COMPOSITE RAILWAY TIE

Abstract

A railway tie, and method for producing said railway tie, includes an outer shell having an inner surface defining a shell void in the outer shell. A void material fills the shell void. An insert is located in the shell void and spans from a first side of the outer shell to a second side of the outer shell and reinforces the outer shell against force applied to one or both of the first side and the second side. The insert may include an insert-shell component, and a conduit component located in the insert-shell component, the conduit component sized and shaped to receive a railway fastener.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

This application benefits from and claims priority to U.S. Provisional patent application Ser. No. 63/264,827, filed Dec. 2, 2021, the entire disclosure of which is incorporated by reference herein in its entirety as if fully set forth.

BACKGROUND

Railroads have long been a staple mode of transportation for goods and persons. Railroads consist of a pair of rails laid on a plurality of support beams known as railway ties. Railway ties (also referred to as a railway “sleeper”) lie on/in a ballast supported by the ground. Each rail is secured to the railway tie via one or more rail fastening system. Railway fastening systems include a baseplate is secured to the railway tie, and the rail is affixed to the baseplate via one or more railway fasteners. Various types of fastening systems are known in the art, such as rail spike/baseplate above the tie combinations, baseplates with multi-gauge tracks, track joints and chairs including fishplate spanning ties, Pandrol “e-Clip” fastening components, Pandrol “fastclip” fastener systems, tension clamp fastening, bolt clamped fastening, steel spring keyed rail in chair systems, etc.

Railway ties may take a variety of shapes and forms, including standard crossties, Y-shaped ties, twin ties, wide ties, bi-block ties, frame ties, and ladder track. Railway ties have been made from wood, steel, concrete, stone block, rubber, and various plastics.

SUMMARY

The present embodiments include a composite railway tie that provides distinct advantages over prior railway tie systems. The railway tie includes at least one insert located at the rail fastening interface. The present embodiments acknowledge disadvantages of prior art railway ties in that non-composite materials such as wood, steel, concrete and stone are too heavy and suffer from weather degradation, water rot, and insect rot. Moreover, the present embodiments, particularly the insert allows for flexibility in manufacturing, while at the same time providing support required to support the rails, as well as the spike pull-out force requirements according to the American Railway Engineering and Maintenance-of-Way Association (AREMA) standard.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 shows a composite railway tie, in embodiments.

FIG. 2 shows the composite railway tie of FIG. 1 along cross-section A-A′ without interior fill material, in embodiments.

FIG. 3 shows the composite railway tie, along cross-section A-A′ including interior fill material, in embodiments.

FIG. 4 a cross-section the composite railway tie, along cross-section line B-B′ including interior fill material, in embodiments.

FIG. 5 shows an example of fastener insert of FIGS. 2-4, in isolation from outer shell, in embodiments.

FIG. 6 shows sectional view of an embodiment of a railway tie system, including a railway tie example of the tie of FIGS. 1-4, having two fastener inserts each with at least one conduit component, in an embodiment.

FIG. 7 shows a method for producing a railway tie, in embodiments.

DETAILED DESCRIPTION

FIG. 1 shows a composite railway tie 100, in embodiments. FIG. 2 shows the composite railway tie 100, with the outer shell 102 thereof cutaway along cross-section A-A′ without interior fill material, to show components of the railway tie 100 located in void 202, in embodiments. FIG. 3 shows the composite railway tie 100, along cross-section A-A′ including interior fill material 302, in embodiments. FIG. 4 a cross-section the composite railway tie 100, along cross-section line B-B′ including interior fill material, in embodiments. FIGS. 1 through 4 are best viewed together with the following description.

Railway tie 100 includes an outer shell 102 having a length, width, and height characteristic as indicated by axes L, W, H, respectively. The length, width, and height vary based on application of use of the railway tie 100. For example, AREMA standards specify ties of cross section dimensions 7″×9″, with lengths varying from 108″ for standard applications up to 240″ for specialty switches and junction applications. Further, “half height” tie products designed for tunnel applications can also be designed with cross section dimensions 3.625″×9.375″, again with lengths varying from 108″ for standard applications up to 240″ for specialty switches and junction applications. In the figures, the length is greater than the width and height, and the width is greater than the height. However, other dimensions of length, width, and height may be used without departing from the scope hereof and depending on the application.

The inside of outer shell 102 is hollow such that an inner surface 202 of outer shell 102 creates a hollow shell void 204. At least one fastener insert 206 is located in the shell void 204. Two fastener inserts 206(1) and 206(2) are shown for example purposes only. There may be more or fewer fastener inserts 206 without departing from the scope hereof. For example, the fastener inserts 206 may comprise a plurality of fastener inserts spaced such that a first of the plurality of inserts (or a first set of the plurality of inserts) align with a first rail of a railway and a second of the plurality of inserts (or a second set of the plurality of inserts) aligns with a second railway of the railway when the railway tie is installed under the first and second rails. A load bearing insert 208 is shown located between first fastener insert 206(1) and 206(2). Load bearing insert 208 serves to provide support from the loads applied to the railway tie 100 when in use. As shown in FIG. 3, some or all of the void 204 may be filled with void material 302. The void material 302 material may include a foam, and/or an insulative polymer, such as Styrofoam®. Other filler materials may include concrete, polymeric materials, or other homogenous materials. In some embodiments, the void material 302 can be any one or more of a rigid, closed-cell polyurethane foam, a UV stabilized plastic/polymer, PVC, etc. In some embodiments, the void material 302 completely fills the volume of the void 202, enclosing around the internal fastener inserts 206 and/or load-bearing insert 208.

FIG. 5 shows an example of fastener insert 206, in isolation from outer shell 102, in embodiments. Providing fastener insert 206 separate from outer shell 102 is beneficial in that the manufacture of railway tie 100 is more easy to adapt to a variety of tie dimensions (e.g., height, width, and/or length), styles (e.g., standard crossties, Y-shaped ties, twin ties, wide ties, bi-block ties, frame ties, and ladder track) and fastener systems (such as by including one or more conduits 504 discussed below to align with a plurality of fastener holes of a baseplate). As shown in FIG. 5, fastener insert 206 includes an insert-shell component 502 and a conduit component 504 located in an insert void 506. Conduit component 504 is sized and shaped to receive a railway fastener as discussed below with reference to FIG. 6 such that the railway fastener meets the requirements for pull out force (e.g., as defined by the 2019 AREMA standard, chapter 30).

Insert 206 includes an insert void 506 (shown in FIG. 5) that is filled with an insert material 405 (shown in FIG. 4). The insert material 405 may be a foam material, and an insulative polymer, and/or extruded polystyrene foam such as but not limited to Styrofoam®. Other filler materials may include concrete, polymeric materials, or other homogenous materials. In some embodiments, the insert material 405 can be any one or more of a rigid, closed-cell polyurethane foam, a UV stabilized plastic/polymer, PVC, etc. In at least some embodiments, the insert material 405 is the same as the insert-shell material in that the insert 206 is simply a block of material with conduit component 504 inserted therein. In an embodiment, the insert-shell material 206 and the void material 306 are both provided at the same time, after the insert shell component 502 and conduit component 504 is positioned with respect to the railway tie. In such embodiments, any of the inserts discussed herein (e.g., fastener inserts 206 and/or load bearing inserts 208) may have one or more notches on the top and/or bottom ends thereof, or with one or more holes going through the sides of the insert shell component 502 such that expandable foam injected into the void can also enter into the insert void when the insert is already located in the railway tie.

Although only one conduit component 504 is shown, it should be appreciated that there may be more conduit components within a single insert 206, or multiple inserts within the same outer shell, to align an individual fastener hole of a baseplate with a given conduit (see e.g., FIG. 4 discussed below). The conduit component 504 may be secured within the insert 206 during insertion of the insert material 405. The conduit component 504 may be a solid rod (that is a cylindrical or other shape), or a tubular component (that is a cylindrical or other shape). For example, the conduit component 504 may be a tubular component defining a pre-formed insert hole sized and shaped to receive the railway fastener. In an embodiment, the conduit component 504 may be a metal material, such as but not limited to a steel material or galvanized steel material. In an embodiment, the conduit component 504 may be a thermosetting composite material (such as fiberglass). In an embodiment, the conduit component 504 may be a thermoplastic material. In an embodiment, the conduit component 504 may be a polymer based, polymer composite, or consist of other homogeneous materials. In an embodiment, the conduit component 504 may pass through the insert-shell component 502 or be installed outside the perimeter of the insert-shell component 502, but still contained within the void 202 of the railway tie 100. In embodiments, the conduit component 502 is integral component of the insert 206. For example, the insert 206 may be a homogeneous volume of material having a pre-defined aperture therein that grips around the spike. This homogeneous volume of material may be comprised of foams, concrete, wood, plastics, or other materials.

As shown in FIG. 5, the insert-shell component 502 may be a pultruded beam cutaway or other cutaway of different material. Accordingly, it should be appreciated that in any of the embodiments of the railway tie 100 discussed herein, the insert-shell component 502 may be composed of any one or materials selected from the group of material including: thermoplastic materials (pultruded plastic such as UV stabilized polyvinyl chloride (PVC), polyethylene, etc.), thermosetting composite materials (e.g., fiberglass), thermosetting resin reinforced with glass fiber or carbon fiber and homogenous materials, such as metal including but not limited to steel, aluminum, etc. The longitudinal axis of the insert 206 may be transverse to the longitudinal axis of the rail tie 100, such as shown in FIGS. 2-4 and 6. In particular embodiments where the insert-shell component 502 is a pultruded beam cutaway, this provides the advantage of utilizing strength of the column provided by the insert 206 to resist loads on the railway tie 100 during use.

As shown in FIG. 4, hollow shell 102 includes a first side 402, a second side 404 opposing the first side 402, a third side 406 and a fourth side 408, wherein the third side 406 and the fourth side 408 each join the first side 402 and the second side 404. The shell may include rounded corners at the interior and exterior shell perimeters. Accordingly, the hollow shell 102 may be a monolithic piece of material. Accordingly, it should be appreciated that in any of the embodiments of the railway tie 100 discussed herein, the hollow shell 102 may be composed of any one or materials selected from the group of material including: polymeric-based material (which may or may not include reinforcing materials integrated within the polymeric-based material), thermoplastic materials (pultruded plastic such as UV stabilized polyvinyl chloride (PVC), polyethylene, etc.), thermosetting composite materials (e.g., fiberglass), thermosetting resin reinforced with glass fiber or carbon fiber, thermoplastic resin reinforced with glass fiber or carbon fiber and homogenous materials, such as metal including but not limited to steel, aluminum, etc.

The hollow shell 102 may be coated with a UV-resistant material. In embodiments, the coating is a urethane-based UV coating. This UV protective layer may be applied via chemical or adhesive bonding to the surface of the part, painting, powder coating, nano ceramic coating, or any other suitable coating method. The UV protective layer may also consist of a physical sleeve or protective barrier around the surface of the part.

In at least some embodiments, the hollow shell 102 is made of a first material, the insert-shell component 502 is made of a second material, and the conduit component 504 is made of a third material. In one particular embodiment, the first and second material are the same, and the third material is different from the first and second material. For example, the first and second material may be plastic, pultruded plastic, fiberglass, and/or pultruded fiberglass, and the third material may be metal, such as but not limited to steel. This combination of materials provides a particular advantage of reducing weight by using plastic and/or fiberglass (pultruded or not), having reduced thickness thereof via the load-support provided by the fastener inserts 206 and optionally load-bearing insert 208, as well as achieving the fastener pull-out requirements such as those defined in the AREMA standard as discussed below.

First side 402 has a first thickness 410T_S1 defined between first-side inner surface 402S_i and first-side outer surface 402_So. Second side 404 has a second thickness 412T_S2 defined between second-side inner surface 404S_i and second-side outer surface 404S_o. Third side 406 has a third thickness 414T_S3 defined between third-side inner surface 406S_i and third-side outer surface 406S_o. Fourth side 408 has a fourth thickness 416T_S4 defined between fourth-side inner surface 408S_i and fourth-side outer surface 408S_o. First thickness 410T_S1, second thickness 412T_S2, third thickness 414T_S3, and fourth thickness 416T_S4 may have the same or differing thicknesses. For example, in FIG. 4, first thickness 410T_S1 is shown having the same thickness as second thickness 412T_S2, and third thickness 414T_S3 is shown having the same thickness as fourth thickness 416T_S4, wherein the first thickness 410T_S1 and second thickness 412T_S2 is less than the third thickness 414T_S3 and fourth thickness 416T_S4 It should be appreciated that the thicknesses may be greater or less than that shown in FIG. 4.

The outer shell 102 is defined by dimensions of an outer height 418H_s,o, an inner height 420H_v,i, an outer width 422W_s,o, an inner width 424W_v,i, The outer height 418H_s,o is defined between first outer surface 402_So and second outer surface 404S_o. The inner height 420H_v,i, is defined between first inner surface 402S_i and second inner surface 404S_i. The outer width 422W_s,o is defined between third outer surface 406S_o and fourth outer surface 408S_o. The inner width 424W_v,i is defined between third inner surface 406S_i and fourth inner surface 408S_i. Thus, it should be appreciated that the inner surfaces 402S_i, 404S_i, 406S_i, and 408S_i define the shell void 202, and the shell void 202 has dimensions the same as inner height 420H_v, and inner width inner height 422W_v,i.

The fastener insert 206 is defined by dimensions of an insert height 426H_I, an outer width 428W_I,o, and an inner width 430W_I,i. Similar dimensions may apply to the load-bearing insert 208. The conduit component 504 is defined by dimensions of a conduit height 432H_C, an outer width 434W_C,o, and an inner width 434W_C,i. In embodiments, the insert 206 spans from first side 402 to the second side of the outer shell 102. Specifically, the insert 206 may span from the first-side inner surface 402S_i to the second-side inner surface 404S_i. Accordingly, the insert height 426H_I and the inner height 4420H_v of the shell void 202 may be substantially the same (e.g., a clearance less than 0.5 mm, less than 0.75 mm, less than 1 mm, or less than 2 mm). In one specific embodiment, the clearance is 0.76 mm. This provides the advantage of reinforcing the outer shell 102 against force applied to one or both of the first side 402 and the second side 404. Similarly, the insert height 426H_I, the conduit height 432H_C and the inner height 420H_v of the shell void 202 may be substantially the same (e.g., a clearance less than 0.5 mm, less than 0.75 mm, less than 1 mm, or less than 2 mm). In one specific embodiment, the clearance is 0.76 mm.

As shown in FIG. 4, the conduit component 504 is axially aligned with a first outer-shell hole 438 defined by the first side 402, and a second outer-shell hole 440 defined by the second side 404. In embodiments, only a single side of the outer shell 102 has a shell hole. Each of the first outer-shell hole 438 and the second outer-shell hole 440 have a diameter 442D_SO. In embodiments, the diameter 442D_SO is equal to the inner width 434W_C,i. In embodiments, the diameter 442D_SO is less than the inner width 434W_C,i. In embodiments, the diameter 442D_SO is greater than the inner width 434W_C,i. In embodiments, the diameter 442D_SO is sized and shaped according to the type of rail fastener to reduce tear on the outer shell 102 when the fastener is inserted. Moreover, FIG. 4 shows an optional flange 435, included in some embodiments, extending from each end of the conduit component 504. The flanges 435 provide additional support for the outer shell 102 at the location of the railway fastener to prevent deformation of the outer shell 102 at the location of the railway fastener. In embodiments, the conduit may be threaded to engage with threads of the railway fastener. By being axially aligned with the first outer-shell hole 438 and the second outer-shell hole 440, the conduit component 504 serves to provide a medium in which the rail fastener is secured within. In embodiments where the conduit component 504 defines a pre-formed insert hole, such as that shown in FIG. 4, when the insert is mounted in the shell void 202, the pre-formed insert hole defined by the interior surface of the conduit component 502 having the inner width 434W_C,i, the first outer shell hole 438 (and the second outer shell 440 hole when included) are aligned.

In embodiments, the first outer-shell hole 438 and the second outer-shell hole 440 are filled with one or more plugs 444. Plugs 444 may be an integral component of outer shell 102, that is a “knockout” plug. The knockout plug may be a separate component that is snap-fit within the first outer-shell hole 438 and the second outer-shell hole 440. In another embodiment, the knockout plug may be characterized by a groove cut, etched, or otherwise formed in the outer shell 102 at the location of the (i.e., the plug may be a weakened portion of the outer shell 102 via removing a portion of the first outer-shell hole 438 and the second outer-shell hole 440 that allows the material of the outer shell 102 to be removed when installing the rail baseplate and/or fastener.

FIG. 6 shows sectional view 600 of an embodiment of a railway tie system, including a railway tie 602, having two fastener inserts 604(1), 604(2), each with at least one conduit component 606(1), 606(2). The sectional view 600 only shows one of two or more rails coupled to a top surface of railway tie 602, similar arrangement may be used for the other rails. Railway tie 602 is an application of railway tie 100 discussed above, and therefore all discussion of railway tie 100 discussed above applies to railway tie 602 as well. Each fastener insert 604 is an example of insert 206 discussed above and thus all of the discussion of insert 206 applies to insert each 604 as well. Each conduit component 606 is an example of conduit 504 discussed above and therefore the discussion of conduit component 504 applies to each conduit 606 as well.

A baseplate 602 is positioned above the inserts 604 such that a baseplate aperture 610(1), 610(2) align with corresponding shell holes 612(1), 612(2). Shell holes 612(1) and 612(2) are an application of shell holes 438, 440 discussed above, and therefore all discussion of shell holes 438, 440 discussed above applies to shell holes 612 as well. Although only two baseplate apertures 610 and two shell holes 612 are shown, there may be more or fewer without departing from the scope hereof.

Rail 612 is secured in a groove of baseplate 608 defined by protrusions 614 extending upward from the flange of baseplate 608, where the baseplate apertures 610 are defined in the flange. A clamp component 616 is secured in place via rail fasteners 618(1), 618(2) to secure the rail to the baseplate 608, and thus to rail tie 602. In embodiments, the fastener 618 directly secures the rail 612 to the baseplate 608.

Two fastener inserts 604 are shown for a single baseplate in FIG. 6. However, it should be appreciated that a single fastener insert 604 may be included, wherein the conduit components 604(1) and 604(2) are located in the single fastener insert 604. Moreover, FIG. 6 also shows an example load-bearing insert 620, which is an example of the load-bearing insert 208 discussed above.

Referring to FIG. 1, each end of the railway tie 102 may be sealed with a respective endcap 104. The endcap 104 may snap-fit or otherwise be secured to the end of the outer shell 102. In some embodiments, the endcaps 104 are made of UV stabilized materials, such as UV stabilized polyvinyl chloride (PVC).

FIG. 7 shows a method 700 for producing a railway tie, in embodiments. Method 700 may be implemented to produce railway tie 100, which may be used in railway system 600 discussed above.

In block 702, an outer shell of the railway tie is formed. In one example of block 702, outer shell 102 is formed. If outer shell 102 is a pultruded product, then outer shell 102 may be formed by pultruding the material and cutting at a desired length. Where outer shell 102 includes one or more shell holes such as shell holes 438, 440 discussed above, block 702 may include forming the shell holes. Where the shell holes 438 include a plug, such as plug 444 discussed above, block 702 may include creating or inserting plug into the formed shell holes.

In block 704, at least one fastener insert is formed and inserted into the outer shell formed in block 702. In one example of block 704, the fastener insert 206 is formed including an insert-shell component 502, and a conduit component 504. The conduit component may be located in an insert-shell void 506. The insert shell void 506 may be filled with an insert material, or otherwise the same material as the insert-shell component 502. After forming the fastener insert 206, it is located within the void of outer shell 102 formed in block 702 and aligned where the rail is to be installed (e.g., the conduit is aligned with the shell hole in the outer shell 102). In embodiments, inserting the insert includes a first insert and a second insert, the first insert spaced from the second insert according to a standard rail spacing distance of a railway.

In block 706, at least one load bearing insert is formed and inserted into the outer shell formed in block 702. In one example of block 706, the load bearing insert 208 is formed including an insert-shell component 502 and optionally an insert material. The conduit component may be located in an insert-shell void 506. The insert shell void 506 may be filled with an insert material, or otherwise the same material as the insert-shell component 502.

In block 708, the void is filled with a void material after insertion of the inserts in blocks 704, 706. In one example of block 708, the void 202 is filled with void material 306 to secure the inserts in place within void 202. In an embodiment, the insert-shell material 206 and the void material 306 are both provided at the same time, after the insert shell component 502 and conduit component 504 is positioned with respect to the railway tie. In such embodiments, any of the inserts discussed herein (e.g., fastener inserts 206 and/or load bearing inserts 208) may have one or more notches on the top and/or bottom ends thereof, or with one or more holes going through the sides of the insert shell component 502 such that expandable foam injected into the void can also enter into the insert void when the insert is already located in the railway tie. In block 710, an endcap is placed on each end of the outer shell to seal the outer shell. In one example of block 710, the endcap 104 is secured on each end of outer shell 102.

In block 712, the rail tie 100 is coated with a UV resistant material. Block 712 may be performed during any of the previous blocks, or post-generation of the outer shell with insert therein.

The above-described systems and methods provide significant advantages over prior rail tie systems, including prior composite rail tie systems. The inclusion of the insert, whether fastener insert allows for significant flexibility in the type of rail tie fastening system by allowing for simple adaptation based on location of the fastener insert. Moreover, the location of the fastener insert, and optional load-bearing insert, allows for the thickness of the outer shell to be reduced resulting in less weight/material required for the railway tie. The void material, and optional end caps, allow for improved water/insect protection by not providing a place for water/insect/rodent intrusion.

Another major advantage provided by the present embodiments is the ability to accommodate the spike pull-out force requirements of the AREMA standard as well as the total beam deflection requirements required by AREMA (e.g., AMERICAN RAILWAY ENGINEERING AND MAINTENANCE-OF-WAY ASSOCIATION (AREMA), Manual for Railway Engineering, Chapter 30, Section 2.3 Test 2 (deflection criteria found in Table 30-5-1)). Table 1, below shows test results for Total Beam Deflection, in inches, as well as permanent deformation of outer shell holes in three samples. The materials for the outer shell included fiber reinforced polymer filled with a fiber reinforced polymer insert, where each of the outer shell and insert were filled with expanding closed cell foam. The size of the outer shell conformed to the above-discussed “half height” tie products (e.g., with cross section dimensions 3.625″×9.375″). The deflection values below were recorded during and after the sample was subjected to 50,000 lbs. of load. The compression area plate included a 3.75 inch by 14 inch by 1 inch pressure applied to a foam-filled outer shell embodying rail tie 100 discussed above.

TABLE 1
AREMA TEST RESULTS - Beam Deflection, Hole Deformation
	Total Beam	Difference (Permanent Deformation)
Sample	Deflection (in)	Hole 1	Hole 2	Hole 3
A7585	0.0998	0.023	0.035	0.035
A7586	0.0506	0.009	0.016	0.019
A7587	0.0325	0.013	0.018	0.019

Table 2, below, establishes that the rail spike-pull out force required by AREMA standard is met via railway tie 100 discussed above. To implement the test to generate table 2, rail spikes were driven into predrilled holes (e.g., shell holes discussed above) in an outer shell with a bushing therein, and additionally with foam-filled insert having a steel conduit therein such as the inserts 206 discussed above. The materials for the outer shell included fiber reinforced polymer filled with a fiber reinforced polymer insert, where each of the outer shell and insert were filled with expanding closed cell foam. The size of the outer shell conformed to the above-discussed “half height” tie products (e.g., with cross section dimensions 3.625″×9.375″). As shown in Table 2, the first test included an “as-is” predrilled railway tie with a reinforcing bushing of foam-filled insert. This did not meet the required pull-out forces for the AREMA standard (e.g., 1900 lbs.). However, after iterating the hole size and adding the conduit component, sufficient pull-out force threshold was met thereby meeting the AREMA standard. It is expected that alternate insert materials, or homogeneous inserts would be able to achieve sufficient pull out force.

TABLE 2
AREMA TEST RESULTS - Spike Pull-Out Force
Test Configuration (shell hole   Max Pull-Out Force
and pre-formed insert hole)      Achieved (lbs.)
11/16″ Hole with Bushing         970
11/16″ fully-drilled hole (no bushing) 817
11/16″ partially drilled hole    1,164
9/16″ fully drilled hole         1,085
9/16′ partially drilled          1,251
9/16″ hole with steel conduit    2,942
in foam-filled insert

The above-test results establish that the railway tie 100 (and that used in system 600), as manufactured using method 700, meet the requirements of the AREMA standard. This, in combination with the weight reduction and weather and insect/rodent prevention.

Combination of Features:

The above-described embodiments may be combined in numerous ways as understood by those of skill in the art. The following list of combination of features is not exhaustive, and any of the above-described features may be combined with any of the below embodiments and aspects.

(A1) In a first embodiment of a first aspect, railway tie, comprises an outer shell having an inner surface defining a shell void in the outer shell.

(A2) In the above embodiment described in (A1), a void material may fill the shell void.

(A3) In either above embodiment described in (A1) or (A2), an insert may be located in the shell void that spans from a first side of the outer shell to a second side of the outer shell and reinforces the outer shell against force applied to one or both of the first side and the second side.

(A4) In any above embodiment described in (A1)-(A3), the insert includes an insert-shell component.

(A5) In any above embodiment described in (A1)-(A4), the insert includes a conduit component located in the insert-shell component, the conduit component sized and shaped to receive a railway fastener.

(A6) In any above embodiment described in (A5), the conduit component includes a flange on each end thereof.

(A7) In any above embodiment described in (A3)-(A6), the insert-shell component is a pultruded beam cutaway.

(A8) In any above embodiment described in (A4)-(A7), the insert-shell component includes an insert void, the insert void being filled with an insert material.

(A9) In any above embodiment described in (A8), the insert material is foam.

(A10) In any above embodiment described in (A5)-(A9), the conduit component defines a pre-formed insert hole sized and shaped to receive the railway fastener.

(A11) In any above embodiment described in (A10), the outer shell defines a first outer shell hole on the first side; wherein when the insert is mounted in the shell void, the pre-formed insert hole and the first outer shell hole are aligned.

(A12) In any above embodiment described in (A10)-(A11), further comprising the railway fastener located in the pre-formed insert hole and the first outer shell hole.

(A13) In any above embodiment described in (A1)-(A12), the conduit component comprises a plurality of conduit components, each positioned according to a respective location of a baseplate aperture of a plurality of baseplate apertures defined by a baseplate that is used to secure a rail to the railway tie.

(A14) In any above embodiment described in (A1)-(A13), the conduit component is a different material than the insert-shell component.

(A15) In any above embodiment described in (A1)-(A14), the conduit component is a steel material.

(A16) In any above embodiment described in (A1)-(A15), the fastener insert comprises a plurality of fastener inserts spaced such that a first of the plurality of inserts align with a first rail of a railway and a second of the plurality of inserts aligns with a second railway of the railway when the railway tie is installed under the first and second rails.

(A17) In any above embodiment described in (A1)-(A16), the insert comprises a plurality of inserts spaced such that each conduit of one of the insert is positioned according to a respective location of baseplate aperture of a plurality of baseplate apertures defined by a baseplate that is used to secure a rail to the railway tie.

(A18) In any above embodiment described in (A1)-(A17), the outer shell comprises fiberglass.

(A19) In any above embodiment described in (A1)-(A18), further comprising an endcap at each end of the railway tie.

(A20) In any above embodiment described in (A1)-(A19), the insert and outer shell characterized to provide a spike pull-out force threshold greater than 1900 pounds, measured according to AMERICAN RAILWAY ENGINEERING AND MAINTENANCE-OF-WAY ASSOCIATION (AREMA) standard.

(A21) In any above embodiment described in (A1)-(A20), the outer shell being coated with a UV resistant coating.

(B1) In a first embodiment of a second aspect, a method for manufacturing a railway tie includes forming an outer shell having an inner surface defining a shell void in the outer shell.

(B2) In the above embodiment described in (B1), the method further includes inserting a fastener insert that spans from a first side of the outer shell to a second side of the outer shell and reinforces the outer shell against force applied to one or both of the first side and the second side.

(B3) In either above embodiment described in (B1) or (B2), the method further includes after inserting the insert, filling the void with an insert material.

(B4) In any above embodiment described in (B1)-(B3), the method further comprises securing an endcap on each end of the outer shell.

(B5) In any above embodiment described in (B1)-(B4), the method further comprises forming a first outer shell hole; and wherein the inserting the insert includes aligning an insert hole defined by the insert with the first outer shell hole.

(B6) In any above embodiment described in (B1)-(B5), the inserting the insert includes a first insert and a second insert, the first insert spaced from the second insert according to a standard rail spacing distance of a railway.

Changes may be made in the above methods and systems without departing from the scope hereof. It should thus be noted that the matter contained in the above description or shown in the accompanying drawings should be interpreted as illustrative and not in a limiting sense. The following claims are intended to cover all generic and specific features described herein, as well as all statements of the scope of the present method and system, which, as a matter of language, might be said to fall therebetween.

Claims

1. A railway tie, comprising:

an outer shell having an inner surface defining a shell void in the outer shell;

a void material filling the shell void;

an insert, located in the shell void, that spans from a first side of the outer shell to a second side of the outer shell and reinforces the outer shell against force applied to one or both of the first side and the second side, the insert including: an insert-shell component, and a conduit component located in the insert-shell component, the conduit component sized and shaped to receive a railway fastener.

2. The railway tie of claim 1, the insert-shell component being a pultruded beam cutaway.

3. The railway tie of claim 1, the insert-shell component including an insert void, the insert void being filled with an insert material.

4. The railway tie of claim 3, the insert material being foam.

5. The railway tie of claim 3, the conduit component defining a pre-formed insert hole sized and shaped to receive the railway fastener.

6. The railway tie of claim 5, the outer shell defining a first outer shell hole on the first side; wherein when the insert is mounted in the shell void, the pre-formed insert hole and the first outer shell hole are aligned.

7. The railway tie of claim 5, further comprising the railway fastener located in the pre-formed insert hole and the first outer shell hole.

8. The railway tie of claim 1, the conduit component comprising a plurality of conduit components, each positioned according to a respective location of a baseplate aperture of a plurality of baseplate apertures defined by a baseplate that is used to secure a rail to the railway tie.

9. The railway tie of claim 1, the conduit component being a different material than the insert-shell component.

10. The railway tie of claim 1, the conduit component being a steel material.

11. The railway tie of claim 1, the fastener insert comprising a plurality of fastener inserts spaced such that a first of the plurality of inserts align with a first rail of a railway and a second of the plurality of inserts aligns with a second railway of the railway when the railway tie is installed under the first and second rails.

12. The railway tie of claim 1, the insert comprising a plurality of inserts spaced such that each conduit component of one of the insert is positioned according to a respective location of baseplate aperture of a plurality of baseplate apertures defined by a baseplate that is used to secure a rail to the railway tie.

13. The railway tie of claim 1, the outer shell comprising fiberglass.

14. The railway tie of claim 1, further comprising an endcap at each end of the railway tie.

15. The railway tie of claim 1, the insert and outer shell characterized to provide a spike pull-out force threshold greater than 1900 pounds, measured according to AMERICAN RAILWAY ENGINEERING AND MAINTENANCE-OF-WAY ASSOCIATION (AREMA) standard.

16. The railway tie of claim 1, the outer shell being coated with a UV resistant coating.

17. A method for manufacturing a railway tie, comprising:

forming an outer shell having an inner surface defining a shell void in the outer shell;

inserting a fastener insert that spans from a first side of the outer shell to a second side of the outer shell and reinforces the outer shell against force applied to one or both of the first side and the second side; and,

after inserting the insert, filling the void with an insert material.

18. The method of claim 17, further comprising securing an endcap on each end of the outer shell.

19. The method of claim 17, further comprising forming a first outer shell hole; and wherein the inserting the insert includes aligning an insert hole defined by the insert with the first outer shell hole.

20. The method of claim 17, wherein the inserting the insert includes a first insert and a second insert, the first insert spaced from the second insert according to a standard rail spacing distance of a railway.