I have seen several references in this forum to rail anchors. Where are they typically used?
dd
They clamp to the rail from below to keep the rail from sliding too much in relation to the tie. The spikes hold them from moving side to side and the anchor keeps it from moving linerally (sp?). Especially important around switches and crossings.
I had read that linear rail movement was a problem on the very steep grades of the Mt Washington and Pike’s Peak cog railroads - which they both solved by using many more ties and tie plates than would be used in flatter terrain. Thanks for the URL.
dd
Won’t matter if it’s on a hill or not. The grade just accellerates the problems.
If you don’t have rail anchors, the ties will skew with the greatest of ease. If gage is less than 55 1/2 inches, you have bigger problems than wide gage at 58 1/2 inches.
Common anchors are made by Unit, true temper, chemtron, portec and many others. Old anchors even included two piece assemblies and applicators such as the infamous Ombudsmans Wizard Bar for the old stirrup type unit anchor. Anchors are much more important with welded rail, switches and road-crossings because of the higher track forces involved. Around a switch, you will, at minimum, find every tie box anchored within 250 feet of the switch points and out to 250 feet beyond the frog…If rail rund in between those points, you most likely cannot throw the switch because the moving parts, especially switch rods, get bound up.
Roadmasters never seem to ever get enough $$$$ in the budget to properly anchor all of their railroad track and the anchors wear out (lose holding ability) faster than they can be replaced. You know you have problems when the anchors are not snug up against the side of the ties. A few less new locomotives would buy a lot of new anchors.
…When in time did they start to use these tension anchors…? I note at the NS north / south line here in Muncie there is a gentle curve as it passes the ex CSX depot {now trail head}, and every tie has one of these anchors…a 4-lane main street crossing is just ahead too…There are bolts used with these anchor systems too…{tie plates are bolted to ties…
MC – are you complaining about your budget? Don’t blame you!
In answer to QM – I’ve seen references to anchors before World War I, but I doubt they were the kind we use now. And actually the problem isn’t so much tension as compression.
They are a good deal more important on continuous welded rail although, as MC noted even with stick rail you need very good anchoring around switches and other special track work. The big difference though is that CW rail can set up tremendous expansion forces with temperature change, and unless the rail is properly anchored those forces will tend to cause the rail to move. This can, and all to often has, cause the track to buckle. The idea is to use enough anchors to resist all the stress locally.
Even so, rail can and does creep – grades, yes; directional running will do it, though, too.
…Yes, I probably should have said compression…in place of tension as the clip is clamped down on the rail base with pressure…I just don’t remember seeing them some many years ago as a teen walking along the tracks to our swimming hole. That was out east not here in Indiana. {B&O} to be exact. I continue to be amazed how CWR has been a success to the point it has since it brings on so many side effects…Heat and cold with the expansion and contracting factor, and movement of the structure around critical parts such as switches, etc…Kinks…and so on. I suppose I’ve always been overwhelmed of how any track structure holds up to the rigors of heavy trains passing over it daily with the forces it receives from such action. Just watching any track {main or secondary}, move up and down with EACH wheel that passes over it makes it hard to see how it really stays intact. Spikes pulling up and away from the rail base…Must be mostly the weight that holds it in place along with the tie plates…and of course the spikes are imbedded in the tie keeping the gauge.
QM – just did a little research on this. Stick rail on high speed heavy duty lines (e.g. PRR) in he 30’s usually had 6 to 8 rail anchors per rail (39’) length.
It is amazing how track stands up, isn’t it? But it does – the thing is it’s designed to move under load, to spread the load out. In places where it doesn’t or can’t, one must do some really extraordinary things to keep things from breaking! And, of course, one wants it to move in the right ways, and not the wrong ways.
…Didn’t realize the clips {anchors}, have been around that long…I’ve never seen them installed and wonder how it’s done…They are under a loaded condition so it sure takes leverage or machines or both I imagine. I suppose one of my biggest wonderments is with all the abuse of the heavy loads, etc…and still keeping the gauge in accepted brackets long term…and keeping the bolts tight at the rail joints as well…Maybe they are inspected more often than I realize…I know we have minimum joints with WCR but there still are some…
Every mile of every main line is inspected every day by a high - railer the anchors are put in by hand a good hit by a sledge hammer will drive the clip into place next to the tie glennbob
Keeping the track sound and safe takes a LOT of work. If you don’t believe me, ask MC!
I can vouch for it. It’s work that is NEVER done.