CA2472402A1 - Boot for streetcar rails - Google Patents
Boot for streetcar rails Download PDFInfo
- Publication number
- CA2472402A1 CA2472402A1 CA002472402A CA2472402A CA2472402A1 CA 2472402 A1 CA2472402 A1 CA 2472402A1 CA 002472402 A CA002472402 A CA 002472402A CA 2472402 A CA2472402 A CA 2472402A CA 2472402 A1 CA2472402 A1 CA 2472402A1
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- Prior art keywords
- boot
- rail
- gauge
- column
- field
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
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Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
- E01B19/003—Means for reducing the development or propagation of noise
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- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Footwear And Its Accessory, Manufacturing Method And Apparatuses (AREA)
- Diaphragms And Bellows (AREA)
Abstract
The extruded rubber boot is wrapped around the rail before the rail is placed in the ground. The boot provides electrical and mechanical isolation of tho metal rail from the concrete of the pavement. The boot profile is configured with a double-wall column, which, when hammered in, becomes tightly wedged between the head and the base of the rail. Nothing else (such as adhesive tape wrapped around the boot) is needed in order to hold the boot to the rail during assembly and installation of the rail and pavement.
Description
1'iUo: BOOT fOR STREETCAR ftAIL~
(0011 Typioatly, atreetoar freaks are embedded down below the surface of the toed material IoonGrete, eaphelt, etcl, over e~ long distonce. As compared with a raadlreil crossing, where the track is embedded in the road for a distance of no more than, say, ten metros, streetcar traok$ can be embedded in the road for distances of hundreds of metres, and more.
[0021 The requirement often arises, with streetcar tracks, for the metal rail to be insulated eleotrioally from the road material in which it is embedded. Although the rail and the road are nominally both at the same tground) voltage. it i all too common for stray voltages and currents to be present, which can lead to (electrolytic) corrosion and other problems aver a long period of service. The problem is exacerbated in cold-winter areas, where salt is likely to be present.
(0031 In addition to providing electrical insulation, a boot of an elastomeric material can also provide some mechanical Isolation from vibrations and shock loading. This can be beneficial both to streetcar traffio, and to the tracks and roadway.
[004] It is known to provide an insulating rubber or plastic boat or shroud, which envelops the rail, in order to address this rail corrosion problem. To be effective, the insulating boot must ba complete, in that it should fully envelop the rail, with no gaps - except, of course, that the top surface of the head of the rail must be clear, and one side-face of the head of the rail li.a the gauae-slde of the rail, which recaSves the wheel-flonges of the passing streetcera) must also be clear.
(005] Fhe boot passes underneath the rail profile, i.e between the rail and the cross-tie. Where the rail is secured to the cross~ties by means of clips, e.g pandrol clips, the components are arranged to ensure that the boot is not interrupted or broken at the clip locations.
(0081 Being all-enveloping, the boot is applied to the rail befvra the rail is lowered down onto the cross-ties; then the booted rail is plaoed on the ties; then the clips are applied; and then concrete or other road filler material is poured in, and made up to the level of the road.
[0071 Boots are not only applied to rails in ca3es where the rails rest on Conventional cross-ties.
Various prpcedures exist where a concrete bad is poured, then the rails are tightly supported, and concrete is poured around the rails, up to the road level; or the rails may be Laid upon a prQ-made concrete pad or deck, and only the final layer of concrete is poured char the rails are in place.
(0081 Often, the rails are continuous-welded, for streetcar applications. In some cases, the rails are finished as to length, fitment, etc, and the rails are lifted to enable the boots to be nssomblsd, before being finally lowered into position. Typically, the boots are extruded in e.g five-meter Sengths. At the joints between adjacent boat-lengths, the joints may be seated using a sealing cuff.
[0091 A difficulty that oan arise is that the boot is not secured firmly to the rail. Thus, during installation, the sides of the boot can flop down, and become displaced. One common approach is to use adhesive tape, which is applied to the upper portions of the sides of the boot, the tape passing over the top of the rail to hold those portions together until the Conprete la poured In. The idea has been that, after installation, the oonerete finally holds the boot against becoming displaced.
However, concrete often shrinks as it sets, which can cause a gap to appear-the gap might be between the boot and the rail, ar between the boot and the conorete. Either can be troubiosomr~.
[0010] The invention provides a boot that fits around the profile of the rail, except for the top and gauge-side of the raSl head. The invention is aimed at providing a boot that is Self-Supporting, onto fitted around the tall, with respect to the rail, whereby the boot holds itself in position on the rail with enough tenacity to ensure that the boot remains in its proper place during placement of the rail, and during pouring and setting of the concrete- Furthermore, it is an aim of the invention that the boot can maintain a seal against the rail, not only during assembly and concreting, but throughout the service life of the roadlrail installation, THE PRIO~t AIiT
[x0111 Patent publication US-5,898,379 iBruyn et ai, May 1999) discloses an interface strip for a road/rail Crossing, in which the (extruded rubber) Strip is designed to hold itself in place against tlza side of the rail. The profile of the rubber strip is designed such that, when the strip is hammered into contact with the side of the rail, the profile wedges itself between the underface of the head and the overface of the base of the rail.
DETAILED i7ESCRIPTiON OF PREFERREb EMBdf7]MENTS
[00121 gy way of further explanation Of the invention, exemplary embodiments of the invontion will now be described with reference to the accompanying drawings, in which:
Fig 1 is cross-sectional profile of an extruded rubber boot that embodies the invention.
Fig 2 is a cross-sectional profile of a rail.
Ftg 3 shows the boot of Fig 1 in an intermediate stags of assembly to the rail of Flg 2.
Fig 4 shows the boot of Fig 1 finally assembled around the rail of Fig 2.
Fig 6 shows a rnished streetcar installErtion, with rails and boots, in oross,sectlon at a cross-tie.
Fig 6 shows the streetcar installation of Fig 5, in arose-section between cross-ties.
Fig 7 shows a modificati4n to a portion of the boot of FIg 1.
Fig 8 is a cross-sectional profile, corresponding to that of Fig 4, of an alternative boot.
[00131 The apparatuses shown In the accompanying drawings and described below arc examples which embody the Invention. (t should be noted that the scope of the invention is defined by the accompanying claims, and not neoessnrily by specific features of exemplary embodiments.
[00141 Fig T shows the proille of the boot 20, by itself, in I2s as-extruded condition. Fig 2 shawl the profile of the rail 23 around which the boot 20 is to be fitted. The boot 20 comprises an extrusion in rubber. The rubber of the profile is of uniform thickness, except that there are thickened pads 24 along the under-rail-portion 26 of the profile of the boot.
[0015] The boot 20 is flexible, to the extent that the portions 26,28 can be spread apart sufficiently for the boot to be fitted around the base of the rail. Being made of relatively thin rubber, the boot is flexible enough to do this.
[001 B] ft will be understood that it would not be practical to build enough residual springiness into the boot such as would enabte the sides of the boot to press tightly against the sides of tho rail, to the extent that the sides of the boot would inharen2ty hold themselves against the sides of the rail.
it will be understood that, in a practical boot, the tendency, rather, is for the side portions 26,2ii of the boot to flop sideways, away from the sides of the rail, after the boot has been fitted around the rail. The sides of the boot have no inherent tendency to press against the sides of the rail, It would not be practical to provide a boot of such profile that the sides of the boot would be self-supporting by building an inherent springiness into the boot.
[fj0171 The distance 32 as measured over the gauge portion 26 of the boot, is made slightly larger than the corresponding distance 34 as measured on the rail 23. Thus, the gauge portion 26 of the boot can be made to wedge itself botween tho underface 35 of the head 29 of the rail and the overfiacv 3a of the base $0 of the rail. The same is true as regards the field portion 28 of the boot, with respect to the other side of the rail.
(001 t3] The portions 26.2$ of the boat err: double-walled, as shown, with spacer-bars 37 at appropriate intervals. The wails are thin. being preferably between three rrtfllimetras and six millimetres in thickness. The sides of the boot need to by stiff, in the sense that an upright calurnn is stiff, in order for the sides to become tightly jammed or wedged between the head and the br~sv of the rail. On the other hand, the sides should not be so stiff, ss columns, that it would be hard to drive sham into the rail, [001 tJ) It is recognised that this Condition is mat when the wall thickness of the extruded rubber is within the above limits. It is hardly practical that the walls could be lass than three mm and st ill have the stiffness needed to bald tightly when wedged into the rail. On the other hand, thicknesses rnare than six mrn might be favoured with the softer formulations of rubber. A
wall-thickness limit might be set at ten mm. tt Is not so much that a thicker wall would be too stiff, but rather: the boat profile is one 3ingte unitary exin.~sion, and it is good extruding practise far the wall ttuokness of the profile to be reasonably uniform Over the whole extruded section;
therefore, given that the profile of tho boat has to be flexible enough to be wrapped around the rail, thick chunky saetians on the extruded profile are contra-indicated.
tO0~0) Fig 3 shows a stage during assembly, in which the boots 20 have been wrapped around the rails 23. Tho sides of the boots are touching tightly against the sides of the head of the rail. Now.
the sides of the boot are ready to be hammered or kicked into place, whereby the sides become wedged tightly between the head and the base of the rail in the position as shown in Fig 4.
(00211 it will be understood that the boot iS assembled or wrapped around the raN prior to the rail boing embedded in the ground. Once the boot is in place, the wrapped rail is placed on the chairs 39 on the crass-ties (Fig 5), and pandrol clips 38 era assembled in the usual way. It may ba noted that plastic pads 38 are located between the clip 38 and the rubber boot material. The pads 39 provide mechanical protection for the boot, by preventing direct contact with the metal of the clip 38. The portion 28,28 of the boot remain wedged against the sides of the rail during fitmant of the eNps 38. Fig B is a section of the track structure, taken between cross-ties.
(00223 in Figs 5,8, the roadway has bean filled with concrete, or asphalt etc.
The concrote contacts the cross-ties 40, the slips 38, the ballast 43, and presses against the boots 20. The concrete does not touch the metal rails 23. As shown at 45 in Fig 8, it is to be expected that tho concrete wiN not penetrate into the space underneath the (wrapped? rails, between the cross-ties.
A suitably-profiled moulding bar is used to form the cut-out 46 for the wheel flanges, on the gauge sides of the rails, (0023] The manner of embedding the rails in the roadway as shown in Fies 5.6 is common for strestcar$. However, many installations use means other than spaced cross-ties for mounting the rails. The sppllcability of the invention Is not limited to the spaced Gross-ties type of installation.
[00241 Fi9s 5,8 show the finished Installation, in which the installation is now ready for cars, trucks, bicycles, and other road vehicles to pass both along and across the tracks, and for streetcars to pass along the tracks.
10025) Wlth the boat having the extruded form as shown in Fig 1, it has been found, wtoan the boat is pressed against the sides of the rail with the kind of force easily applied by a worker kicking or hammering the boot, that the boot will remain wedged firmly enough against the sides of the rail as to remain in place during assembly, installation, concreting, etc. It has been found that, oftEn. a tool is required in order to remove the hoot from the rail, once it has been pressed against the rail.
As will be explained, the configuration of the boot is such that 1t i9 as if ihB boot were barbed; that is to say, the force needed to putt the boot out is greater than the farce needed to press it in. This barb-like effect is not guaranteed in every case, but it is the aimed-for generality.
t442B1 It should be noted that the task of installing streetcar rails is carried out with the emphasis, not on careful attention to detsil, but on speed and simplicity. Not only do the Components have to be robust enough to stand up to the inevitable abuses, but the oomponents should be of such design fihet an Inspector can readily determine, at a glance, that the components are indeed properly placed, and can do this at a time when remediation, if required, can and wit!
ba carried out. !t may be noted that, with a batch of concrete ready and waiting to be poured, the tendency is to proceed With pouring anyway, and oover up the mistakes. The!'sfore, it is important that the boot be of such design that it has very little tendency not to become misatigned during theca operations. 'fhe boot as shown may be expected to be successful in this regard.
(00271 It has been found that the boot of Fig 1 fits tightly enough against the side of the refit to make a watertight neat. It may be expected that the seal will remain over a long service life. fn this regard, the designer should tailor-fit the boot to the rail. The boot should not tit so tightly between the base and the head that the thin welts might tend to buckle, as that might effect the boot-raft seaiability: rather, the aim should be that the thin walls tie under a slight compression, after 'fitting.
(40281 In Fig 4, the face ~.7 of the boot is designed to lie flush with the flange-side A~8 of the head of the rail. This makes it easy for the inspector to check that the gauge portion of the boot has bean assembled properly, in that the inspector can simply sight len~thwise along the rail, rnd ct~n very quitkly see if and where the boot is bulging out from the rail. if (t is, a worker can very quickly place a board against the face 47 of the boot, and tap It with a hammer, until the face 47 of the boot lies flush with the face 48 of the head of the rail.
(00291 ft may be noted that in those installations where the sides of the boot have been secured during assembly by adhesive laps wrapped around the boot (and running across the top of the rail!, the inspector connot take a comparable quick sighting to determine that the boot was oorrectly in place, nor can a worker quiokly and simply correct any misalignments that might be present.
[00301 Fig 7 shows a variation of the boot of Fig T, in which a lip 27 is provided on the gauge-portion of the boot. Such a lip may ba preferred in some cases, to assist in properly locating the boot on the rail, and in ensuring that the gauge side of the boot is not driven too far under the rail head, in case that might cause the thin ma:aria! to buckle.
[003'll Tire top surface of the head of a streetcar rail of course is subject to wear, over time. The rust of the rail, and the boot. ere not subject to wear. However, even the buried components can ba subject to odd movements duo to the passage of road and rail traffic over a long period of time.
'fhe boot as illustrated, assuming it is tight against the rail at installation, pan be expected to remain tight against the rail over a tong service period, despite such odd movements of the rail, (0031 As t4 the material of the boot. the elastomeric material should have good electrical insulative properties, whereby it is preferred to use non-conductive materials far reiniarcemenc and filling, in place of the usual Carbon, Also, the material should have good weathering charaeteristios, as to e.g temperature end tllV resistance, resistance to becoming brittle, etc. EPDM
may be expected to perform well. The rubber should preferably be in the region of 75~$0 durometer shore-A hardness, for the required degree of flexibii'tty. Also, the compression set of thr~
material should be such as to ensure that the material will retain enough resllienrre to remain finrly wedged into the rail throughout its service life.
(00331 Sorne of the terms used in defining and explaining the invention wilt now be examined in more detail. Referring to Fig 2, an upper-mid-point is determined, which is the mid-point between the head-gauge-extremity of the head of the rail, and the web-gauss-extremity of the web of the rail; fhet is to say, the upper-mid-point is halfway between those two point3 in vertical projection.
The lower-mid-point is the point on the rail-base-gauge-overface that tiers vertically below the upper-mid-point. The rail-gauge-vertical-tine 34 is the line joining the upper-mid-point to the lower-rnid-p8lnt.
(0034) The boot-gauge-verticat~line 32 IFig 1] is the same tine as the rail-gauge-vertical-line 34 (Fiq
(0011 Typioatly, atreetoar freaks are embedded down below the surface of the toed material IoonGrete, eaphelt, etcl, over e~ long distonce. As compared with a raadlreil crossing, where the track is embedded in the road for a distance of no more than, say, ten metros, streetcar traok$ can be embedded in the road for distances of hundreds of metres, and more.
[0021 The requirement often arises, with streetcar tracks, for the metal rail to be insulated eleotrioally from the road material in which it is embedded. Although the rail and the road are nominally both at the same tground) voltage. it i all too common for stray voltages and currents to be present, which can lead to (electrolytic) corrosion and other problems aver a long period of service. The problem is exacerbated in cold-winter areas, where salt is likely to be present.
(0031 In addition to providing electrical insulation, a boot of an elastomeric material can also provide some mechanical Isolation from vibrations and shock loading. This can be beneficial both to streetcar traffio, and to the tracks and roadway.
[004] It is known to provide an insulating rubber or plastic boat or shroud, which envelops the rail, in order to address this rail corrosion problem. To be effective, the insulating boot must ba complete, in that it should fully envelop the rail, with no gaps - except, of course, that the top surface of the head of the rail must be clear, and one side-face of the head of the rail li.a the gauae-slde of the rail, which recaSves the wheel-flonges of the passing streetcera) must also be clear.
(005] Fhe boot passes underneath the rail profile, i.e between the rail and the cross-tie. Where the rail is secured to the cross~ties by means of clips, e.g pandrol clips, the components are arranged to ensure that the boot is not interrupted or broken at the clip locations.
(0081 Being all-enveloping, the boot is applied to the rail befvra the rail is lowered down onto the cross-ties; then the booted rail is plaoed on the ties; then the clips are applied; and then concrete or other road filler material is poured in, and made up to the level of the road.
[0071 Boots are not only applied to rails in ca3es where the rails rest on Conventional cross-ties.
Various prpcedures exist where a concrete bad is poured, then the rails are tightly supported, and concrete is poured around the rails, up to the road level; or the rails may be Laid upon a prQ-made concrete pad or deck, and only the final layer of concrete is poured char the rails are in place.
(0081 Often, the rails are continuous-welded, for streetcar applications. In some cases, the rails are finished as to length, fitment, etc, and the rails are lifted to enable the boots to be nssomblsd, before being finally lowered into position. Typically, the boots are extruded in e.g five-meter Sengths. At the joints between adjacent boat-lengths, the joints may be seated using a sealing cuff.
[0091 A difficulty that oan arise is that the boot is not secured firmly to the rail. Thus, during installation, the sides of the boot can flop down, and become displaced. One common approach is to use adhesive tape, which is applied to the upper portions of the sides of the boot, the tape passing over the top of the rail to hold those portions together until the Conprete la poured In. The idea has been that, after installation, the oonerete finally holds the boot against becoming displaced.
However, concrete often shrinks as it sets, which can cause a gap to appear-the gap might be between the boot and the rail, ar between the boot and the conorete. Either can be troubiosomr~.
[0010] The invention provides a boot that fits around the profile of the rail, except for the top and gauge-side of the raSl head. The invention is aimed at providing a boot that is Self-Supporting, onto fitted around the tall, with respect to the rail, whereby the boot holds itself in position on the rail with enough tenacity to ensure that the boot remains in its proper place during placement of the rail, and during pouring and setting of the concrete- Furthermore, it is an aim of the invention that the boot can maintain a seal against the rail, not only during assembly and concreting, but throughout the service life of the roadlrail installation, THE PRIO~t AIiT
[x0111 Patent publication US-5,898,379 iBruyn et ai, May 1999) discloses an interface strip for a road/rail Crossing, in which the (extruded rubber) Strip is designed to hold itself in place against tlza side of the rail. The profile of the rubber strip is designed such that, when the strip is hammered into contact with the side of the rail, the profile wedges itself between the underface of the head and the overface of the base of the rail.
DETAILED i7ESCRIPTiON OF PREFERREb EMBdf7]MENTS
[00121 gy way of further explanation Of the invention, exemplary embodiments of the invontion will now be described with reference to the accompanying drawings, in which:
Fig 1 is cross-sectional profile of an extruded rubber boot that embodies the invention.
Fig 2 is a cross-sectional profile of a rail.
Ftg 3 shows the boot of Fig 1 in an intermediate stags of assembly to the rail of Flg 2.
Fig 4 shows the boot of Fig 1 finally assembled around the rail of Fig 2.
Fig 6 shows a rnished streetcar installErtion, with rails and boots, in oross,sectlon at a cross-tie.
Fig 6 shows the streetcar installation of Fig 5, in arose-section between cross-ties.
Fig 7 shows a modificati4n to a portion of the boot of FIg 1.
Fig 8 is a cross-sectional profile, corresponding to that of Fig 4, of an alternative boot.
[00131 The apparatuses shown In the accompanying drawings and described below arc examples which embody the Invention. (t should be noted that the scope of the invention is defined by the accompanying claims, and not neoessnrily by specific features of exemplary embodiments.
[00141 Fig T shows the proille of the boot 20, by itself, in I2s as-extruded condition. Fig 2 shawl the profile of the rail 23 around which the boot 20 is to be fitted. The boot 20 comprises an extrusion in rubber. The rubber of the profile is of uniform thickness, except that there are thickened pads 24 along the under-rail-portion 26 of the profile of the boot.
[0015] The boot 20 is flexible, to the extent that the portions 26,28 can be spread apart sufficiently for the boot to be fitted around the base of the rail. Being made of relatively thin rubber, the boot is flexible enough to do this.
[001 B] ft will be understood that it would not be practical to build enough residual springiness into the boot such as would enabte the sides of the boot to press tightly against the sides of tho rail, to the extent that the sides of the boot would inharen2ty hold themselves against the sides of the rail.
it will be understood that, in a practical boot, the tendency, rather, is for the side portions 26,2ii of the boot to flop sideways, away from the sides of the rail, after the boot has been fitted around the rail. The sides of the boot have no inherent tendency to press against the sides of the rail, It would not be practical to provide a boot of such profile that the sides of the boot would be self-supporting by building an inherent springiness into the boot.
[fj0171 The distance 32 as measured over the gauge portion 26 of the boot, is made slightly larger than the corresponding distance 34 as measured on the rail 23. Thus, the gauge portion 26 of the boot can be made to wedge itself botween tho underface 35 of the head 29 of the rail and the overfiacv 3a of the base $0 of the rail. The same is true as regards the field portion 28 of the boot, with respect to the other side of the rail.
(001 t3] The portions 26.2$ of the boat err: double-walled, as shown, with spacer-bars 37 at appropriate intervals. The wails are thin. being preferably between three rrtfllimetras and six millimetres in thickness. The sides of the boot need to by stiff, in the sense that an upright calurnn is stiff, in order for the sides to become tightly jammed or wedged between the head and the br~sv of the rail. On the other hand, the sides should not be so stiff, ss columns, that it would be hard to drive sham into the rail, [001 tJ) It is recognised that this Condition is mat when the wall thickness of the extruded rubber is within the above limits. It is hardly practical that the walls could be lass than three mm and st ill have the stiffness needed to bald tightly when wedged into the rail. On the other hand, thicknesses rnare than six mrn might be favoured with the softer formulations of rubber. A
wall-thickness limit might be set at ten mm. tt Is not so much that a thicker wall would be too stiff, but rather: the boat profile is one 3ingte unitary exin.~sion, and it is good extruding practise far the wall ttuokness of the profile to be reasonably uniform Over the whole extruded section;
therefore, given that the profile of tho boat has to be flexible enough to be wrapped around the rail, thick chunky saetians on the extruded profile are contra-indicated.
tO0~0) Fig 3 shows a stage during assembly, in which the boots 20 have been wrapped around the rails 23. Tho sides of the boots are touching tightly against the sides of the head of the rail. Now.
the sides of the boot are ready to be hammered or kicked into place, whereby the sides become wedged tightly between the head and the base of the rail in the position as shown in Fig 4.
(00211 it will be understood that the boot iS assembled or wrapped around the raN prior to the rail boing embedded in the ground. Once the boot is in place, the wrapped rail is placed on the chairs 39 on the crass-ties (Fig 5), and pandrol clips 38 era assembled in the usual way. It may ba noted that plastic pads 38 are located between the clip 38 and the rubber boot material. The pads 39 provide mechanical protection for the boot, by preventing direct contact with the metal of the clip 38. The portion 28,28 of the boot remain wedged against the sides of the rail during fitmant of the eNps 38. Fig B is a section of the track structure, taken between cross-ties.
(00223 in Figs 5,8, the roadway has bean filled with concrete, or asphalt etc.
The concrote contacts the cross-ties 40, the slips 38, the ballast 43, and presses against the boots 20. The concrete does not touch the metal rails 23. As shown at 45 in Fig 8, it is to be expected that tho concrete wiN not penetrate into the space underneath the (wrapped? rails, between the cross-ties.
A suitably-profiled moulding bar is used to form the cut-out 46 for the wheel flanges, on the gauge sides of the rails, (0023] The manner of embedding the rails in the roadway as shown in Fies 5.6 is common for strestcar$. However, many installations use means other than spaced cross-ties for mounting the rails. The sppllcability of the invention Is not limited to the spaced Gross-ties type of installation.
[00241 Fi9s 5,8 show the finished Installation, in which the installation is now ready for cars, trucks, bicycles, and other road vehicles to pass both along and across the tracks, and for streetcars to pass along the tracks.
10025) Wlth the boat having the extruded form as shown in Fig 1, it has been found, wtoan the boat is pressed against the sides of the rail with the kind of force easily applied by a worker kicking or hammering the boot, that the boot will remain wedged firmly enough against the sides of the rail as to remain in place during assembly, installation, concreting, etc. It has been found that, oftEn. a tool is required in order to remove the hoot from the rail, once it has been pressed against the rail.
As will be explained, the configuration of the boot is such that 1t i9 as if ihB boot were barbed; that is to say, the force needed to putt the boot out is greater than the farce needed to press it in. This barb-like effect is not guaranteed in every case, but it is the aimed-for generality.
t442B1 It should be noted that the task of installing streetcar rails is carried out with the emphasis, not on careful attention to detsil, but on speed and simplicity. Not only do the Components have to be robust enough to stand up to the inevitable abuses, but the oomponents should be of such design fihet an Inspector can readily determine, at a glance, that the components are indeed properly placed, and can do this at a time when remediation, if required, can and wit!
ba carried out. !t may be noted that, with a batch of concrete ready and waiting to be poured, the tendency is to proceed With pouring anyway, and oover up the mistakes. The!'sfore, it is important that the boot be of such design that it has very little tendency not to become misatigned during theca operations. 'fhe boot as shown may be expected to be successful in this regard.
(00271 It has been found that the boot of Fig 1 fits tightly enough against the side of the refit to make a watertight neat. It may be expected that the seal will remain over a long service life. fn this regard, the designer should tailor-fit the boot to the rail. The boot should not tit so tightly between the base and the head that the thin welts might tend to buckle, as that might effect the boot-raft seaiability: rather, the aim should be that the thin walls tie under a slight compression, after 'fitting.
(40281 In Fig 4, the face ~.7 of the boot is designed to lie flush with the flange-side A~8 of the head of the rail. This makes it easy for the inspector to check that the gauge portion of the boot has bean assembled properly, in that the inspector can simply sight len~thwise along the rail, rnd ct~n very quitkly see if and where the boot is bulging out from the rail. if (t is, a worker can very quickly place a board against the face 47 of the boot, and tap It with a hammer, until the face 47 of the boot lies flush with the face 48 of the head of the rail.
(00291 ft may be noted that in those installations where the sides of the boot have been secured during assembly by adhesive laps wrapped around the boot (and running across the top of the rail!, the inspector connot take a comparable quick sighting to determine that the boot was oorrectly in place, nor can a worker quiokly and simply correct any misalignments that might be present.
[00301 Fig 7 shows a variation of the boot of Fig T, in which a lip 27 is provided on the gauge-portion of the boot. Such a lip may ba preferred in some cases, to assist in properly locating the boot on the rail, and in ensuring that the gauge side of the boot is not driven too far under the rail head, in case that might cause the thin ma:aria! to buckle.
[003'll Tire top surface of the head of a streetcar rail of course is subject to wear, over time. The rust of the rail, and the boot. ere not subject to wear. However, even the buried components can ba subject to odd movements duo to the passage of road and rail traffic over a long period of time.
'fhe boot as illustrated, assuming it is tight against the rail at installation, pan be expected to remain tight against the rail over a tong service period, despite such odd movements of the rail, (0031 As t4 the material of the boot. the elastomeric material should have good electrical insulative properties, whereby it is preferred to use non-conductive materials far reiniarcemenc and filling, in place of the usual Carbon, Also, the material should have good weathering charaeteristios, as to e.g temperature end tllV resistance, resistance to becoming brittle, etc. EPDM
may be expected to perform well. The rubber should preferably be in the region of 75~$0 durometer shore-A hardness, for the required degree of flexibii'tty. Also, the compression set of thr~
material should be such as to ensure that the material will retain enough resllienrre to remain finrly wedged into the rail throughout its service life.
(00331 Sorne of the terms used in defining and explaining the invention wilt now be examined in more detail. Referring to Fig 2, an upper-mid-point is determined, which is the mid-point between the head-gauge-extremity of the head of the rail, and the web-gauss-extremity of the web of the rail; fhet is to say, the upper-mid-point is halfway between those two point3 in vertical projection.
The lower-mid-point is the point on the rail-base-gauge-overface that tiers vertically below the upper-mid-point. The rail-gauge-vertical-tine 34 is the line joining the upper-mid-point to the lower-rnid-p8lnt.
(0034) The boot-gauge-verticat~line 32 IFig 1] is the same tine as the rail-gauge-vertical-line 34 (Fiq
2?. but is measured over the wedged-in gauge-portion of the boot. That is to say, if the boot were removed from the rail. whereby the boot were no longer compressed, the boor-gaugo-vertical-line 32 would expand. (The rail-gauge-vertioal-line 34 remains the same len8th, Of course.) 'The designer should arrange that this amount of expansion, which of Course is equated to the amount of compression that has bean forced into the wedged-in column of the hoot, Is preferably around four or five millimetres. If the amount of compression were less than about two or three mm. the boot would not be wedged in tightly enough; if the compression were more than about six or seven mm, the boot would be Close to outer-buckling under the compressive loading.
(00351 It Is important, in order for the boot to become wedged into the rail, that the vertical colurnn of rubber be enginsgred properly. In Fig 4, the column 49 comprises the outer strut 50, together with the web-side wall 62 and the upper portion &3. The outer strut 60 and the web-side wall 62 arc convex with respect to the web of the rail. As a result, i.e because of the convex curvature, when the centre of the Column, in the region of the spacer-bar 37, is pressed inwards towards the web, that action Inherently draws the upper 54 and lower 56 ends of the column 49 together.
Thus, the action of pushing the convexly-curved centre of the column inwards, towards the web, draws the ends of the column together, and makes it easier to drive the column further inwards towards the web, into the wedge angle. By contrast, if tho column had a concave Curvature with respect to the web, pressing the centre of the column towards the web would make the column expand.
1003fi] Ths upper end of the column includes a lateral wall 57, whereby the upper-portion 53 ha$
the form of a cell or pocket. This form is important in the design, in that the form enables tho column loading to be spread over the underface 35 more evenly and resiliently then it would be if the column extended, as a compressive strut, over the whote distnnc~ 32. One effect of the sell or packet form of the upper-portion 53 between the top of the outer strut 80 and the underface 36 is that the wedging force Is relatively unaffected by manufacturing errors in the dimension 32 of the boot land Crrors in the dimension 34 of the r8ilt.
[0037] Th~ cell-tike upper-portion 53 es described on the gauge-side may be present also on the bold-side. tn fact, the designer may prefer to include a vertical bar in the extruded profile, an the field-side, which would be symmetrloal to the wall 47 on the gauge~side (003131 it has been found, with the column arrangement as illustrated ir! Fig 4, that it takes very little skill and care on the part of the worker to hammer or kick the boot into its correct place, wedged into the side of the rail. Once the boot is in place, as mentioned, it has been found that usually a tool is required to pry it out of the rail. This applies equally to both the gauge side and the field side of the rail; the field Side differs from the gauge side by the provision, on the field aide, of the porxton 58 of the boot that extends up the field side of the rail head.
Mowever, the column portion of the boot, being then portion under the rail head, can be the same bath sides.
(0035] In Fig 8, the column 68 is of a single-wall construction. Again, as in Flg 4, the column IS
c4nvex with respect to the web of the rail. Therefore, the action of pressing the centre of the cohtmn 69 inwards towards the Web again eases the upper and lower ends of the column more doapty into thQ wedge angle. To Install the boat, the gauge and field portions of the boot ore pressed (kicked, hammered) inwards against the web. until the nose 60 touches the web of tho rail.
Then, when the pressing force is withdrawn, the column 59 tries to straighten itself, wedging t(ea)t tightly between the base and the head of the rail.
[OOq.Q] ball profiles are set by official standards. However, the standards do permit some variations: for example, while the wedge angle is usually constant through different manufacturers' varsinns of tile standard rail, the radius between the underface of the head and the web, for instance, can vary with different manufacturers. The present design ooncentrates the contact areas at tYte upper and lower ends of the column, where the rubber settles against the prediotably~flat head-underface and the predictably-flat base-overface of the rail, and away from the not-so-predictable radfused areas.
(00411 In the designs as illustrated, it can be expected that the amount of springback, Le in Fig 8 the distance separating the nose 80 from the web of the rail after the installation force hss bean rer»oved. will be of the order of about three millimetres or so. There is no corresponding springbnck movement at the upper and lower ends of the column, of course. The upper and lower ends of the column lock to the underfaoe and ovarface of the rail more tightly as the centre of the Column springs back and the oolumn straightens out. The springback movement of the centre of the column however does cause a rotation to take place at the ands of the oolumns.
Thus, fn Fig 8, the rotation of the upper end of the gauge side of the boot profile causes the outer area 82 to press n little more tightly against the underface 3S of the head. This extra pressure serves to enhance the seal of the boat against the rail, which is advantageous because it aids in preventing moisture from seeping down between the rail and the boot, 10042) On the other hand, when the Concrete or other road material Is poured against the sides of thp boot, and consolidated, it is likely that the web portions of the boot wilt then be pressed inwards, and possibly back into actual contact with the web. So the designer should not place too much reliance on the spring-back effect to actually make the seal.
10043) the Fig 8 design is less preferred, however. Ahhough the extrusion die for Fig 8 is easier to make, having no cavities, again these boots are hammered or kicked into place.
end the F1g 8 profile is more likely to be abusively distorted than is the Fg 4 profile under the same treatment. The double wall shape of Fig 4 also means that the euler load of the Fig 4 column is greater, i.e the compressive force needed to cause the column to actually buckle is greater in Fig 4 than in Fig 8.
(00441 Attention is drawn to the following further points regarding the convexity of the column.
Tha column should be almost straight, upon installation. That is to say, although the column should be convex in shape rather than concav~, the Column should not be too convex.
The boot should not be so profiled that the upper and lower ends of the column become engaged with the rail while the centre of the column is still a Ion$ way from touching the web. If it were too convex, the column would be less able to support compressive forces acting vertically along its length. The designer should see to it that the wedged-in column is stressed in compres9lon, not in bending or buckling. The column should not be so convex that, upon relaxation or springback, after the press-in force has been removed, should return the column to an almost-straight condition, rather than to a still-very-convex condition. The almost-straight condition preferably should not include an actually straight condition, sinoe that would carry with it the possibility that the column might go slightly concave. Concavity of the column is contra-indicated, as that would reverse the barb-like effect, i.e thc~ effect (of convexity) that the boot is easier to push in than to pull out.
f00A.51 The convexity may also be defined as follows. Upon installation, note the IEU point 64, being the point of innermost extremity of the contact between the upper end of the column 69 avd the underface 35 of the rail head; also, note the IEL point 66, being the point of innermost oxtrerrtity of the contact between the lower end of the Column 59 and the ovarfaco 36 of the rail base: then, draw a line between the IEtJ point and the IFL point. Preferably, the whole length of this line should pass through rubber: or rather, preferably there should be rubber on both sides of the line, being rubber that is stressed by the compressive farces in the column. The column is convex if, in the vertical centre region of the column, there is compression-stressed rubber on 'the inside (i.e on the rail side) of the 16U-18L line.
(0048) It also follows that the column is convex if the vertical compressive stresses in the column fond to bend the centre of th~ column towards the web at the rail; and tho column la concave if the vertical compressive stresses in the column tend to bend the centre of the column away from the wob of the rail. The amount of convexity would be too much If there wero no stressod rubber do tho outside of the I>;U-IEt. lute, in the centre regions of the column, i-a if alt the stressed rubber were inside the IEU-IEL lins. The IEU-I~L line may be an the web side of the rail-vertical-tine (Fig ?.l, or may be outside the rail-vertical-line.
[OOA~7] The boot may be designed to the same profile as the rail in the overfece, underfaco, and web areas. However, because the rail profile might vary, the boot should be so praflled that, whatever the actual shape of the actual rail, the boot cannot touch against the raft in any manner that might interfere with the wedging action. Thus, for exempla, the web-to-underiace or web-to-overface radius should not be smatter in the boot than in the rail. The designer should make sure the ends of the column era free to touch, and engage tightly With, the underface and overface of the rail, which means making sure no other parts of the boot prafite touch the rail, including tho radiuses between the web and the underface and between the web and the averface.
fi?04~il 1t is common for railway rails to be angled slightly Inwards: thus the chairs 31 in Fig 5 have sloping upper faces. The term vertical as used herein refers td the axis of symmetry of the rail (assuming the rail is symmetrical -- which sometimes they are noti, and this axis lies at a slight angle to the absolute vertical if the rail is tilted.
[pp~l9~ There3 is s rail standard in which the profile includes a rolled-in flangeway. Such a rail loftan termed a girder rail) is hugely non-symmetrical. The invention can stilt bo used with such rail profiles; the invention can ba used sa long as the rail profile is Such that the profile includes both a rail..field-wedge-angle and a rail-gauge-wCdge-angle.
(00351 It Is important, in order for the boot to become wedged into the rail, that the vertical colurnn of rubber be enginsgred properly. In Fig 4, the column 49 comprises the outer strut 50, together with the web-side wall 62 and the upper portion &3. The outer strut 60 and the web-side wall 62 arc convex with respect to the web of the rail. As a result, i.e because of the convex curvature, when the centre of the Column, in the region of the spacer-bar 37, is pressed inwards towards the web, that action Inherently draws the upper 54 and lower 56 ends of the column 49 together.
Thus, the action of pushing the convexly-curved centre of the column inwards, towards the web, draws the ends of the column together, and makes it easier to drive the column further inwards towards the web, into the wedge angle. By contrast, if tho column had a concave Curvature with respect to the web, pressing the centre of the column towards the web would make the column expand.
1003fi] Ths upper end of the column includes a lateral wall 57, whereby the upper-portion 53 ha$
the form of a cell or pocket. This form is important in the design, in that the form enables tho column loading to be spread over the underface 35 more evenly and resiliently then it would be if the column extended, as a compressive strut, over the whote distnnc~ 32. One effect of the sell or packet form of the upper-portion 53 between the top of the outer strut 80 and the underface 36 is that the wedging force Is relatively unaffected by manufacturing errors in the dimension 32 of the boot land Crrors in the dimension 34 of the r8ilt.
[0037] Th~ cell-tike upper-portion 53 es described on the gauge-side may be present also on the bold-side. tn fact, the designer may prefer to include a vertical bar in the extruded profile, an the field-side, which would be symmetrloal to the wall 47 on the gauge~side (003131 it has been found, with the column arrangement as illustrated ir! Fig 4, that it takes very little skill and care on the part of the worker to hammer or kick the boot into its correct place, wedged into the side of the rail. Once the boot is in place, as mentioned, it has been found that usually a tool is required to pry it out of the rail. This applies equally to both the gauge side and the field side of the rail; the field Side differs from the gauge side by the provision, on the field aide, of the porxton 58 of the boot that extends up the field side of the rail head.
Mowever, the column portion of the boot, being then portion under the rail head, can be the same bath sides.
(0035] In Fig 8, the column 68 is of a single-wall construction. Again, as in Flg 4, the column IS
c4nvex with respect to the web of the rail. Therefore, the action of pressing the centre of the cohtmn 69 inwards towards the Web again eases the upper and lower ends of the column more doapty into thQ wedge angle. To Install the boat, the gauge and field portions of the boot ore pressed (kicked, hammered) inwards against the web. until the nose 60 touches the web of tho rail.
Then, when the pressing force is withdrawn, the column 59 tries to straighten itself, wedging t(ea)t tightly between the base and the head of the rail.
[OOq.Q] ball profiles are set by official standards. However, the standards do permit some variations: for example, while the wedge angle is usually constant through different manufacturers' varsinns of tile standard rail, the radius between the underface of the head and the web, for instance, can vary with different manufacturers. The present design ooncentrates the contact areas at tYte upper and lower ends of the column, where the rubber settles against the prediotably~flat head-underface and the predictably-flat base-overface of the rail, and away from the not-so-predictable radfused areas.
(00411 In the designs as illustrated, it can be expected that the amount of springback, Le in Fig 8 the distance separating the nose 80 from the web of the rail after the installation force hss bean rer»oved. will be of the order of about three millimetres or so. There is no corresponding springbnck movement at the upper and lower ends of the column, of course. The upper and lower ends of the column lock to the underfaoe and ovarface of the rail more tightly as the centre of the Column springs back and the oolumn straightens out. The springback movement of the centre of the column however does cause a rotation to take place at the ands of the oolumns.
Thus, fn Fig 8, the rotation of the upper end of the gauge side of the boot profile causes the outer area 82 to press n little more tightly against the underface 3S of the head. This extra pressure serves to enhance the seal of the boat against the rail, which is advantageous because it aids in preventing moisture from seeping down between the rail and the boot, 10042) On the other hand, when the Concrete or other road material Is poured against the sides of thp boot, and consolidated, it is likely that the web portions of the boot wilt then be pressed inwards, and possibly back into actual contact with the web. So the designer should not place too much reliance on the spring-back effect to actually make the seal.
10043) the Fig 8 design is less preferred, however. Ahhough the extrusion die for Fig 8 is easier to make, having no cavities, again these boots are hammered or kicked into place.
end the F1g 8 profile is more likely to be abusively distorted than is the Fg 4 profile under the same treatment. The double wall shape of Fig 4 also means that the euler load of the Fig 4 column is greater, i.e the compressive force needed to cause the column to actually buckle is greater in Fig 4 than in Fig 8.
(00441 Attention is drawn to the following further points regarding the convexity of the column.
Tha column should be almost straight, upon installation. That is to say, although the column should be convex in shape rather than concav~, the Column should not be too convex.
The boot should not be so profiled that the upper and lower ends of the column become engaged with the rail while the centre of the column is still a Ion$ way from touching the web. If it were too convex, the column would be less able to support compressive forces acting vertically along its length. The designer should see to it that the wedged-in column is stressed in compres9lon, not in bending or buckling. The column should not be so convex that, upon relaxation or springback, after the press-in force has been removed, should return the column to an almost-straight condition, rather than to a still-very-convex condition. The almost-straight condition preferably should not include an actually straight condition, sinoe that would carry with it the possibility that the column might go slightly concave. Concavity of the column is contra-indicated, as that would reverse the barb-like effect, i.e thc~ effect (of convexity) that the boot is easier to push in than to pull out.
f00A.51 The convexity may also be defined as follows. Upon installation, note the IEU point 64, being the point of innermost extremity of the contact between the upper end of the column 69 avd the underface 35 of the rail head; also, note the IEL point 66, being the point of innermost oxtrerrtity of the contact between the lower end of the Column 59 and the ovarfaco 36 of the rail base: then, draw a line between the IEtJ point and the IFL point. Preferably, the whole length of this line should pass through rubber: or rather, preferably there should be rubber on both sides of the line, being rubber that is stressed by the compressive farces in the column. The column is convex if, in the vertical centre region of the column, there is compression-stressed rubber on 'the inside (i.e on the rail side) of the 16U-18L line.
(0048) It also follows that the column is convex if the vertical compressive stresses in the column fond to bend the centre of th~ column towards the web at the rail; and tho column la concave if the vertical compressive stresses in the column tend to bend the centre of the column away from the wob of the rail. The amount of convexity would be too much If there wero no stressod rubber do tho outside of the I>;U-IEt. lute, in the centre regions of the column, i-a if alt the stressed rubber were inside the IEU-IEL lins. The IEU-I~L line may be an the web side of the rail-vertical-tine (Fig ?.l, or may be outside the rail-vertical-line.
[OOA~7] The boot may be designed to the same profile as the rail in the overfece, underfaco, and web areas. However, because the rail profile might vary, the boot should be so praflled that, whatever the actual shape of the actual rail, the boot cannot touch against the raft in any manner that might interfere with the wedging action. Thus, for exempla, the web-to-underiace or web-to-overface radius should not be smatter in the boot than in the rail. The designer should make sure the ends of the column era free to touch, and engage tightly With, the underface and overface of the rail, which means making sure no other parts of the boot prafite touch the rail, including tho radiuses between the web and the underface and between the web and the averface.
fi?04~il 1t is common for railway rails to be angled slightly Inwards: thus the chairs 31 in Fig 5 have sloping upper faces. The term vertical as used herein refers td the axis of symmetry of the rail (assuming the rail is symmetrical -- which sometimes they are noti, and this axis lies at a slight angle to the absolute vertical if the rail is tilted.
[pp~l9~ There3 is s rail standard in which the profile includes a rolled-in flangeway. Such a rail loftan termed a girder rail) is hugely non-symmetrical. The invention can stilt bo used with such rail profiles; the invention can ba used sa long as the rail profile is Such that the profile includes both a rail..field-wedge-angle and a rail-gauge-wCdge-angle.
Claims (14)
- Claim 1. A wrap-round boot for a rail wherein:
[2] the rail has a rail-profile including a head, a base, and a web connecting therebetween, having the following characteristics:-[3] - the head has a rail-head-gauge-underface and a rail-head-field-underface;
[4] - the base-flange has a rail-base-gauge-overface, and a rail-base-field-overface;
[5] - the rail-head-gauge-overface and the rail-base-gauge-underface are so angled as to define a rail-gauge-wedge-angle therebetween;
[6] - the rail-head-field-overface and the rail-base-field-underface are so angled as to define a rail-field-wedge-angle therebetween;
[7] the boot has a boot-profile including a gauge-portion, a field-portion, and an under-rail-portion connecting the gauge-portion and the field-portion;
[8] the boot is of flexible elastomeric material, being flexible in that the boot can be wrapped around the rail:
[9] the beet-profile is so structured as to lie, when wrapped around the rail:-[10] - with the under-rail-portion underneath the base of the rail;
[11] - with the gauge-portion wedged into the rail-gauge-wedge-angle; and [12] - with the field-portion wedged into the rail-field-wedge-angle. - Claim 2. Boot of claim 1, wherein:
[2] the gauge-portion of the boot-profile includes a boot-head-gauge-underface-portion, a boot-base-gauge-overface-portion, and a boot-web-gauge-portion connecting therebetween;
[3] the field-portion of the boot-profile includes a boot-head-field-underface-portion, a boot-base-field-overface-portion, and a boot-web-field-portion connecting therebetween; - Claim 3. Boot of claim 1, wherein the material of the boot is extruded.
- Claim 4. Boot of claim 1, wherein the material of the boot is rubber.
- Claim 5. Boot of claim 1, wherein a boot-web-portion of the boot is of double-wall configuration.
- Claim 6. Boot of claim 1 in combination with the rail, wherein:
[2] the boot lies wrapped around the rail:-[3] - with the under-rail-portion underneath the base of the rail;
[4] - with the gauge-portion wedged into the rail-gauge-wedge-angle; and [5] - with the field-portion wedged into the rail-field-wedge-angle. - Claim 7. Combination of claim 6, wherein:
[2] the boot-head-gauge-underface-portion lies wedged in contact with the rail-head-gauge-underface;
[3] the boot-base-gauge-overface-portion lies wedged in contact with the rail-base-gauge-overface;
[4] the boot-head-field-underface-portion lies wedged in contact with the rail-head-field-underface;
[5] the boot-base-field-overface-portion lies wedged in contact with the rail-base-field-overface. - Claim 8. Combination of claim 6, wherein:
[2] the web of the rail has a gauge-side and a field-side;
[3] the boot-web-gauge-portion of the boot lies clear of contact with the gauge-side of the web;
and the boot-web-field-portion of the boot lies clear of contact with the field-side of the web. - Claim 9. Combination of claim 6, wherein:
[2] a rail-vertical-line is a line joining an upper-mid-point of the rail-head-underface to a lower-mid-point of the rail-base-overface;
[3] a boot-vertical-line is a line drawn in the material of the boot, which overlies the rail-vertical-line when the boot lies wedged into the rail;
[4] the structure of the boot is such that, when the boot is withdrawn clear of the rail, whereby the material thereof is no longer compressed, the length of the boot-vertical-line expends by an increment; and [5] the increment is more then about two millimetres. - Claim 10. Combination of Claim 6, wherein:
[2] a boot-web-portion of the boot comprises a column;
[3] the configuration of the boot is such that the column is under compressive stress when the boot lies wedged into the rail;
[4] the column is so configured that, when the boot is wedged in the rail, the column is of a shape that is between straight and slightly convex, being only so slightly convex that the wedged-in column is stressed in compression, rather then in bending or buckling. - Claim 11. Combination of claim 8, wherein:
[2] an IEU point is a point of innermost extremity of the contact between the upper end of the column and the rail-head-underface;
[3] an IEL point is s point of innermost extremity of the contact between the lower end of the column and the rail-base-overface;
[4] en IEU-IEL line is a line joining the IEU point to the IEL point;
[5] the column is so configured that there is compression-stressed boot material on both sides of the IEU-IEL line, being material that is stressed by compressive forces in the column. - Claim 12. Boot of claim 1, wherein a boot-web-portion of the boot is of single-wall configuration.
- Claim 13. Boot of claim 1, wherein:
[2] a boot-web-portion of the boot comprises a column;
[3] the configuration of the boot is such that the column is under compressive stress when the boot lies wedged into the rail;
[4] the column is so configured that, when the boot is wedged in the rail, the column is of such shape that the wedged-in column is stressed in compression, rather than in bending or buckling. - Claim 14. Boot of claim 13, wherein the column includes a portion thereof that is in the form of a cell or pocket, which is so configured as to cause the vertical compressive stresses arising in the column to be distributed evenly over a large area of the rail.
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB0314594A GB0314594D0 (en) | 2003-06-23 | 2003-06-23 | Cover for streetcar rail |
| GB0314594.3 | 2003-06-23 | ||
| GB0314690A GB0314690D0 (en) | 2003-06-24 | 2003-06-24 | Boot for streetcar rails |
| GB0314690.9 | 2003-06-25 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2472402A1 true CA2472402A1 (en) | 2004-12-23 |
Family
ID=33566538
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002472402A Abandoned CA2472402A1 (en) | 2003-06-23 | 2004-06-23 | Boot for streetcar rails |
Country Status (2)
| Country | Link |
|---|---|
| US (1) | US20050023366A1 (en) |
| CA (1) | CA2472402A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112962362A (en) * | 2021-01-21 | 2021-06-15 | 广州地铁设计研究院股份有限公司 | Track structure |
Families Citing this family (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102007035052A1 (en) * | 2007-07-26 | 2009-01-29 | Hermann Ortwein | Grooved rail provided with an electrical insulation |
| US8714462B1 (en) | 2008-07-09 | 2014-05-06 | Polycorp Ltd. | Special track assembly and methods of making same |
| US8172158B1 (en) * | 2008-08-15 | 2012-05-08 | Polycorp, Ltd. | Flangeway former and rail boot system |
| US8100342B1 (en) * | 2010-06-30 | 2012-01-24 | Polycorp Inc. | Shallow flangeway rail seal |
| CN103452016A (en) * | 2013-09-17 | 2013-12-18 | 浙江天铁实业股份有限公司 | Tramcar vibration-absorbing and noise-damping structure |
| FR3018288A1 (en) * | 2014-03-06 | 2015-09-11 | Plastiform S | ECLISSE COMPRISING A PROTECTIVE STRIP. |
| US9617688B2 (en) | 2014-06-26 | 2017-04-11 | Polycorp Ltd. | Rail assembly |
| DE102016112720A1 (en) * | 2016-07-12 | 2018-01-18 | Dätwyler Sealing Technologies Deutschland Gmbh | Damping arrangement for tracks |
| CN113847381B (en) * | 2021-08-24 | 2022-07-05 | 东台市海迅铁路配件有限公司 | Be applied to rubber isolator structure of railway rails buffering train vibration |
| CN115491934A (en) * | 2022-09-26 | 2022-12-20 | 中铁二院工程集团有限责任公司 | Method and device for damping and reducing noise of guard rail of vehicle passing through small-radius curve section |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4427237A1 (en) * | 1994-08-02 | 1996-02-08 | Hermann Ortwein | Substructure for a track for rail vehicles |
-
2004
- 2004-06-23 CA CA002472402A patent/CA2472402A1/en not_active Abandoned
- 2004-06-23 US US10/873,241 patent/US20050023366A1/en not_active Abandoned
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112962362A (en) * | 2021-01-21 | 2021-06-15 | 广州地铁设计研究院股份有限公司 | Track structure |
Also Published As
| Publication number | Publication date |
|---|---|
| US20050023366A1 (en) | 2005-02-03 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued |