System for converting existing railroad tracks to trails

Abstract

A trail mat system having a mat extending between and on top of a pair of railroad track rails, the mat including a top surface and a bottom side; a tension member disposed under the mat and configured to engage at least one of the rails; and a fastener operatively associated with the tension member to bias the tension member against the rails to secure the mat to the rails; whereby the mat is configured to be placed over and removably secured to the rails to provide a trail surface overtop the rails without removing the rails or other elements of the railroad track.

Description

RELATED APPLICATIONS

[0001] This application is a continuation in part of relates to U.S. application Ser. No. 17 / 959,867, titled SYSTEM FOR CONVERTING EXISTING RAILROAD TRACKS TO TRAILS, filed Oct. 4, 2022 which claims priority from U.S. Provisional Patent Application filed Oct. 5, 2021, which are incorporated by reference.BACKGROUND OF THE INVENTION1) Field of the Invention

[0002] The present disclosure relates to trail systems and railroad track conversion, and more particularly to a trail mat system configured to be placed over and removably secured to existing railroad track rails to provide a trail surface without removing the rails or other elements of the railroad track infrastructure.2) Description of the Related Art

[0003] Historically, transportation of mass individuals and goods has utilized railways and trains. Railroads have played a large role in the industrial and commercial development of the United States from the industrial revolution in the North-east to the settlement of the West. The American railroad surge began with the founding of the first passenger and freight line in the nation of the Baltimore and Ohio Railroad in 1827 and beginning of a long construction project to provide rail transportation westward over the obstacles of the Appalachian Mountains eastern chain. However, the use of railways declined with the invention and adoption of trucks, automobiles, and planes. While freight railroads continue to play an important role in the United States, there are thousands of miles of abandoned railroad tracks.

[0004] An abandoned railway is one that is no longer used for its original purpose, to provide a travel path for trains with such abandonments due to reasons including historical, financial, or government reasons. However, even when the railroad tracks no longer have a financial, economic, or social value, the owners of the tracks are reluctant to officially abandon the tracks. One reason is that in the United States, under the Abandoned Railroad Right of Way Act (43 U.S.C. § 912), land given by the United States for use of a railroad right-of-way in which the United States retained a right of reverter which had to be turned into a public highway within one year of the railroad company abandonment or be given to adjacent landowners. Therefore, the track owner loses the property right. In order to incentivize track owners to officially abandon tracks and repurpose the land and tracks, the United States passed the Railroad Revitalization and Regulatory Reform Act in an effort to promote the conversion of abandoned lines to trails. Under this legislation, the United States government can offer financial, educational, and technical assistance to local, state, and federal agencies that wish to convert the tracks.

[0005] Further, the abandonment could be delayed for up to 180 days after an order of abandonment, unless the property was first offered for sale on reasonable terms for public purposes including recreational use. Further, legislation attempted to regulate, control, and otherwise effect the abandonment of railroad tracks. However, these legislative attempts only resulted in the creation of numerous legal issues for adjacent landowners, including a mix of federal and state laws. In addition, fencing issues get involved and those may not be handled under the general fencing laws of the particular state, but in accordance with fencing provisions specific to the conversion of abandoned rail lines to trails.

[0006] While most abandoned railroad tracks lay dormant, they remain under the ownership of the abandoning railroad company. This ownership can create controversies including property disputes when the land, under the official abandonment process, returns to adjacent landowners. Another option is to convert the tracks to use of a trail because the once-abandoned travel path is now available to the public while also preserving the right of the track owners to use the tracks for future train use. Some “abandoned” railways have been refurbished and returned to active railroad routes. Therefore, abandoned tracks have been used in a manner where the railroad operation has lost its right to reuse the tracks because it has become undesirable.

[0007] Nevertheless, the circumstances and laws effecting railroad tracks has resulted in thousands of miles of abandoned railroad lines that lie dormant across North America that once served commerce and emerging economies. Now neglected and in various states of disrepair, these corridors are an eyesore for the communities which once built the thriving economies.

[0008] To prevent the loss of the future right to reinstate the tracks for train use, track owners engage in a practice called railbanking. Railbanking is the process of forming an agreement between a railroad company (track owner) and a trail agency to use an out-of-service railroad track as a trail (e.g., walking, biking, etc.) until a railroad needs the corridor for rail service. This interim trail use of railbanked corridors has contributed to the thousands of miles of rail corridors that would otherwise have been officially abandoned. Further, railbanking prevents the railroad from losing its Railroad Right of Way (RROW). It would be advantageous for a system to be put in place that easily converts tracks no longer being used for trains into trail use while preserving the RROW.

[0009] Historically, when a rail-to-trail project was commenced, the design was to grade the rail trail and cover it in gravel or crushed stone. Some are paved with asphalt and others are left as dirt. In each case, the ability to easily convert the trail back to rail becomes expensive, time consuming, and otherwise challenging, if not impossible. Removing the rail bed infrastructure also removes the installed drainage that can lead to flooding. Keeping the rail bed infrastructure in place retains the originally designed hydraulic relief. Additionally, the requirement for surface excavation is either unnecessary or limited that could expose environmental concerns from rail tank cars that may have leaked over time.

[0010] Accordingly, it is an object of the present invention to provide a system for converting a railroad track to a trail using a trail mat system that quickly and easily mounts to the rails and which can be quickly and easily removed if railroad service is to be restored without requiring any changes to infrastructure of the railroad track.SUMMARY OF THE INVENTION

[0011] According to an aspect of the present disclosure, a trail mat system for converting existing railroad tracks to trails is provided. The trail mat system includes a mat extending between and on top of a pair of railroad track rails, the mat including a top surface and a bottom side. A tension member is carried by the mat and engages a rail fillet defined between a rail web and a rail head. A fastener extends through the mat and engages the tension member to draw the tension member toward the bottom side of the mat. The mat is configured to be placed over and removably secured to the rails to provide a trail surface overtop the rails without removing the rails or other elements of a railroad track.

[0012] According to other aspects of the present disclosure, the trail mat system may include one or more of the following features. A pair of fasteners may be disposed on an outside of each of the pair of railroad track rails, wherein the tension member extends between the pair of fasteners and under the rails. The fastener may comprise a resilient member biasing the tension member inward toward the rails when installed. A pair of tension members may be disposed on either side of at least one of the rails. The mat may be comprised of 100% recycled materials. The trail mat system may further comprise a confined utility space defined by the bottom side of the mat and between the rails for receiving utility lines and conduits in a secure area underneath the mat. The trail mat system may further comprise at least one rail cavity disposed on the bottom side of the mat and configured to receive at least a portion of the rails including the rail head. The mat may be constructed and arranged to be removed from the rails and recycled for future trail developments. A recess may be defined in the top surface of the mat to accommodate a head of the fastener, allowing the fastener head to be disposed below the top surface of the mat.

[0013] According to another aspect of the present disclosure, a trail mat system for converting existing railroad tracks to trails is provided. The trail mat system includes a mat extending between and on top of a pair of railroad track rails, the mat including a top surface and a bottom side. A tension member is disposed under a top surface of the mat. A distal end of the tension member is biased against a fillet of a rail head on at least one of the rails. The mat is configured to be placed over and removably secured to the rails to provide a trail surface overtop the rails without removing the rails or other elements of a railroad track.

[0014] According to other aspects of the present disclosure, the trail mat system may include one or more of the following features. A pair of tension members may be disposed on each rail configured to prevent lateral motion of the mat in relation to the rails. The tension member may be biased against the fillet by a fastener extending through the mat and engaging the tension member. The tension member may be biased against the fillet by a fastener contained within the mat. The trail mat system may further comprise a confined utility space defined by the bottom side of the mat and between the rails for receiving utility lines and conduits in a secure area underneath the mat. The trail mat system may further comprise surface traction members disposed on the top surface of the mat for enhanced traction.

[0015] According to another aspect of the present disclosure, a trail mat system for converting existing railroad tracks to trails is provided. The trail mat system includes a mat extending between and on top of a pair of railroad track rails, the mat including a top surface and a bottom side. A tension member is disposed under the mat and configured to engage at least one of the rails. A fastener is operatively associated with the tension member to bias the tension member against at least one of the rails to secure the mat to at least one of the rails. The mat is configured to be placed over and removably secured to the rails to provide a trail surface overtop the rails without removing the rails or other elements of a railroad track.

[0016] According to other aspects of the present disclosure, the trail mat system may include one or more of the following features. The tension member may engage a fillet defined between a rail web and a rail head of at least one of the rails. The mat may be comprised of 100% recycled materials. The tension member may be positioned on opposite sides of the rails to prevent the mat from moving laterally on the rails. The trail mat system may further comprise a recess defined in the top surface of the mat to accommodate a head of the fastener, allowing the fastener head to be disposed below the top surface of the mat.BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

[0017] The system designed to carry out the invention will hereinafter be described, together with other features thereof. The invention will be more readily understood from a reading of the following specification and by reference to the accompanying drawings forming a part thereof, wherein an example of the invention is shown and wherein:

[0018] FIG. 1 illustrates a front elevation view of a trail mat system, according to aspects of the present disclosure.

[0019] FIG. 2 illustrates a front elevation view of a trail mat system with accessories, according to aspects of the present disclosure.

[0020] FIG. 3 illustrates a front elevation view of a trail mat system including an access ramp, according to an embodiment.

[0021] FIG. 4 illustrates a top perspective view of a portion of a trail mat, according to aspects of the present disclosure.

[0022] FIG. 5 illustrates a top perspective view of a plurality of trail mats, according to an embodiment.

[0023] FIG. 6 illustrates a front elevation view of a rail on which a trail mat mounts, according to aspects of the present disclosure.

[0024] FIG. 7 illustrates a front elevation view of a trail mat system with a securing fastener, according to an embodiment.

[0025] FIG. 8 illustrates a cut-away front elevation view of a trail mat system, according to aspects of the present disclosure.

[0026] FIG. 9 illustrates a front elevation view of a portion of a trail mat system with a contoured clamp arm, according to an embodiment.

[0027] FIG. 10 illustrates a front elevation view of a portion of a trail mat system with C-shaped arm portions, according to aspects of the present disclosure.

[0028] FIG. 11 illustrates a cut-away front elevation view of a trail mat system with a spring biased securing fastener, according to an embodiment.

[0029] FIG. 12 illustrates a side elevation view of a connecting member interconnecting a first mat to a second mat, according to aspects of the present disclosure.

[0030] FIG. 13 illustrates a top view of a connecting member with a projection and complementary recess, according to an embodiment.

[0031] FIG. 14 illustrates a cross-sectional side elevation view of a trail mat system with a cam lock securing mechanism, according to aspects of the present disclosure.

[0032] FIG. 15 illustrates a top view of a cam lock mechanism for a trail mat system, according to an embodiment.

[0033] FIG. 16 illustrates a front elevation view of a trail mat system with a tension member, according to aspects of the present disclosure.

[0034] FIG. 17 illustrates a top view of a trail mat system with a tension member, according to an embodiment.

[0035] It will be understood by those skilled in the art that one or more aspects of this invention can meet certain objectives, while one or more other aspects can meet certain other objectives. Each objective may not apply equally, in all its respects, to every aspect of this invention. As such, the preceding objects can be viewed in the alternative with respect to any one aspect of this invention. These and other objects and features of the invention will become more fully apparent when the following detailed description is read in conjunction with the accompanying figures and examples. However, it is to be understood that both the foregoing summary of the invention and the following detailed description are of a preferred embodiment and not restrictive of the invention or other alternate embodiments of the invention. In particular, while the invention is described herein with reference to a number of specific embodiments, it will be appreciated that the description is illustrative of the invention and is not constructed as limiting of the invention. Various modifications and applications may occur to those who are skilled in the art, without departing from the spirit and the scope of the invention, as described by the appended claims. Likewise, other objects, features, benefits and advantages of the present invention will be apparent from this summary and certain embodiments described below, and will be readily apparent to those skilled in the art. Such objects, features, benefits and advantages will be apparent from the above in conjunction with the accompanying examples, figures and all reasonable inferences to be drawn therefrom, alone or with consideration of the references incorporated herein.DETAILED DESCRIPTION OF THE INVENTION

[0036] With reference to the drawings, the invention will now be described in more detail. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood to one of ordinary skill in the art to which the presently disclosed subject matter belongs. Although any methods, devices, and materials similar or equivalent to those described herein can be used in the practice or testing of the presently disclosed subject matter, representative methods, devices, and materials are herein described.

[0037] Unless specifically stated, terms and phrases used in this document, and variations thereof, unless otherwise expressly stated, should be construed as open ended as opposed to limiting. Likewise, a group of items linked with the conjunction “and” should not be read as requiring that each one of those items be present in the grouping, but rather should be read as “and / or” unless expressly stated otherwise. Similarly, a group of items linked with the conjunction “or” should not be read as requiring mutual exclusivity among that group, but rather should also be read as “and / or” unless expressly stated otherwise.

[0038] Furthermore, although items, elements or components of the disclosure may be described or claimed in the singular, the plural is contemplated to be within the scope thereof unless limitation to the singular is explicitly stated. The presence of broadening words and phrases such as “one or more,”“at least,”“but not limited to” or other like phrases in some instances shall not be read to mean that the narrower case is intended or required in instances where such broadening phrases may be absent.

[0039] This trail mat system of the present invention allows for railroad tracks to be used for trails and to promote projects for converting tracks to trails without removal or modification of the existing railroad tracks. In one structure, the track owner can enter a lease regarding the tracks and associated property to allow the tracks to be used by the community and to lease the easement for trails. The agreement can include a condition where the track owner has the rights to restore the tracks to train use in the future. The track owner can also shift the maintenance of the tracks and property to the lessee.

[0040] As used herein, the terms “rail clamp section” and “clamp arm” are used broadly to refer to any structure or mechanism that engages the rails to secure the mat thereto. These terms may encompass various configurations including, but not limited to, tension members, clamping arms, biasing elements, and combinations thereof. Accordingly, a tension member as described herein may constitute one type of rail clamp section or clamp arm configuration, and these terms may be used interchangeably where context permits. The scope of these terms is not limited to any particular structural arrangement, but rather extends to any element or assembly that functions to removably secure the mat to the railroad track rails.

[0041] To facilitate such a structure, this trail mat system provides for existing rails, ballast, ties, and all infrastructure to remain in place and be covered by a mat that can be made from recycled plastics, composites, concrete, timber, and any combination thereof or any other suitable materials. The system can be modular so that the former rail path remains intact while providing a trail superimposed over top of the rails of the railroad track. Because the trail mat system is installed without the need to remove the rails, ties, connections, ballast, etc., the existing railroad track infrastructure remains intact and avoided environmental concerns with removing or disturbing such elements that may contain pollution. The system also allows for the removal of the trail mat system if the track owners wish to restore the railroad tracks to train service, in which case the mats of the present system can be quickly and easily removed and recycled for additional projects. Because the installation is non-disruptive and leaves all existing railroad track infrastructure in place, the speed of trail transformation can be enhanced by reducing or eliminating the need for permits and environmental studies that may otherwise be required for conventional rail-to-trail conversions involving excavation or removal of track components.

[0042] Referring to FIGS. 1 and 2, a mat 10 is shown extending between and on top of a pair of railroad track rails 11. Mat 10 can include a top surface 12 and rail clamp section 14 disposed on a bottom side of mat 10. In the illustrated embodiment, mat 10 includes a pair of rail clamp sections 14, one for each rail 11 of the railroad track. The rail clamp section 14 includes a rail cavity 17 for receiving at least a portion of rails 11. In one embodiment with further reference to FIG. 6, the rail cavity 17 is configured to receive the head portion 13 of a railroad track rail 11.

[0043] In the embodiment of FIGS. 1-5 and 7, a pair of clamp arms is included in each rail clamp section 14 engaging one of rails 11, respectively. In the illustrated embodiment, the rail clamp section 14 includes a first clamp arm 16 laterally spaced from a second clamp arm 15, wherein the first and second clamp arms extend vertically from the bottom side 39 of mat 10 and define the rail cavity 17. A laterally extending arm portion 18, 19 is disposed on each of the first and second clamp arms, respectively. Referring to FIG. 6, one embodiment of a rail 11 of a track is shown with its components defined for context for interaction with the mat 10 of the present invention. The laterally extending arm portions 18, 19 engage a fillet 21 and / or web 23 (FIG. 6) of rail head 13 to resist upward movement of the mat 10. The clamp arms can be configured to be positioned above a fishing plate that interconnects rail sections. The clamp arms 15, 16 are resilient yet flexible so that the clamp arm laterally extending portions 18, 19 can expand outward or inward relative to the rail 11 and be based against the rails 11 securing the mat 10 to the rails 11. The mat is positioned on top of the existing rail contour and dimension. In one embodiment, the mat 10 is installed on the top of the existing rail so that the mat top surface retains the same profile elevation and is consistent rail to rail through both straightaways and curves.

[0044] The clamp arms are configured to secure the mat 10, while also being removable from an existing rail, and reduces or prevents movement, buckling or shifting of the top surface. The mat 10 can have a flat top surface 12 consistent in manufactured dimension from mat to mat and is preferably comprised of 100% recycled materials, such as plastics. The mat 10 can have the same load strength as existing wooden ties and can be configured to withstand railroad tie design loads when mounted on rails 11 using recycled materials such as plastic. In one example embodiment, the mat 10 has been tested to over 1,800 MGT of 39-ton axle loads. In one example embodiment, the mat 10 or components thereof can be made from recycled material that meet or exceed American Railway Engineering and Maintenance-of-Way (AREMA) standards.

[0045] The manufacturer and construction of the mat 10 can resist or prevent interaction with environmental elements that can lead to that mat being resistant or impervious to rusting, splintering, crumbling, rotting, absorbing moisture, or leaching toxic chemicals into the environment. The mat 10 can resist or be impervious to infestation by insects and resist or be impervious to wet weather when made using recycled materials such as plastic.

[0046] The mat 10 can further be configured to drain quickly when arranged as a boardwalk surface. For example, when installed, the mat 10 can include a cross slope in the range of 0.5 to 5 inches laterally to assist with drainage of fluid from the top surface 12 of the mat 10. The width of the mat can be in the range of 1 to 25 feet. The length of the mat 10 can be in the range of less than 1 foot to approximately 30 feet. The vertical clearance of a path defined within the width of the mat 10 can be excessed 5 feet, which is relative to the top surface 12 of the mat 10. The top surface 12 can have a generally flat section that is disposed over the tracks and a sloped of otherwise contoured section extending laterally from the generally flat section. The mat can include two levels creating a step like structure along the width or length of the mat 10.

[0047] The mat can reduce or remove the chance of ponding water and / or ice using various surface features. For example, the top surface 12 or deck can include wet weather surface traction members disposed on top surface 12 of the mat 10 to provide enhanced traction for pedestrians, cyclists, and others. Referring to FIG. 4, in the illustrated example embodiment, the surface traction members can include but are not limited to ridges 25, grooves 27, dimpling 29, raised or recessed repeating shapes 31, characters, figures, and combinations thereof. The top surface 12 can also be equipped with lifetime truncated dome median warning stripes for ADA compliance in ADA approved colors.

[0048] Referring to FIG. 2, the top surface can permit the installation of side curb 20 and / or railings, and bollards. Mileage or other signage can be attached to the mat 10 as desired, and for example, inserted and secured through opening 22. The top surface 12 of the mat 10 may also include a logo, branding, or other identification markings, which can include trail operator logos, sponsor identification, manufacturer branding, directional indicators, or other visual markings disposed on the top surface 12. The mats can be electronically connected to each other using contacts or wires to power various accessory items, for example, LED trail lighting 24.

[0049] Since the area between existing rails 11 is maintained and unincumbered, a confined utility space 26 is defined by the bottom side 39 of the mat 10 and between the rails 11 for receiving utility lines and various conduits in a secure area underneath the mat 10. Thus, it can serve to house conduit 28 and / or can include other lines such as utilities fiber optic cable 30a, electrical conduit 30b, water 30c, natural gas and / or other utilities. These lines can be within the conduit 28 in space 26 or separate. This enables a protected and maintained “vault” for ease of access, ingress and egress of the lines. Current or future trail monitoring, emergency call stations, etc. could emanate from this utility space and infrastructure contained in the space. For example, as shown in FIG. 2, electrically operated signage, such as a crosswalk signal or other traffic control signal 33, can be operatively associated with a solar power panel 35 mounted to mat 10. The traffic control signal 33 and solar power panel 35 can further be operatively associated with a batter backup unit 37 contained in confined utility space 26 and connected to utility power lines in conduit 28 to ensure uninterrupted operation.

[0050] Referring to FIG. 3, ADA pedestrian and bicycle access ramp 32 is removable attached or incorporated into the mat 10 and can be constructed from the same recycled material as mat 10. The ramp can be disposed at a break in the curb or railing. The ramp 32 can be removed along with the mat if the track owner wishes to reactivate the track for train use. The mat 10 can then be removed, relocated, or recycled for future trail developments.

[0051] Referring to FIG. 5, the mat 10 can be included in a set of mats that when arranged adjacent to each other make a boardwalk that can be used for a trail.

[0052] Referring to FIG. 7, in one embodiment, mat 10 is further secured to the rail using a securing fastener 34. The securing fastener 34 is operatively associated with the at least one clamp arm disposed in the rail clamp section 14 to bias the clamp arm against the rail to prevent separation of the mat 10 from the rails. In this embodiment, the securing fastener 34 can compress the clamp arms 15, 16 around the rail 11. In the illustrated embodiment, the securing fastener 34 extends through the first and second clamp arms 15, 16 and rail cavity 17. In this arrangement, securing fastener 34 is operatively associated to draw the first and second clamp arms 15, 16 together to bias the laterally extending arm portions 18, 19 against the rails 11.

[0053] Referring to FIG. 8, another mat is shown that can be placed on the existing track without the need to remove the rails, fishing plates, sleeper, ballast, grade crossing, or other component of the railroad track infrastructure. In this arrangement, a securing fastener 34 is carried in a horizontal cavity 41 within mat 10. The securing fastener 34 is operable between a retracted position allowing said rail to enter and exit rail cavity 17, and an extended position engaging rail 11 to prevent the rail from exiting rail cavity 17. In the illustrated embodiment, mat 10 includes a rail clamp section 14 in which rail cavity 17 is defined in the undersurface from the bottom side 39 of the mat 10 and configured to receive the rail 11. When the rail 11 is received in the rail cavity 17, a securing fastener 34 extends from an outer edge of the mat 10, through horizontal cavity 41 and extend into the rail cavity 17. The securing fastener 34, when in the extended position, applies pressure to the side (web 23, FIG. 6) of rail 11 to bias one wall of the rail cavity 17 against the rail 11. The securing fastener 34 can be disposed under the head 13 of the rail so that the applied force of fastener 34 resist any upward movement of mat 10 on rail 11. In the illustrated embodiment, securing fastener 34 comprises a bolt. The bolt can alternate from left-to-right sides of the existing rails as needed along the path parallel to the rails 11 to secure the mat 10 to the rails. The fastener can include a head 36 configured to accept a tool to rotate the securing fastener 34. Threads on the securing fastener 34 can engage with a threaded portion 38 that can be included in or carried by the horizontal cavity 41 of mat 10. A washer 40 can be used to apply force across a side of the mat 10 by the head 36 of securing fastener 34.

[0054] Referring to FIG. 9, in a further embodiment, a contoured clamp arm 42 includes a laterally extending arm portion 43 engage a fillet 21 (FIG. 6) of a rail head 13 on a first side of the rail 11, and then extends over the rail head 13 and includes a vertically extending arm portion 45 adjacent a second side of the rail 11 which engages the securing fastener 34. The securing fastener 34 is disposed in a horizontal cavity 41 extending from an exterior side surface of the mat 10 to the rail cavity 17 to engage the vertically extending arm portion 45 of the clamp arm 42. The securing fastener 34 draws the clamp arm 42 laterally to bias against the side of rail 11 under rail head 13. In the illustrated embodiment, the securing fastener 34 comprises a bolt that when tightened against outside surface 47 of mat 10, the contoured clamp arm 42 is biased against the rail 11, securing the mat 10 to the rail 11.

[0055] Referring to FIG. 10, in a further embodiment, the clamp arm 42 includes a first C-shaped arm portion 42a and a second C-shaped arm portion 42b. Each of the C-shaped arm portions include a laterally extending arm portion 43a, 43b engaging a fillet 21 of a rail head 13 arranged on opposite sides of the rail 11. Each of the C-shaped arm portions 42a, 42b include a second lateral portion 49a, 49b extending over the rail head 13 in an overlapping arrangement and engaging the securing fastener 34. The securing fastener 34 is disposed in a vertical channel 44 extending from a top surface 12 of the mat 10 to the rail cavity 17 to engage the second lateral portions 49a, 49b of the C-shaped arm portions 42a, 42b. When tightened against top surface 12, the securing fastener 34 draws the clamp arm vertically to bias against the fillet 21 of rail head 13 on rail 11.

[0056] Referring to FIG. 11, in the illustrated embodiment, the securing fastener 34 comprises a bolt disposed in a horizontal channel 41 and extends into the rail cavity 17. The bolt is spring biased by spring 51at a first end of the channel for directing the bolt into the rail cavity 17 so that a second end of the bolt engages against the fillet 21 of rail head 13 on at least one of rails 11. In this embodiment, rail cavity 17 encompasses both rails 11 and a spring biased bolt is disposed on both sides for engaging each of rails 11.

[0057] Referring to FIGS. 14 and 15, in one example embodiment, securing fastener 34 comprises a Bernoulli spiral cam clamp. The cam clamp 34 is rotatably carried on the bottom side of mat 10 by a rod 61 extending vertically through mat 10 from top surface 12 to bottom side 39. Cam clamp 34 is rotated by turning bolt head 63. As shown in FIG. 14, cam clamp 34 is rotated to laterally bias against the rail 11. A cam clamp 34 can be used on each rail to secure the mat to the rails. Cam clamp 34 can be rotated to disengage from rail 11 to allow rail 11 to enter and exit rail cavity 17. As shown in FIG. 15, cam clamp 34 can further include a rotation head 65 constructed and arranged to receive a tool, such as a wrench, to engage and rotate cam clamp 34 to engage and disengage rail 11.

[0058] Referring to FIGS. 12 and 13, a connecting member 53 is included for interconnecting a first mat 10a to a second mat 10b. In the embodiment of FIG. 12, connecting member 53 includes at least one of a bolt, cable, and combinations thereof, extending horizontally through a cavity 55 in the mats 10, 10b. In a further embodiment as shown in FIG. 13, the connecting member 53 includes a projection 57 disposed on a side surface of the first mat 10a and a complementary recess 59 disposed on a side surface of the second mat 10b. The projection 57 is received into the complementary recess 59 to interconnect the first and second mats 10a, 10b. In the example embodiment of FIG. 13, the interconnecting members comprise a dovetailed connecting arrangement.

[0059] Referring to FIGS. 16 and 17, in a further embodiment, a tension member 66 is disposed under the mat 10 and operatively associated with the railhead. The tension member 66 is positioned under the top surface 12 of the mat 10. In some embodiments, all or a portion of the tension member 66 and the fastener 68 can be received in a cavity or recess defined in the mat 10. In some embodiments, the fastener 68 can be entirely contained within the mat 10, such as within a closed cavity or pocket defined in the mat 10, without extending through the top surface 12 of the mat 10. The tension member 66 can be secured by fasteners 68 and positioned at spaced intervals along the rail. As shown in FIG. 16, the fastener 68 can engage the tension member 66 to draw the tension member 66 upward toward the mat 10. The rail head 13 is operatively associated with the tension member 66 to secure the mat 10 to the rail 11. In some embodiments, the tension member 66 can engage the rail 11, the rail head 13, the fillet 21 defined between the web 23 and the rail head 13, or any combination thereof. When the fastener 68 causes the tension member 66 to rise toward the mat 10, a distal end of the tension member 66 can apply force to the rail 11, the rail head 13, the fillet 21, or any combination thereof, thereby securing the mat 10 in place on the rails 11. A recess 70 can be defined in the top surface of the mat 10 to accommodate the head of the fastener 68, allowing the fastener head to be disposed below the surface of the trail mat 10 to provide a smooth, unobstructed trail surface for pedestrians and cyclists. The fastener 68 can comprise any suitable fastening mechanism capable of drawing the tension member 66 toward the mat 10 to engage the rail head 13. In various embodiments, the fastener 68 can include, but is not limited to, a screw, bolt, threaded rod, detent, toggle bolt, cam-actuated fastener, quick-release pin, spring-loaded plunger, ratcheting mechanism, lever-actuated clamp, or combinations thereof. In some embodiments, the fastener 68 can include a resilient member, such as a spring, that biases the tension member 66 inward toward the rails 11 when installed, providing a continuous biasing force to maintain engagement between the tension member 66 and the rail head 13 or fillet 21. The resilient member can be a spring or other biasing component that can be included with the fastener 68 or can itself constitute the fastener 68. In some embodiments, the spring can be disposed between a head of the fastener 68 and the mat 10 to bias the tension member 66 toward the rails 11. In some embodiments, the spring can be integral to the fastener 68 assembly. In some embodiments, the fastener 68 can comprise a spring-loaded mechanism where the spring itself provides the biasing force to draw the tension member 66 against the rail head 13 or fillet 21. The resilient member can include compression springs, tension springs, wave springs, Belleville washers, elastomeric elements, or other resilient components capable of providing a biasing force. The fastener 68 can be configured for tool-assisted operation using conventional hand tools such as a wrench, socket, screwdriver, or hex key, or can be configured for tool-free operation using a hand-operable lever, knob, or wing nut. In some embodiments, the fastener 68 can include a self-locking feature to resist loosening due to vibration or environmental conditions. The fastener 68 can be formed from materials including steel, stainless steel, aluminum, brass, nylon, or other suitable materials selected based on strength requirements, corrosion resistance, and compatibility with the mat 10 and tension member 66 materials.

[0060] This tension member arrangement differs from prior art rail-to-trail conversion systems in several significant respects. Unlike conventional approaches that require removal of the rails, ties, ballast, and other railroad track infrastructure, the tension member 66 and fastener 68 assembly allows for non-permanent attachment of the trail mat 10 to the rail 11 while leaving all existing railroad track components in place. The simplicity of the design is evident in that the tension member 66 spans between the rails 11 and is secured using standard fasteners 68 that can be readily tightened or loosened using conventional tools.

[0061] The ease of removal of the trail mat 10 is a particular advantage of this embodiment. By loosening the fasteners 68, the tension member 66 releases its grip on the rail heads 13, allowing the mat 10 to be lifted directly off the rails 11 without requiring any modification to the underlying railroad track infrastructure. This facilitates rapid conversion back to railroad service if the track owner wishes to reactivate the track for train use. The removed mats 10 can then be relocated to another trail project or recycled for future trail developments, providing both economic and environmental benefits over prior art systems that permanently alter or destroy the railroad track infrastructure during trail conversion.

[0062] Additionally, the tension member 66 positioned on opposite sides of the rails 11, inside or outside of the rails, prevents the mat 10 from moving laterally on the rails 11. In one embodiment, this lateral restraint is achieved because the tension member 66 engages the outer surfaces of the rail heads 13, thereby resisting any sideways shifting of the mat 10 relative to the rails 11 during use by pedestrians, cyclists, or other trail users. The lateral arresting force is also achieved when the tension member is placed on the inside of the rails.

[0063] Additionally, the tension member 66 positioned on opposite sides of the rails 11, inside or outside of the rails, prevents the mat 10 from moving laterally on the rails 11. In one embodiment, this lateral restraint is achieved because the tension member 66 engages the outer surfaces of the rail heads 13, thereby resisting any sideways shifting of the mat 10 relative to the rails 11 during use by pedestrians, cyclists, or other trail users. The lateral arresting force is also achieved when the tension member is placed on the inside of the rails. In some embodiments, a pair of tension members 66 may be disposed on each rail 11, configured to prevent lateral motion of the trail mat 10 in relation to the rails 11.

[0064] Trails that result from the design and implementation of the trail mat systems detailed herein improve the existing technology of the rails-to-trails programs and can preserve the existing corridor during both installation and removal. As discussed, the trail mat system herein allows for the cooperation or sharing of space with linear utilities that can include utilities such as pipelines, electrical transmission wires, and telephone lines in the confined utility space 26 underneath the mats 10. Further, the trail mat system herein can be installed on ground support rails as well as bridges, including trestle bridges, deck plate girder bridges, and other elevated rail structures. The same clamping mechanisms that secure the mat 10 to the rails 11 on ground-level installations can be used on bridge installations, providing a safe trail surface over bridge crossings without requiring modification to the bridge structure. This system completely covers the rails of the track to avoid creating any unnecessary danger to the user and increased liability to the owners and operators from exposed railroad tracks. Further, this system can reduce or prevent erosions issue that are normally associated with railroad tracks.

[0065] In one embodiment, the mat material can comprise a composite material including, for example, lignin, cellulose, and various semi-celluloses as well as a polymer or copolymer either alone or in some combination. The mat may be composed of mixture of wood fiber, plastic, and some type of binding agent. The material can include a thin veneer like layer or a cap to provide protection for the material underneath. The surface can be smooth, grooved, rough and any combination. The mat can include polyethylene, poly vinyl chloride (PVC), zinc oxide, TiO2, CaCo3, UV Additive, coloring, stabilizer, and suitable substitutes. The mat can include thermoplastics that can be recycled and can be from a recycle source. The mat material can include plastic obtained primarily from reclaimed / recycled grocery bags and stretch film. By utilizing recycled plastic materials, the trail mat system may help divert plastic bottles and other waste from landfills and oceans.

[0066] While the present subject matter has been described in detail with respect to specific exemplary embodiments and methods thereof, it will be appreciated that those skilled in the art, upon attaining an understanding of the foregoing may readily produce alterations to, variations of, and equivalents to such embodiments. Accordingly, the scope of the present disclosure is by way of example rather than by way of limitation, and the subject disclosure does not preclude inclusion of such modifications, variations and / or additions to the present subject matter as would be readily apparent to one of ordinary skill in the art using the teachings disclosed herein. The scope of the invention should, therefore, be determined not with reference to the above description, but should instead be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled. The disclosures of all articles and references, including patent applications and publications, are incorporated by reference for all purposes. The omission in the following claims of any aspect of subject matter that is disclosed herein is not a disclaimer of such subject matter, nor should it be regarded that the inventor did not consider such subject matter to be part of the disclosed inventive subject matter.

Examples

Embodiment Construction

[0036]With reference to the drawings, the invention will now be described in more detail. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood to one of ordinary skill in the art to which the presently disclosed subject matter belongs. Although any methods, devices, and materials similar or equivalent to those described herein can be used in the practice or testing of the presently disclosed subject matter, representative methods, devices, and materials are herein described.

[0037]Unless specifically stated, terms and phrases used in this document, and variations thereof, unless otherwise expressly stated, should be construed as open ended as opposed to limiting. Likewise, a group of items linked with the conjunction “and” should not be read as requiring that each one of those items be present in the grouping, but rather should be read as “and / or” unless expressly stated otherwise. Similarly, a group of items linked wit...

RELATED APPLICATIONS

[0001] This application is a continuation in part of relates to U.S. application Ser. No. 17 / 959,867, titled SYSTEM FOR CONVERTING EXISTING RAILROAD TRACKS TO TRAILS, filed Oct. 4, 2022 which claims priority from U.S. Provisional Patent Application filed Oct. 5, 2021, which are incorporated by reference.BACKGROUND OF THE INVENTION1) Field of the Invention

[0002] The present disclosure relates to trail systems and railroad track conversion, and more particularly to a trail mat system configured to be placed over and removably secured to existing railroad track rails to provide a trail surface without removing the rails or other elements of the railroad track infrastructure.2) Description of the Related Art

[0003] Historically, transportation of mass individuals and goods has utilized railways and trains. Railroads have played a large role in the industrial and commercial development of the United States from the industrial revolution in the North-east to the settlement of the West. The American railroad surge began with the founding of the first passenger and freight line in the nation of the Baltimore and Ohio Railroad in 1827 and beginning of a long construction project to provide rail transportation westward over the obstacles of the Appalachian Mountains eastern chain. However, the use of railways declined with the invention and adoption of trucks, automobiles, and planes. While freight railroads continue to play an important role in the United States, there are thousands of miles of abandoned railroad tracks.

[0004] An abandoned railway is one that is no longer used for its original purpose, to provide a travel path for trains with such abandonments due to reasons including historical, financial, or government reasons. However, even when the railroad tracks no longer have a financial, economic, or social value, the owners of the tracks are reluctant to officially abandon the tracks. One reason is that in the United States, under the Abandoned Railroad Right of Way Act (43 U.S.C. § 912), land given by the United States for use of a railroad right-of-way in which the United States retained a right of reverter which had to be turned into a public highway within one year of the railroad company abandonment or be given to adjacent landowners. Therefore, the track owner loses the property right. In order to incentivize track owners to officially abandon tracks and repurpose the land and tracks, the United States passed the Railroad Revitalization and Regulatory Reform Act in an effort to promote the conversion of abandoned lines to trails. Under this legislation, the United States government can offer financial, educational, and technical assistance to local, state, and federal agencies that wish to convert the tracks.

[0005] Further, the abandonment could be delayed for up to 180 days after an order of abandonment, unless the property was first offered for sale on reasonable terms for public purposes including recreational use. Further, legislation attempted to regulate, control, and otherwise effect the abandonment of railroad tracks. However, these legislative attempts only resulted in the creation of numerous legal issues for adjacent landowners, including a mix of federal and state laws. In addition, fencing issues get involved and those may not be handled under the general fencing laws of the particular state, but in accordance with fencing provisions specific to the conversion of abandoned rail lines to trails.

[0006] While most abandoned railroad tracks lay dormant, they remain under the ownership of the abandoning railroad company. This ownership can create controversies including property disputes when the land, under the official abandonment process, returns to adjacent landowners. Another option is to convert the tracks to use of a trail because the once-abandoned travel path is now available to the public while also preserving the right of the track owners to use the tracks for future train use. Some “abandoned” railways have been refurbished and returned to active railroad routes. Therefore, abandoned tracks have been used in a manner where the railroad operation has lost its right to reuse the tracks because it has become undesirable.

[0007] Nevertheless, the circumstances and laws effecting railroad tracks has resulted in thousands of miles of abandoned railroad lines that lie dormant across North America that once served commerce and emerging economies. Now neglected and in various states of disrepair, these corridors are an eyesore for the communities which once built the thriving economies.

[0008] To prevent the loss of the future right to reinstate the tracks for train use, track owners engage in a practice called railbanking. Railbanking is the process of forming an agreement between a railroad company (track owner) and a trail agency to use an out-of-service railroad track as a trail (e.g., walking, biking, etc.) until a railroad needs the corridor for rail service. This interim trail use of railbanked corridors has contributed to the thousands of miles of rail corridors that would otherwise have been officially abandoned. Further, railbanking prevents the railroad from losing its Railroad Right of Way (RROW). It would be advantageous for a system to be put in place that easily converts tracks no longer being used for trains into trail use while preserving the RROW.

[0009] Historically, when a rail-to-trail project was commenced, the design was to grade the rail trail and cover it in gravel or crushed stone. Some are paved with asphalt and others are left as dirt. In each case, the ability to easily convert the trail back to rail becomes expensive, time consuming, and otherwise challenging, if not impossible. Removing the rail bed infrastructure also removes the installed drainage that can lead to flooding. Keeping the rail bed infrastructure in place retains the originally designed hydraulic relief. Additionally, the requirement for surface excavation is either unnecessary or limited that could expose environmental concerns from rail tank cars that may have leaked over time.

[0010] Accordingly, it is an object of the present invention to provide a system for converting a railroad track to a trail using a trail mat system that quickly and easily mounts to the rails and which can be quickly and easily removed if railroad service is to be restored without requiring any changes to infrastructure of the railroad track.SUMMARY OF THE INVENTION

[0011] According to an aspect of the present disclosure, a trail mat system for converting existing railroad tracks to trails is provided. The trail mat system includes a mat extending between and on top of a pair of railroad track rails, the mat including a top surface and a bottom side. A tension member is carried by the mat and engages a rail fillet defined between a rail web and a rail head. A fastener extends through the mat and engages the tension member to draw the tension member toward the bottom side of the mat. The mat is configured to be placed over and removably secured to the rails to provide a trail surface overtop the rails without removing the rails or other elements of a railroad track.

[0012] According to other aspects of the present disclosure, the trail mat system may include one or more of the following features. A pair of fasteners may be disposed on an outside of each of the pair of railroad track rails, wherein the tension member extends between the pair of fasteners and under the rails. The fastener may comprise a resilient member biasing the tension member inward toward the rails when installed. A pair of tension members may be disposed on either side of at least one of the rails. The mat may be comprised of 100% recycled materials. The trail mat system may further comprise a confined utility space defined by the bottom side of the mat and between the rails for receiving utility lines and conduits in a secure area underneath the mat. The trail mat system may further comprise at least one rail cavity disposed on the bottom side of the mat and configured to receive at least a portion of the rails including the rail head. The mat may be constructed and arranged to be removed from the rails and recycled for future trail developments. A recess may be defined in the top surface of the mat to accommodate a head of the fastener, allowing the fastener head to be disposed below the top surface of the mat.

[0013] According to another aspect of the present disclosure, a trail mat system for converting existing railroad tracks to trails is provided. The trail mat system includes a mat extending between and on top of a pair of railroad track rails, the mat including a top surface and a bottom side. A tension member is disposed under a top surface of the mat. A distal end of the tension member is biased against a fillet of a rail head on at least one of the rails. The mat is configured to be placed over and removably secured to the rails to provide a trail surface overtop the rails without removing the rails or other elements of a railroad track.

[0014] According to other aspects of the present disclosure, the trail mat system may include one or more of the following features. A pair of tension members may be disposed on each rail configured to prevent lateral motion of the mat in relation to the rails. The tension member may be biased against the fillet by a fastener extending through the mat and engaging the tension member. The tension member may be biased against the fillet by a fastener contained within the mat. The trail mat system may further comprise a confined utility space defined by the bottom side of the mat and between the rails for receiving utility lines and conduits in a secure area underneath the mat. The trail mat system may further comprise surface traction members disposed on the top surface of the mat for enhanced traction.

[0015] According to another aspect of the present disclosure, a trail mat system for converting existing railroad tracks to trails is provided. The trail mat system includes a mat extending between and on top of a pair of railroad track rails, the mat including a top surface and a bottom side. A tension member is disposed under the mat and configured to engage at least one of the rails. A fastener is operatively associated with the tension member to bias the tension member against at least one of the rails to secure the mat to at least one of the rails. The mat is configured to be placed over and removably secured to the rails to provide a trail surface overtop the rails without removing the rails or other elements of a railroad track.

[0016] According to other aspects of the present disclosure, the trail mat system may include one or more of the following features. The tension member may engage a fillet defined between a rail web and a rail head of at least one of the rails. The mat may be comprised of 100% recycled materials. The tension member may be positioned on opposite sides of the rails to prevent the mat from moving laterally on the rails. The trail mat system may further comprise a recess defined in the top surface of the mat to accommodate a head of the fastener, allowing the fastener head to be disposed below the top surface of the mat.BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

[0017] The system designed to carry out the invention will hereinafter be described, together with other features thereof. The invention will be more readily understood from a reading of the following specification and by reference to the accompanying drawings forming a part thereof, wherein an example of the invention is shown and wherein:

[0018] FIG. 1 illustrates a front elevation view of a trail mat system, according to aspects of the present disclosure.

[0019] FIG. 2 illustrates a front elevation view of a trail mat system with accessories, according to aspects of the present disclosure.

[0020] FIG. 3 illustrates a front elevation view of a trail mat system including an access ramp, according to an embodiment.

[0021] FIG. 4 illustrates a top perspective view of a portion of a trail mat, according to aspects of the present disclosure.

[0022] FIG. 5 illustrates a top perspective view of a plurality of trail mats, according to an embodiment.

[0023] FIG. 6 illustrates a front elevation view of a rail on which a trail mat mounts, according to aspects of the present disclosure.

[0024] FIG. 7 illustrates a front elevation view of a trail mat system with a securing fastener, according to an embodiment.

[0025] FIG. 8 illustrates a cut-away front elevation view of a trail mat system, according to aspects of the present disclosure.

[0026] FIG. 9 illustrates a front elevation view of a portion of a trail mat system with a contoured clamp arm, according to an embodiment.

[0027] FIG. 10 illustrates a front elevation view of a portion of a trail mat system with C-shaped arm portions, according to aspects of the present disclosure.

[0028] FIG. 11 illustrates a cut-away front elevation view of a trail mat system with a spring biased securing fastener, according to an embodiment.

[0029] FIG. 12 illustrates a side elevation view of a connecting member interconnecting a first mat to a second mat, according to aspects of the present disclosure.

[0030] FIG. 13 illustrates a top view of a connecting member with a projection and complementary recess, according to an embodiment.

[0031] FIG. 14 illustrates a cross-sectional side elevation view of a trail mat system with a cam lock securing mechanism, according to aspects of the present disclosure.

[0032] FIG. 15 illustrates a top view of a cam lock mechanism for a trail mat system, according to an embodiment.

[0033] FIG. 16 illustrates a front elevation view of a trail mat system with a tension member, according to aspects of the present disclosure.

[0034] FIG. 17 illustrates a top view of a trail mat system with a tension member, according to an embodiment.

[0035] It will be understood by those skilled in the art that one or more aspects of this invention can meet certain objectives, while one or more other aspects can meet certain other objectives. Each objective may not apply equally, in all its respects, to every aspect of this invention. As such, the preceding objects can be viewed in the alternative with respect to any one aspect of this invention. These and other objects and features of the invention will become more fully apparent when the following detailed description is read in conjunction with the accompanying figures and examples. However, it is to be understood that both the foregoing summary of the invention and the following detailed description are of a preferred embodiment and not restrictive of the invention or other alternate embodiments of the invention. In particular, while the invention is described herein with reference to a number of specific embodiments, it will be appreciated that the description is illustrative of the invention and is not constructed as limiting of the invention. Various modifications and applications may occur to those who are skilled in the art, without departing from the spirit and the scope of the invention, as described by the appended claims. Likewise, other objects, features, benefits and advantages of the present invention will be apparent from this summary and certain embodiments described below, and will be readily apparent to those skilled in the art. Such objects, features, benefits and advantages will be apparent from the above in conjunction with the accompanying examples, figures and all reasonable inferences to be drawn therefrom, alone or with consideration of the references incorporated herein.DETAILED DESCRIPTION OF THE INVENTION

[0036] With reference to the drawings, the invention will now be described in more detail. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood to one of ordinary skill in the art to which the presently disclosed subject matter belongs. Although any methods, devices, and materials similar or equivalent to those described herein can be used in the practice or testing of the presently disclosed subject matter, representative methods, devices, and materials are herein described.

[0037] Unless specifically stated, terms and phrases used in this document, and variations thereof, unless otherwise expressly stated, should be construed as open ended as opposed to limiting. Likewise, a group of items linked with the conjunction “and” should not be read as requiring that each one of those items be present in the grouping, but rather should be read as “and / or” unless expressly stated otherwise. Similarly, a group of items linked with the conjunction “or” should not be read as requiring mutual exclusivity among that group, but rather should also be read as “and / or” unless expressly stated otherwise.

[0038] Furthermore, although items, elements or components of the disclosure may be described or claimed in the singular, the plural is contemplated to be within the scope thereof unless limitation to the singular is explicitly stated. The presence of broadening words and phrases such as “one or more,”“at least,”“but not limited to” or other like phrases in some instances shall not be read to mean that the narrower case is intended or required in instances where such broadening phrases may be absent.

[0039] This trail mat system of the present invention allows for railroad tracks to be used for trails and to promote projects for converting tracks to trails without removal or modification of the existing railroad tracks. In one structure, the track owner can enter a lease regarding the tracks and associated property to allow the tracks to be used by the community and to lease the easement for trails. The agreement can include a condition where the track owner has the rights to restore the tracks to train use in the future. The track owner can also shift the maintenance of the tracks and property to the lessee.

[0040] As used herein, the terms “rail clamp section” and “clamp arm” are used broadly to refer to any structure or mechanism that engages the rails to secure the mat thereto. These terms may encompass various configurations including, but not limited to, tension members, clamping arms, biasing elements, and combinations thereof. Accordingly, a tension member as described herein may constitute one type of rail clamp section or clamp arm configuration, and these terms may be used interchangeably where context permits. The scope of these terms is not limited to any particular structural arrangement, but rather extends to any element or assembly that functions to removably secure the mat to the railroad track rails.

[0041] To facilitate such a structure, this trail mat system provides for existing rails, ballast, ties, and all infrastructure to remain in place and be covered by a mat that can be made from recycled plastics, composites, concrete, timber, and any combination thereof or any other suitable materials. The system can be modular so that the former rail path remains intact while providing a trail superimposed over top of the rails of the railroad track. Because the trail mat system is installed without the need to remove the rails, ties, connections, ballast, etc., the existing railroad track infrastructure remains intact and avoided environmental concerns with removing or disturbing such elements that may contain pollution. The system also allows for the removal of the trail mat system if the track owners wish to restore the railroad tracks to train service, in which case the mats of the present system can be quickly and easily removed and recycled for additional projects. Because the installation is non-disruptive and leaves all existing railroad track infrastructure in place, the speed of trail transformation can be enhanced by reducing or eliminating the need for permits and environmental studies that may otherwise be required for conventional rail-to-trail conversions involving excavation or removal of track components.

[0042] Referring to FIGS. 1 and 2, a mat 10 is shown extending between and on top of a pair of railroad track rails 11. Mat 10 can include a top surface 12 and rail clamp section 14 disposed on a bottom side of mat 10. In the illustrated embodiment, mat 10 includes a pair of rail clamp sections 14, one for each rail 11 of the railroad track. The rail clamp section 14 includes a rail cavity 17 for receiving at least a portion of rails 11. In one embodiment with further reference to FIG. 6, the rail cavity 17 is configured to receive the head portion 13 of a railroad track rail 11.

[0043] In the embodiment of FIGS. 1-5 and 7, a pair of clamp arms is included in each rail clamp section 14 engaging one of rails 11, respectively. In the illustrated embodiment, the rail clamp section 14 includes a first clamp arm 16 laterally spaced from a second clamp arm 15, wherein the first and second clamp arms extend vertically from the bottom side 39 of mat 10 and define the rail cavity 17. A laterally extending arm portion 18, 19 is disposed on each of the first and second clamp arms, respectively. Referring to FIG. 6, one embodiment of a rail 11 of a track is shown with its components defined for context for interaction with the mat 10 of the present invention. The laterally extending arm portions 18, 19 engage a fillet 21 and / or web 23 (FIG. 6) of rail head 13 to resist upward movement of the mat 10. The clamp arms can be configured to be positioned above a fishing plate that interconnects rail sections. The clamp arms 15, 16 are resilient yet flexible so that the clamp arm laterally extending portions 18, 19 can expand outward or inward relative to the rail 11 and be based against the rails 11 securing the mat 10 to the rails 11. The mat is positioned on top of the existing rail contour and dimension. In one embodiment, the mat 10 is installed on the top of the existing rail so that the mat top surface retains the same profile elevation and is consistent rail to rail through both straightaways and curves.

[0044] The clamp arms are configured to secure the mat 10, while also being removable from an existing rail, and reduces or prevents movement, buckling or shifting of the top surface. The mat 10 can have a flat top surface 12 consistent in manufactured dimension from mat to mat and is preferably comprised of 100% recycled materials, such as plastics. The mat 10 can have the same load strength as existing wooden ties and can be configured to withstand railroad tie design loads when mounted on rails 11 using recycled materials such as plastic. In one example embodiment, the mat 10 has been tested to over 1,800 MGT of 39-ton axle loads. In one example embodiment, the mat 10 or components thereof can be made from recycled material that meet or exceed American Railway Engineering and Maintenance-of-Way (AREMA) standards.

[0045] The manufacturer and construction of the mat 10 can resist or prevent interaction with environmental elements that can lead to that mat being resistant or impervious to rusting, splintering, crumbling, rotting, absorbing moisture, or leaching toxic chemicals into the environment. The mat 10 can resist or be impervious to infestation by insects and resist or be impervious to wet weather when made using recycled materials such as plastic.

[0046] The mat 10 can further be configured to drain quickly when arranged as a boardwalk surface. For example, when installed, the mat 10 can include a cross slope in the range of 0.5 to 5 inches laterally to assist with drainage of fluid from the top surface 12 of the mat 10. The width of the mat can be in the range of 1 to 25 feet. The length of the mat 10 can be in the range of less than 1 foot to approximately 30 feet. The vertical clearance of a path defined within the width of the mat 10 can be excessed 5 feet, which is relative to the top surface 12 of the mat 10. The top surface 12 can have a generally flat section that is disposed over the tracks and a sloped of otherwise contoured section extending laterally from the generally flat section. The mat can include two levels creating a step like structure along the width or length of the mat 10.

[0047] The mat can reduce or remove the chance of ponding water and / or ice using various surface features. For example, the top surface 12 or deck can include wet weather surface traction members disposed on top surface 12 of the mat 10 to provide enhanced traction for pedestrians, cyclists, and others. Referring to FIG. 4, in the illustrated example embodiment, the surface traction members can include but are not limited to ridges 25, grooves 27, dimpling 29, raised or recessed repeating shapes 31, characters, figures, and combinations thereof. The top surface 12 can also be equipped with lifetime truncated dome median warning stripes for ADA compliance in ADA approved colors.

[0048] Referring to FIG. 2, the top surface can permit the installation of side curb 20 and / or railings, and bollards. Mileage or other signage can be attached to the mat 10 as desired, and for example, inserted and secured through opening 22. The top surface 12 of the mat 10 may also include a logo, branding, or other identification markings, which can include trail operator logos, sponsor identification, manufacturer branding, directional indicators, or other visual markings disposed on the top surface 12. The mats can be electronically connected to each other using contacts or wires to power various accessory items, for example, LED trail lighting 24.

[0049] Since the area between existing rails 11 is maintained and unincumbered, a confined utility space 26 is defined by the bottom side 39 of the mat 10 and between the rails 11 for receiving utility lines and various conduits in a secure area underneath the mat 10. Thus, it can serve to house conduit 28 and / or can include other lines such as utilities fiber optic cable 30a, electrical conduit 30b, water 30c, natural gas and / or other utilities. These lines can be within the conduit 28 in space 26 or separate. This enables a protected and maintained “vault” for ease of access, ingress and egress of the lines. Current or future trail monitoring, emergency call stations, etc. could emanate from this utility space and infrastructure contained in the space. For example, as shown in FIG. 2, electrically operated signage, such as a crosswalk signal or other traffic control signal 33, can be operatively associated with a solar power panel 35 mounted to mat 10. The traffic control signal 33 and solar power panel 35 can further be operatively associated with a batter backup unit 37 contained in confined utility space 26 and connected to utility power lines in conduit 28 to ensure uninterrupted operation.

[0050] Referring to FIG. 3, ADA pedestrian and bicycle access ramp 32 is removable attached or incorporated into the mat 10 and can be constructed from the same recycled material as mat 10. The ramp can be disposed at a break in the curb or railing. The ramp 32 can be removed along with the mat if the track owner wishes to reactivate the track for train use. The mat 10 can then be removed, relocated, or recycled for future trail developments.

[0051] Referring to FIG. 5, the mat 10 can be included in a set of mats that when arranged adjacent to each other make a boardwalk that can be used for a trail.

[0052] Referring to FIG. 7, in one embodiment, mat 10 is further secured to the rail using a securing fastener 34. The securing fastener 34 is operatively associated with the at least one clamp arm disposed in the rail clamp section 14 to bias the clamp arm against the rail to prevent separation of the mat 10 from the rails. In this embodiment, the securing fastener 34 can compress the clamp arms 15, 16 around the rail 11. In the illustrated embodiment, the securing fastener 34 extends through the first and second clamp arms 15, 16 and rail cavity 17. In this arrangement, securing fastener 34 is operatively associated to draw the first and second clamp arms 15, 16 together to bias the laterally extending arm portions 18, 19 against the rails 11.

[0053] Referring to FIG. 8, another mat is shown that can be placed on the existing track without the need to remove the rails, fishing plates, sleeper, ballast, grade crossing, or other component of the railroad track infrastructure. In this arrangement, a securing fastener 34 is carried in a horizontal cavity 41 within mat 10. The securing fastener 34 is operable between a retracted position allowing said rail to enter and exit rail cavity 17, and an extended position engaging rail 11 to prevent the rail from exiting rail cavity 17. In the illustrated embodiment, mat 10 includes a rail clamp section 14 in which rail cavity 17 is defined in the undersurface from the bottom side 39 of the mat 10 and configured to receive the rail 11. When the rail 11 is received in the rail cavity 17, a securing fastener 34 extends from an outer edge of the mat 10, through horizontal cavity 41 and extend into the rail cavity 17. The securing fastener 34, when in the extended position, applies pressure to the side (web 23, FIG. 6) of rail 11 to bias one wall of the rail cavity 17 against the rail 11. The securing fastener 34 can be disposed under the head 13 of the rail so that the applied force of fastener 34 resist any upward movement of mat 10 on rail 11. In the illustrated embodiment, securing fastener 34 comprises a bolt. The bolt can alternate from left-to-right sides of the existing rails as needed along the path parallel to the rails 11 to secure the mat 10 to the rails. The fastener can include a head 36 configured to accept a tool to rotate the securing fastener 34. Threads on the securing fastener 34 can engage with a threaded portion 38 that can be included in or carried by the horizontal cavity 41 of mat 10. A washer 40 can be used to apply force across a side of the mat 10 by the head 36 of securing fastener 34.

[0054] Referring to FIG. 9, in a further embodiment, a contoured clamp arm 42 includes a laterally extending arm portion 43 engage a fillet 21 (FIG. 6) of a rail head 13 on a first side of the rail 11, and then extends over the rail head 13 and includes a vertically extending arm portion 45 adjacent a second side of the rail 11 which engages the securing fastener 34. The securing fastener 34 is disposed in a horizontal cavity 41 extending from an exterior side surface of the mat 10 to the rail cavity 17 to engage the vertically extending arm portion 45 of the clamp arm 42. The securing fastener 34 draws the clamp arm 42 laterally to bias against the side of rail 11 under rail head 13. In the illustrated embodiment, the securing fastener 34 comprises a bolt that when tightened against outside surface 47 of mat 10, the contoured clamp arm 42 is biased against the rail 11, securing the mat 10 to the rail 11.

[0055] Referring to FIG. 10, in a further embodiment, the clamp arm 42 includes a first C-shaped arm portion 42a and a second C-shaped arm portion 42b. Each of the C-shaped arm portions include a laterally extending arm portion 43a, 43b engaging a fillet 21 of a rail head 13 arranged on opposite sides of the rail 11. Each of the C-shaped arm portions 42a, 42b include a second lateral portion 49a, 49b extending over the rail head 13 in an overlapping arrangement and engaging the securing fastener 34. The securing fastener 34 is disposed in a vertical channel 44 extending from a top surface 12 of the mat 10 to the rail cavity 17 to engage the second lateral portions 49a, 49b of the C-shaped arm portions 42a, 42b. When tightened against top surface 12, the securing fastener 34 draws the clamp arm vertically to bias against the fillet 21 of rail head 13 on rail 11.

[0056] Referring to FIG. 11, in the illustrated embodiment, the securing fastener 34 comprises a bolt disposed in a horizontal channel 41 and extends into the rail cavity 17. The bolt is spring biased by spring 51at a first end of the channel for directing the bolt into the rail cavity 17 so that a second end of the bolt engages against the fillet 21 of rail head 13 on at least one of rails 11. In this embodiment, rail cavity 17 encompasses both rails 11 and a spring biased bolt is disposed on both sides for engaging each of rails 11.

[0057] Referring to FIGS. 14 and 15, in one example embodiment, securing fastener 34 comprises a Bernoulli spiral cam clamp. The cam clamp 34 is rotatably carried on the bottom side of mat 10 by a rod 61 extending vertically through mat 10 from top surface 12 to bottom side 39. Cam clamp 34 is rotated by turning bolt head 63. As shown in FIG. 14, cam clamp 34 is rotated to laterally bias against the rail 11. A cam clamp 34 can be used on each rail to secure the mat to the rails. Cam clamp 34 can be rotated to disengage from rail 11 to allow rail 11 to enter and exit rail cavity 17. As shown in FIG. 15, cam clamp 34 can further include a rotation head 65 constructed and arranged to receive a tool, such as a wrench, to engage and rotate cam clamp 34 to engage and disengage rail 11.

[0058] Referring to FIGS. 12 and 13, a connecting member 53 is included for interconnecting a first mat 10a to a second mat 10b. In the embodiment of FIG. 12, connecting member 53 includes at least one of a bolt, cable, and combinations thereof, extending horizontally through a cavity 55 in the mats 10, 10b. In a further embodiment as shown in FIG. 13, the connecting member 53 includes a projection 57 disposed on a side surface of the first mat 10a and a complementary recess 59 disposed on a side surface of the second mat 10b. The projection 57 is received into the complementary recess 59 to interconnect the first and second mats 10a, 10b. In the example embodiment of FIG. 13, the interconnecting members comprise a dovetailed connecting arrangement.

[0059] Referring to FIGS. 16 and 17, in a further embodiment, a tension member 66 is disposed under the mat 10 and operatively associated with the railhead. The tension member 66 is positioned under the top surface 12 of the mat 10. In some embodiments, all or a portion of the tension member 66 and the fastener 68 can be received in a cavity or recess defined in the mat 10. In some embodiments, the fastener 68 can be entirely contained within the mat 10, such as within a closed cavity or pocket defined in the mat 10, without extending through the top surface 12 of the mat 10. The tension member 66 can be secured by fasteners 68 and positioned at spaced intervals along the rail. As shown in FIG. 16, the fastener 68 can engage the tension member 66 to draw the tension member 66 upward toward the mat 10. The rail head 13 is operatively associated with the tension member 66 to secure the mat 10 to the rail 11. In some embodiments, the tension member 66 can engage the rail 11, the rail head 13, the fillet 21 defined between the web 23 and the rail head 13, or any combination thereof. When the fastener 68 causes the tension member 66 to rise toward the mat 10, a distal end of the tension member 66 can apply force to the rail 11, the rail head 13, the fillet 21, or any combination thereof, thereby securing the mat 10 in place on the rails 11. A recess 70 can be defined in the top surface of the mat 10 to accommodate the head of the fastener 68, allowing the fastener head to be disposed below the surface of the trail mat 10 to provide a smooth, unobstructed trail surface for pedestrians and cyclists. The fastener 68 can comprise any suitable fastening mechanism capable of drawing the tension member 66 toward the mat 10 to engage the rail head 13. In various embodiments, the fastener 68 can include, but is not limited to, a screw, bolt, threaded rod, detent, toggle bolt, cam-actuated fastener, quick-release pin, spring-loaded plunger, ratcheting mechanism, lever-actuated clamp, or combinations thereof. In some embodiments, the fastener 68 can include a resilient member, such as a spring, that biases the tension member 66 inward toward the rails 11 when installed, providing a continuous biasing force to maintain engagement between the tension member 66 and the rail head 13 or fillet 21. The resilient member can be a spring or other biasing component that can be included with the fastener 68 or can itself constitute the fastener 68. In some embodiments, the spring can be disposed between a head of the fastener 68 and the mat 10 to bias the tension member 66 toward the rails 11. In some embodiments, the spring can be integral to the fastener 68 assembly. In some embodiments, the fastener 68 can comprise a spring-loaded mechanism where the spring itself provides the biasing force to draw the tension member 66 against the rail head 13 or fillet 21. The resilient member can include compression springs, tension springs, wave springs, Belleville washers, elastomeric elements, or other resilient components capable of providing a biasing force. The fastener 68 can be configured for tool-assisted operation using conventional hand tools such as a wrench, socket, screwdriver, or hex key, or can be configured for tool-free operation using a hand-operable lever, knob, or wing nut. In some embodiments, the fastener 68 can include a self-locking feature to resist loosening due to vibration or environmental conditions. The fastener 68 can be formed from materials including steel, stainless steel, aluminum, brass, nylon, or other suitable materials selected based on strength requirements, corrosion resistance, and compatibility with the mat 10 and tension member 66 materials.

[0060] This tension member arrangement differs from prior art rail-to-trail conversion systems in several significant respects. Unlike conventional approaches that require removal of the rails, ties, ballast, and other railroad track infrastructure, the tension member 66 and fastener 68 assembly allows for non-permanent attachment of the trail mat 10 to the rail 11 while leaving all existing railroad track components in place. The simplicity of the design is evident in that the tension member 66 spans between the rails 11 and is secured using standard fasteners 68 that can be readily tightened or loosened using conventional tools.

[0061] The ease of removal of the trail mat 10 is a particular advantage of this embodiment. By loosening the fasteners 68, the tension member 66 releases its grip on the rail heads 13, allowing the mat 10 to be lifted directly off the rails 11 without requiring any modification to the underlying railroad track infrastructure. This facilitates rapid conversion back to railroad service if the track owner wishes to reactivate the track for train use. The removed mats 10 can then be relocated to another trail project or recycled for future trail developments, providing both economic and environmental benefits over prior art systems that permanently alter or destroy the railroad track infrastructure during trail conversion.

[0062] Additionally, the tension member 66 positioned on opposite sides of the rails 11, inside or outside of the rails, prevents the mat 10 from moving laterally on the rails 11. In one embodiment, this lateral restraint is achieved because the tension member 66 engages the outer surfaces of the rail heads 13, thereby resisting any sideways shifting of the mat 10 relative to the rails 11 during use by pedestrians, cyclists, or other trail users. The lateral arresting force is also achieved when the tension member is placed on the inside of the rails.

[0063] Additionally, the tension member 66 positioned on opposite sides of the rails 11, inside or outside of the rails, prevents the mat 10 from moving laterally on the rails 11. In one embodiment, this lateral restraint is achieved because the tension member 66 engages the outer surfaces of the rail heads 13, thereby resisting any sideways shifting of the mat 10 relative to the rails 11 during use by pedestrians, cyclists, or other trail users. The lateral arresting force is also achieved when the tension member is placed on the inside of the rails. In some embodiments, a pair of tension members 66 may be disposed on each rail 11, configured to prevent lateral motion of the trail mat 10 in relation to the rails 11.

[0064] Trails that result from the design and implementation of the trail mat systems detailed herein improve the existing technology of the rails-to-trails programs and can preserve the existing corridor during both installation and removal. As discussed, the trail mat system herein allows for the cooperation or sharing of space with linear utilities that can include utilities such as pipelines, electrical transmission wires, and telephone lines in the confined utility space 26 underneath the mats 10. Further, the trail mat system herein can be installed on ground support rails as well as bridges, including trestle bridges, deck plate girder bridges, and other elevated rail structures. The same clamping mechanisms that secure the mat 10 to the rails 11 on ground-level installations can be used on bridge installations, providing a safe trail surface over bridge crossings without requiring modification to the bridge structure. This system completely covers the rails of the track to avoid creating any unnecessary danger to the user and increased liability to the owners and operators from exposed railroad tracks. Further, this system can reduce or prevent erosions issue that are normally associated with railroad tracks.

[0065] In one embodiment, the mat material can comprise a composite material including, for example, lignin, cellulose, and various semi-celluloses as well as a polymer or copolymer either alone or in some combination. The mat may be composed of mixture of wood fiber, plastic, and some type of binding agent. The material can include a thin veneer like layer or a cap to provide protection for the material underneath. The surface can be smooth, grooved, rough and any combination. The mat can include polyethylene, poly vinyl chloride (PVC), zinc oxide, TiO2, CaCo3, UV Additive, coloring, stabilizer, and suitable substitutes. The mat can include thermoplastics that can be recycled and can be from a recycle source. The mat material can include plastic obtained primarily from reclaimed / recycled grocery bags and stretch film. By utilizing recycled plastic materials, the trail mat system may help divert plastic bottles and other waste from landfills and oceans.

[0066] While the present subject matter has been described in detail with respect to specific exemplary embodiments and methods thereof, it will be appreciated that those skilled in the art, upon attaining an understanding of the foregoing may readily produce alterations to, variations of, and equivalents to such embodiments. Accordingly, the scope of the present disclosure is by way of example rather than by way of limitation, and the subject disclosure does not preclude inclusion of such modifications, variations and / or additions to the present subject matter as would be readily apparent to one of ordinary skill in the art using the teachings disclosed herein. The scope of the invention should, therefore, be determined not with reference to the above description, but should instead be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled. The disclosures of all articles and references, including patent applications and publications, are incorporated by reference for all purposes. The omission in the following claims of any aspect of subject matter that is disclosed herein is not a disclaimer of such subject matter, nor should it be regarded that the inventor did not consider such subject matter to be part of the disclosed inventive subject matter.

Examples

Embodiment Construction

[0036]With reference to the drawings, the invention will now be described in more detail. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood to one of ordinary skill in the art to which the presently disclosed subject matter belongs. Although any methods, devices, and materials similar or equivalent to those described herein can be used in the practice or testing of the presently disclosed subject matter, representative methods, devices, and materials are herein described.

[0037]Unless specifically stated, terms and phrases used in this document, and variations thereof, unless otherwise expressly stated, should be construed as open ended as opposed to limiting. Likewise, a group of items linked with the conjunction “and” should not be read as requiring that each one of those items be present in the grouping, but rather should be read as “and / or” unless expressly stated otherwise. Similarly, a group of items linked wit...

Claims

1. A trail mat system for converting existing railroad tracks to trails, comprising:a mat extending between and on top of a pair of railroad track rails, the mat including a top surface and a bottom side;a tension member carried by the mat and engaging a rail fillet defined between a rail web and a rail head; anda fastener extending through the mat and engaging the tension member to draw the tension member toward the bottom side of the mat;whereby the mat is configured to be placed over and removably secured to the rails to provide a trail surface overtop the rails without removing the rails or other elements of a railroad track.

2. The trail mat system of claim 1, wherein a pair of fasteners are disposed on an outside of each of the pair of railroad track rails, wherein the tension member extends between the pair of fasteners and under the rails.

3. The trail mat system of claim 1, wherein the fastener comprises a resilient member biasing the tension member inward toward the rails when installed.

4. The trail mat system of claim 1, wherein a pair of tension members are disposed on either side of at least one of the rails.

5. The trail mat system of claim 1, wherein the mat is comprised of 100% recycled materials.

6. The trail mat system of claim 1, further comprising a confined utility space defined by the bottom side of the mat and between the rails for receiving utility lines and conduits in a secure area underneath the mat.

7. The trail mat system of claim 1, further comprising at least one rail cavity disposed on the bottom side of the mat and configured to receive at least a portion of the rails including the rail head.

8. The trail mat system of claim 1, wherein the mat is constructed and arranged to be removed from the rails and recycled for future trail developments.

9. The trail mat system of claim 1, wherein a recess is defined in the top surface of the mat to accommodate a head of the fastener, allowing the fastener head to be disposed below the top surface of the mat.

10. A trail mat system for converting existing railroad tracks to trails, comprising:a mat extending between and on top of a pair of railroad track rails, the mat including a top surface and a bottom side;a tension member disposed under a top surface of the mat; and,a distal end of the tension member biased against a fillet of a rail head on at least one of the rails;whereby the mat is configured to be placed over and removably secured to the rails to provide a trail surface overtop the rails without removing the rails or other elements of a railroad track.

11. The trail mat system of claim 10, wherein a pair of tension members are disposed on each rail configured to prevent lateral motion of the mat in relation to the rails.

12. The trail mat system of claim 10, wherein the tension member is biased against the fillet by a fastener extending through the mat and engaging the tension member.

13. The trail mat system of claim 10, wherein the tension member is biased against the fillet by a fastener contained within the mat.

14. The trail mat system of claim 10, further comprising a confined utility space defined by the bottom side of the mat and between the rails for receiving utility lines and conduits in a secure area underneath the mat.

15. The trail mat system of claim 10, further comprising surface traction members disposed on the top surface of the mat for enhanced traction.

16. A trail mat system for converting existing railroad tracks to trails, comprising:a mat extending between and on top of a pair of railroad track rails, the mat including a top surface and a bottom side;a tension member disposed under the mat and configured to engage at least one of the rails; anda fastener operatively associated with the tension member to bias the tension member against at least one of the rails to secure the mat to at least one of the rails;whereby the mat is configured to be placed over and removably secured to the rails to provide a trail surface overtop the rails without removing the rails or other elements of a railroad track.

17. The trail mat system of claim 16, wherein the tension member engages a fillet defined between a rail web and a rail head of at least one of the rails.

18. The trail mat system of claim 16, wherein the mat is comprised of 100% recycled materials.

19. The trail mat system of claim 16, wherein the tension member is positioned on opposite sides of the rails to prevent the mat from moving laterally on the rails.

20. The trail mat system of claim 16, further comprising a recess defined in the top surface of the mat to accommodate a head of the fastener, allowing the fastener head to be disposed below the top surface of the mat.

Images