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CROSS-REFERENCE TO RELATED PATENT APPLICATIONS 
       [0001]    This patent application claims the benefit of U.S. Provisional Application No. 61/443,885, filed Feb. 17, 2011, the entire teachings and disclosure of which are incorporated herein by reference thereto. 
     
    
     FIELD OF THE INVENTION 
       [0002]    This invention generally relates to fastening systems for the rails of a railroad, and more specifically to temporary fastening systems used to temporarily affix a rail to a concrete railroad tie when a tower of the concrete railroad tie has been damaged or destroyed. 
       BACKGROUND OF THE INVENTION 
       [0003]    Concrete railroad ties are growing in popularity as a more robust alternative to traditional wooden railroad ties. One well-known difference between these two types of ties is the way in which the rails of a railroad are fastened to the ties. Wooden ties use a traditional spike and baseplate arrangement, wherein a baseplate is positioned on a top surface of the wooden tie, and the spike is driven through the baseplate into the tie. A top head of the spike engages a portion of the rail and holds it against the baseplate. 
         [0004]    Concrete ties, on the other hand, use a pair of metal fasteners positioned on either side of each rail such that a single concrete railroad tie will incorporate four fasteners in total (two for each of the two rails). These fasteners generally each have two primary components in the form of a tower and a clip. The tower is rooted or cast into the concrete railroad tie such that an upper portion of the tower extends from a top surface of the railroad tie. The clip connects to this upper portion as well as a portion of the rail to bias the rail against the top surface of the railroad tie and hold the rail in place. 
         [0005]    Because of the permanent nature of the mounting of towers relative to the concrete tie, an entire tie can be deemed unserviceable in the event a single tower is destroyed or otherwise damaged. Put another way, in the event a tower is damaged, the entire concrete tie must be removed and replaced with a new concrete tie. 
         [0006]    In the unfortunate occurrence of train derailments, it has been found that multiple fasteners, i.e. clips and the upper portions of towers, can be destroyed in a single derailment event by the wheels of the derailed train. Unfortunately, when one or more fasteners of a concrete tie are destroyed or otherwise compromised by a derailment, there is a risk that the rail or rails will dislodge from the concrete tie, and cause a later derailment in the event another train attempts to use that particular railroad line. 
         [0007]    As a result of the aforementioned risk, a railroad is typically shut down until the damaged concrete ties can be replaced. Concrete tie replacement requires multiple pieces of heavy equipment, so a shut down can last an undesirable length of time as the heavy equipment is procured and brought out to the derailment site, and the ties are replaced. This extended shut down period can lead to late deliveries which may translate into monetary damages, heightened shipping costs, and congestion on other railroad lines as trains are rerouted. 
         [0008]    Due to the above noted problems, there is a need in the art for a temporary fastening system that will allow concrete ties that have damaged towers to remain in service until the damaged ties can be replaced. 
         [0009]    The invention provides such a rail fastening system. These and other advantages of the invention, as well as additional inventive features, will be apparent from the description of the invention provided herein. 
       BRIEF SUMMARY OF THE INVENTION 
       [0010]    In one aspect, embodiments of the present invention provide a rail fastening system for securing a rail to a railroad tie. The railroad tie includes a first connector on a first side of the rail and a second connector on a second side of the rail. The first and second connectors interpose the rail and are operable for securing the rail to the railroad tie when each of the first and second connectors are in a serviceable condition. The rail fastening system according to this aspect includes a baseplate configured for abutment with the first connector. At least one clamp is coupled to the baseplate on the first side of the rail and includes a hook portion for contacting the rail on the second side of the rail. 
         [0011]    In certain embodiments, the at least one clamp includes a first clamp and a second clamp. The first and second clamps are coupled to the baseplate at opposite ends of the baseplate such that the first and second connectors are interposed between the first and second clamps. 
         [0012]    In certain embodiments, the hook portion includes a relief section for receipt of a portion of the rail. The relief section is generally circular, such that an end of a flange section of the rail is out of contact with the hook portion when disposed within the relief section. 
         [0013]    In certain embodiments, the hook portion includes a top and a bottom abutment surface. The top abutment surface is arranged to contact an upper surface of the flange section interior of the end of the flange section. The bottom abutment surface is arranged to contact an underside of the rail. 
         [0014]    In certain embodiments, the at least one clamp includes a handle portion extending away from the hook portion such that the handle portion is entirely disposed on the first side of the rail when the at least one clamp is coupled to the baseplate. In certain embodiments, the handle portion includes a plurality of abutments on an underside thereof for adjustably coupling the at least one clamp to the baseplate. In certain embodiments, the baseplate includes at least one slot for receiving a handle portion such that one of the plurality of abutments abuts a neck portion of the baseplate situated in the slot. In certain other embodiments, the baseplate includes at least one groove for receiving a handle portion such that one of the plurality of abutments abuts the at least one groove. 
         [0015]    In certain other embodiments, the handle portion includes a slot therethrough for receipt of the baseplate. In such a slotted embodiment, the baseplate is generally T-shaped, and includes an abutment section formed at an end thereof. The abutment section has a first width that is greater than a second width of the slot such that the abutment section cannot pass through the slot. 
         [0016]    In such an embodiment, the baseplate includes a blade section formed at an end thereof opposite the abutment section. The blade section has a reduced thickness relative to the remainder of the baseplate. The baseplate includes an aperture therethrough for receipt of a pin. The pin is a slideably received within the aperture to prevent removal of the baseplate through the slot formed in the handle portion. 
         [0017]    In another aspect, a rail fastening system for securing a rail to a railroad tie is provided. The railroad tie includes a first connector on a first side of the rail and a second connector on a second side of the rail. The first and second connectors interpose the rail and are operable for securing the rail to the railroad tie when each of the first and second connectors are in a serviceable condition. The rail fastening system according to this aspect includes a baseplate configured for abutment with the first connector. The rail fastening system also includes at least one clamp including a hook portion for receiving a portion of the rail. The at least one clamp has a mounted position in which the at least one clamp is coupled to the baseplate. The location of the at least one clamp relative to the baseplate in the mounted position is adjustable. 
         [0018]    In yet another aspect, a method for securing a rail to a railroad tie with a rail fastening system is provided. The railroad tie includes a first connector at a first side of the rail and a second connector on a second side of the rail. The first and second connectors interpose the rail and are operable for securing the rail to the railroad tie when each of the first and second connectors are in a serviceable condition. The method according to this aspect includes aligning a baseplate on the first side of the rail such that the baseplate is adjacent to the first connector. The method also includes coupling at least one clamp to the baseplate such that the at least one clamp extends underneath the rail and contacts the rail on the second side. 
         [0019]    In certain embodiments, coupling the at least one clamp includes coupling a first and second clamp such that the first and second connectors are interposed between the first and second clamps. 
         [0020]    In certain other embodiments, coupling the at least one clamp includes placing an abutment of the at least one clamp into abutted contact with the baseplate. 
         [0021]    In certain other embodiments, coupling the at least one clamp includes sliding the baseplate through a slot formed in the at least one clamp. 
         [0022]    Other aspects, objectives and advantages of the invention will become more apparent from the following detailed description when taken in conjunction with the accompanying drawings. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0023]    The accompanying drawings incorporated in and forming a part of the specification illustrate several aspects of the present invention and, together with the description, serve to explain the principles of the invention. In the drawings: 
           [0024]      FIG. 1  is a front view of a concrete railroad tie and associated fasteners for affixing a pair of rails of a railroad thereto; 
           [0025]      FIG. 2  is a front view of the concrete railroad tie of  FIG. 1 , with multiple damaged fasteners; 
           [0026]      FIG. 3  is a front view of the concrete tie of  FIG. 2 , with an exemplary first embodiment of a temporary fastener according to the teachings of the present invention affixing the rails to the concrete railroad tie; 
           [0027]      FIG. 4  is a top view of the temporary fastener mounted to the concrete railroad tie; 
           [0028]      FIG. 5  is a collection of views of the temporary fastener of  FIG. 4 ; 
           [0029]      FIG. 6  is a partial view of a hook portion of a clamp of the temporary fastener of  FIG. 4  interacting with a portion of a rail; 
           [0030]      FIG. 7  is a partial view of the hook portion of  FIG. 6 ; 
           [0031]      FIG. 8  is a perspective view of a second embodiment of a temporary fastener; 
           [0032]      FIG. 9  is a partial view of adjustment teeth and adjustment grooves of the temporary fastener of  FIG. 8 ; and 
           [0033]      FIG. 10  is a collection of views of a third embodiment of a temporary fastener. 
       
    
    
       [0034]    While the invention will be described in connection with certain preferred embodiments, there is no intent to limit it to those embodiments. On the contrary, the intent is to cover all alternatives, modifications and equivalents as included within the spirit and scope of the invention as defined by the appended claims. 
       DETAILED DESCRIPTION OF THE INVENTION 
       [0035]    Turning now to the drawings, there is illustrated in  FIG. 1  a typical configuration of a concrete railroad tie  20  (hereinafter “tie”) with a pair of rails  22  of a railroad mounted thereto via a plurality of connectors  24 . Each connector  24  includes a tower  26  and a clip  28 . Each rail  22  is positioned between a pair of towers  26  with clips  28  fixing the position of the rail  22  between the towers  26 . Indeed, a first one of the connectors  24  is positioned on a first side of the rail  22 , while a second one of the connectors  24  is positioned on a second side of the rail  22 . As a result, the overall height of the rails  22  taken from the top surface  30  of the tie  20  is generally controlled and illustrated as dimension A. Similarly, the distance between the rails  22  (i.e. the gauge distance) is also generally controlled by way of the connectors  24  and denoted as dimension B. 
         [0036]    It will be readily appreciated that in a conventional railroad employing multiple ties  20 , each tie  20  will include its own set of connectors  24  to generally maintain the dimensions A and B illustrated. It will also be readily appreciated by those skilled in the art that the particular towers  26  and clips  28  illustrated are one of many conventional designs. It will be recognized from the following description that the type of tower  26  or clip  28  is not limiting in any way on the employment of the various embodiments of the instant invention. 
         [0037]    Turning now to  FIG. 2 , a pair of exemplary rail wheels  36  are illustrated in a derailed condition. In this condition, it has been observed that the rail wheels  36  have a tendency to destroy two of the four connectors  24  of the tie  20 . In the illustrated embodiment, the rightmost connector  24  of each of the pair of connectors  24  has been destroyed as a result of collision by the rail wheels  36 . However, the leftmost connectors  24  of each of the pair of connectors  24  could also be destroyed if the rail wheels  36  derail in a direction opposite that shown in  FIG. 2 , (i.e. to the other side of the rails  22 ), and the teachings of the present invention would apply equally in such a scenario. It will also be recognized from the following that the teachings of the invention disclosed herein may be equally employed in other contexts other than derailment damage events, when a single connector  24  of one of the pairs of connectors  24  is damaged, or when a single connector  24  of each of the pairs of connectors  24  is damaged, such as that illustrated at  FIG. 2 . 
         [0038]    Still referring to  FIG. 2 , once these connectors  24  are destroyed, there is a risk that the rails  22  will tilt generally in direction  40  or shift laterally generally in direction  42 . Movement of the rails  22  in either of these directions is undesirable as it can lead to subsequent derailments of other trains traveling along the rails  22 . 
         [0039]    Turning now to  FIG. 3 , to prevent movement along either of directions  40  or  42  (see  FIG. 2 ), an embodiment of a pair of fasteners  50  according to the teachings of the present invention can be employed to maintain each of the rails  22  in a fixed position and ultimately maintain dimensions A and B illustrated in  FIG. 1 . As will be understood more clearly from the following, employment of these temporary fasteners  50  allows for the continued usage of the rails  22  as indicated by the positioning of the rail wheels  36  thereon in  FIG. 3 . Accordingly, the temporary fasteners  50  advantageously allow for continued use of the rails  22  despite that two of the connectors  24  have been damaged or otherwise destroyed. Although illustrated in the context of a concrete railroad tie  20 , those skilled in the art will appreciate from the following that the fasteners  50  disclosed herein can be equally employed in the context of traditional wooden railroad ties without departure from the teachings of the present invention. 
         [0040]    As illustrated in  FIG. 3 , a temporary fastener  50  is employed at each rail  22 . Each temporary fastener  50  includes a pair of clamps  60  and a baseplate  62 . As further illustrated in  FIG. 3 , the baseplates  62  are positioned adjacent to the remaining and undamaged connector  24  adjacent to each rail  22 . The clamps  60  contact the baseplate  62 , extend under each rail  22  and contact the rail  22  proximate to the area previously contacted by the damaged connectors  24 . As a result, a downward pressure is exerted upon the rails  22  similar to that previously exerted by both connectors  24  on either side of the rails  22  as illustrated in  FIG. 1 . Although illustrated as using a pair of clamps  60 , it will be recognized from the following that the teachings of the present invention may be equally employed using a baseplate  62  and a single clamp  60 . 
         [0041]    More specifically, and with reference now to  FIG. 4 , each rail  22  includes a rail head  68  with a pair of flanges  70  extending from either side of the rail head  68 . Typically, the clips  28  contact each of the flanges  70 . However, in the event one of the connectors  24  (and thus the associated clip  28 ) is destroyed, the clamps  60  can be used to contact the corresponding flange  70  as illustrated. Indeed, each of the clamps  60  includes a hook portion  72  for contacting the flange  70 . Each of the clamps  60  also includes a handle portion  74  extending away from the hook portion  72 . The handle portion  74  couples with the baseplate  62  as illustrated. 
         [0042]    The baseplate  62  is positioned adjacent to the remaining fastener and generally underneath a portion of the clip  28  associated therewith. An end of each clamp  60  opposite the hook portions  72  thereof contacts the baseplate  62  and locates within locating slots  76 . 
         [0043]    The above introduced location between the clamps  60  and baseplate  62  is better illustrated in  FIG. 5 . As illustrated in  FIG. 5 , each clamp  60  also includes a plurality of locating walls or abutments  78 , one of which engages a neck portion  80  of the baseplate  62  formed between adjacent locating slots  76  thereof. It will be recognized that such a configuration advantageously prevents the unwanted movement of the clamps  60  relative to the baseplate  62 , and defines a plurality of mounting locations of the clamps  60  relative to the baseplate  62  to achieve fine adjustment of the clamps  60  relative to baseplate  62 . 
         [0044]    Turning now to  FIG. 6 , the clamps  60  are installed by sliding the hook portion  72  along direction  86  until an end or corner  96  of the flange  70  is disposed in a generally circular relief section  94 . As will be explained in greater detail below, the hook portion  72  also includes a top abutment surface  90  and, a bottom abutment surface  92 , on either side of the relief section  94  that engage opposing sides of the flange  70 . 
         [0045]    Still referring to  FIG. 6 , the relief section  94  has a radius and is tangent with the bottom abutment surface  92 . However, the top abutment surface  90  is not tangent with the relief section  94 . Such a configuration advantageously ensures that the top abutment surface  92  exerts a pressure against an upper surface of the flange portion  70  interior from the end or corner  96  of the flange section  70  of each rail. Such a configuration avoids the undesirable effect of deformation of the corner  96  of each flange portion  70 . This arrangement is further illustrated at  FIG. 7 . 
         [0046]    Turning now to  FIG. 8 , another embodiment of a temporary fastener  150  is illustrated. This embodiment is generally similar to that described above relative to  FIGS. 3-7 , with the exception that clamp  160  of this embodiment of a temporary fastener  150  includes a plurality of serrations or abutments  164  formed on an underside of the clamps  160 . The abutments  164  are used to finely adjust the positioning of the clamps  160  relative to the baseplate  162 . Indeed, it is not uncommon for a rail  22  to become off center between connectors  24  on either side of the rail  22 . Both connectors  24  associated with the rail  22  of  FIG. 8  are shown intact to illustrate this point. However, it will be recognized that the temporary fastener  150  is typically employed when one of the connectors  24  of  FIG. 8  has been damaged or destroyed in the particular arrangement of  FIG. 8 . 
         [0047]    In the event that the rail  22  does in fact become off center, and one of the connectors  24  later destroyed as a result of a derailment, the distance from the abutting edge  66  of the remaining connector  24  and the corner  96  of the opposite flange  70  will vary from the distance of a truly centered rail  22 . As will be explained in greater detail below, the abutments  164  provide a way to cope with this varying distance by defining a plurality of mounting points for each clamp  160  relative to the baseplate  162 . As a result, the overall distance from the hook portion  172  of each clamp  160  to the baseplate  162  can also be varied. 
         [0048]    Turning now to  FIG. 9 , the above described adjustability is shown in greater detail. Indeed, the baseplate  162  includes a plurality of adjustment grooves  176  the spacing of adjacent adjustment grooves  176  is equivalent to the spacing between adjacent abutments  164  of the clamp  160 . As a result, the clamp  160  is generally adjustable along direction  180  relative to the baseplate  162 . Such a configuration advantageously allows for the clamp  150  to accommodate the varying distance of the rail  22  from the remaining connector  24  (see  FIG. 8 ). It will be recognized that the adjustment grooves  176  are one of many variations of baseplate  162  features that can accommodate the abutments  164 , and therefore, the invention is not in any way limited to that shown. 
         [0049]    Turning now to  FIG. 10 , another embodiment of a temporary fastener  250  is illustrated. This embodiment of a temporary fastener  250  is similar to the embodiments described above with the exception that the baseplate  262  is received in slots  276  formed in each of the clamps  260 . Such a configuration further ensures the fixed positioning of the clamps  260  relative to the baseplate  262 . In this embodiment, the baseplate  262  can also include a pin  282  passing there through preventing the lateral movement of the baseplate  262  laterally through the slots  276 . The baseplate  262  also includes an abutment section to also restrict lateral movement of the baseplate  262  laterally through the slots. 
         [0050]    The baseplate  262  can also incorporate a blade section  288  to enhance the ease of installation of the baseplate  262  within the slots  276 . The blade section  288  is located at an end of the baseplate  262  opposite the abutment section  284 . As illustrated, the blade section  288  has a tapered shape. 
         [0051]    The portion of the baseplate  262  extending from the abutment section is more narrow than the slots  276 . This advantageously allows for fine adjustment of the clamps  260  relative to the baseplate  262  to accommodate off center rails as discussed above. Further, the thickness of the portion of the baseplate  262  extending from the abutment section  284  is thick enough such that the baseplate  262  is tightly wedged within the slots  276  of each of the claims  260 . 
         [0052]    Having described the various structural attributes of embodiments of the present invention, the following provides the general operation of the same. Referring back to  FIG. 4 , to install the first embodiment of a temporary fastener  50 , the baseplate  62  is first positioned against the top surface  30  of the tie  20 . The baseplate  62  is positioned such that it abuts the remaining connector  24  as illustrated. Thereafter, each clamp is passed under the rail  22  until the hook portion  72  of each clamp is proximate to the flange section  70  of the rail  22  opposite the flange  70  that the clip  28  abuts. 
         [0053]    With reference now to  FIG. 6 , once the hook portions  72  are in position, the hook portions are forced along direction  86  until the top and bottom abutment surfaces  90 ,  92  come into contact with the flange  70  of the rail  22 . The hook portions  72  are moved laterally along direction  86  until the corner  96  of the flange  70  is positioned within the relief section  94 . 
         [0054]    At the same time, the opposite end of the clamp  60  is moved relative to the baseplate  62  until the neck portion  80  of the baseplate  62  is abutted with one of the abutments  78  of the clamp  60  as illustrated in  FIG. 5 . 
         [0055]    Alternatively, and with reference to  FIG. 9 , in embodiments incorporating the abutments  164  as illustrated at  FIG. 8 , the clamp  160  is moved along direction  180  to finely adjust the positioning of the clamp  160  relative the baseplate  62  as the hook portion  172  (see  FIG. 8 ) is positioned in accordance with the above. As this movement along direction  180  occurs, the abutments  164  will successfully seat within the adjustment grooves  176  until the proper distance is achieved. 
         [0056]    Finally, and with reference to  FIG. 10 , in embodiments incorporating slots  276  the clamps  260  are positioned prior to positioning the baseplate  262 . Once the clamps  260  are in position by placing the hook portions  272  thereof against the flange  70 , the baseplate  262  is passed through slots  276  until the abutment section  284  abuts one of the clamps  260 . In embodiments incorporating a locking pin  282  as described above, the pin is thereafter inserted into the baseplate  262 . 
         [0057]    As described herein, the various embodiments of the instant invention advantageously allow an otherwise unserviceable railroad to temporarily remain serviceable until damaged concrete ties can be replaced. Therefore, the invention eliminates lengthy periods of railroad shutdown while heavy equipment is transported to a derailment cite to replace the damaged railroad ties. 
         [0058]    All references, including publications, patent applications, and patents cited herein are hereby incorporated by reference to the same extent as if each reference were individually and specifically indicated to be incorporated by reference and were set forth in its entirety herein. 
         [0059]    The use of the terms “a” and “an” and “the” and similar referents in the context of describing the invention (especially in the context of the following claims) is to be construed to cover both the singular and the plural, unless otherwise indicated herein or clearly contradicted by context. The terms “comprising,” “having,” “including,” and “containing” are to be construed as open-ended terms (i.e., meaning “including, but not limited to,”) unless otherwise noted. Recitation of ranges of values herein are merely intended to serve as a shorthand method of referring individually to each separate value falling within the range, unless otherwise indicated herein, and each separate value is incorporated into the specification as if it were individually recited herein. All methods described herein can be performed in any suitable order unless otherwise indicated herein or otherwise clearly contradicted by context. The use of any and all examples, or exemplary language (e.g., “such as”) provided herein, is intended merely to better illuminate the invention and does not pose a limitation on the scope of the invention unless otherwise claimed. No language in the specification should be construed as indicating any non-claimed element as essential to the practice of the invention. 
         [0060]    Preferred embodiments of this invention are described herein, including the best mode known to the inventors for carrying out the invention. Variations of those preferred embodiments may become apparent to those of ordinary skill in the art upon reading the foregoing description. The inventors expect skilled artisans to employ such variations as appropriate, and the inventors intend for the invention to be practiced otherwise than as specifically described herein. Accordingly, this invention includes all modifications and equivalents of the subject matter recited in the claims appended hereto as permitted by applicable law. Moreover, any combination of the above-described elements in all possible variations thereof is encompassed by the invention unless otherwise indicated herein or otherwise clearly contradicted by context.

Summary:
A rail fastening system is provided. The rail fastening system includes a fastener including a baseplate and at least one of clamp. The at least one clamp mounts with the baseplate and extends under a rail of a railroad to abut against a flange of the rail opposite a flange adjacent to the baseplate. Certain embodiments of the fastener include adjustment teeth to finely adjust the positioning of the clamps relative to the baseplate. Certain other embodiments of the fastener include slotted clamps that receive a baseplate.