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07276 Evaluating Concrete Resistivity: Reducing Stray Current from DC Streetcars

Picture for 07276 Evaluating Concrete Resistivity: Reducing Stray Current from DC Streetcars
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Product Number: 51300-07276-SG
ISBN: 07276 2007 CP
Author: Jack Tinnea, Ryan Tinnea, Dennis Burke, Les Nelson, Shaunie Cochran, Elizabeth Anderson, and Ly Pham
Publication Date: 2007
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$20.00
$20.00
A direct current (DC) streetcar project with rails embedded in the street is under development south of Lake Union in Seattle, Washington. DC trains can produce stray currents which can accelerate the corrosion of buried utilities. As a first line of defense this project employs an insulated formed rubber rail boot encased in the concrete track slab. A rubber boot encasing the rails provides a high resistance to earth and is an effective barrier providing a reduction of stray current discharges. Traditionally, Seattle Public Utilities (SPU) would have replaced any watermains within 10 feet parallel to the rail and crossings. The pipe was evaluated and found to have at least 100 years of useful life left if the pipe environment were to remain the same. If the pipe were replaced, SPU would coat the replacement pipe as a secondary barrier against stray current. If the pipe was to remain in the ground, a secondary protection measure would need to be evaluated. In an effort to augment traditional stray current control methods and significantly increase rail to earth resistance values at boot defects, it was decided to investigate the benefits of increased resistivity of the concrete track slab.
A direct current (DC) streetcar project with rails embedded in the street is under development south of Lake Union in Seattle, Washington. DC trains can produce stray currents which can accelerate the corrosion of buried utilities. As a first line of defense this project employs an insulated formed rubber rail boot encased in the concrete track slab. A rubber boot encasing the rails provides a high resistance to earth and is an effective barrier providing a reduction of stray current discharges. Traditionally, Seattle Public Utilities (SPU) would have replaced any watermains within 10 feet parallel to the rail and crossings. The pipe was evaluated and found to have at least 100 years of useful life left if the pipe environment were to remain the same. If the pipe were replaced, SPU would coat the replacement pipe as a secondary barrier against stray current. If the pipe was to remain in the ground, a secondary protection measure would need to be evaluated. In an effort to augment traditional stray current control methods and significantly increase rail to earth resistance values at boot defects, it was decided to investigate the benefits of increased resistivity of the concrete track slab.
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