CORDIS proporciona enlaces a los documentos públicos y las publicaciones de los proyectos de los programas marco HORIZONTE.
Los enlaces a los documentos y las publicaciones de los proyectos del Séptimo Programa Marco, así como los enlaces a algunos tipos de resultados específicos, como conjuntos de datos y «software», se obtienen dinámicamente de OpenAIRE .
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There is a significant difference between railway operations and urban transport (tram, metro) operations. The main one is speed. The speed varies from 100 km/h for a freight train to 160 km/h for medium-distance trains to 350 km/h for high-speed trains. In comparison, the maximum speeds of a tram and metro are far lower at respectively 50 and 100 km/h. Railway axle loads range from 18 tonnes for passenger coaches to 22.5 tonnes for freight and locomotives, whereas axle loads for tram and metro range from 8 to 14 tonnes.
Railways usually face fewer geographical and thus environmental concerns, as they run separately, typically at a greater distance from houses. Metros and trams face significant space constraints as they operate in an urban environment. Metro tracks are in a tunnel and turnouts cause great concerns, especially in terms of noise and vibration. Trams operating on the streets, often close to houses, cause similar problems.
In addition, trams operating on the street require special (girder) rails and thus special turnouts. All these elements show that, even though the basic concepts are the same, turnouts developed for railways cannot be simply implemented in urban transport.
The objective of the Turnouts project is to improve the vehicle-track interaction of turnout systems as used in urban rail transit, and therefore improve their efficiency, enhance their safety levels, reduce their maintenance costs, increase their life expectancy and restrain the emitted noise.
The project has developed the following tools for the development of the Turnouts concept (these are interim results):
1. Multi-body dynamics model. This model is beneficial to manufacturers of turnouts who want to improve their turnout geometry to reduce impact forces. The model provides impact forces along the turnout as output. This technique has not yet been used for turnouts.
2. 3D finite element model. This model is beneficial to manufacturers of turnouts who want to improve their turnout geometry to reduce impact forces. The model uses the impact forces at the flange gap to predict the behaviour of the turnout. The model is suitable for predicting the effects of foundation damping.
3. Low profile turnout. The idea of the low profile turnout originally was conceived for a tram parking garage building. At that time the operator accepted the use of the low profile rails, but not the low profile turnout as it could not demonstrate its performance. The turnouts project will remedy that situation. With space in cities being limited, the tram parking garage will become more acceptable and with it comes the need for the low profile turnouts which significantly reduce the thickness of the concrete floors, bearing a direct influence on the foundations and the building structure. Embedded tracks are also more installed by making use of prefabricated sections. So far these existed only for individual tracks that are easy to transport. Turnouts however have to be installed on panelled sections that are heavier to transport. The low profile turnout also enables a reduction in the thickness of the concrete panels by some 8 cm, resulting in a significant weight reduction of the panels, making them easier to transport and manipulate. Track construction times will thus be further reduced to the benefit of both operators and neighbourhoods.
4. Moving nose frog. The moving nose frog is currently in use for metro and high-speed train operations, which typically operate in a grade separated environment. Because tramways operate in a street environment were interaction with other traffic is rampant, the moveable nose turnout requires a much higher degree of reliability. This is a completely new product for tramways, especially since it is designed from the beginning as an embedded turnout.
5. Standard frog. A standard frog in parallel with the moving nose frog is being developed. The innovation here is that it is a frog that is from the beginning purposely designed with all the correct fixations and connections for incorporation in a concrete roadbed.
6. Under tie pads. Noisy existing turnouts had to remain in use until they had reached their useful lifetime and a new turnout would address the noise and vibration problems caused by the impacts of the passing vehicles. The under tie pads form an easy way to tackle the problems of existing turnouts on ballast. This new inexpensive technique gives tram operators new possibilities to reduce noise and vibrations in the environment.
7. Embedded turnout for tramways. The hybrid embedded track developed by FDP will be applied to the JEZ turnouts, where it can take full advantage of the mounting fixtures that are part of the new turnout design.
8. Industrial turnout. The new industrial turnout responds to a shift in buyer behaviour from industrial operators. Historically, industrial operators were buying cheap or used and thus low cost turnouts. With increasing loads and traffic on their yards their maintenance costs are soaring. The FDP industrial turnout is a low cost design for industrial yards. It uses a standard manganese cast iron frog from JEZ to guarantee a long service life with low maintenance costs to significantly reduce life cycle costs.
9. Longitudinal profile correction. A correct longitudinal profile will reduce impacts on the turnout. Typically, turnouts are developed with a theoretical optimal profile. The procedure consists in measuring the profile of the turnout on a regular basis and adjust it by grinding or welding to bring it in line with the desired profile. The novelty is that RATP will implement this process on a scheduled basis.
10. Welding Procedure. The current procedure for welding frogs to the rails is done by an expensive intermediate material that welds to both types of steel. The optimisation of the welding procedure focuses on shortening the intermediate material between the frog and the running rail (shorter welds, improved alignment, timing of force and heat during flash but welding), and reducing the impact forces through better alignment.
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