The Railroad Ties
Railroad ties, also known as crossties or sleepers are the primary lateral support for the rails themselves, anchoring the track and giving it a solid, sound base upon which trains can pass over. Over the years crosstie technology has improved to the point that today, the common hardwood tie which has been properly treated with creosote can last at least 30-40 years before being replaced. While the basic design and function of the tie has not changed much in more than a century of use, today's technologies have allowed other materials to be utilized notably concrete and even plastics/composites that generally enhance its livelihood. In any event, while railroads have employed these new ties in some instances, especially concrete on heavily used main lines, wood remains the preferred choice due to its cost and generally-good life expectancy.
|A well-maintained Chicago, Burlington & Quincy right-of-way can be seen here at Hinsdale, Illinois on June 14, 1965 as GP7 #251 passes the West Hinsdale depot with a way freight.|
During the railroad industry's infancy railroad ties,
if they were used at all, were some type of stone blocks. Due to weight
and cost large, heavy stone blocks soon lost their luster (not to
mention that they offered little flexibility) and when strap rail became widely used in the early 19th century simple wooden planks were used as railroad ties to hold the entire track structure together. Today, crossties are often still made of wood but much larger and thicker and almost always from heavy, durable hardwood. However, newer technologies have allowed for new types of railroad ties to be employed including concrete (often used on lines were fast, heavy freight or passenger trains roam) and even composite materials.
Other Types Of Infrastructure
Ballast, Supporting The Rails And Ties
Coaling Towers, Keeping Steam Locomotives Fueled
Railroad Bridges, The Types And Their Histories
Railroad Signals, How They Function
The Track, The Railroad's Highway
Tunnels, Conquering The Mountain
The Yards, Sorting And Classifying
The Roundhouse, Once The Realm Of Steam
The Turntable, Turning Locomotives
Wayside Signs, Along The Right-Of-Way
However, hardwood is still the primary choice for railroads even today.
Oak is most often requested due to its strength and natural longevity
but according the American Railway Engineers Association there are no fewer than 27 different types of wood that provide sufficient strength to be used as railroad ties. Some of these woods include cherry, chestnut, elm, hemlock, hickory, and walnut. Railroads still rely on traditional hardwoods for two basic reasons. First, of course, is that they provide sufficient strength and can firmly hold railroad spikes in place. However, wood is also relatively inexpensive compared to other materials such as concrete and composite ties.
|Just a few weeks before Conrail in March of 1976 we see the very poor condition of Erie Lackawanna's Marion, Ohio yard. Many of the ties here are probably either rotted or have simply sunk into the mud/dirt given the unevenness of the track.|
During the early years of the railroad industry, after the introduction of "T"-rail many times rough-cut logs were used for ties.
However, as technologies improved so did railroad tie construction and
today they have a uniform size and thickness, usually at least 8-10
inches thick and about 8-10 feet in length, depending on what they are
being used for (i.e., for switch outs or along a main line). There are also important components that hold railroad ties firmly to the rails. The most common of these in the simple spike, which is a basic anchor that is driven into the tie. However, there is also the tie
plate, in which the spikes are driven into. This component not only
provides a place to drive the spikes but also as a means of housing the rail and helping to distribute the weight over a broader area of the tie itself.
Finally, there is the rail anchor. This component simply keeps the rails from shifting north and south as the train passes over. With the ballast the entire track infrastructure is complete providing for a strong, yet flexible operating surface. Ballast (usually crushed stone), as it is known, is another important part of railroad infrastructure. Although it may just look like plain ole gravel this stone plays a vital role in acting as a support base for the ties and rails as well as allowing for proper drainage of water away from the rails
(which is why the stone is always sloped downward and away from track).
You may be wondering how such a term came to define the stone which supports the track structure. Interestingly, it has its roots dating back to early times when stone was used as ballasting for sailing ships.
Today railroad ties are mass produced and are still most often of hardwood although with concrete's
added benefit of allowing for faster and heavier trains it is also
becoming a top choice, particularly overseas and in Europe where
passenger trains dominate. The one drawback to concrete is that because of its rigid qualities it does not have the same flexibility as wood, or even composite ties. However, its inherent strengths and longevity, even over wood, more than make up for its primary weakness as in the future you will almost surely see more and more main lines employing concrete ties.
|The Rock Island's former depot in Council Bluffs, Iowa pictured here on July 3, 1991. Despite the weedy conditions of the track it was still in use at this time, owned by the regional railroad Iowa Interstate (which still owns the property today).|
If you are interested in fallen flags and classic systems before the modern merger movement took hold I would suggest purchasing one, or all three volumes of Mike Schafer’s Classic American Railroads series of books. The publications feature a wealth of information and are loaded with coloredphotographs covering names like the Baltimore & Ohio, Santa Fe, Pennsylvania, Milwaukee Road, and lots more. If you have any interest in most famous bygone railroads which once operated in the U.S. I would strongly recommend picking up one, two, or even all three of Mr. Schafer’s book. I truly cannot say enough just how enjoyable and fun they are to read and peruse through.