![]() It would kind of similar to tinplate track sections, with 3 ties per piece - tangent ( ) or curved ( ), up to as much as 30 degrees. spacing - see this illustration: ), merely resting on top of some decent ties with no spikes at all, and held in place there when the train runs simply by the weight of the same train. I have on occasion joked that you could build a section of track - especially tangent - with the rails held to the proper gauge by just steel gage rods (at about 8 to 10 ft. The rest of the ties and spikes are to distribute the train forces and loads over more ties and provide more support and margins of safety - which is also more economical because the lower loads extend the life of the ties - so that the tie gang doesn't need to come rushing back as soon as a couple of ties deteriorate, but they are not absolutely essential to safety. When constructing new track, that's how it's done (though every 3rd tie in curves) - then the intermediate ties are spaced and spiked, before the ballast is dumped in. ![]() In tangent track, if the ties are providing good vertical support/ bearing for the rail (so it won't twist or roll outwards), and the rails are fairly large (so they won't twist or bend sideways too much), spikes in every 4th or 5th tie are all that are really needed for a minimum operation (low speeds, not too many trains, etc.). average spacing, practically every 2nd tie). average center-to-center spacing, roughly every 2nd or 3rd tie) in tangent and curves up to 2 degrees 10 ties per 39 ft. For Class 3 track (40 MPH freight speed), it's 8 ties per 39 ft. ![]() = 468 inches, with at least 1 under any joints 6 ties in curves over 2 degrees). 100 inches = 8.3 feet (5 good ties every 39 ft. allow the distance between "good ties" with adequate spikes in tangent track to be as great as approx. (similar thinking for pandrols and D-E clips)įRA Track Safety Standards for Class 1 track - poor condition, 10 MPH max. The same applies to the number of spikes and anchors used. Dense hardwoods and softer pine firs are placed in curves and tangents respectively because that trackman knows what wear and forces the timber can handle best to support the rail and deal with the forces of passing tonnage. The trick is to balance the holding power of the cut-spike with the effective structural life of the fibrous tie as it survives the repetitive mechanical action of spikes, sharp ballast and tie-plate friction. Tie plugs are treated just like a treated tie, hopefully filling any holes/voids with preservative instead of air/water that would start the decay process. The goal is to stop decay by filling the void (keep water and bugz out of the heart of the tie/ keep the fiber material in the wood from getting punky/rotten)-secondary issue is to create holding friction between the wood and the spike. You fill the hole regardless of whether you are gonna drive another spike in it. ![]() (think of all those matchsticks crammed into an old screw or nail hole when the screw or nail no longer holds in place.).tie hole filler (synthetic) is a liquid compound that dries after applied, still not yet completely perfected (Original foam stuff was re-classified as a hazardous material, next generation broke down chemically, third generation was too flammable/volatile (Speno trains set the stuff on fire) current poly-urethane version seems to work better (SpikeFast, etc) and can be machine applied whereas the earlier stuff was hand applied with a cake decorator/glue gun tool. Both - most common is a pre-cut plug that splits when a new spike is driven in it.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |