

relative dynamic modulus of 

elasticity reaches 60 percent of the 

initial modulus, whichever happens

first. An additional optional length 

change test can be used to end the 

test when the expansion reaches 0.10 

percent of the original length. 

None

If a specimen is removed due to 

failure, a replacement “dummy 

specimen” must be added for the 

remainder of the test.

None
8

Figure 1 represents the entire testing process following the modified ASTM C666 for whole 

concrete ties described in Table 2. 

Figure 1: Summary of whole tie freezing and thawing test procedures.

2.1 Tie Preparation

In order to measure length change of the concrete ties, ten Whittemore mechanical strain gauge 

points were installed in four locations on two sides of the tie using Devcon Precision Brushable 

Ceramic Epoxy, as shown in Figure 2. A Whittemore mechanical strain gauge used these points 

as a reference to measure any length change in the concrete. In order to install these points at 

exact locations on different ties with eight in-between points on each side, as shown in Figure 2, 

triangular templates were used to control point location during attachment. The locations 

selected are shown in Figure 2. Although the length-change measurements are not on the whole 

tie, the strain measurements should match those seen in the overall tie. Any local differences in 

strain at other locations, such as geometrical transitions, would likely result in surface damage or 

pop outs and would be picked up in the visual observations. 
9

Figure 2: Railroad tie with Whittemore points on front (both ends have the same 

configuration).

To begin the freeze-thaw testing, concrete railroad ties were soaked in saturated limewater. The

railroad ties where immersed at 73.4 ± 3 °F (23 ± 1.7 °C) for 48 hours. The ties were immersed 

in two large water tanks, with up to four ties stacked two deep per tank, as shown in Figure 3. 

Figure 3: Railroad tie immersed in lime water in two Behlen galvanized round end tanks.

After the soaking period, the ties were removed from the lime water tanks and wrapped with wet 

burlap sheets. The wet burlap was placed around the tie to ensure that free water was present all 

around the tie for the duration of the test, instead of simply collecting underneath the tie. The

wrapped ties were covered with plastic tubing with one end of the tubing sealed. A wet and dry 

vacuum was used to remove air from the tubing through the open end, as shown in Figure 4. 

After removing the air, the open end of the tube was sealed and the tie was wrapped with 

packing tape to ensure that the plastic tubing was held tightly around the tie. Wrapping the 

burlap and plastic close to the tie surface was intended to limit the insulating effects of the burlap 

and tubing.
10

Figure 4: Railroad tie vacuum sealed and wrapped with packing tape.

2.2 Freeze-Thaw Cycling

After the ties were prepared, eight of them were placed in the freeze-thaw chamber for 300 

cycles of freezing and thawing. These eight ties included seven from Illinois and one dummy tie 

used to monitor and control the chamber temperature. Researchers were concerned that drilling 

into test specimens to insert thermocouples could cause micro-cracking of the ties or allow 

additional water into the ties. The use of a “dummy tie” allowed the concrete temperature to be 

measured without having to drill into test specimens to control the temperature. The dummy tie 

temperature was measured using thermocouples installed 1.5 in (38 mm) deep in the tie center; 

the thermocouples were installed by drilling a narrow hole into the tie, inserting them, and then 

filling the hole with epoxy. A thermocouple was also placed in the center of the tie using the 

same procedure. A schematic of the chamber built to house the ties during freeze-thaw testing is 

shown in Figure 5.

Figure 6 shows the ties in the assembled chamber. Locations of the ties in the chamber were 

rotated each time measurements were taken to prevent bias from tie location.
11

Figure 5: Chamber layout.

Figure 6: Railroad ties in the testing chamber.

All dimensions are in feet unless indicated

Dummy Tie for Temperature Control
12

A 2,000-gallon glycol tank attached to a chiller was used to freeze the chamber. The chamber 

temperature during cooling would reach 3 °F (-16 °C). The chamber was designed to hold eight 

ties and to perform freezing and thawing cycles from 12 °F (-11 °C) to 40 °F (4 °C) and maintain 

these temperatures at 1.5 in (38 mm) from the top surface of the ties. A depth of 1.5 in (38 mm) 

was selected to match the depth below the concrete surface used to monitor the concrete 

temperature, as specified in ASTM C666. A heater was placed in the supply plenum to increase

the thawing rate during the thawing cycle. Fans were placed in the chamber to ensure uniform

air temperatures and accelerate the cycling through increased convection at the tie surface. 

Figure 7 shows typical temperatures measured by the thermocouple inserted 1.5 in (38 mm) from 

the concrete dummy tie surface during freeze-thaw cycles.

Figure 7: Typical freeze-thaw cycle temperatures measured 1.5 in (38 mm) from the 

concrete dummy tie surface.

2.2.1 Measurements

After placing the ties in the chamber, initial readings of the tie weight, distance between 

Whittemore points, and resonant frequency were taken after the ties reached 40 °F (4 °C) and 

before commencing the freeze-thaw cycles. Once the cycling commenced, length change, 

weight, and resonant frequency measurements were taken every 20 to 36 cycles. ASTM C666

specifies that measurements should be taken at least every 36 cycles, but more frequent

measurements are permitted to accommodate standard Monday through Friday work schedules. 

To perform the testing, tubes were unsealed, as shown in Figure 8, and burlap was collected in 

separate bags to gather concrete particles stuck to the fabric in order to measure mass loss. After 

measurements were completed, the ties were wrapped in wet burlap and sealed in plastic for 

additional freeze-thaw cycling.
13

Figure 8: Railroad ties unwrapping.

The ties were weighed using a 1,000-pound (454 kg) crane scale with a resolution of 0.1 lb (0.05 

kg). The crane scale was attached to a 2-ton gantry crane with a 14.5-foot (4.4 m) span. During 

the testing period, the ties were kept wet using a sponge. The concrete expansion was measured 

using a Whittemore mechanical strain gauge at four locations on the tie, as shown in Figure 9.

Figure 9: Whittemore point length measurements.

Concrete resonant frequency is measured to detect concrete deterioration from freezing and 

thawing cycles. Cracking and other forms of damage will slow down waves that travel through 

the concrete. These internal damages will not show up in visual observations but can be 

indicated by a decrease in the concrete resonant frequency. In this test program, the resonant 

frequency change in ties was measured using the impact resonance method shown in Figure 10.

With this method, the concrete at one location is impacted with a light hammer. The waves 

transmitted through the concrete from the impact are detected using an accelerometer at another 

location. The resonant frequency of the concrete is then calculated from the measured waves.

This was repeated for the points shown in Figures 11 and 12. Values equivalent to the relative 
14

dynamic modulus of elasticity (RDME) were calculated at each resonant frequency location 

using Equation 1 [7]:

Equation 1

Where Pc is the RDME after c cycles of freezing and thawing (%), n is the resonant frequency at 

0 cycles of freezing and thawing, and nc is the resonant frequency after c cycles of freezing and 

thawing.

Figure 10: Resonant frequency measurements.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

ID

(2)

(9)

(6)

(3)

(7)

(8)

(1)

 

Non-ID Side

Impact point ID Side/Middle Impact point

(4)

ID Side Middle Side Non-ID Side

(14)

(11)

(10)

(13)

(12)

(1) ID Top/Long 2

(2) ID Top/Long 1

(3) ID Top/Short

(4) ID Side/Horizontal

(5) ID Side/Vertical

(6) Middle Top/Long

(7) Middle Top/Short

(8) Middle Side/Vertical

(9) Middle Side/Horizontal

(10) Non-ID Top/Long 2

(11) Non-ID Top/Long 1

(12) Non-ID Top/Short

(13) Non-ID Side/Horizontal

(14) Non-ID Side/Vertical

Vertical Impact /Accelerometer Point

Impact Point

Accelerometer Point

Horizontal Impact /Accelerometer Point

 

Figure 11: Names of resonant frequency reading locations.
15

Figure 12: Geometrical locations for resonant frequency readings.

Whole tie resonant frequencies were induced with a hammer and recorded using an 

accelerometer in two locations on each tie, as shown in Figure 13. Time series data for each 

pulse were extracted from the accelerometer and converted to corresponding frequency domains 

using a Fast Fourier Transform (FFT) algorithm. Resonant frequencies were then obtained from 

the frequency domain. After completing these measurements, the ties were wrapped and vacuum 

sealed in the chamber.

Figure 13: Impact and accelerometer locations on tie top surface.

Accelerometer Middle 

Impact

End Impact
16

3. Results and Analysis

Seven concrete ties were subjected to 300 cycles of freezing and thawing. Concrete tie 

expansion, weight change, and resonant frequency measurements were taken before, during, and 

after the freezing and thawing cycles. Table 3 summarizes the measurements after 300 cycles of 

freezing and thawing and typical failure criteria. The maximum length change at 300 cycles 

listed below is the greatest percent change in length measured on a given tie at 300 cycles. The 

RDME provided below is from the whole tie resonant frequency testing. 

Table 3: Summary of experimental results at 300 cycles.

Tie # Tie ID #

Maximum Length Change at 

300 Cycles (%) Particle Loss Weight (%) RDME

Failure Criteria 0.1 - 60

1 2-042-C 0.041% 0.004% 100

5 2-05103-2 0.034% 0.009% 100

8 1-05009-3 0.016% 0.004% 109

11 1-053-C 0.016% 0.007% 97.5

12 2-05029-2 0.004% 0.005% 102

13 1-4397-F -0.040% 0.008% 104.5

14 2-4386-B -0.004% 0.019% 95.5

3.1 Concrete Expansion

Concrete that deteriorates during freezing and thawing cycles typically expands from the growth 

of internal micro-cracking. The concrete tie length change showed similar trends regardless of 

location. Figure 14 shows fluctuations of the percentage length change for all ties; however, the 

length change did not consistently increase beyond ±0.05 percent throughout the testing period. 

This is significantly less than the commonly used failure criteria of 0.1 percent. Some brass 

points popped off the surface of the ties, possibly due to weakening of the epoxy-concrete bond 

caused by freezing and thawing cycles and different coefficients of thermal expansion for the 

epoxy and the concrete. Length change measurements from the other gauge locations are shown 

in Appendix A. The observed length changes remained below the 0.1 percent limit specified in

ASTM C666 for the entire 300 cycles. This consistency indicates that the concrete ties did not 

experience significant amounts of internal cracking.
17

Figure 14: Length change in diagonal direction at the nonID side.

3.2 Weight Change

Concrete weight loss from scaling, pop-outs, or crumbling is a common result of freeze-thaw 

damage. There is no commonly accepted limit for weight loss since a lack of weight loss does 

not necessarily equal good performance. (The concrete can develop internal micro-cracking 

without losing any weight.). A large amount of weight loss, however, is an indicator of damage. 

Measurements of concrete weight throughout the testing period showed that concrete ties did not 

lose a significant amount of weight from freeze-thaw testing, as shown in Figure 15. Small 

fluctuations in weight values could be attributed to slight changes in water content on the surface 

of the specimens.
18

Figure 15: Concrete tie weight.

Measurements of the weights of scaled-off particles show a small amount of weight loss, 

although less than 0.1 percent. Most weight loss was caused by surface pop-outs or slight 

scaling. Figure 16 shows that the cumulative weight of scaled-off particles did not exceed 25 gm

for most ties even after 300 cycles of freezing and thawing. Tie #2-4386-B experienced mass 

loss from a piece of concrete that came off one of its bottom corners (about 1.4 oz (40 gm)) after 

168 cycles of freezing and thawing. Tie #1-4397-F developed some cracking between cycles 

258 and 277 which developed into a section loss of 0.3 oz (9 gm). This small weight loss is 

considered minor. Surface problems would only be expected to cause problems if the entire 

region at the rail seat deteriorated, which was not seen in testing. 
19

Figure 16: Concrete ties cumulative mass loss.

3.3 Resonant Frequency Results

Error! Reference source not found. shows the results for tie #1-05009-3 along the top 

longitudinal direction where the RDME stayed constant until cycle number 142. At cycle 207, 

the tie exhibited a large increase in the RDME followed by a large decrease in the RDME at 

cycle 277. This sudden increase or decrease in RDME values may be attributed to the fact that, 

unlike small specimens, whole ties are not supported along their entire length during testing. 

Rather, they are simply supported. As a result, changes in the locations of the simple supports 

may affect resonant frequency readings that are based on changes in wave energy dissipation. 

Since local RDME measurements did not provide consistent results, it is recommended that 

future tests take resonant frequency measurements over the length of the tie. Taking resonant 

frequency measurements over the length of the tie will ensure that the induced wave passes

through the supports regardless of their locations. This guarantees more consistent results. If 

local resonant frequency measurements are desired, tie support jigs can be used to ensure 

consistent support locations.

The whole tie resonant frequency was measured at cycles 258, 277, and 300 to detect the

presence of concrete deterioration and unseen internal micro-cracking in the ties. Resonant 

frequency measurements are based on the same physics as other nondestructive tests such as 

pulse velocity. The tests measure the wave speed in the concrete. They are both based on the

principle that internal damage and micro-cracking in the concrete slow down waves

transmitted through the concrete, decreasing the pulse velocity and resonant frequency. An 

increase in the resonant frequency is indicative of an increased concrete modulus from 

continued cement hydration and concrete strengthening during the testing period. Resonant 

frequency is commonly used on small prismatic concrete specimens, whereas pulse velocity is 
20

commonly used on larger structural members with highly irregular geometries, not simply

supported, nor connected to other structural members. The steel in the pre-stressed concrete tie

should not change the ability of the resonant frequency test to detect internal damage because

the pulse velocity through the steel does not change from freezing and thawing. Any

differences seen in the resonant frequency would be from a change (likely from cracking) in

the speed of the waves through the concrete.

The whole tie resonant frequency measurements gave consistent impact pulse measurements. 

Figure 17 shows time series data obtained from the accelerometer for one of the ties at the

258th cycle. The first impact pulse is the end pulse and the second one is for a pulse delivered 

in the middle of the tie. The frequency domain of the two pulses for the same tie is shown in 

Figure 18. The two pulses produced peaks at almost the same frequency. Figures 19 through 

21 show the end pulse frequency domain at the 258thcycle for Plant A, Plant B, and Plant C

ties plotted against the end pulse frequency for their corresponding control ties. Similar

graphs for the 277thand 300th cycles are shown in the appendix. The range for the first 

resonant frequency of all ties was 105–120 Hz, indicating that the ties had similar internal

states. Table 4 shows the first resonant frequency for the ties at the 258th, 277th

, and 300th

cycles. Since this test was not conducted at the 0 cycle, the control for this case was taken to 

be the companion ties not subjected to freeze- thaw damage. Differences seen in the whole

tie resonant frequency testing were within expected experimental error. The nearly constant 

whole tie resonant frequency values indicate that the ties did not incur any internal structural 

damage during freezing and thawing cycles.

Figure 17: Pulse vibration for tie #2-05103-2 Plant C at the 258th cycle.
21

Figure 18: Frequency domain for tie #2-05103-2 Plant C at the 258th cycle.

Figure 19: End impact frequency domain for Plant A ties at the 258th cycle.
22

Figure 20: End impact frequency domain for Plant B ties at the 258th cycle.

Figure 21: End impact frequency domain for Plant C ties at the 258th cycle.
23

Table 4: Resonant Frequencies for All Ties.

Type Tie

First Resonant Frequency (Hz)

258th Cycle 277th Cycle 300th Cycle

Freeze-Thaw

#1-053-C Plant B 116 117 117

#2-05029-2 Plant C 114.5 112.5 114.5

#2-4386-B Plant A 112.5 113.5 111

#1-4397-F Plant A 117 117 116

#2-042-C Plant B 117 118.5 118.5

#2-05103-2 Plant C 113.5 113.5 113.5

#1-05009-3 Plant C 118.5 118.5 118.5

Companion Control Ties

#1-05075-3 Plant C 113.5

#1-05035-4 Plant C 106

#2-4397-D Plant A 113.5

#1-F-4299 Plant A 113.5

#1-092-B Plant B 118.5

#1-109-C Plant B 118.5

#2-134-A Plant B 118.5
24

Figure 22: Overall resonant frequency for all ties tested at different cycles.

3.4 Visual Observations

The ties suffered some surface damage represented by pop-outs and small, shallow surface 

cracking, resulting, in some cases, in pop-outs. This shallow surface damage was typically not 

deeper than 0.25 in (6 mm) and did not affect the strength capacity of the ties. Tie #2-4386-B,

which came from Plant A, suffered pop-outs and the loss of a piece of a corner weighing

approximately 1.4 oz (40 gm), as shown in Figure 23 and Figure 24.
25

Figure 23: Tie #2-4386-B pop-outs and surface scaling.

Figure 24: Tie #2-4386-B corner piece after fracture.

0 Cycles 183 Cycles

277 Cycles

168 Cycles
26

Tie #1-4397-F experienced a shallow crack several inches in length between cycles 258 and 277. 

Figure 25 shows this crack that likely will eventually result in a pop-out. A smaller pop-out on 

top of the same tie is shown in Figure 26.

Figure 25: Tie #1-4397-F shallow cracking.

Figure 26: Small pop-out/crack in tie #1-4397-F.

277 Cycles 0 Cycles

277 Cycles 277 Cycles
27

4. Conclusion

Seven whole concrete railroad ties were subjected to 300 cycles of freezing and thawing in order 

to determine their performance against industry criteria specified by ASTM C666. Test 

procedures were modified slightly to account for the differences between small specimen and 

whole tie testing. The test results show that these concrete railroad ties did not experience 

significant deterioration as a result of the freeze-thaw testing. 

The data presented in this report can be used in the future to compare with results from half-tie 

and small-specimen testing in order to assess the validity of ASTM C666 when it comes to 

judging the performance of whole ties in the field based on small-specimen testing. In the 

context of this K-State and UIUC project, the results of these whole tie freezing and thawing 

experiments will be used to guide further research into determining test procedures—that include 

the effects of concrete material properties and manufacturing process—required to ensure the 

freezing and thawing durability of concrete railroad ties. The results will also help guide work to 

determine how manufacturing process affects the concrete material properties required for 

durability and how well test conditions simulate actual field exposure.
28

5. References

[1] J. C. Zeman, J. R. Edwards, D. A. Lange, and C. P. Barkan, “Investigating the Role of 

Moisture in Concrete Tie Rail Seat Deterioration,” in Proceedings of the 2009 AREMA 

Conference, Chicago, IL, 2009. 

[2] H. Shang, Y. Song, and J. Ou, “Behavior of Air-Entrained Concrete After Freeze-Thaw 

Cycles,” Acta Mechanica Solida Sinica, vol. 22, no. 3, June 2009. 

[3] C. R. Duggan, C. J. Dalton, and J. F. Scott, “Freeze-Thaw Tests on Concrete Ties,” Montreal: 

CN Rail Research Centre, 1979.

[4] M. Pigeon and R. Pleau, Durability of Concrete in Cold Climates, Taylor & Francis, 1995, p. 

212.

[5] American Concrete Institute, “ACI Concrete Terminology,” 2013. [Online]. Available: 

http://terminology.concrete.org. [Accessed 9 April 2013].

[6] Portland Cement Association, “Concrete Slab Surface Defects: Causes, Prevention, Repair,”

PCA, Skokie, IL, 2001.

[7] ASTM C666, “Standard Test Method for Resistance of Concrete to Rapid Freezing and 

Thawing,” ASTM International, West Conshohocken, PA, 2008.

[8] Woodhouse, T., “Multi-State Coarse Aggregate Freeze-Thaw Comparison,” Michigan 

Deparment of Transportation, Research Report R-1469, Lansing, MI, 2005.
29

Appendix. 

Additional Data and Figures

Figure A-1: Length change in diagonal direction at the ID side.

Figure A-2: Length change in vertical direction at the ID side.
30

Figure A-3: Length change in horizontal direction at the ID side.

Figure A-4: Length change in horizontal direction at the opposite side to ID.
31

Figure A-5: Length change in vertical direction at the opposite side to ID.

Figure A-6: RDME values at the ID side for the top transverse direction of the tie.
32

Figure A-7: RDME values at the ID side for the short top longitudinal direction of the tie.

Figure A-8: RDME values at the ID side for the long top longitudinal direction of the tie.
33

Figure A-9: RDME values at the ID side for the side transverse direction of the tie.

Figure A-10: RDME values at the ID side for the side longitudinal direction of the tie.
34

Figure A-11: RDME values at the other side for the short top longitudinal direction of the 

tie.

Figure A-12: RDME values at the other side for the long top longitudinal direction of the 

tie.
35

Figure A-13: RDME values at the other side for the side transverse direction of the tie.

Figure A-14: RDME values at the other side for the transverse longitudinal direction of the 

tie.
36

Figure A-15: RDME values at the middle for the top transverse direction of the tie.

Figure A-16: RDME values at the middle for the top longitudinal direction of the tie.
37

Figure A-17: RDME values at the middle for the side transverse direction of the tie.

Figure A-18: RDME values at the middle for the side longitudinal direction of the tie.
38

Figure A-19: Impact acceleration measurements for tie #2-05103-2 Plant C at the 258th

cycle.

Figure A-20: Frequency domain for tie #2-05103-2 Plant C at the 258th cycle after impact.
39

Figure A-21: Tie end frequency domain for Plant B ties after the 277th cycle after impact.

Figure A-22: Tie end frequency domain for Plant C after the 277th cycle after impact.
40

Figure A-23: Tie end frequency domain for Plant A at the 277th cycle after impact.

Figure A-24: Tie #2-4386-B Plant A visual observations.

112 Cycles

183 Cycles

168 Cycles

0 Cycles
41

Figure A-25: Tie #1-05009-3 Plant C visual observations.

Figure A-26: Tie #2-05103-2 Plant C visual observations.

112 Cycles

277 Cycles 183 Cycles

112 Cycles

183 Cycles 277 Cycles

0 Cycles

183 Cycles
42

Abbreviations and Acronyms

ASTM American Society for Testing and Materials

CN

FFT

Canadian National Railway Company

Fast Fourier Transform

IDOT

K-State

RDME

Illinois Department of Transportation

Kansas State University

Relative Dynamic Modulus of Elasticity

UIUC University of Illinois at Urbana-Champaign