Engineering properties of Neoprene bridge bearingsEngineering properties of Neoprene bridge bearings Table of Contents Why elastomeric bridge bearings? Type of elastomeric bearings Plain pads. Laminated pads reinforced with steel Laminated pads reinforced with fabric Why Neoprene in elastomeric bearings? Neoprene vs. natural rubber Relationship of hardness to stiffness Neoprene in compression Siress/strain relationships Du Pont study provides new data Effect of shape Shape factor. Beta factor : Limitations on strain and stress Creep Neoprene in shear Effective Rubber Thickness (ERT) ‘Shear strain limitations Slippage. ‘Shear modulus Effect of low temperatures Effect of compressive stress Effect of dynamic loading Damping characteristics of Neoprene. Other applications that use bearing pad technology Important considerations for successful use of Neoprene in bearing pad applications References Page CCCO0® DaonDwwe & ON + 13 13, 13 Elastomeric bearings have a long and successful record of performance supporting bridges, rail- roads, buildings and heavy machinery. The devel- ‘opment of elastomeric bearings in Europe dates bback to the end of World War Il, and bearings based on Neoprene synthetic rubber have been in use in the U.S.A. since 1957. Today, millions of bearings based on Nooprene support highway and railroad bridges throughout the world. Sound bearing design principles have been developed, based on experience accumulated over the years, and are readily available to the engineer. But, engineering data applicable to bridge bearings are limited. Today, engineers are designing modem highway bridges with longer spans and ever-increasing loads. To help them accomplish this objective, this publication provides updated engineering data on Neoprene bearings. Specifically, it contains data on: * Stress/strain in compression for compressive loads up to 13.8 MPa (2000 psi] on bearings having shape factors up to 20. * Shear modulus vs. compressive load © Creep under compressive load ‘© Dynamic properties in compression and shear © Properties of stee!- and fabric-reinforced bearings. Much of this new information was obtained on full-size bearings, and was measured by state highway specifying agencies or private laboratories.elastomeric bridge bearings? Bearings support the bridge structure and accom- modate expansion, contraction, and end rotation of the structute. The bearings must function properly in all regions ofthe world and under constantly changing temperature and weather conditions Prior to the development of elastomeric bearings, bridge engineers used mechanical deviees—such as siding plates, rolers, or rocker arms—to accommodate expansion and contraction of bridge structures, These devices required constant inspection and maintenance to prevent corrosion and seizing of bearings. In contrast, elastomeric bearings are economi- cal, effective. and require no maintenance. They are simple solid pads, with no moving parts. The pad deflects in shear io accommodate expansion, Contraction and end rotation ofthe bridge struc ture. There is no need for lubrication, no need for cleaning, and no opportunity for bearings to seize. Types of elastomeric bearings Three types of elastomeric bearings are commonly used for supporting bridges and other siruc- tures—plain pads (unreinforced), laminated pads reinforced with steel, and laminated pads rein- forced with fabric. Reinforced pads can support 7.0 [40] 7.0 {40] min,Neoprene vs. natural rubber Natural rubber is also used for bearings. lis phys cal and mechanical properties are similar to those of Neoprene. However, Neoprene is far more resistant to deterioration by weather, sunlight, ozone and heal than is natural rubber. A qualitative Comparison of Neoprene and natural rubber is made in Table Il, and more details on this subject, are provided in Elastomers Notebook No. 224”. There is no long-term service background on other synthetic elastomers in bearings, and itis unlikely thal they can be compounded to meet the physical and environmental requirements of elastomeric bridge bearings. Tablet ‘Comparative Properties of Neoprene ‘and Natural Rubber Compounds. Natural Neoprene Rubber Physical properties Excellent Excellent Resistance to weathering Excellent Fair Heat aging Very Good Fair Low temperature seniceabilty Good Good Set resistance Good Good Ol and chemical resisiance Good Poor Relationship of hardness to stiffness Bearing manufacturers generally use hardness as an indicator of stiffness, or modulus, of elastomeric materials. Hardness is defined as the relative resistance of a surface to indentation by an indentor of specified dimensions under a desig- nated load. Itis measured by an instrument called a durometer. The durometer A scale, ranging from 0 {very sott) to 100 (hard), is used for measuring ‘most elastomer compounds. Elastomeric bearing pads generally have a nominal durometer A hard- ness in the range of 50 to 70. For comparison, the durometer A nardness of an inner tube is about 50, alive tread is about 60, and a shoe heel is about 70, (IRHD hardness is equivalent to durometer A hardness.) There is a relationship between the hardiness of an elastomeric compound and its stiffness, or modulus, in compression or shear. However, this relationship is not precise, nor can it be defined mathematically; it must be determined empirically In this booklet are stress/strain curves in com- pression for bearings manufactured with Neoprene compounds of 50 and 60 durometer A hardness, and shear modulus data for compounds of 50, 55 and 60 durometer A hardness. These data should be viewed only as approximations of the actual stress/strain relationship in a manufactured bear- ing. When an engineer specifies a Neoprene bear- ing pad of a certain hardness, he may expect its compressive stiffness and shear modulus to be about as predicted by the data herein, but there may be differences between published and actual modu Neoprene in compression When a load is applied o any elastomer. including Neoprene, it deforms in accordance with the force exerted on itand within the limits provided by the mass ofthe material tslf or by the dimensions of its container In rubber technology ths is called Compression. Although ths term is correct inthe framework of normal rubber usage, it may be mis- leading tothe engineer. It does not mean that Ihe elastomer wll undergo a change in volume under pressure. Rather, it means the elastomer wil ellect, or undergo a change in shape (providing it is not confined in all directions). This distinction is important. An elastomer is essentially an incom- pressiblefuid, capable of changing its shape to the imito its strength under load. twill eact to a load placed upon it by tending to exert force uni- form in al directions. Even though the elastomer is changed in shape under load, tis compelled by the characteristo of elasticity to return to is original shape once the load is removed Stressistrain relationships Du Pont study provides new data—As noted previously the relationship between compressive load, deflection and shape factor must be deter- mined empirical, There has been a gradual shift in design to higher compressive loads and higher shape factors but not many empirical data are available for these conditions. in 1981, Du Pont initiated a test program involv- ing fullsize commercial Neoprene bearings of 50 land 60 durometer A hardness with shape factors ranging from 3 to 20, and compressive loads up to 13.8 MPa [2000 psi. The bearings tested were sleel- and fiberglass-reinforced pads of typical Construction, made by two major suppliers of Neoprene bearings.” The testing was done by stateNeoprene in compression continued Comeressive Su Figure 2 Compressive Stress/Strain of ‘Steel-Reintorced Neoprene Bearings (Hardness of Neoprene Compound-50 Duromoter A) My lf 8 + 090 Comores Sa % Figure 4 Compressive Stress/Strain of Fibergiass-Reinforced Neoprene Bearings (Hardness of Neoprene Compound—50 Durometer A) wenes 49 Compressive an. 2. Figure 5 Compressive Stress/Strain of Fiberglass-Reinforced Neoprene Bearings (Hardness of Neoprene Compound—60 Duromoter A) ‘rape Facio wees 4a , - Ao : Figure os LA g Compressive Sess Stalnot i i ‘Steel-Reinforced Neoprene Bearings 3 g (Hardness of Neoprene Compound—60 Durometer A) a move 6 54 4 2000 “Sone spectra somos quar mim congese sta Comes Stan % agencies in New York, California, and Texas, in accordance with ASTM Standard D 575-81, Method B, “Standard Test Method For Rubber Properties in Compression”. Test equipment from three different manufacturers was used. Details of pad construction and test procedures are given in Table Ill, page 7. The compressive stressistrain results from each test location were averaged and then combined into the graphs shown in Figures 2 to 5. (Results were very consistent between the three locations). ‘These graphs provide useful engineering design data over a range of shape factors and at high compressive loads,Effect of shape Shape Factor—Shape factor is one of the most. important parameters used in designing an elasto- meric bearing, because it determines the vertical compressionidefiection characteristics of he bearing The abilty to deform under compressive stress, and then recover, is a characteristic property of elastomers. However, the stressistrain relationship in compression (but notin shear or tension) in an elastomer depends upon the shape of the piece. To illustrate, consider two blocks cut from the same piece of elastomer compound. One is a cylinder, the other a rectangular block of the same height and loading surface area. If equal loads are placed ‘on the two blocks, subjecting them to the same compressive stress, the rectangular block will deflect more than the cylinder (see Figure 6). This is understandable if one recognizes that the blocks did not lose any volume when the weight pressed down on them; they bulged at the sides, The rec tangular block deflects more than the cylindrical ‘one because the sides of the rectangular biock provide a greater area free to bulge. (Ifthe blocks ‘were conlined—not free to bulge—they would not compress.) For pieces having parallel loading faces and sides normal to the loading faces, as is the case in bridge bearing pads, the influence of shape may be numerically expressed as the "Shape Factor This value is defined as the ratio of the area of one loaded surface to the area free to bulge. Equations for calculating shape factor of rectangular and cir- cular bearings are given in Figure 6. Shape factor ‘can be changed by changing either the loading surface area or the thickness of the elastomer layer. in laminated bearings, bulging of the elastomer layers is restricted because they are bonded to the reinforcement, Each layer behaves in compression lke an individual pad, with its own shape factor. For example, the typical bearings shown in Figure 1, page 1, behave like three 12.7 mm [0.5-inch] pads, rather than as one 38.1 mm {1.5-inch] pad. Thus, the controlling shape factor fora laminated bearing is that of the thickest elastomer layer. (In shear, however, the reinforcement does not restrict lateral strain, $6 the total elasiomer thickness is involved see “Ellective Rubber Thickness”, page 9.) The calculation of shape factor differs for steel or fibergiass-reinforced bearings due to the nature of the cross-sections. Shape factor fora steel-rein- forced bearing is based on the net surface area of the steel plate or shim, rather than finished bearing dimensions. The outer layer of elastomer in a steel- reinforced bearing is needed only to protect the Figure6 Ettect of Shape on Stress /Strain Characteristics of Elastomers in Compression Pectanadar Pat cal Pads W Beane thir = Bextng Dare: Tne sone Lne NO LOAD any——| bese} —I som? [94 9] = —~Sursce Ao acm fn] ——Ava Festa Bug 3 shape = 228 0n° [54.94 TSaten [a 69§Pa(1000 ps 66911000 ps} steel from corrosion, and is frequently neglected in shape factor calculations where its thickness is tess than 3.2 mm [0.125 inch], For fiberglass-rein- forced bearings, shape factors based on total pad dimensions. Bearing pads made from the same elastomer ‘compound and having the same shape factor will have essentially the same stress/strain relationship in compression, regardless of the actual size or shape of the pad. As shape factor increases, the slress required to produce a given strain increases or, conversely, a given stress produces less strain in the bearing. However, there is no mathematical relationship between shape factor and compres- sive modulus. This relationship must be determined empirically.Neoprene in compression continued ‘The Beta Factor—Most engineers now recognize that there is a difference in load-bearing capacity between the internal bonded layers of a bearing pad and the extemal layers, which are restrained laterally only by friction to the pier or bridge struc- tute. Bearings held only by friction will tend to slip, causing more vertical deflection and higher shear stresses in the outer layer than are encountered in the internal bonded layers of reinforced pads ‘A growing design practice in Europe and Austra- lia to account for the differences in load-bearing capacity of fully restrained and partially restrained elastomeric layers is to modify the shape factor with a correction called the beta (B) factor. Stanton and Roeder have suggested use of the B-factor as follows: 1.0 for internal layers of reinforced bearings 14 for cover layers of steel-reinforced bearings 41.8 for plain (unreinforced) bearings Application of the B-factor is illustrated in Figure 7 Figure 7 Factor in Design of Elastomeric Bearings wa pected i si Non Bens Suro. PLAIN ELASIOMERC BEARING PAD | tersces dence Forks tio |_| Bs AWNATED ELASTOMERS BEARING PRO i When using the B-factor, the allowable compres- sive stress is determined from stressistrain charts, by using the function “shape factor/S” in place of the actual shape factor. This means that the allowa- ble compressive stress for plain pads is considera- bly less than that of a reinforced laminated bearing of the same dimensions. Also, the allowable com- pressive stress of a cover layer is loss than that of an internal bonded layer of the same laminated bearing. The graphs in Figures 2 o 5, page 4, can be used for plain pads or cover layers by adjusting the shape factor with the appropriate B-tactor. Limitations on strain and stress When an elastomeric bearing is loaded, it deflects vertically, producing a compressive strain in the elastomer. If this strain becomes too grea, internal stresses develop in the elastomer which may accelerate the rate of creep and contribute to weathercracking in the bulging sides of the pad. Therefore, good design practice dictates some limitation to the amount of compressive strain. Design limitations on compressive strain vary con- siderably among specifying agencies. Most agen- cies specily maximum strains in the range of § to 10 per cent, but sometimes even smaller strains are specitiod, Current AASHTO specifications define 5.5 MPa [800 psi] as the maximum allowable compressive stress for steel or glass fabric-reinforced elasto- meric bearings. ithas been standard practice to design bearings with a safety factor of 1.5. How- ‘ver, very few data are available on the ultimate strength of laminated bearings. Du Pont has obtained more information by subjecting fullsize laminated Neoprene bearings to failure under compressive loads. Tests were conducted on both steel- and fiberglass-reinforced bearings having shape factors of 3to 6. Failure was defined as any decrease in the load-bearing capacity of the pad ‘Average and maximum failure-causing loads are listed in Table IV. These results suggest that steel- reinforced Neoprene bearings are able to with- sland greater compressive loads than are currently specified by AASHTO. Of particular significance is, that all failures occurred by ruptute of the ste reinforcement (14 gauge) in tension or tearing of the fiberglass reinforcement. Examination of the failed pads showed that the Neoprene itself and the bond between the Neoprene and the reinforce- ment remained intact Creep When subjected to constant stress (compression, tension or shear), all elastomers exhibit a progres- sive increase in deformation with time, known as creep. Creep must be considered and compen- ssaled.ior in the design of bridge bearings. Creep characteristics in compression for a typ cal Neoprene bearing pad compound are shown in Figure 8, page 8. These are laboratory data devel-Table i ‘Compressive Stress'Strain Testing of Full-Size Laminated Neoprene Bearings— Details of Bearing Construction and Test Procedur ‘A. Bearing Construction Steel-Reinforced Fiberglass-Reinforced Sue Shape Factor 31020 31016 Effective Rubber Thickness, mm 38.4 38.4 in 18 - 15 Flaraness of Neoprene Compound, durometer A 50 and 60 50 and 60 Reinforcement ‘gauge sieel (1.9 ram [0.075 in] Woven fram Type E yam with thickness) Continuous fibers ‘Overall Construction ‘Sleel bonded top and bottom to (Soe Figure 1, page 1) three 12.7 mm (05 in] layers of [0.5 n) layers with fiberalass Neoprene compound. reinforcement 1.6 mm [0.0625 in} Cover layer of Neoprene compound from top and bottom of each layer. 3.2 mm (0.125 in] thick around Cut edges of reinforcement left Coniposed of ree 12.7 mm ulside of pad-—not included in exposed. design calculations: Supplier (Oi States Industries, Athens, TX _Kirkhll Rubber Co., Brea. CA B, Test Procedures Test Method ‘ASTM D 575-81, Method B Specific Test Condiions 1) Loading equipment was zeroed and calibrated using a 035 MPa [0 psi} load. 2) Bearings were held at the spectied load for 30 seconds before taking stress/strain(load/defiection) readings. 8) Testing was performed in a stepped sequence—Le. load to 1.4 MPa [200 psi], hold for 30 seconds, take deflection readings; load to 28 MPa [400 psi], hold for 30 seconds, take dellction readings: etc Dapariments of Transporation of the States of California, New York and Texas Califomia used MTS Systems Corporation equipment. New York used Tinius Olsen equipment. Texas used Robertson equipment Tesiing Agencies Test Equipment oped approximately 25 years ago with small Unteintorced test specimens. More recently, the Maximum Lood Coast of Steel and State of California Department of Transporation Fiberplave Reinforced Necprene Bearings measured creep in compression on full-size Neoprene bearing pads. Measurements were Steel Fiberglass made at 6 9 MPa [1000 psi} constant load on steel- Rrorage load and fiberglass-reinforced pads in 1974 and at to fave, 13.8 MPa [2000 psi] load on steel-reinforced pads MPa [psi]___§6.2 [8000] _11.8 (1700) oniy in 1982°. The creep curves from these tests, Maxiram oad are shown in Figures 9 and 10 on page 8. Extrapo- withstood, lation of these data indicates approximately 23% MPa [psi]__75.8 [11,000] _ 18.8 (2300), creep in compression after 10 years at 6.9MPa Mode of Rupture of Fupture of [1000 ps] load for a bearing of 55 durometer A Failure reinforcement reinforcement hardness, and approximately 18% creep after 10 years at 13.8 MPa [2000 psi] load for a bearing of 50 durometer A hardness, Estimated lap shear strength ‘at maximum compressive load before rupture of stee! reinforcement in tension, [MPa] psi 4.8 [700]Neoprene in compression continued Figure 8 Creep in Compression (Typical Neoprene Bearing Compounds) Durotar arenes o Tene cave Figure Creep of Neoprene in Laminated Bearings Under 6.9 MPa (1,000 psi) Compressive Stress Figure 10 Creep of Neoprene in Laminated Bearings Under 13.8 MPa (2,000 psi) Compressive Stress Tegsatogewooene t « Pegeetnpoe lowe saroconoe, ft] 3) 8° nenocenen Set | = ‘Steel or Fibergiaes & sof Scemery A] feet 3a eee at ' F ao] eo | sof —+ nes 5 sob a aie ol I | L at Teo Feo Tone) Teno Teo an O71 10 4900) Tom sn xoNeoprene in shear Proper functioning of a Neoprene bearing is dependent on its ability to yield laterally (Le., in shear) without permanent distortion or reduction in load-bearing capacity. This movement is governed by the parameters discussed in this section. Effective rubber thickness The effective rubber thickness (ERT) of a bearing Getermines the amount of lateral (horizontal) move- ment allowed. ERT is defined as the combined thickness of all elastomeric layers in a bearing, For steel-einforced bearings, ERT is the total thickness of the bearing minus the thickness of the stee! shims. For fiberglass-reinforced bearings, how- ever, the thickness of the fabric is usually consid ered negligible, so the ERT is the total thickness of the bearing. Shear strain limitations Elastomeric bearings will accommodate considera- ble lateral movement with no apparent il effects However, under conditions causing very high shear, the bearing will distor to the extent that the effective vertical oad area is reduced. A widely- accepted design practice isto limit shear strain in a beating to 50 percent ofthe ERT. Slippage When a beam deflects horizontally (e.g., due to expansion and contraction), it strains the elastomer in the bearing in shear and produces shear stresses at the bearing/beam ana bearing/pier interfaces. If shear stress exceeds the force of fric- tion, the pad will sip unless itis restrained mechan- ically If Sippage occurs, loading forces may change and the bearing will not function as designed. Shear modulus Shear modulus i the most important engineering property ofan elastomeric bearing because t Geternines the lateral stfness ofthe elastomer layers, Shear modulus is defined by the rlation- ship FA 6 AT where G = shear modulus, F = the load apoled to the beating pad, ‘A = the area of the bearing over whch the load is applied, = the maximum lateral displacement of the pas, and T = the thickness of the pad (ERT) Because many laboratories are not set up to meas- ure shear modulus, bearing manufacturers gener- ally use hardness as an indicator of stitfness of the elastomer layers. (See "Relationship of Hardness to Stiffness, page 3.) Data relating hardness to shear modulus over the temperature range of +20 to —40°C [+68 lo —40°F] are shown in Figure 11 for bearings of nominal 50 and 60 durometer A nard- ness, Engineers will be primarily interested in the relationships at 20°C [68°F]. Effect of low temperatures—As a compound of Neoprene is cooled to about ~40°C [-40°F], it gradually becomes stifer, but not brittle. Tis stit fening must be taken into account in shear force calculations. (But, it can usually be neglected in compression calculations because strain limita- tions are based on the lowest compressive modu- lus), As shown in Figure 11, shear modulus increases as the temperature decreases. These dala were measured at the Du Pont Elastomers Laboratory on small test specimens of typical Neoprene bearing pad compounds, using the test procedure outlined in ASTM D 4014-81 Neoprene can be specially compounded to reduce stitiness at temperatures of ~ 40°C (—40°F] and below. The engineer should consutt with the bearing pad manufacturer if extremely low service temperatures are expected. Figure 11 Relationship of Shear Modulus to Hardness of Neoprene Compounds at Various Temperatures o © 0 -~ 0 Tempore ©10 Neoprene in shear continued ‘Some Neoprene compounds, if cooled toa moderately low temperature—e.g., somewhere between 0 and ~ 18°C [32 and 0°F}—and held there for a period of time, gradually undergo a phase change, or molecular realignment, which Causes them to become stifer and tougher. This, change is called “crystallization”. Although it increases in stiffness, “crystalized" Neoprene does not become brittle. Crystallization is a reversi- ble process; it disappears when the Neoprene warms up. Also, crystallization is removed by mechanical work, such as vibration due to trafic or movement due to thermal expansion and contrac- tion of the bridge structure. During 26 years of experience with properly ‘compounded Neoprene bearing pads, cold tem- peratures have not caused any problems. in serv- ice, the bearing is strained slowly, so the Neoprene has time to accommodate. Also, most bridge bear ings are subject to almost constant vibration and dimensional changes which wil tend to inhibit crys- tallization. Effect of compressive stress—Static shear ‘measurements on fullsized steel- and fiberalass- reinforced Neoprene bearings under compressive loads were made by Engineering Computer Corpo- ration of Sacramento, California in cooperation with the University of California—Davis. The compres- sive stresses applied were up to 13.8 MPa [2000 psi] for steel-reinforced pads and up to 10.4 MPa [1500 psi) for fiberglass-reinforced pads. These data, reported in Figures 12 and 13, show litle change in shear modulus with increasing compres- sive stress at a given shear strain. Effect of dynamic loading—The response of laminated Neoprene bearings to dynamic loads is particularly important to consider for bridges in areas where earthquakes are likely to occur. Earth- quake frequencies are usually in the range of 1 to 40 Hz, with maximum eneray input at about 3 Hz. ‘Shear modulus has been measured on full-sized reinforced Neoprene bearing pads subjected toa cyclic shear deformation. These measurements ‘were made by Engineering Computer Corporation Using a special test apparatus with a biaxial testing frame”. Both shear and compressive loads were applied by hydraulic rams. A schematic diagram of the test apparatus is shown in Table V. The bear- ings tested were steel- and fiberglass-reinforced Neoprene pads with a hardness of 55 durometer A and dimensions as shown in Table V Dynamic shear modulus is graphed as a function of shear strain at frequencies of 2 and 8 Hz in Fig- ures 14 (steel-reinforced bearings) and 15 (Hiber- Glass-reinforced bearings). These data show that, at constant frequency, dynamic shear modulus is reduced significantly as the shear strain is increased. Also, dynamic shear modulus increases with increasing frequency. Using the same test apparatus, steel-and fiber- glass-reinforced pads were subjected to several hundred cycles of loading in shear at strains up to 125%. None of the pads tested showed any signs of delamination Figure 12 Etfect of Compressive Stress on Shear Modulus of Neoprene Compounds in Laminated Bearings Figure 13, Effect of Compressive Stress on Shear Modulus ‘of Neoprene Compounds in Laminated Bearings Compressive Sees MPS canes Sr. 8 Camprsive Sees o_o no s00__ ao oso so 759 a 10 15m or 1 co on ‘0 oe os g oo g | wo Sos sow san wy" s So sensjanits| | 2 4 | ns ¢ n Sos ao 8 Soa | asnesinsopne Carseat so 8 2 | tagpssctecera toners wo SSoucraA rena 03 |~ eros + 03] — raises Pegs See ase © al © 0 L ” 02 | ® oa 8 o 246 @ 0 compres Sve.Table V Description of Neoprene Bearings used in Cyclic Shear Deformation Studies ‘Type of Length and _Bearing Pad Number of Shape Hardness, Bearing Pad Width, Thickness (T,), Neoprene Laminates, Factor, Durometer A mm fin} ‘mm fin} N s Fiberglass: Reinforced 44 (1.75) 3 257 58, Siect Reintorced 180 16] 38 [1.5] 3.33 55 ‘Schematic Diagram of Apparatus {or Testing with Dynamic Shear Loading = Seuss Deptcs FL BASE PLATE Diplacemort Some Shoe Mods. 6. MPa Figure 14 Figure 15 Effect of Maximum Shear Strain on Dynamic Effect of Maximum Shear Strain on Dynamic ‘Shear Modulus of Neoprene Compounds ‘Shear Modulus of Neoprene Compounds in Laminated Bearings in Laminated Bearings Mase Sree Dgplacement Ampike 8 Masrru Ser Dslaceent Ap ooo oa Oe OE 1G 12 9 oe oe oe Gp SS EEE EEE! Mer Scar ian toy a Sa reo : IneopleneCorpand |]? Haress neoprene Crpdind | ]25° " pas "SA sartrcarare Foogals es pm a seas me oa jt 4 5 Bos te. 2 ae | foo oof | 2 6 oe ns 1 a) 7 ac "12 Damping characteristics Neoprene bearings can provide damping of noise and vibration in buildings when used over or under raitway installations, or when used to support heavy machinery. Railway vibration frequencies occur in the range of 10 to 60 He, with the maximum vibra- tional energy transmitted at about 40 Hz. Laboratory tests of damping characteristics have been run by Du Pont using an MTS dynamic testing machine and small, unreinforced Neoprene test specimens. The test pellets were preloaded in compression to induce a 15% static compressive strain. Then, a cyclic vertical load was applied to induce a +5% strain at a frequency of 10 Hz. Data on tan 8, damping coefficient and spring constant at temperatures of 21°C [70°F] and — 18°C [0°F] are listed in Table VI. Because sample size has an influence on damping characteristics of elasto- meric materials, these data should be used only as approximations for large bearings, Table VI Damping Characteristics of Typical Neoprene Compounds Damping Spring Coofficient, C Constant, k Test Nec ibfsec} “Noi Hardness: Temperature Tan 8 mm fin nm fin} 50 durometer A 21°C [70°F] oor 0.42 [2.4] 385 [2200] 18°C [OF] 0.34 257 [14.7] 473 [2700] Ratio - 18°C/21°C [O°F/70°F] 49 6 123) 80 durometer A 21°C (70°F) on 0.85 (4.8) 508 [2300] 18°C [0] 037 40 [22.7] 683 [3900] Ratio = 18°O/21°C [OF/70"F] 34 47 134 Teal Conditons MTS Dynamic Test Machine Preload 15% compressive strain Dynamic Load = 5% strain Frequency 102 I, ASTM D 896-78) Sample Size Round pollet, 2.8 cm [1.1 in] diameter, 1.3 em [0.5 in] thick (Compression Set Pelet, TypeOther applications that use bearing pad technology ‘The technology related to Neoprene bridge bear- ings can be ullized in many other appiications, some of which are listed below. Regardless of the ‘end use, Neoprene bearings can be manufactured ‘economically, are mechanically effective, and require no maintenance. Long term durabilty of ‘compounds of Neoprene under variable weather- ing conditions and natural aging has been demon- strated repeatedly in a variety of applications for over 60 years. ‘Other applications where Neoprene is (or can be) used for bearings and pads are: Building construction « Isolating columns from footing ‘ Absorbing movement of long-span concrete beams ‘* Absorbing movement of “floating” roots ‘* Acoustical insulation between floors * Vibration isolation of laboratory and testing facilities Rail transportation # Reducing noise and vibration transmission between trains and track supports Mounting of heavy machinery © Reducing noise and vibration transmission Reducing effects of physical movement on surrounding areas. ads bis > ‘This presttessed concrele highway bridge in Victoria County, Texas, bull in 1957, 1s repocied to be the fist bridge in the United States to use Neoprene bearing pads. The original pads have yet to requie ary service Or maintenance and are {he best testimonial o the pertormance of Neoprene structural beangs. Important considerations for successful use of Neoprene in bearing applications Although elastomeric bearings made with Neo- prene have demonstrated years of maintenance- free service, simply specifying Du Pont Neoprene does not automatically guarantee satistactory per- formance of a bearing. The performance of the bearing depends not only on the materials used, but aiso on the quality ofits design and the work: ‘manship with which itis manufactured and installed - First, the bearing mist be properly designed in accordance with known design principies. The ‘engineering data on Neoprene bearings provided in this brochure should be helpful in this regard ‘Second, the Neoprene must be properly com- pounded for bearing pad applications, Third, the bearing must be manufactured by a knowledgea- ble, qualty-conscious supplier. Fourth, sampie bearings should be tested under simulated service conditions to verily design and fabrication. And, finaly, the bearing must be installed by competent ‘workmen in compliance withthe intended design. Du Pont does not make or install finished bear- ings. However, we can provide, on request, names of reputable suppliers who use dependable DuPont Neoprene. For more information, call our Elastomers inguity Center at 800-441-7111 References 41. EF. Nordin, JA. Stoker, eta, "A Laboratory Evaluation of Full Sie Elastomere Bridge Bearing Pads", Site of Caifor nia, Department o Transporation Highway Research Hepon, June 1974 2. JC. Biyan, "Neoprene Bearings Suppor Highway Bridges" Elastomers Notebook 224, Winter 1982 3, JF. Stanton and C W. Roeder, “Elastomeric Bearings — Design, Canstruction and Materials”, NCHRP Report No 248, University of Washington, Seat, Washington. August ‘982, 4, Fi Spring, JA. Stoker and EF. Nordin, “An Evaluation of Fiberglass and Slee Reinforced Elasiomeric Bridge Searing Pade’, Stato of Galforna, Deparment of Transportation, Fovearch Ropot, January 1982 5, FLA. imbson, "Earhquake-Resistant Bridge Bearings Vol |, CONCEPT. FHWAVRD—82/165, Spe Note ano yn a ‘Sips ages ton ‘Sang ha toe vr # wil say aches thet Per taser {ET aoe no by careacn way ao iran ew ey raat i an car 13Printed In USA DU PONT COMPANY POLYMER PRODUCTS DEPARTMENT WILMINGTON, DELAWARE 19898 Elastomers Inquiry Center 800-441-7111 Canada United Kingdom Du Pont Canada, Inc. Du Pont (UK,) Limited TORONTO Maylands Ave., Hemel Hempstead P.O. Box 26, Toronto-Dominion Centre Toronto, Ontario MSK 186 (416) 362-5621 MONTREAL, P.O, Box 660 Montreal 3, Quebec 113C 2V1 (514) 861-3861 Australia Du Pont (Australia) Limited Northside Gardens 168 Walker Street P.O. Box 930 North Sydney, N.S.W. 2060, Australia (02) 929-8455 Hertfordshire, England Heme! Hempstead 61251 Europe, Africa and Near East Du Pont de Nemours International S.A. 50 52 route des Acacias CH-1211 Geneva 24, Switzerland (022) 37-81-17 Latin America and Far East E. |. du Pont de Nemours & Co. (Inc.) Polymer Products Department Intemational Marketing Services Division Wilmington, Delaware 19898, US.A, (302) 774-3784 Reprinted 84102 E-soest