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In order to explore the reinforcing capabilities of cellulose nanofibrils, composites containing high contents of cellulose nanofibrils were prepared through a combination of water-assisted mixing and compression moulding, the components being a cellulose nanofibril suspension and an aqueous dispersion of the polyolefin copolymer poly(ethylene-co-acrylic acid). The composite samples had dry cellulose nanofibril contents from 10 to 70 vol%. Computed tomography revealed well dispersed cellulose fibril/fibres in the polymer matrix. The highest content of 70 vol% cellulose nanofibrils increased the strength and stiffness of the composites by factors of 3.5 and 21, respectively, while maintaining an elongation at break of about 5%. The strength and strain-at-break of cellulose nanofibril composites were superior to the pulp composites at cellulose contents greater than 20 vol%. The stiffness of the composites reinforced with cellulose nanofibrils was not higher than for that of composites reinforced with cellulose pulp fibres.

a b s t r a c tRolling contact fatigue (RCF) damage is becoming more frequent with increased traffic, accelerations, and loading conditions in the railway industry. Defects which are characterized by a two-lobe darkened surface and a V-shaped surface-breaking crack are defined as squats. The origination and propagation of squats in railway rails is the topic of many recent studies; the associated crack networks develop with complicated geometry near the surface of rails, but can be difficult to detect and distinguish from normally existing head checks in their early stages, using in-field non-destructive detection techniques. After cutting out damaged sections of rail, there are a number of options to characterize the damage. The aim of this study was to evaluate different methods to geometrically describe squat crack networks; through X-ray radiography complemented with geometrical reconstruction, metallography, X-ray tomography, and topography measurements. The experiments were performed on squats from rail sections taken from the field. In the first method, high-resolution and high-energy X-ray images exposed through the entire rail head from a range of angles were combined using a semi-automated image analysis method for geometrical reconstruction, and a 3D representation of the complex crack network was achieved. This was compared with measurements on cross-sections after repeated metallographic sectioning to determine the accuracy of prediction of the geometrical reconstruction. A second squat was investigated by X-ray tomography after extraction of a section of the rail head. A third squat was opened by careful cutting, which gave full access to the crack faces, and the topography was measured by stylus profilometry. The high-energy X-ray, 3D reconstruction method showed accurate main crack geometry at medium depths; the advantage of the method being that it potentially could be developed for nondestructive testing in field. However significant drawbacks exist due to limitations in radiography in terms of detecting tightly closed cracks in very thick components. This includes the inability to detect the crack tips which is an important factor in determining the risks associated to a specific crack. Metallographic investigation of the cracks gave good interpretation of crack geometry along the sections examined, and gave the possibility to study microstructure and plastic deformation adjacent to the crack face. However this time-consuming method requires destruction of the specimen investigated. The X-ray tomography revealed the 3D crack network including side branches in a 10 Â 10 Â 30 mm 3 sample, and provided topographic information without completely opening the squat. Topography measurements acquired by stylus profilometry provided an accurate description of the entire main crack surface texture, including features such as surface ridges and beach marks.

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Abstract. Rolling contact fatigue (RCF) damage is becoming more frequent with increased traffic and loading conditions in the railway industry. Defects which are characterized by a two-lobe darkened surface and a V-shaped surface-breaking crack are often so-called squats. The origination and propagation of squats in railway rails is the topic of many recent studies; the associated crack networks develop with complicated geometry near the surface of rails that is difficult to characterise using most non-destructive methods. The cracks can be examined with repeated metallographic sectioning, but the process is time-consuming and destructive. In order to reduce time, as well as information and material loss, high-resolution and high-energy X-ray imaging of railway rails was done in the current study. Combining the exposures from a range of angles using image analysis, a 3D representation of the complex crack network is achieved. The latter was complemented with metallographic sectioning to determine the accuracy of prediction of the geometrical reconstruction.