US3371866A - Reinforced concrete railway tie - Google Patents

Reinforced concrete railway tie Download PDF

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Publication number
US3371866A
US3371866A US469739A US46973965A US3371866A US 3371866 A US3371866 A US 3371866A US 469739 A US469739 A US 469739A US 46973965 A US46973965 A US 46973965A US 3371866 A US3371866 A US 3371866A
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blocks
stay
tie
horizontal
section
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Expired - Lifetime
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US469739A
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Sonneville Roger Paul
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B28—WORKING CEMENT, CLAY, OR STONE
    • B28B—SHAPING CLAY OR OTHER CERAMIC COMPOSITIONS; SHAPING SLAG; SHAPING MIXTURES CONTAINING CEMENTITIOUS MATERIAL, e.g. PLASTER
    • B28B23/00—Arrangements specially adapted for the production of shaped articles with elements wholly or partly embedded in the moulding material; Production of reinforced objects
    • B28B23/0056—Means for inserting the elements into the mould or supporting them in the mould
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B3/00—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails
    • E01B3/28—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails made from concrete or from natural or artificial stone
    • E01B3/36—Composite sleepers

Definitions

  • the present invention relates to rail supports of railway tracks and more particularly to ties composed of two reinforced concrete blocks, each of which is placed under one of the rails and surrounds a stay consisting of a steel girder.
  • the Y or T-section girders which have the least number of drawbacks, are diflicult to roll since they require deeply recessed cylinders rotating at low speed.
  • I-section girders Although they have a high moment of inertia relative to the horizontal neutral axis, their drawback is that the web is too thin and very vulnerable to corrosion and that they have a very low moment of inertia relative to the vertical neutral axis so that they have a tendency to twist transversely in the course of handling in the yard or in the track.
  • presently-known composite ties can be grouped into three types according to the way in which the rails are fastened.
  • the centre of gravity of the current section steel of the stay is located on the same level in the open uncovered part of the stay located on the axis of the track between the blocks as in the covered part inside each of the blocks. This arrangement is illogical.
  • the stay be positioned as high as possible in the centre part of the track so that it can be spaced as far away as possible from the ballast and thus exposed as little as possible to wear and corrosion in contact with this ballast. Provision of ballast in the track which is as thick as possible is indeed considered necessary to ensure maximum track resistance to transverse forces, especially if the track is equipped with long welded rails.
  • the centre of gravity of the stay in the part thereof embedded in each of the concrete blocks should be positioned lower down than the centre of gravity of the cross-section of these blocks so as to ensure an improved participation of the resistance of the blocks to the positive bending moments created by the passage of heavy axles.
  • the object of the present invention is to provide a composite tie which remedies the aforementioned drawbacks.
  • This tie has two reinforced concrete blocks surrounding a stay composed of a steel girder.
  • This stay being an L-section member disposed in the open part between the two concrete blocks so that the plane bisecting the dihedron formed by the two flanges of the L-section member is substantially horizontal.
  • FIG. 1 is a perspective view, with a part cut away, of one embodiment of a tie or sleeper according to the invention
  • FIG. 2 is a similar view of a second embodiment
  • FIGS. 3 and 4 are views, respectively in perspective and in end elevation of the tie shown in FIG. 2;
  • FIG. 5 is a longitudinal sectional view, taken along line 55 of FIG. 6, of a moulding device for the tie shown in FIG. 2;
  • FIG. 6 is a cross-sectional view of this device
  • FIG. 7 is a cross-sectional view of one of the blocks of the tie shown in FIG. 2, and
  • FIG. 8 is a partial plan view of this block.
  • the tie or sleeper T comprises two reinforced concrete blocks 1 each of which receives on the upper face 2 a rail R. Inserted in these blocks are the two ends of a girder P which acts as a main reinforcement and stay or spacer member for the blocks.
  • this girder is in the form of an angle-iron, namely an L-section member which is so positioned that the plane (represented by the line ZZ in FIG. 1) bisecting the dihedron formed by the two flanges 3 and 4 is substantially horizontal and parallel to the bottom face 5 of each block 1.
  • This arrangement must be achieved, according to invention, at least in the uncovered or open part of the girder P located between the blocks 1. In the embodiment shown in FIG. 1 it is achieved over the entire length of the girder.
  • bolts B are shown whose heads are anchored in the blocks 1. Instead of these bolts, it is possible to employ fittings or stirrups which are anchored in or stuck directly to the concrete, or any other fastening means independent of the girder P.
  • the angle-iron or L-section member is the cheapest of commercially available section steels and the easiest to construct on an industrial scale even in countries where the steel industry is as yet only slightly developed. Each kilogram of L-section member is therefore cheaper than I-section members and above all special Y or T-section members which are the most commonly employed at the present time.
  • the L-section member disposed in accordance with the invention has, for a given weight and thickness, a moment of inertia relative to the horizontal neutral axis which is much more advantageous than corresponding T or Y- section members without the moment of inertia in the transverse direction being notably less.
  • L-section member has a moment of inertia relative to the horizontal neutral axis ZZ equal to 41.70 m and weighs 6.23 kg./metre.
  • T-section member also weighs 6.23 kg./metre but has a moment of inertia relative to the horizontal neutral axis of only 23.8 emf.
  • the moment of inertia relative to the vertical neutral axis is slightly higher than 10 cmfi.
  • the commercial I-section member of substantially equivalent weight has the dimensions 80 x 42 mm. and a much higher moment of inertia relative to the horizontal axis, namely 77.8 cm.*, but cannot be employed as a stay for a composite tie, as prior experience has shown, owing to an insufficient transverse inertia of only 6.29 cm. and to a web which is much too thin (3.9 mm. as against 7 mm.) and is rapidly destroyed by rust.
  • the dissymmetry of the L-section member is only apparent if the centre of gravity of the section thereof is placed in the neighbourhood of the longitudinal axis of symmetry of the blocks. Moreover, this dissymmetry can be put to use in double tracks if the apex of the L-section member is oriented toward the direction from which the trains arrive. Danger of trailing objects (coupling hooks of the wagons for example) hooking the L-section member is indeed much reduced while, if the stay must be provided with ballast, the resistance of the L-section member to creep, which usually occurs in the direction of traflic circulation, is considerably increased.
  • the embodiment T shown in FIG. 2 affords this anchoring in an easy and advantageous manner.
  • the tie T comprises, in the same way as the tie T, two blocks 1 held spaced apart by an L-section member P In its uncovered or open part, the member P is positioned in the same way as the member P. However, in the blocks 1 the flanges 3 and 4 of the member are so disposed that the flange 3 is horizontal at 3a and the flange 4 vertical at 4a.
  • the vertical flange 4a advantageously extends towards the bottom face 5 of the block 1 as shown, but could extend towards the top face 2 if the prevailing conditions render this arrangement preferable.
  • the ends of the member are twisted through roughly 45 about an axis located substantially on the corner edge of the member at the point where these ends enter the blocks 1 (FIGS. 3 and 4).
  • the centre of gravity of the cross-section of the L-section member P embedded in the blocks 1 is located on a different level from that of the centre of gravity of the cross-section of the member P in the free uncovered part thereof between the two blocks.
  • This is a definite advantage over known devices in which the centre of gravity is of constant height, with the aforementioned corresponding drawbacks.
  • the centre of gravity is of constant height, with the aforementioned corresponding drawbacks.
  • the centre of gravity is of constant height
  • the bolts B have a hammer-head 6 surmounted by a square-shaped locking portion 7.
  • a vertical passages 8 (FIGS. 2, 7 and 8) which communicate at one end with the top face 2 of the blocks and at the other end with the horizontal parts 3a of the flange of the member P
  • rectangular apertures 9 are formed in the parts 3a, the major axis of the apertures being parallel to the longitudinal axis of the tie. In this way, the tie, and above all the member P in the highly stressed region of the rail fasteners, are weakened to the minimum extent.
  • each aperture 9 Located under each aperture 9 is a horizontal passage it! formed in the concrete of the blocks 1.
  • One end of this passage communicates with the vertical part 4a of the flange 4 of the member P and the other end com municates with the longitudinal lateral face of the block 1 opposed to the part 4a relative to the vertical longitudinal plane of symmetry of the block 1.
  • the passage has a substantially rectangular cross-sectional shape and the bottom 12 thereof is slightly curved.
  • the dimensions of the passages 8 and 10 and of the apertures 9 are such as to permit the insertion and locking of the bolts B under the parts 3a of the member P
  • the passages 8 and apertures 9 have such length and width that they allow the passage of the bolts B with their heads 6 oriented in the direction of the longitudinal axis of the tie.
  • the width of the passages 8 is slightly greater than that of the apertures 9 (FIG. 7), the latter width being substantially equal to one side of the square-shaped portion 7 and to the width of the head 6 of the bolts B
  • their purpose is to permit rotation of the head 6 of the bolts B through 90 from their position of introduction into the passages 8 and apertures 9.
  • each bolt B can be lowered into the corresponding passage 8 and aperture 9 until the square-shaped portion 7 is located under the flange 3a, turned through 90 and lifted so that the portion 7 engages in the aperture 9. The bolt B is then prevented from rotating While the hammer-head 6 thereof is anchored under the flange 3a and thus affords great strength to the fastening of the rail.
  • the horizontal passages 10 are short in the presentlydescribed embodiment and their length hardly exceeds half the width of the tie at the level of the stay plus half the diagonal of the head 6 of the bolts 18 They affect the resistance of the blocks 1 to fatigue to a lesser extent as they are located substantially on the level of the horizontal neutral axis of their cross-section.
  • the tie according to the invention is consequently stronger and has a longer life.
  • each half-mould 13 each of which has the shape of one of the blocks 1 are employed.
  • One of the small lateral sides 114 of each halfmould 13 is notched at 15 so as to clear the L-section member P this notch being closable by a detachable flap (not shown).
  • the member P is positioned in each half-mould 13 by two cores 16 connected to the bottom 17 of the half-mould and adapted to form two vertical passages 8 in each block 1.
  • each core 16 has at its free end a portion 18 of reducedsection having the dimensions of one of the apertures 9 in which it is intended to engage, and the flange 3a rests on the shoulders formed on the core by the portions 18.
  • the member P is moreover locked in this position by two pins 19 adapted to form the two horizontal passages 10 in each tie block.
  • Each of the pins 19 is slidably mounted in a sealed manner in a tube 20 which extends outwardly of one of the longitudinal lateral walls 21 of the half-mould 13 and communicates with the interior of the latter by way of an aperture 22 in this wall.
  • the concrete is then poured into the half-moulds 13 and vibrated.
  • the mould is then inverted, the pins 19 preventing the member P from slipping off the cores 16, and the large base of the tie is laid on the mould stripping surface or plate. Extraction of the pins 19 permits stripping the tie blocks from the half-moulds.
  • the short horizontal pins 19 have no need to be introduced into several apertures, the alignment of which is always difficult owing to inevitable manufacturing tolerances in the dimensions of the moulds, the pins and apertures formed in the stays, as is notably the case with certain known ties.
  • the pins can be easily inserted and withdrawn by a simple mechanical device such as a small hydraulic or pneumatic jack which merely has to provide the correct guiding of the pins.
  • the tie according to the invention possesses new technical advantages over known composite ties which result in a substantial reduction in the cost price for at least the same performance.
  • the L-section steel stay disposed in accordance with the invention is much lighter than previously employed stays.
  • the L-section stay according to the invention has a moment of inertia with respect to the horizontal neutral axis which is about 50% greater than that of the more common T or Y-section stay. Advantage is taken of this in wide gauge tracks in which a stiffer stay is required to ensure a correct geometry of the track by a strong interconnection of the two blocks.
  • the L-section stay can be easily twisted through roughly 45 about the corner thereof in the region where it enters each of the blocks in the cold state and on an industrial scale even if the stay has been--as it should have been-rolled from steel having a high elastic limit.
  • This twisting permits vertically offsetting the centre of gravity of the stay between the middle part connecting the blocks and the ends thereof embedded in the concrete blocks.
  • twisting resulting in a lowering of the centre of gravity of the end portions is of utility in obtaining a greater resistance to the rolling loads transmitted by the rails to the concrete blocks with a minimum of secondary reinforcements.
  • This twisting through 45 of the stay permits obtaining a simple and strong anchoring of the rail fastening bolts, preferably in the horizontal flange of the L-section member which is provided with apertures in the same way as a conventional metal tie.
  • the apertures formed in the horizontal flange of the L-section member weaken the stay much less than the openings formed in a vertical web.
  • the flange 4a could extend toward the top face 2 of the tie.
  • the flange 4a could extend toward the top face 2 of the tie.
  • the two horizontal passages 10 of the same block 1 could communicate with both opposed lateral longitudinal faces instead of the same lateral face of the block.
  • railway tie comprising two spaced blocks of reinforced concrete, a steel stay having two ends embedded in the two blocks, the stay being in the form of an L- section member which consists of two flanges and is so disposed in the space between the two blocks that the plane bisecting the dihedron formed by the two flanges is substantially horizontal, the stay being twisted at substantially 45 substantially about a horizontal axis constituted by the apex of the dihedron in the region of the member where the member enters the two blocks so that the member has inside the blocks one of the flanges thereof substantially horizontal, said horizontal flange having portions provided with rectangular apertures the major axes of which extend in the direction of the length of the member, vertical passages in the block surmounting the apertures and communicating with the top face of the block, cavities in the blocks immediately under and adjoining said portions of the horizontal flange for accommodating the hammer-heads of rail fastening bolts respectively extending through said apertures and permit the locking of the bolts upon a rotation of the bolts through 90
  • railway tie comprising two spaced blocks of reinforced concrete, a steel stay having two ends embedded in the two blocks, each block having two lateral faces extending longitudinally of the tie, the stay being in the form of an L-section member which consists of two flanges and is so disposed in the space between the two blocks that the plane bisecting the dihedron formed by the two flanges is substantially horizontal, the stay being twisted at substantially 45 substantially about a horizontal axis constituted by the apex of the dihedron in the region of the member where the member enters the two blocks so that the member has inside the blocks one of the flanges thereof substantially horizontal, said horizontal flange having portions provided with rectangular apertures the major axes of which extend in the direction of the length of the member, vertical passages in the block surmounting the apertures and communicating with the top face of the block, cavities in the blocks immediately under and adjoining said portions of the horizontal flange for accommodating the hammer-heads of rail fastening bolts respectively extending through said apertures and permit the locking
  • each one of the horizontal passages has a height equal to at least the height of the hammer-head of the fastening bolts plus the height of the square-shaped locking portion surmounting said head, if such a portion is provided, a width substantially equal to at least the diagonal dimension of the apertures in the L-section member and a length substantially equal to at least half the width of each block at the level of the L-section member plus half said diagonal.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Ceramic Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Bridges Or Land Bridges (AREA)
  • Manufacturing Of Tubular Articles Or Embedded Moulded Articles (AREA)
  • Moulds, Cores, Or Mandrels (AREA)
  • Joining Of Building Structures In Genera (AREA)
US469739A 1965-01-13 1965-07-06 Reinforced concrete railway tie Expired - Lifetime US3371866A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1723A FR1429382A (fr) 1965-01-13 1965-01-13 Traverse de chemin de fer en acier et béton armé et dispositif et procédé pour son moulage

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US3371866A true US3371866A (en) 1968-03-05

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US469739A Expired - Lifetime US3371866A (en) 1965-01-13 1965-07-06 Reinforced concrete railway tie

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US (1) US3371866A (fr)
BE (1) BE674466A (fr)
CH (1) CH449070A (fr)
DE (1) DE1534120B1 (fr)
ES (1) ES321571A1 (fr)
FI (1) FI44632C (fr)
FR (1) FR1429382A (fr)
GB (1) GB1067608A (fr)
NL (1) NL6600366A (fr)
OA (1) OA02053A (fr)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3658247A (en) * 1969-04-11 1972-04-25 Vagneux Traverses Beton Railway sleeper and clip for securing a rail thereto
US4449666A (en) * 1979-08-24 1984-05-22 Railroad Concrete Crosstie Corporation Concrete railroad tie for supporting grade crossing panels
US4651924A (en) * 1983-05-20 1987-03-24 Trancel Twisted angle tie-bar for railway tie
US5826791A (en) * 1995-11-03 1998-10-27 Broughton; Amos W. Process for manufacturing a railroad rail support
US5887788A (en) * 1996-04-30 1999-03-30 Railway Technical Research Institute Steel pipe connector of ladder-type sleeper for railway track
US20050145709A1 (en) * 2002-07-09 2005-07-07 Martin Kowalski Biblock or multiblock transverse member and method for the production thereof
US20110220730A1 (en) * 2010-03-15 2011-09-15 Concrete Systems Inc. Prefabricated plinth for supporting a railway track
RU2450094C2 (ru) * 2010-08-11 2012-05-10 Открытое акционерное общество Научно-исследовательский и конструкторско-технологический институт подвижного состава (ОАО "ВНИКТИ") Шпала железнодорожная
US9259984B2 (en) 2008-07-28 2016-02-16 Fleck Future Concepts Gmbh Combined air, water and road vehicle

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3167654D1 (en) * 1980-12-24 1985-01-17 Hemiksem Betonkonst Pvba Method of manufacturing concrete railway ties and elements used for carrying it out
FR2549111B2 (fr) * 1983-07-11 1985-12-27 Trancel Sa Entretoise en corniere deployee pour traverse de chemin de fer
DE19529024A1 (de) * 1995-07-28 1997-01-30 Meyer Betonwerk Gmbh Zwei-Block-Schwelle aus Polymerbeton

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US806358A (en) * 1905-07-29 1905-12-05 John Mcgranighan Railway-tie.
US1683013A (en) * 1927-09-29 1928-09-04 Charles L Arnold Railroad crosstie
US2656115A (en) * 1949-04-01 1953-10-20 Sonneville Roger Railway sleeper of reinforced concrete with rail fastening bolts
US3039695A (en) * 1959-03-16 1962-06-19 John L Harmsen Reinforced concrete railway tie

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1622259A (en) * 1926-06-10 1927-03-22 Harvey J Lipham Concrete railroad tie
AT169433B (de) * 1949-04-01 1951-11-10 Roger Sonneville Eisenbahnschwelle aus Eisenbeton und Form zu ihrer Herstellung
DE1679026U (de) * 1954-02-04 1954-07-01 Bundesbahn Bundesbahn Zentrala Eisenbahnquerschwelle aus zwei betonkloetzen mit verbindungsstueck.
FR1277989A (fr) * 1960-08-10 1961-12-08 Traverse perfectionnée de chemin de fer et dispositif de moulage destiné à sa fabrication

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US806358A (en) * 1905-07-29 1905-12-05 John Mcgranighan Railway-tie.
US1683013A (en) * 1927-09-29 1928-09-04 Charles L Arnold Railroad crosstie
US2656115A (en) * 1949-04-01 1953-10-20 Sonneville Roger Railway sleeper of reinforced concrete with rail fastening bolts
US3039695A (en) * 1959-03-16 1962-06-19 John L Harmsen Reinforced concrete railway tie

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3658247A (en) * 1969-04-11 1972-04-25 Vagneux Traverses Beton Railway sleeper and clip for securing a rail thereto
US4449666A (en) * 1979-08-24 1984-05-22 Railroad Concrete Crosstie Corporation Concrete railroad tie for supporting grade crossing panels
US4651924A (en) * 1983-05-20 1987-03-24 Trancel Twisted angle tie-bar for railway tie
US5826791A (en) * 1995-11-03 1998-10-27 Broughton; Amos W. Process for manufacturing a railroad rail support
US5887788A (en) * 1996-04-30 1999-03-30 Railway Technical Research Institute Steel pipe connector of ladder-type sleeper for railway track
US20050145709A1 (en) * 2002-07-09 2005-07-07 Martin Kowalski Biblock or multiblock transverse member and method for the production thereof
US7198200B2 (en) * 2002-07-09 2007-04-03 Pfleiderer Infrastrukturtechnik Gmbh & Co. Kg Biblock or multiblock transverse member and method for the production thereof
US9259984B2 (en) 2008-07-28 2016-02-16 Fleck Future Concepts Gmbh Combined air, water and road vehicle
US20110220730A1 (en) * 2010-03-15 2011-09-15 Concrete Systems Inc. Prefabricated plinth for supporting a railway track
US8544763B2 (en) * 2010-03-15 2013-10-01 Concrete Systems Inc. Prefabricated plinth for supporting a railway track
RU2450094C2 (ru) * 2010-08-11 2012-05-10 Открытое акционерное общество Научно-исследовательский и конструкторско-технологический институт подвижного состава (ОАО "ВНИКТИ") Шпала железнодорожная

Also Published As

Publication number Publication date
OA02053A (fr) 1970-05-05
CH449070A (fr) 1967-12-31
FR1429382A (fr) 1966-02-18
NL6600366A (fr) 1966-07-14
FI44632C (fi) 1971-12-10
BE674466A (fr) 1966-05-16
GB1067608A (en) 1967-05-03
DE1534120B1 (de) 1970-01-15
ES321571A1 (es) 1966-10-01
FI44632B (fr) 1971-08-31

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