GB2409697A

GB2409697A - Rail support system eg for trams

Info

Publication number: GB2409697A
Application number: GB0327142A
Authority: GB
Inventors: Peter John Coates-Smith; John Pierce Martin Parry
Original assignee: HOLDFAST CARPET TRACK Ltd
Current assignee: HOLDFAST CARPET TRACK Ltd
Priority date: 2003-11-21
Filing date: 2003-11-21
Publication date: 2005-07-06
Also published as: GB0327142D0

Abstract

A rail support system includes panels 116 of resilient material, eg rubber, which acts as a base for at least part of a rail 118A, 118B and a devices for fixing the panels 116 in relation to the foundation surface 100, eg of asphalt. The fixing device may be adjacent metal ties 114A, 114B between which each panel 116 is located. Other fixing devices, eg adhesives or bolts, may be used as alternatives or in addition to the ties. Each tie may have projections 129A, 129B on its upper surface to locate the rails 118A, 118B. Each panel 116 may be thicker than the height of the ties, fig.2C. A channel may be formed in the foundation surface 100, the channel having sidewalls 104A, 104B reinforced by metal brackets 106A, 106B. Rubber panels 108A, 108B may be laid on the base 103 of the channel and the panels 116 are laid on the panels 108A, 108B. The upper surface of the rails may be level with the surrounding surface 100 and shaped blocks 120, 124 eg of rubber may be placed between and outside the rails to form a smooth surface for a vehicle or person traversing the track.

Description

Rail Support System The present invention relates to a rail support

system.

Conventional rail track for trams are laid within channels so that the tops of the rail are level with the surrounding road surface. Below the rails a 5foundation of concrete is normally laid down to support the weight of the track and the tram. This concrete foundation is relatively thick and heavy and steel reinforcement within the concrete provides a containment for electric current in the rails. It has poor vibration damping characteristics and so fails to restrict the level of noise and vibration which trams make when travailing upon it.

10More recently developed forms of trams known as "Parry People Movers" incorporate flywheel energy storage which allows electric tramway systems to be installed without overhead wires and return current in the rails and longer range vehicles to be economically powered by very small LPG or diesel engines or by electric motors from an on board electricity supply. This type of tram vehicle is 1*5not as heavy as conventional trams and can run on lighter forms of rail. A..

*Embodiments of the present invention are intended to provide a track .e support system that is particularly suitable for trams of this type, but can also be A. advantageously used with other types of tram or rail vehicle.

According to a first aspect of the present invention there is provided a rail alp support system including: a panel of resilient material which, In use, acts as a base for at least part of a rail, and a device for substantially fixing the panel, in use, in relation to a foundation surface.

The system will normally include a plurality of said panels, the panels being laid along a path that the rail track is to follow, with gaps existing between adjacent panels. Typically, the system will be used to support a pair of spaced apart rails. In one embodiment, the support system (and the tramway track) is fitted within a channel, which may be formed in a road surface. At least part of the rail will normally be in direct contact with the panel.

The fixing device may include a pair of members which, in use, are fixed relative to the panel, the panel being held between the pair of members. The fixing component may be an elongate member (e.g. a metal tie) that may be fitted to extend between sidewalls of the channel. The elongate member may have upturned ends to provide additional friction with the sidewalls, thereby helping to secure the member in the channel.

The fixing device may further include a device for locating and/or fixing the rail in position. For example, where the fixing device includes an elongate member, the member can have a pair of projections on its upper surface ..

. between which the rail can be fitted and the member may be held in place by bolts and clips which clamp onto the foot of the rail. The thickness of the panel can be greater than the thickness of the elongate member to allow for the panel : . , to be compressed under the weight of the rail so that both panel and member ë become in effect the same thickness.

The panel may be formed of a single piece of the material having a width at least equal to the distance from one of the pair of rails to the other rail.

Alternatively, the panel may be formed of a plurality of pieces of material. The panel may be formed of a rubber or similar material. l

The system may further include a device for reinforcing either or both sidewalls of the channel. In one embodiment the reinforcing device includes a bracket having a substantially L-shaped profile, in use, the bracket being fitted adjacent a said channel sidewall with one arm of the bracket resting on the base surface of the channel. The bracket may be formed of metal. The fixing device may contact the reinforcing device in use.

The system can include a lower panel of material that is fitted beneath the first-mentioned panel. The lower panel may be formed of a single piece of material or it may comprise a plurality of pieces. The dimensions of the lower panel may differ from those of the first panel and/or the lower panel may be formed of a different material. In one embodiment, the width of the lower channel is approximately half the width of the first channel whilst the length of the lower panel is greater than the length of the first panel. For example, the length of the lower panel may be longer than three of the first panels. The lower \5 panel can include one or more drainage channel. A..

The system may further include at least one block which, in use, is fitted adjacent a said rail. The block may be fitted between the pair of rails. The block ..

may be of a thickness such that, in use, its upper surface is substantially level : .. . with the upper surface of the rail. A said block fitted between the pair of rails ë.

28 may have an upper portion having a width generally corresponding to the distance between the heads of the two rails but allowing a space for the flanges of the tram wheels to pass. The block fitted between the rails may have a middle portion having a width generally corresponding to the distance between the webs of the two rails. The block fitted between the rails may have a lower l ( portion having a width generally corresponding to the distance between the feet of the two rails.

The block may include a groove or slot to assist folding of the block. The system may further include a member (laid down before the block) that can help locate the block as well as fitting in the groove/slot to provide support.

In some cases, a said block may be fitted outside the pair of rails, e.g. one block located on the outside of each rail. A said block fitted outside the pair of rails may have an upper portion having a width generally corresponding to the distance between the head of its adjacent rail and a sidewall of the channel. A said block fitted outside the pair of rails may have a lower portion having a width less than or equal to the distance between the foot of its adjacent rail and the side wall of the channel. In another embodiment (normally when the rail is not being installed within a channel), a said block fitted outside the pair of rails may form a ramp extending from a surrounding surface to the upper surface of the 46 rail.

A said block may be formed of a single piece of material formed into a desired shape, or the block may comprise several separate pieces fitted .

: together. The block may be formed of rubber or materials with similar properties, including plastic, glass fibre reinforced plastic and other resilient ma materials.

According to another aspect of the invention there is provided a rail system including: a panel of resilient material; a rail laid on the panel, and a device for substantially fixing the panel in relation to a foundation surface.

According to yet another aspect of the invention there is provided a method of installing a rail and a support system for the rail, the method including steps of: laying a panel of resilient material on a foundation surface; substantially fixing the panel in relation to the foundation surface, and laying a rail on the panel.

The method may include a step of forming a channel in the surface before laying the panel, with a surface of the channel forming the foundation surface.

The channel may be formed by means of laser-guided cutting equipment. The method may further include a step of reinforcing either or both sidewalls of the channel.

The method may include a step of laying a lower panel on the surface 4b before laying the first panel. a

The step of fixing the panel in position may include laying one end of the ., panel adjacent an elongate member and fitting another elongate member adjacent the other end of the panel such that the panel is held between the pair

, of members. Alternatively, the elongate members may be laid down first and a a...DTD: said panel can be fitted between a pair of said elongate members.

The method may further include a step of fitting one or more block adjacent the rail. The blocks may be fitted between a pair of said rails. A block may be fitted between a said rail and a sidewall of the channel. The upper surface of the block can form a substantially level surface with the upper surface of the rail and, in some cases, a surrounding surface.

Whilst the invention has been described above, it extends to any inventive combination of the features set out above or in the following

description.

The invention may be performed in various ways, and, by way of example only, embodiments thereof will now be described, reference being made to the accompanying drawings, in which: Figure 1A is a schematic plan view of a road surface being installed with an embodiment of the rail support system; Figure 1 B is a schematic cross sectional view through line X-X' of Figure 1A; Figure 2A is a schematic plan view of the surface after further components of the system have been installed; Figure 2B is a schematic cross sectional view through line Y-Y' of Figure - .. 2A;

. Figure 2C is a schematic cross sectional view through line W-W' of ë Figure 2A; Figure 3A is a schematic plan view of the surface after yet more system components and rails have been installed, and Figure 3B is a schematic cross sectional view through line Z-Z' of Figure 3A and also shows vehicle wheels on the rails; Figures 1A and 1B show a section of a surface 100 into which a pair of rails and the rail support system is to be installed. The surface will often l l comprise a layer of asphalt which acts as a roadway for motor vehicles, although it will be understood that the system can be installed on or in other types of surfaces. In the example, a channel 101 has been formed in the surface 100 to house the rails and the support system; however, in other cases the rails and support system may be laid directly onto a flat surface or into an existing channel. The width of the channel 101 is about 2800 millimetres and generally corresponds to the path which the rail track is to follow. The depth of channel is about 150 mm. The channel 101 may be formed by any suitable method such as laser-guided cutting using a diamond saw or mechanical excavation. The channel 101 has a substantially flat base surface 103 (although it may have a conventional camber) formed by the remaining asphalt, although in other cases the channel may be deeper than the asphalt layer so that the base layer 103 is formed by a ground surface under the asphalt.

Further steps may be carried out to prepare the base surface 103 so that lS it is more suitable for having the track support system laid upon it, e.g. a level screed of concrete may be spread evenly over the surface 103.

The sidewalls of the channel 101 may be reinforced. In the example of ë a: Figure 1B, L-shaped metal brackets 106A, 106B are used for reinforcement.

: , ' , The brackets can be located within the asphalt layer sidewalls 1 04A, 1 04B of the channel 101, one of the brackets adjacent one of the sidewalls. The distance between the brackets corresponds to the overall width of components of the support system. The vertical portions of the brackets are dimensioned to correspond to the height of the channel sidewalls. The space between the brackets and their adjacent asphalt sidewall 104A, 104B, respectively, can be filled with asphalt 107 such that the horizontal portion of the bracket 106 is held underneath the asphalt. In this case the brackets 106A, 106B therefore act as the sidewalls of the channel 101, although in other situations the brackets could be fitted so that their horizontal portions extend beneath the asphalt layer sidewalls 104A, 104B or even protrude into the channel sidewalls.

Lower panels 108A, 108B are laid down on the surface 103 at the base of the channel 101. The lower panels 108A, 108B are formed of a rubber material and are rectangular in shape. The width of each lower panel 108A, 108B is substantially half the width of the channel 101 and they are laid side-by-side in the channel. The thickness of one of the lower panels is around 20mm and its length is a minimum of about 2000mm. The lower panels 108A, 108B can include one or more drainage channel 110.

Turning to Figures 2A and 2B, components of the system that are fitted on top of the lower panels 108A, 108B are shown. A tie 114A is laid across the :5 width of channel 101. The tie 114A is an elongate metal member dimensioned ...

to correspond with the width of the channel 101. The thickness of the tie 114A is .,. about 10mm. Each end of the tie 114A has an upstanding portion which abuts : an adjacent bracket 106A, 106B. Friction between the ends of the tie and the a. brackets hold the tie in place, in addition to it being fixed to the rails (see below), }0 which are in turn held in place by resilient panels. Further substantially identical ties, e.g. tie 114B, are fitted within the channel 101 in a similar manner. Pairs of ties laid down in this way are spaced apart a predefined distance.

A resilient panel 116 is laid down on the lower panels 108A, 108B. The panel 116 is laid between a pair of ties 114A, 114B such that one edge of the panel abuts an adjacent edge of one tie 114A and its other edge abuts an edge of another tie 114B. Thus, the panel 116 is held in place between the pair of ties 114A, 114B. It will be appreciated that other means of fixing the panel in position may be used as alternatives or in addition to the ties 114. These could include adhesives or bolts.

The panel 116 is rectangular in shape and its width corresponds to the width of the channel 101. The length of the panel 116 is about 1000mm (corresponding to the predefined distance between adjacent pairs of ties laid in the groove) and its thickness is about 120mm. As can be seen in Figure 2C, the thickness of the panel 116 is greater than that of the ties 114A, 114B. The panel 116 is formed of a material such as rubber.

An elongate semi-cylindrical member 121 can be laid on top of the ties 114 and the panels 116. The semi-cylindrical member 121 runs parallel with the intended direction of the rails (see below) and is located substantially centrally between the pair of rails. -.

Turning to Figures 3A and 3B, a pair of tracks 118A, 118B are shown laid on top of the panels 116 and ties 114. Although a pair of tracks 118A, 118B that I-: are spaced apart a conventional distance are shown in the example, it will be : . appreciated that different designs of rails (e.g. not arranged in pairs) could be used.

The tie 114A has two pairs of projections 119A, 119B on its upper surface. The pairs of projections 119A, 119B are intended to locate a respective one of the rails 118A, 118B. The pairs of projections are positioned on the tie 114A such that the correct gauge is maintained between the pair of rails and also so that the rails are positioned the desired distance away from the sides of the channel 101. The rails are normally fixed to the ties by adjustable rail clips (not illustrated in detail). These clips are attached to the tie by a high tensile threaded bar (also not illustrated) welded on the tie.

As can best be seen in Figure 3B (drawn larger for clarity), the channel 101 has a depth such that the upper surface of the two tracks 118A, 118B are substantially level with the upper surface of the asphalt sidewalls 104A, 104B and so the rails are generally level with the surrounding surface 100.

Between the two rails 118A, 118B, a block of material 120 is installed.

The block 120 may be formed of rubber or another material, such as recycled waste PVC or glass fibre reinforced plastic (grp). As shown in Figure 3B, the height of the block 120 is such that its upper surface is substantially level with the upper surface of the tracks 118A, 118B. When viewed from the front, the profile of the block 120 is such that it includes an upper portion 120A that has a thickness slighter greater than the head of the rails 118A, 118B. The width of

I ...

the upper portion 120A is slightly less than the distance between the heads of the two rails 118A, 118B so that a small gap of about 30mm is present to allow : the flange of the tram wheels 121A, 121B to fit between the block 120 and the rails 118A, 118B. A middle portion 120B of the block 120 has a thickness ...

I' 20 generally corresponding to the web of the tracks 118A, 118B. The lower portion 120C of the block 120 has a thickness slighter greater than the foot of the rails 118A, 118B. The width of the lower portion 120C generally corresponds to the distance between the feet of the rails 118A, 118B.

The portion 120B of the block is usually wider than the other portions of the block 120 so that it is held in place by the heads of the rails because the overall width dimensions of block 120 is greater than the gap between the rails.

Provision is made to permit the block 120 to be bent into a convex curved shape while it is lowered into place between the rails. A central cutaway on the lower surface of the block makes it possible to bend the block during insertion. The central cutaway provides a semi-cylindrical groove into which the semi cylindrical member 121 fits in order that the centre of the panel 120 is fully supported when installed.

Between the sidewall 104A and the track 118A a block 124A is fitted.

The block 124A can also be formed of rubber or other material. As can best be seen in Figure 3B, the block 124A has a generally T-shaped front profile when viewed from the front, with the horizontal bar forming its upper surface extending substantially from the bracket 106A to the upper surface of the track 118A with a small gap of around 20mm to accommodate the plates, nuts and bolts used to join the ends of the lengths of rail. A second block 124B of substantially identical ë..

dimensions is fitted between the rail 118B and the sidewall 104B. The side : blocks can be held in position by slight compression during installation. :

: .: Each of the blocks 120, 124A, 124B may be formed of a single piece of material or they may comprise several pieces (e.g. layers) fitted together. A.

'20 Thus, a substantially continuous surface is formed by the upper surfaces of the channel sidewall 104A, block 124A, rail 118A, block 120A, rail 118B, block 124B and the channel sidewall 104B. The surface shown in the example is also substantially level in order to make it as smooth as possible for a vehicle or person traversing it. l

Although the example illustrated in the diagrams relate to straight sections of track, it will be understood that the components of the support system can be formed to have dimensions and shapes suitable for supporting curved sections of track. It will be also appreciated that the operations described herein can be repeated to fit the rails and support system over any desired length of track. Furthermore, the order of the installation operations described above could be varied. The support system may be used over substantially the entire length of a rail track or only for particular sections of the track.

The embodiments described above show the track and support system being installed in a channel 101. In some cases the track may be fitted on top of a road surface, in which case either of both of the T-shaped blocks 124A, 124B can be replaced by blocks that can act as ramps. Such ramp blocks may or may not be supported on a track support system according to the invention, and so in :. 15 some cases the system may only be used to support rails and possibly a block - . fitted between the rails.

The support system effectively allows a rail to be embedded in rubber up : to its upper surface. In use, when a tram travels over rails which are mounted . on the support system, the weight of the vehicle causes the panels 116 to be -.

compressed (typically to about the same thickness as the ties 114). In conventional systems where the rails are laid on concrete, no such compression occurs and so the tram causes greater vibration of the surrounding area.

Therefore, a tram running on rails mounted on a support system as described herein is quieter and the reduced vibration can also improve the efficiency of the vehicle.

Further, the depth of the support system is significantly less than conventional systems, e.g. around 150mm compared with 500mm typical of existing systems. Staying above a depth of 150mm means that the system does not go down to a level considered to be the "legal subsoil" in the UK at least. As embodiments of the system comprise separate components rather than a mass of concrete, it is significantly easier to install and remove if necessary. This has benefits over conventional tracks. For example, if services (e.g. water pipes) located below a conventional tram track need to be accessed for maintenance then traditionally this can cause major disruption. However, a support system as described herein can be removed much more easily and it is also possible for a temporary diverted track to be installed, which means that the transport service does not have to be cancelled.

Recycled tyres can be used for forming the rubber components, which fl 5 means that the system conveys greater environmental benefits than conventional systems. The blocks that are fitted adjacent the tracks can be I, made in any colour and so that the track surround can be made aesthetically : A:: pleasing. t

A ë

Claims

1. A rail support system including: a panel (116) of resilient material which, in use, acts as a base for at least part of a rail (118), and a device (114) for substantially fixing the panel, in use, in relation to a foundation surface (100).

2. A system according to Claim 1, including a plurality of said panels (116), the panels being laid along a path that a rail track (118) is to follow, with gaps existing between adjacent panels.

3. A system according to Claim 1 or 2, wherein the system is at least partially fitted within a channel (101).

4. A system according to any one of the preceding Claims, wherein at least part of a rail (118) is in direct contact with the panel (116).

5. A system according to any one of the preceding Claims, wherein the fixing device includes a pair of members (114A, 114B) which, in use, are fixed relative to the panel (116), the panel being held between the pair of members.

6. A system according to any one of Claims 3 to 5, wherein the fixing device comprises an elongate member (e.g. a metal tie 114) fitted to extend between opposing sidewalls of the channel (101).

7. A system according to Claim 6, wherein the elongate member (114) has upturned ends to provide frictional contact with the sidewalls of the channel (101), thereby helping secure the member in the channel.

8. A system according to any one of the preceding Claims, wherein the fixing device further includes a device (121) for locating and/or fixing the rail (118) in position.

9. A system according to Claim 8, when dependent upon Claim 6 or 7, wherein the elongate member (114) includes a pair of projections (129A, 129B) on its upper surface, between which a rail (118) can be fitted.

10. A system according to any one of Claims 6 to 9, wherein the thickness of the panel (116) is greater than the thickness of the elongate member (114) to allow the panel to be compressed under the weight of a rail and/or a vehicle.

11. A system according to any one of the preceding Claims, wherein the panel (116) is formed of a single piece of the material having a width at least equal to the distance from one of the pair of rails to the other rail.

12. A system according to any one of Claims 1 to 10, wherein the panel (116) is formed of a plurality of pieces of material.

13. A system according to any one of the preceding Claims, wherein the panel (116) is formed of rubber or similar material.

14. A system according to any one of Claims 3 to 13, wherein the system further includes a device (106) for reinforcing either or both sidewalls of the channel.

15. A system according to Claim 14, wherein the reinforcing device includes a bracket (106) having a substantially L-shaped profile, in use, the bracket being fitted adjacent a said channel sidewall, with one arm of the bracket resting on the base surface of the channel (101).

16. A system according to Claim 15, wherein the bracket (106) is formed of metal.

17. A system according to any one of the preceding Claims, further including a lower panel (108) of material that is fitted beneath the first-mentioned panel (116)

18. A system according to Claim 17, wherein the dimensions of the lower panel (108) differ from those of the first panel (116) and/or the lower panel being formed of a different material to the first panel.

19. A system according to Claim 18, wherein the width of the lower panel (108) is approximately half the width of the first panel (116), whilst the length of the lower panel is greater than the length of the first panel.

20. A system according to any one of Claims 17 to 19, wherein the lower panel (108) includes one or more drainage channel (110).

21. A system according to any one of the preceding Claims, further including at least one block (120) which, in use, is fitted adjacent a rail (118).

22. A system according to Claim 21, wherein the block (120) is fitted between a pair of rails (118).

23. A system according to Claim 21 or 22, wherein the block (120) is of a thickness such that, in use, its upper surface is substantially level with the upper surface of a rail (118).

24. A system according to Claim 22 or 23, wherein a said block (120) fitted between a pair of rails has an upper portion (120A) having a width generally corresponding to the distance between the heads of the two rails (118), the block also having a middle portion (120B) having a width generally corresponding to the distance between the webs of the two rails.

25. A system according to any one of Claims 21 to 24, wherein the block (120) includes a groove or slot to assist bending of the block during installation/removal.

26. A system according to any one of Claims 21 to 25, wherein the system further includes a member (121) to help locate the block (120) during installation.

27. A system according to any one of Claims 21 to 26, when dependent upon Claim 3, wherein a said block (120) is fitted outside a pair of rails, e. g. a said block being located on the outside of each rail, where a said block has an upper portion (120A) having a width generally corresponding to the distance between the head of its adjacent rail (118) and a sidewall of the channel (101), the block also having a lower portion (120C) having a width less than or equal to the distance between the foot of its adjacent rail and the side wall of the channel.

28. A system according to Claim 21, when dependent upon Claim 1, wherein a said block (120) is fitted outside a pair of rails (118) forms a ramp extending from a surrounding surface to the upper surface of the rail.

29. A system according to any one of Claims 21 to 28, wherein the block (120) is formed of rubber or materials with similar properties, such as plastic or glass fibre reinforced plastic.

30. A rail system including: a panel (116) of resilient material; a rail (118) laid on the panel, and a device (114) for substantially fixing the panel in relation to a foundation surface.

31. A method of installing a rail (118) and a support system for the rail, the method including steps of: laying a panel (116) of resilient material on a foundation surface (100); substantially fixing the panel in relation to the foundation surface, and laying a rail on the panel.

32. A method according to Claim 31, including a step of forming a channel (101) in the surface before laying the panel, with a surface of the channel forming the foundation surface.

33. A method according to Claim 32, further including a step of reinforcing either or both sidewalls of the channel.

34. A method according to any one of Claims 31 to 33, wherein the method includes a step of laying a lower panel (108) on the surface before laying the first panel (116).

35. A method according to any one of Claims 31 to 34, wherein the step of fixing the (first mentioned) panel (116) in position includes laying one end of the panel adjacent an elongate member (114A) and fitting another elongate member (114B) adjacent the other end of the panel such that the panel is held between the pair of members.

36. A method according to any one of Claims 31 to 35, further including a step of fitting one or more blocks (120) adjacent the rail (118) so that the upper surface of the one or more blocks forms a substantially level surface with the upper surface of the rail.

37. A rail support system substantially as described herein and/or with reference to the accompanying drawings.

38. A method of installing a rail and a support system for the rail substantially as described herein and/or with reference to the accompanying drawings.