CORDIS provides links to public deliverables and publications of HORIZON projects.
Links to deliverables and publications from FP7 projects, as well as links to some specific result types such as dataset and software, are dynamically retrieved from OpenAIRE .
Exploitable results
Invited speaker Dr. Grassie: he is probably the greatest expert in wheel-rail contact mechanics problems. In his lecture he has given a survey of the problems normally encountered in daily railway practice.
The paper by Mr. Mele and Mr. Testa from RFI depicts the researches actually in progress in FS - RFI (Rete Ferroviaria Italiana) on the control of the quality of the infrastructure. The description of the control is focused on the trackside activities required to monitor the state of the rolling stock passing on an instrumented track section. Both rail acceleration and optoelectronic measurements are involved in these projects.
The paper by Melis, Yanez and Vazquez from Metro de Madrid brings the experience of an important underground network in the problem of lateral wear. The approach to the subject is complete as all the aspects are covered, for example from the number of personnel involved in periodic controls to the characteristics of the network, from the lubrication remedies to the application of new technologies to keep under control the wear of the rails and of the overhead line and the control of the tunnel clearance.
As an example of tight co-operation between a railway administration and a private company, SNCF and Cybernetix bring their experience by showing their IVOIRE car capable to visually inspect the track at high speed. Mrs. Riollet and Mr. Millet have presented the results obtained on the TGV at high-speed, talking about the various stages of the IVOIRE project and the future developments in terms of quality and speed of data processing thanks to advanced calculation structures.
Moving to solutions offered by companies, Mr. Casagrande from Tecnogamma has shown a combined approach to the measurement of the track geometry by using laser and inertial systems, having complementary characteristics at low and high speeds. The system can be applied to any coach and can measure rail wear and corrugation, lateral and vertical track irregularities, cant, curvature with an advanced HW/SW structure.
As lateral wear cannot be eliminated definitively, the management of the wheel-rail interface with the use of proper lubricants assumes a fundamental importance. Mr. Willrich from Fuchs-Lubritech (Germany) has presented the products that can be applied with the best results in the railway environment, in both trackside (switches) and on-board (wheel flange) applications. The use of biodegradable greases is nowadays compulsory and these lubricants have reached notably good performances.
The last paper of this first session has been on a 'classic' instrumentation used for contact wheel and rail profile measurements: the MiniProf equipment from Greenwood Engineering (Denmark). Mrs. Skorstengaard and Mr. Vang have described the system, the measurements that can be made and have given some figures on the equipment precision and software facilities.
The second session has opened by the invited lecture given by Prof. Cigada of Politecnico di Milano, that is probably the most important research centre on railway research in Italy. The lecture has discussed the critical subject of rail wear in the Metropolitana di Milano. A number of different topics have been addressed, from short pitch corrugation measurements to dynamic measurements on the site, with a description of measuring systems and monitoring equipments. The correlation between vibration levels due to corrugation and people annoyance is analysed with advanced signal processing techniques.
Nowadays the only known remedy to rail corrugation is the grinding. Mr. Lévy from RATP has shown the new policy adopted in his company to prevent and to treat rail corrugation, as the need for such new strategy comes out from the complains from people living in the surrounding of the RATP lines. An interesting discussion of the obtained results has been shown, together with the extremely valuable results from the RATP experience.
Corrugation leads to noise, as it has been seen. The paper of Mr. Strube and Mr. Onnich from DB AG, Munchen, has introduced the concept of the 'Specially Monitored Track', that is based on the periodic acoustic monitoring of the railway lines by means of a special coach. Interesting results of the noise pattern after grinding have been shown in conjunction with the currently available grinding techniques.
The last session has been opened by the invited lecture by Fraunhofer Insitut for Non Destructive Testing and DB AG (Germany). Mr. Kraus has shown the use of advanced techniques in the inspection of wheel rim and disk by means of ultrasonic probes and Electro Magnetic Acoustic Transducers. A very interesting concept is the in-motion inspection of the rolling surface of wheels of high-speed trains. Both the detection of crack-like defects in the wheel tread and stresses evaluation in the wheel rim are illustrated with the use of EMAT and ultrasonic transducers.
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