GB2486524A

GB2486524A - Method and vehicle for transporting rail track and sleepers

Info

Publication number: GB2486524A
Application number: GB201119138A
Authority: GB
Inventors: Patrick Mchale; Alan Addison
Original assignee: Babcock Rail Ltd
Current assignee: Babcock Rail Ltd
Priority date: 2010-12-13
Filing date: 2011-11-07
Publication date: 2012-06-20
Also published as: GB201021057D0; GB201119138D0

Abstract

The method comprises the steps of loading a vehicle 10 having a cargo surface 12 with at least one sleeper forming a first sleeper layer, and at least one portion of rail track forming a first track layer, wherein said layers are not in contact with one another. The vehicle 10, is self-propelled or powered by a further vehicle, e.g. a lorry, a truck or a train of wagons for transporting continuously welded track, comprises the cargo surface 12, at least one sleeper bracket 14 suitable for suspending at least one sleeper across said cargo surface and at least one rail track support member for suspending at least one portion of rail track across said cargo surface. At a location for tracklaying, a clipping device clips a series of sleepers to a pair of rails and the resultant track is displaced laterally by crane jibs 28c to an adjacent trackbed. The vehicle 10 has lateral pairs of sleeper brackets 14 each capable of supporting at least two sleepers mutually spaced in a stack and corresponding support members for pairs of rails mutually spaced in stacks.

Description

Method & Apparatus

Description

Field of the Invention

The present invention relates to the transport, delivery and installation of rail track, especially a method and associated apparatus for accomplishing this task.

Background to the Invention

The installation of rail track, either in the fabrication of a new railway lines or more likely in the replacement of worn-out sections of existing railway lines, can present a great deal of difficulties.

A rail track will comprise a few, but important, key components including: railway sleepers (relatively short foundation members that are laid with their greatest dimension perpendicular to the direction of train travel), rail track (elongate sections upon which trains physically travel) and ties or clips that connect the two together. The sleepers may be concrete, wood or other suitable material, whereas metal is almost universally used for the rail track.

Modern rail track is usually provided as Continuous Welded Rail or CWR.

CWR is of a typically standard length of about 21 6m. These lengths are greater than the wagons used to transport them, but CWR may be slung over several wagons and because of it inherent flexibility, it will naturally bend as corners are negotiated.

A typical method of installing or replacing these items will require the sleepers to be installed along the track route, rail track laid on top and then clipped together by the clips.

This can be a time-consuming process, especially if as is often the case, transport of the various components to a particular site is accomplished by railway, and manufacturing sites for the various components are located far apart from one another.

Safety is a particular concern, as the more time installation personnel spend on a particular installation or replacement; the more likely they are to encounter accidents.

Summary of the Invention

According to a first aspect of the present invention there is provided a method of transporting rail track comprising the steps of loading a vehicle having a cargo surface with at least one sleeper forming a first sleeper layer, and at least one portion of rail track forming a first track layer, wherein said layers are not in contact with one another.

By "vehicle" it can be taken to mean any apparatus used for the transportation of items, whether self-propelled or powered by a further vehicle, so may include lorries, trucks, individual railway wagons, individual locomotives, other items of rolling stock, or trains comprising at least one locomotive and one or more wagons connected thereto.

The first sleeper layer may be position above or below said first track layer but preferably said first track layer is suspended above said first sleeper layer, the first sleeper layer therefore being between said cargo surface and said first track layer.

Preferably said first track layer is suspended above said first sleeper layer by using a track support, more preferably said track support is a jack.

Preferably said at least one sleeper is positioned within a sleeper bracket extending from said cargo surface.

Preferably a plurality of sleepers is loaded onto said cargo surface to form the first sleeper layer. Each of these may be positioned within individual sleeper brackets, or a common sleeper bracket may be provided for all of the sleepers.

Preferably two portions of rail track are suspended above said first sleeper layer to form the first rail track layer.

Preferably at least one sleeper is loaded above said first rail track layer to form a second sleeper layer. More preferably a plurality of sleepers is suspended above said first rail track layer to form a second sleeper layer.

Preferably at least one further portion of rail track is suspended above said second sleeper layer to form a second rail track layer.

It will be appreciated that further rail track layers and sleeper layers may be provided.

Preferably said sleeper bracket may be used to receive both said first and second sleeper layers. This may be accomplished by individual brackets supporting two individual sleepers of the first and second sleeper layers, or a common sleeper bracket may be provided for all of the sleepers.

Preferably once the vehicle reaches its destination, an automatic clipping machine is used to clip adjacent sleeper layers to track layers.

According to a second aspect of the present invention there is provided a vehicle for transporting rail track comprising a cargo surface, at least one sleeper bracket suitable for suspending at least one sleeper across said cargo surface, at least one rail track support member for suspending at least one portion of rail track across said cargo surface.

Preferably said support member is a jack, more preferably a plurality of jacks.

Preferably said sleeper bracket and said at least one rail track support member are orientated such that in use, said at least one sleeper and at least one portion of rail track are orientated perpendicular to one another.

Preferably said sleeper bracket and said at least one rail track support member are orientated such that in use, said at least one sleeper and at least one portion of rail track are suspended above one another but not in contact with one another.

Preferably said sleeper bracket is adapted to hold at least two sleepers.

Preferably said sleeper bracket comprises a channel adapted to receive en end of a sleeper and a shelf disposed within said channel to support an end of a sleeper. Preferably said shelf is hingedly connected to the sleeper bracket, more preferably hingedly connected and disposed within said channel.

Preferably said shelf is hingedly movable from a first position, where it forms an obstruction in said channel, and a second position, where it is substantially flush with a sidewall of said channel. In said first position the shelf forms a support for a sleeper and in said second position it allows a sleeper to pass over the shelf and within said channel.

Preferably the vehicle further includes a clipping machine that can attach the sleeper(s) to the portion of rail-track whilst in situ on the vehicle.

Brief Description of the Drawings

An embodiment of the present invention will now be described, by way of example only, with reference to the accompanying drawings in which: Fig. I is a side elevation of a transport vehicle, in this embodiment a railway wagon, according to the present invention; Fig. 2 is a plan view of the vehicle of Fig. I; Fig. 3 is an end elevation of the vehicle of Fig. I; Fig. 4 is an isometric detail view of the sleeper brackets of the vehicle of Fig. I; Fig. 5 is a side elevation of a train comprising a plurality of the vehicles of Fig. 1; Fig. 6 is a plan view of the train of Fig. 5; Fig. 7 is a side elevation of a further transport vehicle, in this embodiment a railway wagon, also according to the present invention; and Fig. 8 is a plan view of the vehicle of Fig. 7.

A vehicle, being a flat railway wagon 10, comprises a cargo surface 12, extending perpendicularly and vertically from which are a plurality of sleeper brackets 14. The sleeper brackets 14 are disposed along the edge of the greater dimension of the cargo surface 12, and are arranged in pairs, with corresponding sleeper brackets 14 disposed across the width of the cargo surface 12 from one another.

Also extending from the cargo surface 12 are a plurality of support members which in this embodiment comprise jacks 16. The jacks 16 are located on the cargo surface 12 and extend vertically from it.

The cargo surface 12 is mounted upon a chassis 18 and attached to the opposite surface of the chassis 18 to the cargo surface 12 are bogies 20.

The bogies 20 are of a standard type and comprise wheels 20a, side frames 20b and axles 20c, as well as other standard components the detail of which is not shown.

Four telescopically extending support legs 22 are attached to the chassis 18. These are mounted upon support leg brackets 24 and two are mounted on either side of the wagon 10, provided slightly inboard of the location of the bogies 20. A support foot 26 is provided on each support leg 22.

Two jib cranes 28 extend from the cargo surface 12. Each crane 28 comprises a vertical support pillar 28a extending vertically from the cargo surface 12, a jib bracket 28b attached to the top of the vertical support pillar 28a and extending from the jib bracket 28b, is a horizontal jib 28c.

The jib bracket 28b and jib 28c form a hinge point, such that the jib 28c may rotate about the vertical support pillar 28a. The jib 28c may therefore move from a travel orientation, as shown in Figs 1 & 2, where the jib 28c is parallel with a major longitudinal axis 30 of the wagon 10 and therefore entirely inboard of the wagon, to a working orientation, as shown in Fig. 3, where the job 28c is perpendicular to the major longitudinal axis 30 and extends across the cargo surface 12 outboard of the wagon 10.

Extending upwardly from the cargo surface is a jib support bracket 28d.

The jib support bracket 28d is located distally from the vertical support pillar 28a, and provides additional support to the jib 28c whilst in the transport orientation. The jib support bracket 28d comprises a simple vertically extending support member which provides a horizontal support platform for the jib 28c.

As can be best seen from Fig. 3, a jib crane bracing member 28e is provided. The jib crane bracing member 28e extends perpendicularly from the base of the vertical support pillar 28a, distally from the jib 28c. It runs across the cargo surface 12, perpendicularly to the major longitudinal axis of the wagon 10. When the jib cranes 28 are loaded, the jib crane bracing member 28e allows for forces resulting from such loads to be better balanced and resisted.

The jib crane 28 will also include suitable hoists or hooks, but this component has been omitted for clarity.

Projecting from either end of the wagon 10 are standard interconnection means for rolling stock including buffers 32.

Fig. 4 depicts detail of the sleeper brackets 14. The sleeper brackets l4comprise a bracket body 14a and an upper support lip 14b, the upper support lip 14b being hingedly connected to the bracket body via a support lip hinge 14c, the hinge 14c comprising a pin 14d and two lugs 14e which cooperate to hold the support lip 14b in place. As well as holding the lip 14b in place, it also allows the lip 14b to be selectively moved from a horizontally extending support position (the middle pair of sleeper brackets 14 in Fig. 4 depict this position) to a vertically extending loading position (the further left pair of sleeper brackets 14 depict this position).

The bracket body 14a comprises two L-shaped vertically extending sidewalls I 4f, attached at their lower extent to each other by a horizontal support member 14g; thus, the bracket body 14a is of a generally U-shaped configuration. The horizontal support member 14a sits on top of the cargo surface 12 of the wagon 10.

As can be seen in Fig. 4, the sleeper brackets 14 may hold up to two sleepers S. To load the lower sleeper 5, the upper support lip 14b is orientated such that it is substantially flush and parallel with the bracket body 14a i.e. the vertically extending loading position. This allows a sleeper S to pass over the support lip 14b and down into contact with the horizontal support member 14g. The horizontal support member 14g holds the lower sleeper in this position.

The upper support lip 14b of each sleeper bracket 14 pair may then be orientated into the horizontally extending support position (see the middle pair of sleeper brackets 14 in Fig. 4) and a second (or upper) sleeper S may be loaded upon this. Thus, two sleepers S are loaded per bracket pair 14, with a gap left between the lower layer and upper layer of sleepers S. Turning back to Figs. 1 & 2, rail track R (in this case CWR-type rail track) is also loaded onto the wagon 10.

A first layer of rail track R comprises two individual rails. The first layer of rail track R is positioned within the gap between the first and second layers of sleepers S. The rail track R is supported in this position by the jacks 16.

A second layer of rail track R also comprises two individual rails. This is also supported by jacks 16, but is suspended above the upper layer of sleepers S. The sleepers S and rail track R are therefore presented in various layers beginning from the cargo surface 12: a lower layer of sleepers 5, a first layer of rail track ft an upper layer of sleepers S and finally a second layer of rail track R. Of course, it will be apparent to the skilled addressee that the invention could cover a single layer of each, or indeed more layers, with appropriate modifications made to provide more or less jacks and appropriate modifications to the sleeper brackets 14.

Importantly, the sleepers S do not contact the rail track R. Any contact could form a point load on the rail track R and impede it from bending.

Turning to Figs. 5 & 6, a plurality of wagons 10 are shown connected together to form a train 50. As can be seen, since a single piece of CWR may be around 21 6m in length it will cover several wagons 10.

As the train 50 negotiates curves in the railway (not shown) the nature of the CWR means that the various layers of it will bend in response to the curvature of the railway. Since there are only two points of support per layerof track R perwagon 10, a much greaterdegree of bending of the track R is allowed than if the sleepers S were to either be directly clipped or attached to the rail, or the rail were to be "sandwiched" or simply mounted upon the sleepers in direct contact with them. These points of contact would impede the track R from bending as the train 50 negotiated curves in a railway.

The train 50 also includes a second embodiment of wagon 100. Much of the same components are common to wagon 10 and wagon 100, with similar components being as described for wagon 10, but prefixed with a 1'.

In addition, an automatic clipping machine 134 is provided on the wagon 100. A generator 136 and associated fuel tank 138 are also provided to power the automatic clipping machine 134.

The clipping machine 134 is of a known type.

Once the train 50 reaches a worksite, the clipping machine 134 will be positioned onto the extreme end of the rail R on the wagon 100. It will then proceed along the second layer of rail track, clipping sleepers S from the top layer of sleepers to the second layer of rail track.

Once it has completed the length of CWR track (being about 216m), the combined sleepers S and track T arrangement is then ready to be removed from the train 50 and suitably placed.

The support legs 22, 122 may then be deployed to provide the train 50 with greater stability whilst an installation takes place.

The jibs 28c, 1 28c of the jib cranes 28, 128 may then be swung out from their travel orientation (Figs 1, 2, 5, 6, 7 & 8) to their working orientation (Fig 3).

Suitable hoist or hooks (not shown) provided on the jib cranes 28, 128 will then be attached to the clipped sleeper S I track T arrangement. The arrangement may then be lifted away from the train 50 and manoeuvred transversely from the train 50.

As can be seen from Fig. 3, the train 50 will be atop a first rail track RT1, which will be adjacent a neighbouring second rail track RT2. The second rail track RT2 in this situation is the one requiring replacement sections.

The clipped sleeper S I track T arrangement may then be positioned within a portion of the second rail track RT2 requiring replacement. This portion will usually have already prepared for receiving the clipped sleeper S I track T arrangement i.e. worn sections will have been removed, suitable portions of earth will have been removed to receive the sleepers 5, ballast (not shown) replaced and so forth.

Installation may then be completed in a known fashion. Importantly, a quicker installation method is provided for, instead of the time consuming process of sleepers S and track T being delivered separately, sleepers S installed and track T laid on top to be then clipped into place.

The clipping machine 134 may then clip first layer track T to the lower sleeper S layer and the process repeated. It should be noted that the particular design of the sleeper brackets 14, 114 provide advantage.

Once the second clipped sleeper S I track T arrangement is ready to be manoeuvred into place, lifting it upward and away from the cargo surface 12, 112, the ends of the sleepers S may simply exit the sleeper brackets 14, 114 by urging the upper support lips 14b, 114b from the horizontally extending support position, to the vertically extending loading position, and clearing a path through the sleeper brackets 14, 114.

With the example shown, the present invention allows for relatively rapid replacement of two 216m sections of rail track, a total of 432m.

Modifications and improvements can be made to the embodiments herein before described without departing from the scope of the invention. For example, although described with two layers each of sleepers and track, their may be a single layer of each, or more than two layers of each.

Suitable modifications may be made to the sleeper brackets to achieve this, by providing further support lips for example.

Although suitable for a railway wagon, the invention may be carried out using another suitable vehicle, such as a road going truck or lorry.

The invention may be carried out with shorter or longer sections of track than the CWR example described above.

Claims

Claims 1. A method of transporting rail track comprising the steps of loading a vehicle having a cargo surface with at least one sleeper forming a first sleeper layer, and at least one portion of rail track forming a first track layer, wherein said layers are not in contact with one another.
2. A method of transporting rail track according to claim 1 wherein said first track layer is suspended above said first sleeper layer, the first sleeper layer therefore being between said cargo surface and said first track layer.
3. A method of transporting rail track according to claims 1 or 2 wherein said first track layer is suspended above said first sleeper layer by using a track support
4. A method of transporting rail track according to claim 3 wherein said track support is a jack.
5. A method of transporting rail track according to any preceding claim wherein at least one sleeper is positioned within a sleeper bracket extending from the cargo surface.
6. A method of transporting rail track according to any preceding claim wherein a plurality of sleepers is loaded onto said cargo surface to form the first sleeper layer.
7. A method of transporting rail track according to any preceding claim wherein two portions of rail track are suspended above said first sleeper layer to form the first rail track layer.
8. A method of transporting rail track according to any preceding claim wherein at least one sleeper is loaded above said first rail track layer to form a second sleeper layer.
9. A method of transporting rail track according to any preceding claim wherein a plurality of sleepers is suspended above said first rail track layer to form a second sleeper layer.
10. A method of transporting rail track according to claims 8 or 9 wherein at least one further portion of rail track is suspended above said second sleeper layer to form a second rail track layer.
11. A method of transporting rail track according to any of claims 8 to wherein a sleeper bracket is used to receive both said first and second sleeper layers.
12. A method of transporting rail track according to any preceding claim wherein once the vehicle reaches its destination, an automatic clipping machine is used to clip adjacent sleeper layers to track layers.
13. A vehicle for transporting rail track comprising a cargo surface, at least one sleeper bracket suitable for suspending at least one sleeper across said cargo surface, at least one rail track support member for suspending at least one portion of rail track across said cargo surface.
14. A vehicle for transporting rail track according to claim 13 wherein the support member is a jack.
15. A vehicle for transporting rail track according to claim 13 or 14 wherein the support member is a plurality of jacks.
16. A vehicle for transporting rail track according to any of claims 13 to wherein the sleeper bracket and said at least one rail track support member are orientated such that in use, said at least one sleeper and at least one portion of rail track are orientated perpendicular to one another.
17. A vehicle for transporting rail track according to any of claims 13 to 16 wherein the sleeper bracket and said at least one rail track support member are orientated such that in use, said at least one sleeper and at least one portion of rail track are suspended above one another but not in contact with one another.
18. A vehicle for transporting rail track according to any of claims 13 to 17 wherein the sleeper bracket is adapted to hold at least two sleepers.
19. A vehicle for transporting rail track according to any of claims 13 to 18 wherein the said sleeper bracket comprises a channel adapted to receive en end of a sleeper and a shelf disposed within said channel to support an end of a sleeper.
20. A vehicle for transporting rail track according to claim 19 wherein the shelf is hingedly connected to the sleeper bracket.
21. A vehicle for transporting rail track according to claims 19 or 20 wherein the shelf is disposed within the channel.
22. A vehicle for transporting rail track according to any of claims 19 to 21 wherein the shelf is hingedly movable from a first position, where it forms an obstruction in said channel, and a second position, where it is substantially flush with a sidewall of said channel.
23. A vehicle for transporting rail track according to any of claims 13 to 22 wherein the vehicle further includes a clipping machine that can attach the sleeper(s) to the portion of rail-track whilst in situ on the vehicle.