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Rail fastening system
Rail fastening system
Rail fastening system
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Elements of a baseplate-based rail fastening system
  1. Screw for fixing plate to sleeper
  2. Elastomeric pad supporting rail
  3. Tension washer
  4. Rail clamp
  5. Tensioning bolt (nut not shown)
  6. Baseplate
Unimog pushing a "Spindle Precision Wrenching Unit" used for automatic and synchronous tightening and loosening of rail fastenings
Mabbett Railway Chair Manufacturing Company share certificate (1867)

A rail fastening system is a means of fixing rails to railroad ties (North America) or sleepers (British Isles, Australasia, and Africa). The terms rail anchors, tie plates, chairs and track fasteners are used to refer to parts or all of a rail fastening system. The components of a rail fastening system may also be known collectively as other track material, or OTM for short. Various types of fastening have been used over the years.

History and overview

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The earliest wooden rails were fixed to wooden sleepers by pegs through holes in the rail, or by nails. By the 18th century, cast iron rails had come into use, and also had holes in the rail itself to allow them to be fixed to a support.[1] 18th century developments such as the flanged rail and fish bellied rail also had holes in the rail itself; when stone block sleepers were used the nails were driven into a wooden block which had been inserted into a recess in the block. The first chair for a rail is thought to have been introduced in 1797 which attached to the rail on the vertical web via bolts.[2]

Assembled example

By the 1820s the first shaped rolled rails had begun to be produced initially of a T shape which required a chair to hold them; the rails were held in position by iron wedges (which sometimes caused the rail to break when forced in) and later by wooden wedges, which became the standard.[3] In the 1830s Robert L. Stevens invented the flanged 'tee' rail (actually a distorted I beam), which had a flat bottom and required no chair; a similar design was the contemporary bridge rail (of inverted U section with a bottom flange and laid on longitudinal sleepers); these rails were initially nailed directly to the sleeper.[4]

In North American practice the flanged T rail became the standard, later being used with tie-plates. Elsewhere T rails were replaced by bull head rails of a rounded 'I' or 'figure-8' appearance which still required a supporting chair. Eventually the flanged T rail became commonplace on all the world's railways, though differences in the fixing system still exist.

Symbolism and significance

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A golden tie, also known as a golden spike or the last spike, may be used to symbolize the start or the completion of an endeavor. These are less often silver or another precious material.

Historically, a ceremonial Golden Spike driven by Leland Stanford connected the rails of the First Transcontinental Railroad across the United States. The valuable rail fastening spike represented the merge of the Central Pacific and Union Pacific railroads on May 10, 1869, at Promontory Summit, Utah Territory. The rail spike has entered American popular consciousness in this manner; the driving of the Golden Spike was a key point in the development of the western seaboard in North America and was recognized as a national achievement and demonstration of progress. Since, railroad workers have been celebrated in popular culture, including in song and verse.[5]

Spikes and screws

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Rail spikes

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Rusted cut spikes (scale in inches)
Dog spike

A rail spike (also known as a cut spike or crampon) is a large nail with an offset head that is used to secure rails and base plates to railroad ties (sleepers) in the track. Robert Livingston Stevens is credited with the invention of the rail spike,[6] the first recorded use of which was in 1832.[7] The railroad spike was an invention which resulted from the state of industrialisation in the United States in the early 19th century: English mainline railways of that period used heavy and expensive cast iron chairs to secure T-shaped rails; instead, Stevens added a supporting base to the T rail which could be fixed with a simple spike.[8][9] In 1982, the spike was still the most common rail fastening in North America. Common sizes are from 9⁄16 to 10⁄16 inch (14 to 16 mm) square and 5+1⁄2 to 6 inches (140 to 150 mm) long.[10]: 582–583  A rail spike is roughly chisel-shaped and with a flat edged point; the spike is driven with the edge perpendicular to the grain, which gives greater resistance to loosening.[11] The main function is to keep the rail in gauge. When attaching tie plates the attachment is made as strong as possible, whereas when attaching a rail to tie or tie plate the spike is not normally required to provide a strong vertical force, allowing the rail some freedom of movement.[10]: 455, 581–2 

On smaller scale jobs, spikes are still driven into wooden sleepers by hammering them with a spike maul, though this manual work has been largely replaced by hydraulic tools[12] and machines, commonly called "spikers" (a machine that removes spikes is called a "spike puller").[13] Splitting of the wood can be limited by pre-boring spike holes or adding steel bands around the wood.[10]: 455 

For use in the United States three basic standards are described in the ASTM A65 standard, for different carbon steel contents.[14]

A dog spike is functionally equivalent to a cut spike and is also square in horizontal section and of similar dimensions, but has a pointed penetrating end, and the rail (or "plate holding") head has two lugs on either side, giving the impression of a dog's head and aiding spike removal.[15]

Chair screws

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Rusted chair screw
Chair screw (French: Tire-fonds)

A chair screw (also known as coach screw [16]) is a large (~6 in or 152 mm length, slightly under 1 in or 25 mm diameter) metal screw used to fix a chair (for bullhead rail), baseplate (for flat bottom rail) or to directly fasten a rail. Chair screws are screwed into a hole bored in the sleeper.[17] The chair screw has a higher cost to manufacture than the rail spike, but has the advantage of greater fixing power—approximately twice that of a rail spike[18]—and can be used in combination with spring washers.[17]

The chair screw was first introduced in 1860 in France (French tire-fond) and became common in continental Europe.[19]

A dog screw is a tradename variant of the screw spike.[20]

Fang bolts

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Fang bolts or rail anchor bolts have also been used for fixing rails or chairs to sleepers. The fang bolt is a bolt inserted through a hole in the sleeper with a fanged nut that bites into the lower surface of the sleeper. For fastening flat-bottomed rails, an upper-lipped washer can be used to grip the edge of the rail. They are more resistant to loosening by vibrations and movement of the rail.[21] They are thought more effective than spikes and screws and so are used in positions such as switch (point) tieplates[22] and on sharp curves.[23]

Spring spikes

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Spring spike fastener (German: Oberbau Hf [24])

Spring spikes or elastic rail spikes[25] are used with flat-bottomed rail, baseplates and wooden sleepers. The spring spike holds the rail down and prevents tipping and also secures the baseplate to the sleeper.[26] The Macbeth spike (trade name) is a two-pronged U-shaped staple-like spike bent so that it appears M-shaped when viewed from the side.[27][28] Inverted J-shaped single pointed spikes have also been used.[29]

Fixing equipment

[edit]

The spike maul, also known as a spiking hammer, is a type of sledgehammer with a long thin head which was originally used to drive spikes.[30][31]

Manual hole drilling and spike or screw insertion and removal have been replaced by semi-automated or automated machines, which are driven electrically, by pneumatics, by hydraulics, or are powered by a two-stroke engine. Machines that remove spikes are called spike pullers.[32][33][34]

Rail supports

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Chairs

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Cross section of early T rail, chair and key

The earliest rail chairs, made of cast iron and introduced around 1800, were used to fix and support cast-iron rails at their ends;[2] they were also used to join adjacent rails.[35]

In the 1830s rolled T-shaped (or single-flanged T parallel rail) and I-shaped (or double-flanged T parallel or bullhead) rails were introduced; both required cast-iron chairs to support them.[36] Originally, iron keys were used to wedge the rail into the vertical parallel jaws of the chair; these were superseded by entirely wooden keys.[36] The wooden keys were formed from oak, steam softened and then compressed with hydraulic presses and stored in a drying house. When inserted into the chair, exposure to the wet atmosphere caused the key to expand, firmly holding the rail.[37] The wedge may be on the inside or outside of the rail. In Britain they were usually on the outside.[38]

Chairs have been fixed to the sleeper using wooden spikes (trenails), screws, fang-bolts or spikes.[39]

In most of the world, flat-bottomed rail and baseplates became the standard. However, in Britain, bullhead rail-and-chairs remained in use until the middle of the twentieth century.[26]

Tie plates

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A tie plate, baseplate or sole plate is a steel plate for centering and reinforcing the attachment point on the rail tracks between a flanged T rail and a railroad tie. The tie plate increases bearing area and holds the rail to correct gauge. It is fastened to wooden ties by means of spikes or bolts through holes in the plate.

The part of the plate under the rail base is tapered, setting the inboard cant of the rail, typically "one in forty" (or 1.4 degrees ). The top surface of the plate has one or two shoulders that fit against the edges of the base of the rail. The double-shoulder type is currently used. Older single-shoulder types were adaptable for various rail widths, with the single shoulder positioned on the outside (field side) of the rails. Most plates are slightly wider on the field side, without which the plates tend to cut more into the outsides of the tie, reducing cant angle.

Many railways use large wood screws, also called lag screws, to fasten the tie plates (or baseplates) to the railroad ties.

Tie plates came into use around the year 1900, before which time flanged T rail was spiked directly to the ties.

Clips

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A variety of different types of heavy-duty clips are used to fasten the rails to the underlying baseplate, one common one being the Pandrol fastener (Pandrol clip), named after its maker, which is shaped like a stubby paperclip.[40] Another one is the Vossloh Tension Clamp.[41] Clips are an alternative to spikes.

The newer Pandrol fastclip is applied at right angles to the rail. Because the clip is captive, it has to be installed at the time of manufacture of the concrete sleeper.

Rail anchors

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Rail anchor in use

Rail anchors, also called anticreepers, are spring steel clips that attach to the underside of the rail baseplate and bear against the sides of the sleepers to prevent longitudinal movement of the rail, either from changes in temperature or through vibration. Anchors may be attached and removed either by hand with hammers, or by an anchor machine.

[edit]
  • Rail fastening types
  • Rail spike with baseplate above the tie
    Rail spike with baseplate above the tie
  • Baseplate on multi-gauge track
    Baseplate on multi-gauge track
  • Track joint and chairs (with fishplate spanning ties)
    Track joint and chairs (with fishplate spanning ties)
  • Pandrol "e-Clip" fastening
    Pandrol "e-Clip" fastening
  • Pandrol "fastclip" fastening
    Pandrol "fastclip" fastening
  • Tension clamp fastening
    Tension clamp fastening
  • Bolt clamped fastening
    Bolt clamped fastening
  • Steel spring keyed rail in chair
    Steel spring keyed rail in chair

See also

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References

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Further reading

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[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Rail fastening system

View on Grokipedia
from Grokipedia
A rail fastening system is a collection of components designed to securely attach railway rails to ties (also known as sleepers) or slabs, maintaining , resisting longitudinal, lateral, and vertical forces from train traffic, and providing elastic buffering to absorb vibrations and dynamic loads for enhanced track stability and longevity. These systems are essential for distributing loads evenly to the underlying structure, preventing rail movement or , and accommodating environmental factors such as variations and . Key components of rail fastening systems typically include elastic rail clips (such as E-clips or SKL clips) that grip the rail foot, baseplates or tie plates that support and insulate the rail, resilient pads (made from materials like rubber or EVA) for shock absorption, screw spikes or bolts for anchoring to or wooden ties, and shoulders or insulators to regulate gauge and provide electrical isolation. Rail anchors and gauge rods may also be incorporated to enhance lateral restraint and overall track alignment. The evolution of rail fastening systems began in the 18th century with simple wooden pegs and nails securing wooden rails to sleepers, progressing to chairs in the late 18th century (first used in 1797) and flanged T-rails in the 1830s that reduced reliance on elaborate fixtures. By the early 20th century, rigid systems using spikes and chairs dominated, but post-World War II advancements introduced elastic fastenings with spring clips and resilient elements to better handle higher speeds and loads, marking a shift toward more durable, low-maintenance designs. Modern systems are classified into rigid and elastic categories, with elastic variants now predominant for their superior fatigue resistance and noise/vibration reduction. Contemporary rail fastening systems adhere to international standards for performance and safety, such as the American Railway Engineering and Maintenance-of-Way Association (AREMA) specifications for resilient fastenings in , which emphasize load-bearing capacity and installation on various tie materials. In , the EN 13481-8 standard governs fastenings for heavy axle loads exceeding 260 kN, requiring rigorous testing for 3 million load cycles, including vertical, lateral, and longitudinal restraint to ensure durability on high-traffic freight routes. These standards prioritize components like spring clips and rail pads with specific stiffness (e.g., 50 MN/m) to mitigate wear in curved tracks and under cant excess conditions.

Fundamentals

Definition and Purpose

A rail fastening system consists of hardware assemblies that secure rails to ties (also known as sleepers) or directly to slabs, incorporating components such as , clips, plates, and anchors to resist the vertical, lateral, and longitudinal forces imposed by and environmental factors. These systems ensure the rail remains firmly positioned while transmitting dynamic loads from the rail to the supporting structure without excessive deformation or displacement. The primary purposes of rail fastening systems are to maintain the rail gauge, alignment, and overall track stability under operational loads; to absorb and dampen generated by passing trains; to distribute wheel loads evenly to or slabs; and to allow for controlled and contraction of the rails due to temperature variations. By fulfilling these roles, the systems prevent derailments, reduce wear on track components, and enhance ride safety and comfort. Key forces addressed include vertical loads from train axles, which typically range up to 25-35 tons per axle in heavy-haul operations; lateral forces arising in curved sections, often reaching 10-15% of the vertical load due to centrifugal effects; and longitudinal creep from traction and braking forces. The basic components of a rail fastening system encompass fasteners, such as and elastic clips, which provide the primary clamping action; supports like tie plates and chairs that distribute loads and protect the rail base; and insulators or , which offer electrical isolation for signaling purposes and cushion against vibrations.

Historical Development

The development of rail fastening systems began in the early , coinciding with the rapid expansion of railways. Prior to the , wooden rails were often secured to wooden sleepers using simple pegs or nails passed through holes in the rail, while early rails from the late employed basic chairs introduced around 1797 to support and fix the rails. By the late , insulators began to be incorporated for electrical isolation in signaling systems. The opening of the in 1825 marked a key milestone, utilizing rails fastened with early spike-like devices on stone or wooden supports, facilitating the world's first public steam-powered passenger railway. By the 1830s, American engineer Robert Livingston Stevens invented the flanged T-rail, which was directly spiked into wooden ties using spikes, a method that gained prominence in both the and for its simplicity and cost-effectiveness on wooden sleeper systems. In the mid-19th century, advancements addressed the limitations of early designs amid growing rail traffic. chairs became standard in the UK during the 1840s, securing bullhead rails to stone block sleepers and providing better stability against wear. Fang bolts emerged in the 1850s specifically for bullhead rails, embedding into sleepers to anchor chairs or rails directly and preventing longitudinal movement. By the 1860s, railroads standardized cut spikes—square-section nails with a point—for fastening T-rails to wooden ties, enabling efficient construction during the Transcontinental Railroad's completion in 1869 and supporting the explosive growth of North American networks. The late 19th and early 20th centuries saw further refinements for durability and load distribution. Screw spikes, first introduced in around 1860 but widely adopted by the 1890s, offered superior holding power in wooden ties compared to plain spikes. Tie plates entered use circa 1900 in the to distribute rail loads and prevent "rail cutting" into ties, enhancing track longevity on heavy-traffic lines. sleepers appeared in the late , with further prototypes and tests in the , though wooden ties remained dominant. Post-World War II, elastic fasteners proliferated in the 1950s, with the clip patented in 1957 by Norwegian engineer Per Pande-Rolfsen providing resilient tension for sleepers. introduced its elastic systems in 1967, revolutionizing fastening for high loads. The 1960s-1970s shift to ties accelerated this trend, driven by demands for like Japan's , which adopted improved RN-type clips in 1964 for slab track stability. Regionally, the continued emphasizing spikes for wooden ties, while and favored elastic clips on for superior and longevity.

Mechanical Fasteners

Spikes

Spikes are rigid mechanical fasteners primarily employed in traditional wooden tie railway systems to secure rails directly to , providing essential vertical and lateral stability through direct penetration and frictional hold. These fasteners have been a cornerstone of North American rail infrastructure since the early , valued for their simplicity in installation and in conventional track setups. Unlike more advanced elastic systems, spikes rely on the mechanical interlock with the wood grain for restraint, making them suitable for standard freight and lines where cost-effectiveness outweighs dynamic needs. The predominant type of spike is the cut spike, characterized by a square shank measuring 6 to 9 inches in length and a clipped head for flush driving against the rail base. Cut spikes are designed per American Railway and Maintenance-of-Way Association (AREMA) standards, which specify dimensions such as a nominal 9/16-inch or 5/8-inch square cross-section to ensure consistent penetration into treated wood ties. Dog spikes, featuring an L-shaped head and square shank, offer improved lateral resistance by wedging against the tie's side, though they are less common in modern applications and primarily used in regions with specific soil or tie conditions requiring enhanced gauge maintenance. Twist spikes, with a helical thread along the shank for superior grip in softer woods, provide better resistance to rotational loosening compared to plain cut types, though their installation demands more torque. Rail spikes are typically manufactured from heat-treated meeting AREMA specifications for soft steel , achieving a minimum tensile strength of 70,000 psi (482 MPa) to withstand driving impacts and in-service loads without fracturing. Yield strength is specified at no less than 46,000 psi (317 MPa), ensuring ductility for bending without brittle failure during installation. To combat in humid or coastal environments, spikes are often hot-dip galvanized, adding a coating that extends service life by 20-30% in aggressive conditions. Mechanically, are driven into pre-drilled or direct-punched holes in the tie using manual hammers, pneumatic drivers, or hydraulic insertion tools, embedding 5-6 inches into the for optimal hold. This creates vertical restraint against uplift forces from train passage and lateral restraint via shear along the shank, with typical withdrawal (pull-out) resistance ranging from 13 to 22 kN per spike in softwood ties like southern , depending on and content. In harder woods such as , resistance can exceed 30 kN, but overall performance degrades over time due to wood shrinkage and cyclic loading. Key advantages of spikes include their straightforward design and low , typically $0.10 to $0.20 in bulk quantities, making them economical for large-scale track laying and renewal projects. However, disadvantages arise from progressive loosening under repeated traffic-induced vibrations, which can lead to rail seat abrasion and increased needs. Spike breakage, particularly at the head-tie interface, has been documented in high-curvature sections due to from lateral forces. In , spikes remain the dominant fastening method for wooden tie tracks, accounting for over 90% of installations on Class 1 railroads where wood ties comprise the majority of the network. Usage typically involves 2 to 4 spikes per rail end at tie joints for added stability, with standard spacing of one spike per side per tie in tangent track. This contrasts briefly with elastic clip systems in high-speed corridors, which offer superior fatigue resistance but at higher initial costs.

Screws and Bolts

Screws and bolts serve as threaded mechanical fasteners in rail systems, providing a secure and adjustable hold for rails on both wooden and concrete ties through torque-controlled installation. Unlike driven spikes, their helical threads enhance grip by distributing load and resisting pull-out forces, making them suitable for high-vibration environments. These fasteners are pre-drilled into the tie and tightened to a specified preload, ensuring and alignment. Key types include coach screws, fang bolts, and self-tapping sleeper screws. Coach screws, also known as lag screws or screw spikes, feature a hexagonal head for wrench application and coarse external threads along a cylindrical shank; they measure approximately 6 to 8 inches in length with diameters around 15/16 to 1 inch. Fang bolts, or rail anchor bolts, incorporate a hooked or fanged nut that embeds into the sleeper's underside, facilitating attachment to rail chairs or tie plates without full ballast removal. Self-tapping sleeper screws are variants designed for direct penetration into steel or composite sleepers, enabling efficient fastening in modern metallic tie systems. These fasteners are primarily constructed from high-strength grades, such as 35# or 45#, offering tensile strengths of 550-800 MPa to withstand dynamic loads. Grade 8.8 , with a minimum yield strength of 640 MPa, is commonly specified for critical applications to ensure durability under repeated stress. Corrosion protection is achieved through hot-dipped galvanizing, while some designs incorporate inserts or coatings for electrical insulation in signaling-sensitive areas. Installation involves torque application, typically 50-100 Nm, to generate the necessary clamping and prevent loosening from train-induced . The threads provide withdrawal resistance of 10-15 kN, more than double that of plain spikes, due to frictional engagement with the tie material. This preload-torque relationship follows the approximate : T=K⋅D⋅FT = K \cdot D \cdot F where TT is (Nm), KK is the nut factor or (0.2-0.3), DD is the nominal (m), and FF is the axial preload (N). Compared to spikes, screws and bolts exhibit superior fatigue resistance through even load distribution and retightenable tension, extending in demanding conditions. Their adjustability allows for maintenance corrections, though drawbacks include elevated unit costs of $0.50-1.00 and increased installation time from and torquing steps. They are widely used in to secure rails to wooden ties and as chair screws in legacy bullhead rail configurations, where precise attachment to cast-iron chairs maintains gauge integrity.

Support Structures

Tie Plates

Tie plates are rigid metal plates positioned between the base of a flat-bottom (vignole) rail and the underlying wooden tie, serving primarily to distribute vertical and lateral loads while protecting the tie from localized damage and wear. These plates ensure proper rail seating and alignment, contributing to overall track stability in conventional ballasted wood tie systems. Developed to address early issues with direct rail-to-tie contact, tie plates have become a standard component in North American railway , particularly for freight and passenger lines using timber crossties. While primarily used with wooden ties, similar principles apply to baseplates on ties. In design, tie plates are typically rolled components measuring 6 to 8 inches in width and approximately 0.25 inches in thickness, with raised shoulders that cradle the rail flange to prevent lateral movement. Double-shoulder configurations, common in modern applications, enhance resistance to gauge widening by providing bilateral support, while the plate's canted surface (often at 1:40 toward the track center) promotes even load transfer and rail inclination. Lengths vary from 10 to 18 inches to accommodate different rail sections, such as those with 5⅝-inch or 6-inch base widths, ensuring full bearing on the tie surface. Materials for tie plates consist of low-carbon steel, such as AISI 1018 or equivalent grades like AISI 1020, which offer sufficient strength and for load-bearing demands. The shoulders are often hardened through to improve resistance against repeated rail abrasion, with chemical compositions limited to 0.15–0.85% carbon and maximum 0.05% or to meet durability standards. Manufacturing processes include hot rolling, shearing, and stamping to achieve precise tolerances, typically ±0.03 to 0.188 inches in dimensions. The primary function of tie plates is to spread concentrated rail loads across a broader tie area, reducing localized pressure on the wood from around 1000 psi at the rail base to approximately 200 psi, thereby minimizing crushing and abrasion. The shoulder design further counters lateral forces in typical service to maintain and prevent rail shift under dynamic loads. This load distribution not only protects the tie but also enhances overall and safety. Tie plates come in several types tailored to specific needs: single-shoulder variants for basic rail support in low-demand areas; or hook-twin plates, which span adjacent ties to support under joint bars at rail connections; and insulated versions incorporating rubber or inserts to electrically isolate the rail for track signaling and circuit integrity. These types are selected based on rail section, traffic volume, and electrical requirements. Advantages of tie plates include significantly extending the of wooden ties by reducing wear and splitting, with studies indicating improvements in tie longevity under heavy freight loads. They also improve track stability and reduce maintenance frequency by distributing forces more evenly. However, without accompanying pads, tie plates can concentrate stresses at spike holes, potentially leading to tie splitting over time. In usage, tie plates are standard on U.S. wood tie systems, where one plate is installed per rail per tie, secured by a pair of (one on each side) to hold the rail in position. This configuration is prevalent in ballasted mainline and siding tracks, with every tie under running rails typically fully plated. The component evolved in the early as a response to "rail cutting," where direct spiking of T-section rails gouged into ties, prompting the adoption of plates to mitigate abrasion and extend track durability.

Chairs

Rail chairs, also known as base chairs, are specialized support structures designed to cradle and secure bullhead rails in traditional systems, primarily providing vertical stability and load distribution to the underlying sleepers. These components are particularly associated with older European track designs, where the symmetric profile of bullhead rails—featuring a bulbous head and foot—requires a contoured cradle for proper seating, distinguishing them from the flat-bottom rails used in modern systems. The design of rail chairs typically consists of U-shaped castings with an integrated rail seat and flanking jaws or flange ways that grip the rail's foot and web, ensuring alignment and preventing lateral movement. These castings are generally 75-100 (approximately 3-4 inches) in height, with oblong bases featuring 2 to 4 holes for attachment to timber sleepers via , coach screws, or fang bolts. The chairs are secured to the rail using tapered wooden or keys driven into the space between the rail web and the chair , which can be oriented in the direction of for optimal retention. In track-circuited sections, insulated keys or inserts made from non-conductive materials are employed to provide electrical insulation, preventing stray currents and ensuring . Traditional rail chairs are manufactured from grey cast iron, valued for its high (typically 600-800 MPa) and ability to withstand repeated loading without deformation, though modern variants may use for reduced weight and improved resistance. The material's properties also help mitigate vibrations transmitted to the sleepers. Chairs are attached to sleepers before the rail is placed and keyed in position, with additional rail anchors or liners used to resist longitudinal rotation and creep under dynamic loads. Several types of rail chairs have been developed to suit specific applications within bullhead rail systems. Pot chairs feature a deeper, more enclosed U-shape for enhanced stability in high-load or curved sections, while bridge chairs are adapted for mounting on steel girders or longitudinal timbers, often without spike holes and relying on bolting for fixation. Hybrid designs, such as those incorporating Pandrol fastening elements, blend traditional chair cradling with elastic clips for improved resilience on legacy tracks. These variations allow for customization in turnouts, level crossings, and superelevated curves. Rail chairs offer significant durability, often lasting over 50 years in high-traffic areas due to the robust nature of , which resists wear from wheel-rail interaction and environmental exposure. However, their weight—ranging from 3.5 to 9.5 kg per unit—poses handling challenges during installation and , and the is susceptible to cracking under impact or . Despite these drawbacks, chairs excel in providing secure rail profiling and rotational resistance, making them suitable for demanding legacy applications. Historically, rail chairs were the standard support for bullhead rails across and European networks from the mid-19th century until the , when flat-bottom rails and direct fixation systems began to predominate for cost and efficiency reasons. Today, they persist on heritage railways, sidings, and select preserved lines, where their compatibility with vintage maintains operational authenticity. In the , bullhead rail with chairs remains in limited use on older routes managed by , though renewal programs favor modern alternatives.

Elastic Fasteners

Clips

Clips are resilient metal components designed to provide elastic fastening of rails to concrete sleepers, primarily for damping vibrations and absorbing dynamic loads in modern systems. These fasteners replace rigid alternatives by allowing controlled rail movement, thereby enhancing track stability and longevity. Typically integrated with baseplates, clips exert a clamping on the rail foot while permitting deflection under load, which distributes stresses more evenly across the sleeper. Common types include the e-Clip, which features an e-shaped profile enabling 10-15 mm deflection for optimized load response; the SKL, characterized by its W-shaped design for secure toe loading; and strip-like variants such as W-shaped elastic strips used in certain configurations for continuous tensioning. These designs vary in geometry to suit specific track conditions, with the e- and W-shapes dominating high-speed and heavy-haul applications due to their proven performance in maintaining gauge and alignment. Clips are manufactured from high-carbon , such as grades 60Si2MnA or 38Si7, with a of 42-47 HRC to ensure under repeated loading; resistance is achieved through coatings like oxide black or . This material selection provides the necessary elasticity and resistance, allowing clips to withstand environmental exposure while maintaining clamping integrity over extended periods. Mechanically, clips are toe-loaded into pockets within the baseplate, generating a clamping force of 10-16 kN per clip for both lateral and vertical restraint, with assembly stiffness ranging from 50-250 kN/mm depending on the variant. Resilience arises from elastic deformation, where the stress-strain behavior exhibits a yield strength around 1200 MPa, enabling reversible bending without permanent set under normal operating deflections. This self-tensioning mechanism ensures consistent hold even as minor settlements occur. Advantages of clips include self-tensioning properties that maintain preload over time, potentially reducing rail head wear through better , and a of 20-30 years under typical conditions, contributing to lower needs. However, over-deflection beyond limits can lead to cracking, particularly at high-stress points like the heel or toe, necessitating periodic inspections. Elastic clips are standard on the majority of global sleepers, such as those in high-speed networks like France's and U.S. systems like , where 4 clips per sleeper (2 per rail) provide the primary fastening; this configuration supports over 50% of worldwide tie installations. Their integration with baseplates allows for straightforward adjustments during track laying, enhancing overall system performance.

Spring Spikes

Spring spikes, also known as elastic rail spikes, are hybrid fasteners that integrate the penetrating action of traditional spikes with the resilient properties of springs, primarily designed for securing flat-bottomed rails to baseplates and wooden sleepers. Their typical design features a two-pronged, U-shaped structure bent into an M-like form, with a shank crafted from round or square spring steel that allows for elastic deformation in the clamping portion. This configuration enables the spike to be driven into the sleeper like a conventional spike while providing flexibility through controlled vertical movement, often accommodating 10-15 mm of spring travel to absorb dynamic loads. Constructed from high-strength , spring spikes offer durability under repeated stress, with the material's inherent elasticity ensuring reliable performance in environments subject to and thermal variations. Some variants incorporate double shanks for enhanced stability, allowing them to secure baseplates firmly without excessive rigidity. Mechanically, they combine spike penetration for initial hold-down with spring resilience, distributing force evenly across two contact points to maintain consistent rail pressure and minimize loosening over time. This elasticity significantly reduces transmission from the rail to the sleeper, promoting track stability and extending the service life of components in high-traffic applications. Common types include variations with different shank profiles and patterns, such as those optimized for wooden sleeper attachment, though specific regional designs like the double-shank elastic spike are widely adopted for resilient fastening. Compared to standalone clips used primarily on ties, spring are tailored for or hybrid tie systems, offering integrated spike-spring functionality without requiring separate elastic elements. Key advantages of spring spikes include superior vibration damping, which lowers noise levels and prevents rail tipping, making them ideal for retrofitting existing wooden track sections. They outperform rigid spikes in reducing maintenance needs by resisting fatigue from dynamic forces, though their specialized construction results in higher production costs relative to basic spikes. In usage, spring spikes are commonly employed in transitional upgrades for wooden tracks, particularly in regions with legacy infrastructure relying on timber sleepers, such as parts of and .

Ancillary Components

Rail Anchors

Rail anchors are specialized components in railway fastening systems designed to resist longitudinal displacement of rails relative to ties, a phenomenon known as rail creep caused primarily by braking, acceleration, and forces. This creep is minimal under normal operating conditions in continuous welded rail tracks, potentially leading to uneven rail gaps, track misalignment, or if unchecked. By securing the rail base against the sides of adjacent ties, anchors transmit longitudinal forces to the through , maintaining and reducing stress concentrations at rail joints. Common types of rail anchors include drive-on anchors, which are hammered onto the rail base beside the rail foot and bear directly against the tie; spring-type clip-on anchors, which snap onto the rail base for quick attachment; and screw anchors, often C-shaped, that are driven or screwed into the or tie adjacent to the rail for added restraint. Tie-back anchors, featuring a bar spanning multiple ties, provide broader stabilization in high-load areas. These devices are typically spaced based on rail length and conditions, such as 8 anchors per 39-foot rail, to ensure uniform resistance across the rail length. Rail anchors are primarily constructed from high-strength materials like (e.g., QT400-15 grade with a minimum tensile strength of 400 MPa) or spring steel alloys such as 60Si2MnA, offering durability against dynamic loads and environmental exposure. For insulated rail applications, variants are used to prevent electrical conductivity while maintaining grip. Mechanically, they rely on a friction-based hold, exerting a restraining force of 2 to 5 kN per anchor under standard testing, which effectively counters creep forces up to 10.7 kN in new installations as per industry benchmarks. This mechanism not only limits rail movement but also distributes longitudinal stresses more evenly, mitigating wear at joints. The primary advantages of rail anchors include extending rail and tie service life by preventing creep-induced buckling and gap formation, thereby enhancing overall track stability on long tangent sections exceeding 1000 meters. Usage is essential in continuous welded rail systems and is mandated by standards such as those from the American Railway Engineering and Maintenance-of-Way Association (AREMA) Chapter 5, particularly on mainline tracks to ensure longitudinal restraint.

Baseplates and Pads

Baseplates serve as the primary interface in rail fastening systems for direct fixation to concrete slabs or sleepers, typically constructed from cast or rolled in rectangular shapes measuring around 200 mm x 250 mm or similar dimensions to distribute loads effectively. These plates feature integrated pockets or shoulders for securing elastic clips, eliminating the need for traditional ties in slab track configurations. In direct fixation systems, baseplates anchor the rail foot securely while accommodating adjustments for (up to 80 mm) and gauge (e.g., -10 to +70 mm) to ensure precise alignment. Resilient pads, positioned beneath the baseplates or between the rail and plate, are commonly made from rubber, (EVA), or ethylene propylene diene monomer (EPDM) elastomers, with thicknesses ranging from 10 to 20 mm. These pads exhibit a durometer of 70 to 80 Shore A, enabling them to absorb 20 to 50% of incoming shock through elastic deformation. Materials like EPDM provide resistance to aging, temperature extremes (-40°C to +80°C), and , ensuring long-term performance under dynamic loads. The primary functions of baseplates and pads include providing vertical with static values of 50 to 100 kN/mm, which controls rail deflection and distributes wheel-rail forces to prevent localized stress concentrations. They also offer electrical insulation with resistance exceeding 1 MΩ (under wet conditions), essential for signaling integrity in electrified systems. In slab tracks, insulated variants enhance isolation between the rail and substrate. Prominent types include Vossloh's W-series baseplates (e.g., W 14 and W 21), which incorporate angled guide plates and tension clamps for high-speed applications up to 250 km/h, often paired with Cellentic EPDM pads. Insulated baseplates are standard in slab tracks, such as those on the Japanese network, where steel plates with pads (12.7 to 15.9 mm thick) secure rails directly to slabs. These components offer significant advantages, including and reduction of up to 10 dB through energy dissipation, which mitigates structural fatigue in concrete slabs and extends track life. By embedding in slabs or mounting on sleepers, baseplates and pads protect underlying from and dynamic impacts. They are used in slab track systems on approximately 70% of the network, spanning over 2,400 km.

Installation and Performance

Installation Methods

Rail fastening systems are installed using a combination of manual and mechanized techniques, tailored to the scale of the project, tie type, and site conditions. Manual installation is commonly employed for small-scale repairs or low-volume applications, relying on hand tools to ensure precise placement and securement of components such as , clips, and screws. This approach demands skilled labor to achieve consistent results, with workers typically driving into wooden ties using hammers to embed them fully without damaging the rail or tie. For screw-based fasteners, wrenches are applied to achieve specified tension levels, such as 100–140 N·m for spiral in certain elastic systems, preventing over- or under-tightening that could compromise hold. Mechanized installation enhances efficiency for large-scale track laying or rehabilitation, utilizing powered tools to accelerate the process while maintaining accuracy. Hydraulic tampers or spike drivers are used to insert spikes into ties, delivering consistent force to minimize labor and variability. Clip applicators, such as Pandrol's walk-behind or high-capacity drivers, automate the insertion of elastic clips onto rail seats, with models capable of securing up to 40 sleepers per minute depending on the configuration. These machines often feature guiding mechanisms to align components precisely, reducing installation time and enabling work on high-speed rail corridors. For concrete ties, installation often involves pre-cast assembly where clips and baseplates are inserted at the factory onto the sleeper, allowing for captive delivery to the site and streamlined field placement. This method simplifies on-site work by positioning the rail onto the pre-assembled fasteners before final securement. In slab track systems, baseplates are embedded during pouring, with the rail later clamped using top-down or bottom-up techniques to accommodate adjustments in height or alignment. systems, for instance, support both approaches without requiring component removal for rail welding. Essential tools for installation include spike pullers and clip removers for adjustments or replacements, alongside alignment jigs and track gauges to verify the standard 1435 mm gauge during setup. These devices ensure rails are positioned correctly relative to ties or slabs, preventing deviations that could affect . The typical installation sequence begins with aligning the rail to the required gauge and , followed by placing supports such as or baseplates on the ties. Fasteners are then secured—clips mounted and or screws driven—before adding rail anchors to resist longitudinal movement. Post-installation, is verified, and visual inspections confirm proper seating. Challenges in installation include environmental factors like , which can reduce frictional grip between components and ties by promoting slippage or initiation, necessitating dry conditions or protective measures for optimal . Retrofits on live tracks further complicate procedures, requiring temporary shutdowns and precise coordination to avoid disrupting operations.

Load Distribution and Maintenance

Rail fastening systems are subjected to complex load mechanics that include vertical and lateral forces, which must be effectively managed to ensure track stability and longevity. The vertical load on the rail, denoted as Q, is typically calculated as the product of the axle load and a dynamic factor ranging from 1.2 to 1.5, accounting for vibrations and impacts from train movement. Lateral loads arise from curve negotiation and are influenced by cant deficiency, where the unbalanced superelevation leads to a lateral component approximated as Q sin θ, with θ representing the angle related to cant deficiency. Within the fastening system, particularly elastic clips, the resulting stress σ is determined by the basic formula σ = F / A, where F is the applied force and A is the effective cross-sectional area of the clip, guiding design to prevent localized yielding. Load distribution between fasteners and supporting elements like sleepers is critical for preventing uneven wear. In typical configurations, fasteners such as clips and baseplates bear a significant portion of the lateral load through frictional and bearing resistance at the rail , while the remaining load is transferred to adjacent sleepers and the or substructure. For vertical loads, the system achieves balanced sharing, with fasteners handling a significant portion to absorb impacts, but excessive concentration on a single component, such as during clip toe lift, can lead to accelerated degradation. Proper distribution, often spanning three to five sleepers, mitigates this risk and maintains gauge integrity under dynamic conditions. Maintenance protocols focus on regular inspections to detect degradation early and ensure sustained performance. Ultrasonic testing is employed to identify cracks in metallic components like clips and spikes, particularly in high-stress areas, complementing visual assessments for overall integrity. Periodic torque checks using calibrated wrenches are conducted to verify preload in bolts and clips against manufacturer specifications, with adjustments made to counteract relaxation from cyclic loading. Replacement criteria include a looseness rate exceeding 1.5% per year or visible deformation, prompting proactive substitution to avoid cascading failures. Common failure modes in rail fastenings stem from and environmental factors. Fatigue limits are typically set at 3-5 million loading cycles for clips, beyond which microcracks propagate under repeated wheel-rail interactions, often initiating at the or . accelerates wear, particularly in coastal areas where saline exposure significantly increases degradation rates compared to inland environments, compromising clip elasticity and leading to premature loosening. These modes underscore the need for material selection, such as corrosion-resistant alloys, to extend operational reliability. The average lifespan of rail fastening systems ranges from 20 to 40 years, depending on traffic volume, environmental conditions, and maintenance diligence, with clips often requiring renewal after 15-25 years due to accumulation.

Modern Developments

Advanced Materials and Designs

Contemporary advancements in rail fastening systems have incorporated composite materials to enhance performance and reduce environmental impact. insulators, such as those used in Nabla fastening systems, contain 30-35% , providing tensile strength of at least MPa and improved resistance to deformation. These composites offer a lighter alternative to traditional materials while maintaining under dynamic loads. Similarly, thermoplastic pads made from recycled polymers, including (HDPE) and (EVA), provide electrical insulation, vibration damping, and recyclability, addressing waste reduction in track infrastructure. Reinforced variants in these pads also exhibit resistance, extending in exposed environments. Innovative designs leverage additive manufacturing for rapid prototyping of fastening components. enables the production of elastic pads with tailored strength and stiffness for integration into railway systems, allowing for quick and testing of complex geometries that traditional methods cannot achieve efficiently. Self-drilling screws, while more common in general metal fastening, have been adapted in some rail applications to eliminate pre-drilling, streamlining installation on or supports. The GETRAC® system, developed in during the 2010s, exemplifies hybrid designs by combining asphalt layers with anchored sleepers for stable, low-maintenance rail fixation in high-speed corridors. These materials and designs yield significant benefits, including weight reductions that support operations by minimizing inertial forces and improving energy efficiency. Composite elements can provide lower weight compared to all-steel counterparts, facilitating easier handling and reduced track stress. variants in rail clips provide corrosion resistance, far outlasting conventional options in harsh conditions. efforts focus on incorporating recycled content to lower the environmental footprint of fastening systems. components in rail products, such as clips supplied to European networks, can utilize up to 100% recycled , reducing carbon emissions by approximately 70% compared to virgin production and promoting principles in railway . This approach not only conserves resources but also aligns with broader goals of minimizing the sector's overall through material reuse.

Standards and Innovations

Rail fastening systems are governed by a range of international and regional standards to ensure safety, performance, and interoperability across global railway networks. In the United States, the American Railway Engineering and Maintenance-of-Way Association (AREMA) provides guidelines in Chapter 8 of its Manual for , which covers the design, materials, and installation of rail fasteners including and clips for ties. In , the EN 13481 series establishes performance requirements for fastening systems, particularly emphasizing fatigue resistance for clips under dynamic loading conditions. Internationally, the (UIC) Leaflet 864, revised as IRS 80864 in 2022, specifies technical requirements for permanent way components, including fastening systems for concrete sleepers to maintain track stability. Testing protocols for rail fastenings focus on verifying load-bearing capacity and durability under simulated operational stresses. Static pull-out tests, outlined in EN 13146-10, measure the force required to extract the fastening assembly from the sleeper, ensuring anchorage strength typically exceeds thresholds like 60 kN for inserts in depending on system design. Dynamic , as per EN 13481-1, subjects clips to cyclic loading of 5-8 million cycles at frequencies between 4-16 Hz to assess endurance without failure or excessive deformation, simulating long-term traffic impacts. Emerging innovations integrate sensing technologies into rail fastenings for enhanced monitoring and maintenance. Embedded strain gauges within fastening components enable real-time assessment of stress and deformation, providing data on fastening integrity during operation. Artificial intelligence-driven predictive maintenance systems analyze sensor data from track components, including fastenings, to forecast failures; trials in the 2020s have demonstrated reductions in maintenance activities by up to 21% through optimized scheduling. Regional standards adapt these global frameworks to local conditions. The U.S. (FRA) enforces track safety under 49 CFR 213.127, requiring fastening systems to maintain gauge within prescribed limits and support safe passage. In , high-speed rail designs incorporate specifications from TB 10002-2017 for overall track integrity, including fastening performance on bridges and embankments to handle speeds over 300 km/h. Looking ahead, wireless monitoring systems for clips are advancing, with solar-powered sensor nodes enabling continuous track health assessment without wired infrastructure.

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