EuclidI don’t get the point of elastic fasteners connecting rail to ties, thus allowing rail to get longer while remaining securely connected to the ties.
One point he makes is that the clamping force provided by all the clips (and the friction between the base of the rail and the pad produced by the clamping force) is sufficient to keep the rail from moving longitudinally. Presumably the expansion in the rail length between two adjacent points of fixation is controlled by those two points, so the aggregate length of a stretch of rail is held.
This bears out why we often see 'sun kink' as just that, a single "squirm".
Where there is extended bending (as I recall one example was on UP after they tried using asphalt as a 'moisture barrier' under the ballast, which didn't go at all well when heat permeated to that level...) what you have is longitudinal shock allowing the longitudinal expansion of the rail to push ties preferentially sideways. Again, if the rail were free to move, the result would be a long bow in one direction or the other, come to think of it like the rail on a rail train going around a curve.
It's not unusual for contracting rail to cause a "pull-apart," where the bolts in a joint are literally sheared off. It can even happen in jointed rail. That's when you see "fire snakes" used to heat the rail so replacement bolts can be inserted into the existing bolt holes in the joint.
Broken rails in colder climes are often the result of a heretofor unrecognized flaw in the rail and the contraction of the rail from the cold.
Unless the gap is huge, trains may be allowed over the broken point very slowly, and under observation, until the problem is resolved.
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
Overmod You'll see people claiming that the clamping action of Pandrol holds the rail against expansion and contraction due to temperature, and in the next breath claim that rebound spring tension in that design eliminates spike pulling. Be interesting to see what professionals like diningcar and MC think of elastic fixation.
You'll see people claiming that the clamping action of Pandrol holds the rail against expansion and contraction due to temperature, and in the next breath claim that rebound spring tension in that design eliminates spike pulling. Be interesting to see what professionals like diningcar and MC think of elastic fixation.
Elastic fasteners in concrete ties or that attach to a timber tie using screw spikes or other similar hold-down fasteners are very effective at preventing relative motion between the rail and the tie in both the longitudinal and vertical directions. They also prevent the rail from canting outward relative to the tie. Rail anchors are not needed in this case.
In a concrete tie, degradation of the concrete under the rail seat can cause a loss of clamping force and allow all three kinds of relative motion to occur. Degradation of a wood tie under a Pandrol plate leads to loss of clamping force between the plate and the tie, making them act more like Pandrol plates fastened to the tie with spikes. (It is possible, however, that degradation of the rail seat with screw spikes may lead to some funny stresses in the plate itself - occasionally I will hear stories about excessive plate cracking in Pandrol plates, and this seems as likely an explanation as anything else I can think of.)
Pandrol plates that are attached to the rail with cut spikes instead of screw spikes are still quite effective at transferring longitudinal loads to the tie and remove the need for rail anchors, but the spikes can see some pretty high shear stresses in the process. See https://railtec.illinois.edu/article/investigation-into-the-effect-of-lateral-and-longitudinal-loads-on-railroad-spike-stress-magnitude-and-location-using-finite-element-analysis/ for a discussion of how this may contribute to broken spikes and wide-gauge problems. Pandrols with spikes are not as effective at transferring vertical (uplift) forces as Pandrols with screw spikes. As far as rail cant goes, Pandrols with spikes probably act similar to curve blocks: by causing the plate to rotate along with the base of the rail, they reduce the amount of cant, but they don't distribute the resulting couple moment forces over the plate / tie interface as effectively as screw spikes.
Dan
dpeltier On what basis do you think that?
On what basis do you think that?
Ignorance. That's why I'm here (and asking stupid questions), to learn.
Perry Babin Where this is only rarely a problem, I didn't think it would require many expansion joints.
Where this is only rarely a problem, I didn't think it would require many expansion joints.
If you cut a well-anchored rail in cold weather, you will see the cut end of the rail snap back as the tension is relieved and the rail contracts. If you use match marks to measure exactly how far back this contraction ends, you will see that the answer is "not very far at all", because the anchoring system develops the tensile forces pretty effectively over a short distance. Similarly, an expansion joint only changes the stress state of the rail in a very localized vicinity. Several hundred feet away, it makes no difference whatsoever to any of the forces that can cause thermal misalignments (or, in the winter, broken rails).
I found one of the joints that was shown on your google search (the one on concrete sleepers) that looked like it would be about as mainenance free as any other railroad joint (switches, diamonds...).
Joints are not maintenance-free at all. And switch points, which are structurally quite similar to these joints, are far more maintenance-intensive than regular rail joints.
Also, in that photo, there is another set of expansion joints maybe 500' feet away, which gets back to my first point. Since I don't imagine the TGV actually has a dozen sets of expansion joints per kilometer, it's probably safe to assume that these are needed for some special purpose, probably related to the fact that the tracks are on a bridge.
In North America, you will see expansion joints almost exclusively at movable bridges, where the rail has to have free ends in order for the bridge to move, and therefore can't be completely restrained.
azrail Texas has always had hot summers. The same with the deserts of Calif/Arizona, where they always exceed 110 during the hot season. Yet we hear of no heatrelated rail damage/sun kinks in those areas.
Texas has always had hot summers. The same with the deserts of Calif/Arizona, where they always exceed 110 during the hot season. Yet we hear of no heatrelated rail damage/sun kinks in those areas.
Unless one causes a problem, like a derailment, you probably won't hear of them. Track defects that disrupt traffic happen all the time but they don't make the evening news. Many don't even make it to or through the railfan grape vine. Most are found and fixed without mishap. In most cases, the worst thing is delaying trains. If it causes a major delay Amtrak might make note of it.
Jeff
Perry Babin Where this is only rarely a problem, I didn't think it would require many expansion joints. I found one of the joints that was shown on your google search (the one on concrete sleepers) that looked like it would be about as mainenance free as any other railroad joint (switches, diamonds...). I've seen anchors installed on rails, tightly against both sides of the ties, to help prevent movement.
I've seen anchors installed on rails, tightly against both sides of the ties, to help prevent movement.
The anchors keep the rail from moving longitudinally in what is known as 'creep' -- repetitive braking combined with shock reducing the spike clamping and tieplate friction so the rail can move cumulatively in the direction of braking.
HSR has very carefully designed expansion joints that preserve the very precise track geometry needed for very high speed. As far as I know these have been part of LGV design since the '70s.
Perry Babin Why aren't expansion joints installed in rails to compensate for expansion/contraction?
Why aren't expansion joints installed in rails to compensate for expansion/contraction?
CSSHEGEWISCHI would assume that the neutral temperature mentioned in earlier posts is higher in the southwestern deserts than elsewhere. This would probably lessen but not eliminate sun kinks and related damage.
Note the rail expansion chart I posted in page 1 of this thread.
Never too old to have a happy childhood!
I would assume that the neutral temperature mentioned in earlier posts is higher in the southwestern deserts than elsewhere. This would probably lessen but not eliminate sun kinks and related damage.
tree68 Perry Babin Why aren't expansion joints installed in rails to compensate for expansion/contraction? The rails have a tendency to sag at the joints, even with a tie under the joint and proper tamping. This can lead to harmonic rocking (for us it's about 17 MPH), which if severe enough, can actually throw cars off the tracks. Back in the day, section crews were out daily watching their ~10 miles of track and making adjustments. That's why NYC999 could run 112 MPH on jointed rail. That level of attention no longer exists.
The rails have a tendency to sag at the joints, even with a tie under the joint and proper tamping. This can lead to harmonic rocking (for us it's about 17 MPH), which if severe enough, can actually throw cars off the tracks.
Back in the day, section crews were out daily watching their ~10 miles of track and making adjustments. That's why NYC999 could run 112 MPH on jointed rail.
That level of attention no longer exists.
Back in the days of jointed rail, B&O had a restriction on Hi-Cube (4700 cuft+) covered hoppers - trains handling them on 6 degree or greater curves had to operate slower than 12 MPH or greater than 25 MPH through such territory. The harmonic rocking of the rail joints coupled with the truck center distances would rock cars off the track if operated in the restricted speed range.
jeffhergertJointed rail can kink, too. We aren't supposed to call them "sun kinks" anymore. Although everyone still does. Now the preferred term is "thermal misalignment." Jeff
We aren't supposed to call them "sun kinks" anymore. Although everyone still does. Now the preferred term is "thermal misalignment."
So the Titanic incident of Sunday was just a 'pressure realignment' in UP speak.
Jointed rail can kink, too.
You would need them every few hundred feet. That's a lot of joints. Joints cause all sorts of problems, which is why we have welded rail in the first place. Expansion joints are harder to deal with. (The rail is both the load-bearing surface and the guideway for train wheels. If you're allowing to pieces of rail to move relative to each other, how do you verify that they're properly lined up when the train wants to go over?)
Perry BabinWhy aren't expansion joints installed in rails to compensate for expansion/contreaction?
Maintenance. $$$$
Have the extra hot Texas temps of the last few days caused Kinks?
Cotton Belt MP104 Having watched CWR laying here in Northeast Arkansas. I forgot the time of year, but would think it was a cooler part of the year. The laying operations included a series of "flame throwers" that heated the rail before laying and securing to ties. The reason being as the rail lay in wait, on the ground, the ambient temperature would have the length skewed away from the middle of normal. Don't remember the number of "flame throwers", but it looked like a hundred blow torches. All of these were under one large piece of equipment, possibly called a "Rail Heater"????
Having watched CWR laying here in Northeast Arkansas. I forgot the time of year, but would think it was a cooler part of the year. The laying operations included a series of "flame throwers" that heated the rail before laying and securing to ties. The reason being as the rail lay in wait, on the ground, the ambient temperature would have the length skewed away from the middle of normal. Don't remember the number of "flame throwers", but it looked like a hundred blow torches. All of these were under one large piece of equipment, possibly called a "Rail Heater"????
Yes, the machine you are thinking of is called a rail heater, although it is often colloquially known as "the bomb". It is a basically a big propane grill on wheels, with the burners placed down around the rail. It is used in rail relay gangs after the rail is placed in the tie plates but before anchors or elastic clips are applied (and before the new rail is joined to the parent rail at the end of the relay). It is used when the rail temperature is below the desired neutral temperature (where "neutral temperature" is the rail temp at which the rail is neither in tension or compression, and the desired neutral temperature for a given location is spelled out in the railroad's CWR policy).
In the simplest form: you make a mark on the tie plates every N hundred feet. Then, use a chart to calculate how much you want the rail to grow in N hundred feet based on the current rail temperate and the desired neutral temperature, move back from the marked spot on the tie by that distance, and make a mark on the base of the rail. The job of the rail heater operator is to apply enough heat within that N hundred feet - while progressing at a steady rate - so that the line on the base of the rail moves forward to match the mark on the plate. Then you do the same thing for the next match mark. Of course, using some simple addition you can make more than one mark on the rail at a time so that the whole operation can keep going continuously.
rdamon Cotton Belt MP104 .....Don't ever disrespect the ole man that has supervised this work for 50 years, what you are working on. He knows about things that were not in the text book and all the teaching you had. He has a degree in experience, a PhD at that. I think there is a little tourist sub company wishing they would have done that.
Cotton Belt MP104 .....Don't ever disrespect the ole man that has supervised this work for 50 years, what you are working on. He knows about things that were not in the text book and all the teaching you had. He has a degree in experience, a PhD at that.
.....Don't ever disrespect the ole man that has supervised this work for 50 years, what you are working on. He knows about things that were not in the text book and all the teaching you had. He has a degree in experience, a PhD at that.
I think there is a little tourist sub company wishing they would have done that.
But you will never be able to tell it to the head of the Company, if his remains are found.
Phyics: I love it, it's everywhere. After all Fis-ex is phun.
And I would say it works, all the time. When one who is fooled by the outcome, (as their prediced outcome was based on basic physics) but there can be some factor that was not paid attention to and the surprised ensued. The laws of physics are just that, a law. They work all the time. They are not theories that is speculation and at the time the best explanation known.
As an aside, I taught HS Physics. Most of my students would go further into engineering. And some would obtain a PE license. I warned them: When on a job and you show up with authority and "knowledge"......Don't ever disrespect the ole man that has supervised this work for 50 years, what you are working on. He knows about things that were not in the text book and all the teaching you had. He has a degree in experience, a PhD at that. Hear him out and then consider what to do. Nobody knows everything, if they say they do, they are lying and don't trust them. There have been a few PE engineers who did not follow this advice and ended up red faced. Some even got fired or transferred. endmrw0622231330
And I would say it works, all the time. When or if fooled by the outcome, there is some factor that was not paid attention to and the surprised ensued. The laws of physics are just that, a law. They work all the time. They are not theories that is speculation and at the time the best explanation known.
As an aside, I taught HS Physics. Most of my students would go further into engineering. And several would obtain a PE license. I warned them: When on a job and you show up with authority and "knowledge"......Don't ever disrespect the ole man that has supervised for 50 years what you are working on. He knows about things that were not in the text book and all the teaching you had. He has a degree in experience, a PhD at that. Hear him out and then consider what to do. Nobody knows everything, if they say they do, they are lying and don't trust them. There have been a few PE engineers who did not follow this advice and ended up red faced. Some even got fired or transferred. endmrw0622231330
Besides firesnakes, wonder what the RR name was for the piece of equipment I described? Rail heater (as opposed to Switch heaters)?
The German method and bad results, reminds me of the "Sherman Bowties" in the Civil War. endmrw0622231315
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