Louisville and Nashville has found that powerful diesel units with three axle trucks cause problems with holding gauge on curves. L&N launched three point plan: a laboratory study, use of gauge-measuring devices, and new standards for tie-plate sizes and spiking patterns for curves. Use of a common tie-plate for 100 lb and 132 lb rail meant that the 132 lb rail base covered one of the spike holes on the gauge side. To help prevent rail overturning under those conditions, a compression clip anchor was used in place of the spike on curves. L&N has adopted a new 18 inch tie-plate for problem curves. Diesel locomotive truck side thrust was suspected as a source of wide gauge on curves, so a gauge sensing device was mounted on a locomotive truck. Tests confirmed the rail moved outward under dynamic loading. Measuring devices attached to the rails also confirmed movement. A pickup truck equipped for rail/highway operation was also equipped with gauge recording instruments. On heavy-tonnage routes, curves of 5 degrees or more or troublesome curves get the new 18 inch tie-plate. Three line spikes are now used on the outer rail of the curve, with one screw spike in the hold down holes on either side of the rail. Still another technique being tried is the use of washer head screw spikes which are driven as line spikes.

  • Availability:
  • Supplemental Notes:
    • A similar article on the L&N approach to curve problems appeared in Railway Track and Structures, V69, N1, January 1973.
  • Corporate Authors:

    Simmons-Boardman Publishing Corporation

    P.O. Box 350
    Bristol, CT  United States  06010
  • Authors:
    • Dove, R E
  • Publication Date: 1973-1-8

Media Info

  • Features: Figures; Photos;
  • Pagination: p. 28-30
  • Serial:

Subject/Index Terms

Filing Info

  • Accession Number: 00041321
  • Record Type: Publication
  • Source Agency: Railway Age
  • Files: TRIS
  • Created Date: Apr 2 1976 12:00AM