GB2602673A

GB2602673A - Railway infrastructure for a light rail system

Info

Publication number: GB2602673A
Application number: GB2100380.1A
Authority: GB
Inventors: Micallef Christopher; Menage Florent
Original assignee: Coventry City Council
Current assignee: Coventry City Council
Priority date: 2021-01-12
Filing date: 2021-01-12
Publication date: 2022-07-13
Also published as: GB202100380D0; GB202109273D0; GB2602688A

Abstract

A rail system 10 comprises a rail support arrangement 100, formed of a slab 110, to which rails 190 and/or other track elements may be coupled. A plurality of rail supports 130 are embedded in grooves 120 which extend transversely across the slab. Each rail support includes projections 135,136 that engage with a rail fastening system 160 in order to secure a rail or other track element to the rail support. The rail fastening system comprises one or more bolts 161 that cooperate with nuts (162, fig 2) together with a lateral blocker 262 and a fastener 264. The system enables transverse adjustment of the rail position in relation to the slab.

Description

RAILWAY INFRASTRUCTURE FOR A LIGHT RAIL SYS IEM

FIELD OF THE INVENTION

The present invention relates to the field of railway infrastructure, and in particular, to railway infrastructure for a light rail system

BACKGROUND OF THE INVENTION

There is a long tradition of railway infrastructure that provides rails along which a rail-based vehicle, such as a tram or train, can be propelled.

In traditional railway infrastructure, rails are mounted upon railway sleepers or ties, which lie perpendicular to the direction of the track. Each railway sleeper provides two fixed locations to which the rail can be secured. The railways sleepers themselves are usually lain upon track ballast, typically formed of crushed stone (e.g. gravel), so that a load carried by the railways sleepers (e.g. of the tram/train) is distributed into the track ballast.

Another type of railway infrastructure is known as a -ballastless" or "slab-track", in which multiple railways sleepers are mounted on, or integrated in, a single (concrete) slab. Thus, a slab is able to couple to each rail at two or more different locations. This approach avoids the need for ballast, and provides advantages of improved performance capacity, reduction in maintenance cost/complexity and improve lifespan.

Conventional slabs for railway infrastructure (sometimes called "precast slabs") have fixed positions to which the rails can be secured. Usually, these fixed positions are arranged to simulate a linear arrangement of railway sleepers, e.g. comprise two, parallel groups of linearly arranged fixed positions.

Existing slabs are usually formed from reinforced or pre-stressed concrete, and generally have a minimum thickness of around 17 cm. Moreover, a slab is typically around 5 m long and 2.20 m wide resulting in a high weight of around 5 tons. This makes it necessary to utilize heavy-load handling systems making the handling and transportation of these slabs relatively expensive.

There is an ongoing desire to improve slabs for railway infrastructure, and in particular, to make slabs more suitable for use in an urban environment.

SUMMARY OF THE INVENTION

The invention is defined by the claims.

The present disclosure describes concepts that can offer a thin slab design for a rail support system/arrangement that makes use of appropriate high strength materials together with an integral and highly flexible rail supporting system. The rail supporting system further allows installation of other track systems including anti-bouncing devices, turnouts/switches and so on. The proposed approach allows for flexibility in the positioning of rails upon a slab-based rail support arrangement, allowing the same slabs to be used for different rail angles and the like.

In particular, there is an aim to provide a slab-based rail system formed of rail support arrangements that have an ability to accommodate tight curves or bends and that can, e.g. if installed within existing highways, be (re)installed without significant disruption to existing buried infrastructure (e.g. utilities or services). It would also be advantageous if the rail support arrangement had a low mass.

According to examples in accordance with an aspect of the invention, there is provided a rail support arrangement for supporting one or more rails, the rail support arrangement comprising: a slab having two or more primary transverse grooves; and a plurality of rail supports, each rail support being mounted in a respective primary transverse groove and comprising at least one projection configured to engage with a rail fastening system, received in the respective primary transverse groove, that couples a rail to the rail support so as to restrict or prevent a movement of the rail in a direction perpendicular to the direction of the respective primary transverse groove.

A slab, sometimes called a "track slab" or "precast slab", is a well-known term in the rail industry to refer to a panel or sheet of material that can act to distribute load and provide track stability. The slab is generally shaped to have a length and width much greater than its height/depth, and may be formed in a cuboidal shape, a trapezoidal prism shape and so on.

The present disclosure provides a slab track having a series of transverse grooves that enable the insertion and securing (via respective rail supports) of rail fastening systems at different locations along the transverse groove. This provides a mechanism by which rails can be positioned in a wide variety of alignments with respect to the slab, thereby accommodating rails undergoing sharp turns or corners.

In particular, the present invention proposes the use of a plurality of rail supports, so that the rail can be secured to the slab at a wide variety of orientations, positions and/or angles. Thus, there is a high level of flexibility in choosing the position and orientation at which the rail is secured to the slab. This means that a same slab structure can be used for a wide variety of track configurations (e.g. straight line sections, curved sections and so on). Use of a same slab structure reduces manufacturing cost and complexity.

The ability of the proposed rail support system to accommodate sharp turns or corners is particularly advantageous for an urban environment, in which railway infrastructure needs to be positioned around existing infrastructure (e.g. buildings, existing roads or pavements/sidewalks). The proposed slab thereby facilitates more economic and flexible placement of railway infrastructure in an urban environment.

The (at least one) projection may be generally parallel to an uppermost surface of the slab, e.g. in a same plane as the surface of the slab. In particular, the projection(s) may be in a horizontal plane. In other examples, the projection may have a slight downward angle/incline, i.e. away from the upper(most) surface(s) of the slab. The projection may be (generally) planar, to provide a surface against which the rail fastening system is configured to engage (e.g. using a clamp, bolt or other fastening system).

In some examples, the projection extends outwardly from a side wall of the respective primary transverse groove, and may extend in a direction generally perpendicular to a sidewall of the primary transverse groove or angled with respect to the side wall. For instance, the protection may extend in a direction angled towards the floor of the primary transverse groove.

Generally, a slab is considered to have three dimensions: a length, a width and a height/depth. The length is the longest dimension of the slab, the width the second longest and the depth the shortest. A transverse groove is an elongate groove, channel or trench having a direction across the width of the slab (e.g, parallel to the shortest side of the upper surface of a non-grooved slab). The width of a slab is defined as a side to side distance, and is generally angular to a direction of the rail coupled to the rail support. Thus, a transverse groove is aligned in a transverse, lateral or side-to-side direction of the slab.

The "direction" of a primary transverse groove is a direction in which the primary transverse groove extends, i.e. in a lateral direction of the slab. The direction perpendicular to the direction of a primary transverse groove may be a vertical direction (e.g. in a direction perpendicular/normal to an uppermost surface of the slab).

Each primary transverse groove is located at different positions along a length of the slab. That is, the primary transverse grooves may be offset from one another.

Each primary transverse groove may span no less than 20% of the entire width of the slab. Thus, each primary transverse groove may be a transverse groove that spans no less than 20% of the entire width of the slab. It has been identified that the greater the width of the primary transverse groove, the greater the flexibility in angling or positioning the rail(s) when mounting them to the slab.

In some examples, each primary transverse groove spans no less than 60% of the entire width of the slab. In some examples, each primary transverse groove spans no less than 75% of the entire width of the slab.

In some examples, each primary transverse groove may span the entire width of the slab. This facilitates ease of inserting any rail fastening system into the transverse groove, by allowing the rail fastening system to be inserted at a side of the transverse groove (e.g. to avoid the projection(s)).

It is also recognized that a larger primary transverse groove will increase the cost of the slab (as the material for the rail support(s) is usually more expensive than the material for the slab). Thus, in some examples, the primary transverse groove may span no more than 90% of the entire width of the slab, e.g. no more than 80% of the entire width of the slab.

In some examples, the projection of each rail support spans no less than 90% of the respective primary transverse groove in which the respective rail support is mounted. This approach provides an extremely large number of possible positions for securing the rail to the rail support, by provide a large, continuous structure against which the rail can be secured (via the rail fastening system). Preferably, each projection of each rail support spans no less than 90% of the respective primary transverse groove in which the respective rail support is mounted.

The (or each) rail support may comprise a first projection and a second projection, each configured to simultaneously engage with the rail fastening system to thereby couple the rail to the rail support. The first and second projections may extend from opposing walls or sides of the primary transverse groove into which the rail support is positioned.

In this way, the first and second projections may effectively act as a C-rail like structure, in which the rail fastening system is able to clamp on both first and second projections to securely couple the rail to the rail support, and thereby to the slab.

The first and the second projections may lie in a same (horizontal) plane, e.g. face or oppose one another in the primary transverse groove, e.g. to allow a rail fastening system to grip the rail support at two opposing surfaces.

The slab may be formed from fiber reinforced concrete.

Fiber reinforced concrete improves the elastic and fatigue resistance of the slab, compared to conventional concrete (used as standard in conventional slabs for rail systems). Use of fiber reinforced concrete thereby allows for a thinner slab to be used, to reduce the difficulty in installing and/or removing the slab, as well as reducing the excavation depth required to install railway infrastructure utilizing the rail support arrangement, e.g. to allow underground utilities and services (e.g. water, gas, electricity, communication fibers etc.) to remain unaffected by the railway infrastructure.

Preferably, the slab is formed from ultra-high performance fiber reinforced concrete (UHPFRC). The present disclosure proposes the use of UHPFRC in a slab-based rail support system to facilitate thin-slab railway infrastructure. The inventors have innovatively recognized that UHPFRC can be adapted for use in the rail industry to provide extremely thin and light slabs that still have the performance criteria required for supporting and/or mounting elements of railway infrastructure, e.g. rails, turnouts, and the like.

UHPFRC has a standardized ruleset, e.g. as set out in the French standard NF P 18-710, "National Addition to Eurocode 2 Design of Concrete Structures: Specific Rules for Ultra-High Performance Fiber-Reinforced Concrete (UHPFRC)". The skilled person would therefore readily understand the meaning and scope of the term UHPFRC.

In some embodiments, the slab has a length no greater than 12 m, and preferably 20 no greater than 8 m, and even more preferably no greater than 4 m.

Each rail support may comprise a plurality of elongate anchors, each configured to protrude into the slab, to thereby secure the rail support to the slab. The elongate anchors provide a mechanism by which the rail support can be embedded into the material of the slab. Other approaches for securing the rail support to the slab could be used, e.g, adhesive or through the use of interlocking and complementary geometric shapes (in which complementary shapes of the rail support and the slab interlock with one another).

The height of the slab may be no greater than 15 cm, and preferably no greater than 11 cm.

The slab may further comprise one or more secondary transverse grooves in which no rail supports are mounted. The secondary transverse grooves provide a gap for performing cutting/welding of a rail coupled to the rail supports, e.g. for the purpose of maintenance and/or upgrade. In particular, the secondary transverse grooves allow for welding to be performed around the entire circumference of the rail, to improve the welding efficiency. C)

The use of the secondary transverse grooves means that a part/portion of the tracks and slab (beneath the tracks) could be cut out, e.g. to access an area beneath the slab (e.g. for accessing utilities), and can be subsequently replaced. By providing the secondary transverse grooves, the rails can be rewelded together, thereby avoiding a need to remove large chunks of slab and rail.

The secondary transverse grooves also allows two different rails to be mounted on a same slab and welded together, improving the flexibility of placing rails upon a line of slabs (e.g. positioned adjacent to one another).

The secondary transverse grooves also facilitate maintenance of the rail, which typically (but not essentially) includes rail re-welding and/or replacement.

The depth of each secondary transverse groove may be greater than the depth of each primary transverse groove and/or the width of each secondary transverse groove may be greater than the width of each primary transverse groove. The precise dimensions of the secondary transverse grooves may be selected or set in order to provide sufficient space for the welding process.

Preferably, the distance between each secondary transverse groove is no less than 0.75 m. For instance, the distance between each secondary transverse groove may be no less than I m or around 1 m exactly. Preferably, the distance between each secondary transverse groove is no more than 2 m, to provide sufficient space for maintaining rails connected to the rail supports.

There is also proposed a rail support system comprising a first rail support arrangement as herein described; a second rail support arrangement as herein described; and a stiffening bar adapted to couple a rail support of the first rail support arrangement to a rail support of the second rail support arrangement. The stiffening bar acts as an anti-bouncing device, to effectively secure the slabs of the first and second rail support arrangement together so that vertical movement in one slab (e.g. caused by the load of the train) induces a vertical movement in the other slab. This effectively provides a "continuous slab" configuration for reducing vertical bouncing of a vehicle being propelled over the rail(s).

It will be apparent that the rails themselves also partially act as anti-bouncing devices. The stiffening bar should be distinguished from the rail in that they are not configured to mount or support the transportation of a rail-based vehicle, rather, they are configured only for coupling rail support arrangements together.

The stiffening bar is preferably configured to distribute a shear stress between the first and second rail support arrangements.

There is also proposed a rail securing system comprising: the rail support arrangement herein described or the rail support system herein described; one or more rail fastening systems, each rail fastening system being configured to: engage with an upper surface of a rail support of the rail support arrangement or rail support system; and couple a rail to the rail support, so as to restrict or prevent a movement of the rail in a direction perpendicular to the direction of the respective primary transverse groove. The direction perpendicular to the direction of the respective primary transverse groove may be a vertical direction.

There is also proposed a rail system comprising: the rail securing system previously described; and one or more rails, each rail being coupled by the one or more rail fastening systems to one or more rail supports.

These and other aspects of the invention will be apparent from and elucidated with reference to the embodiment(s) described hereinafter.

BRIEF DESCRIPTION OF THE DRAWINGS

For a better understanding of the invention, and to show more clearly how it may be carried into effect, reference will now be made, by way of example only, to the accompanying drawings, in which: Figure 1 provides a perspective view of a rail support arrangement; Figure 2 provides an exploded view of the rail support arrangement; Figure 3 provides a side view of the rail support arrangement; Figure 4 provides example shapes of a rail support; Figure 5 provides a frontal view of part of the rail support arrangement; Figure 6 illustrates the rail support arrangement following installation to form railwayinfrastructure; Figure 7 illustrates a perspective view of a rail support system; Figure 8 illustrates a rail support arrangement at a curved section of track; and Figure 9 illustrates an alternative shape of a rail support arrangement.

DETAILED DESCRIPTION OF THE EMBODIMENTS

The invention will be described with reference to the Figures.

It should be understood that the detailed description and specific examples, while indicating exemplary embodiments of the apparatus, systems and methods, are intended for purposes of illustration only and are not intended to limit the scope of the invention. These and other features, aspects, and advantages of the apparatus, systems and methods of the present invention will become better understood from the following description, appended claims, and accompanying drawings It should be understood that the Figures are merely schematic and are not drawn to scale. It should also be understood that the same reference numerals are used throughout the Figures to indicate the same or similar parts.

The invention provides a rail support arrangement to which rails and/or other track elements may be coupled. A plurality of rail supports are embedded in grooves in a slab. Each rail support is configured to receive a rail fastening system and comprises a projection that engages with the rail fastening system in order to secure a rail or other track element to the rail support.

The inventors have recognized that such rail supports may be used to secure a rail to a slab track at a variety of positions and orientations, and that this allows a same slab to be used for different track configurations, e.g. for straight sections of track, for curved sections of track, for turn-outs and so on.

In the context of the present invention, a "vertical" direction is considered to be a direction which is normal/perpendicular to an upper surface of a slab when the slab is placed flat (i.e. on level ground). A "horizontal" direction is a direction that lines in a plane parallel to a plane in which an upper surface of the slab lies when the slab is placed flat (i.e. on level ground).

Figure 1 illustrates a rail system 10, comprising a rail support arrangement 100 according to an embodiment of the invention. The rail support arrangement 100 is configured for supporting one or more rails 190 and/or other pieces/elements of rail infrastructure (e.g. points, switches, turnouts and so on). The rail 190 may be any suitable rail, such as according to the EN14811 standard.

The rail support arrangement 100 is formed of a slab 110. Suitable materials for the slab will be described later.

The term "slab-has a well-established meaning in the railway infrastructure field to refer to a generally rigid piece of material upon which rails are mounted. In particular, a slab is generally able to couple to a single rail at two or more different locations (e.g. compared to a sleeper, which connects to a single rail at a single location only). Thus, when supporting two rails, a slab is able to be coupled to each rail at two or more different locations (for each rail).

A slab is shaped to have a length (generally in the direction z of rails positioned on the slab), a width (generally in a direction y perpendicular to the direction z) and a height/depth, which is lies in the vertical direction x. The illustrated slab is generally cuboi dal, although other possible 3D shapes are plausible, such as trapezoidal prisms, chevron prisms and so on.

The upper(most) surfaces 111 of the slab 110 are (preferably) substantially planar and lie within a same plane. This facilitates ease of placement of a rail 190 and/or other pieces of rail infrastructure upon the slab. in some examples, an elastomeric pad may be mounted or position on the upper(most) surfaces 111 of the slab 110, e.g. to provide a buffer between the rail 190 and the slab 110.

The slab 110 according to the present disclosure has a plurality of primary transverse grooves 120, which are grooves, channels or cuts in the slab 110. The primary transverse grooves 120 are aligned to lie along a width (i.e. be positioned in a transverse direction) of the slab 110 and are generally parallel to one another. Thus, the primary transverse grooves are aligned (e.g. parallel to) a direction y spanning from one side of the slab to another side of the slab (rather than from a front to the back of the slab).

The slab 110 comprises at least two primary transverse grooves 120, and preferably comprises at least three primary transverse grooves, more preferably at least five primary transverse grooves and yet more preferably at least ten primary transverse grooves. The rail support arrangement 100 further comprises a plurality of rail supports 130. Each rail support 130 is mounted/positioned in a different primary transverse groove 120. There are an equal number of rail supports 130 to the number of primary transverse grooves.

A rail support 130 comprises at least one projection 135 (i.e. a protrusion, flange or lip), e.g. at least a first projection 135 and optionally a second projection 136.

The projection(s) 135, 136 extend outwardly from a side wall of the primary transverse groove 120. In some examples, the projection(s) lies in a plane parallel to the plane in which the upper(most) surfaces 111 of the slab lie, e.g. lie in the same plane. In other examples, the projection(s) is angled away from the plane in which the upper(most) surfaces 111 of the slab 110 lie, e.g. angled towards a floor of the primary transverse groove. More detailed examples for the shape of the projection(s) will be described later.

A projection 135, 136 is configured to engage with a rail fastening system 160 that is positioned within a primary transverse groove. The rail fastening system 160 is able to secure a rail 190 or other piece of railway infrastructure to the projection (when the rail fastening system is positioned in the primary transverse groove). Thus, the rail fastening system can secure the rail 190, or other piece of railway infrastructure, to the rail support and therefore the slab 110. When fastened in this manner, a movement of the rail in a direction perpendicular to the direction of the primary transverse grooves (e.g. a vertical direction) is prevented/restricted. The fastening may also prevent/restrict movement in a direction of the primary transverse groove (i.e. the transverse direction), e.g. by way of friction, and/or movement in a longitudinal direction, as the side walls of the grooves prevent movement in this direction.

The direction in which the transverse grooves lies is such that when the rail is coupled to the rail support(s), the transverse grooves are angled with respect (i.e. not parallel) to the direction of the rail, and therefore are angled with respect to the direction of a vehicle travelling along the rails.

In one example, the rail fastening system 160 comprises a bolting system, in which one or more nut and bolt arrangements engage with a projection (or proj ections) to fasten a rail to the projection. For instance, a bolt may engage with an underside of the projection, with a nut effectively coupling the rail to an upper side of the projection. In another example, the rail fastening system may comprise a clamp for clamping the rail to the projection(s). Yet other examples may employ clips or the like. Example rail fastening systems include the -W-tram" fastening system developed by Vossloh (RTM), the NABLA Evolution Fastening system developed by Pandrol (RTM) and/or the RailLok (RTM) system produced by Grantex (RTM).

The use of a plurality of transversal grooves (with the respective plurality of rail supports) increases a flexibility of use for the rail support arrangement 100. In particular, a rail can be coupled (via a plurality of rail supports) to the rail support arrangement at a variety of angles (e.g. rather than in a single, fixed direction). This improves a flexibility for installing the rail support arrangement and/or positioning rails upon a rail support arrangement. For instance, a same style of rail support arrangement can be used to support rails for both straight portions of a railway track and curved portions of a railway track, avoiding the need for different styles of rail support arrangements. This reduces manufacturing complexity and cost.

The greater the number of primary transverse grooves in slab 110 (and corresponding number of rail supports), the greater the flexibility of use of the slab.

The uppermost portion of each projection is preferably in line with (i.e. in a same plane as) or (vertically) below the upper(most) surfaces 111 of the slab 110. This means that, when the rail is secured to the slab, it can be positioned to lie directly on the slab itself 110, to maximize load distribution of the weight through the slab 110. Of course, elastomeric pads or other shock absorbing pads may be positioned between the slab and the rail for improved operation.

In the illustrated example, when fastened to the slab, the rails are positioned to lie in a longitudinal direction (i.e. perpendicular to a transverse direction in which the primary transverse grooves lie). However, an advantage of the proposed rail support arrangement is that the rail can be positioned with respect to a range of angles about this longitudinal direction, e.g. +200 or +100, whilst still being securable to a plurality of different rail supports. This provides flexibility of use for the positioning of the slab (e.g. in/on the ground) and the rails upon the slab (e.g. to facilitate tight bends or the like).

This advantage is achieved because the points of coupling between the rail and the slab can be changed by sliding or moving the rail fastening system within the transversal grooves, to change the angle between the rail and the transversal grooves (when viewed from above).

In the illustrated example, each primary transverse groove spans an entire width of the slab. However, in some embodiments, each primary transverse groove may span only part of the width of the slab, e.g. no less than 20%, no less than 50%, no less than 60%, no less than 75%, no less than 80% or no less than 90%.

In the illustrated example, the rail support 130 spans the entire width of the primary transverse groove 120. However, it is conceivable that the rail support 130 spans only part of the primary transverse groove, e.g. no less than 50% of the primary transverse groove or no less than 90% of the transverse groove.

These approaches allow a rail to be secured at different positions along the lateral/transverse extent of the primary transverse grooves. This means that a rail could be secured to a different primary transverse groove at different lateral positions, i.e. so that the rail can be angled with respect to the longitudinal direction of the slab for facilitating curves.

In the illustrated example, each primary transverse groove 120 is a continuous cut, groove or channel in the slab 110 and each rail support 130 is similarly a continuous structure mounted in the respective primary transverse groove 120.

However, in other examples, one or more of the primary transverse grooves may be discontinuous, i.e. formed from a plurality of groove portions. In such examples, each groove portion may be positioned along a same axis (i.e. arranged in a same direction) and mount a respective rail support portion. In this scenario, a single "primary transverse groove" is considered to include all grooves, cuts or channels that are positioned along the same, single axis. Preferably, each primary transverse groove, or one or more of the primary transverse grooves, comprises no more than 3 groove portions, for instance, no more than 2 groove portions (e.g. exactly 2 groove portions).

Purely by way of example, each primary transverse groove may comprise a first groove portion (that mounts a first rail support portion for coupling to a first rail) and a second groove portion (that mounts a second rail support portion for coupling to a second rail). Each rail portion may, for instance, have a width no less than 20% of the width of the slab 110, e.g. no less than 25% of the width of the slab, e.g. no less than 35% of the width of the slab.

This approach can, for instance, provide a gap between possible locations for the rails to account for the required gap between rails (e.g. due to a predetermined track gauge). The proposed approach can reduce the amount of material used, thereby reducing the cost of the overall rail support arrangement.

Figure 1 also illustrates the optional feature of one or more secondary transverse grooves 170. The secondary transverse grooves 170 are generally parallel to each of the first transverse grooves, but do not mount any rail supports (e.g. are unable to mount or connect to a rail or other piece of railway infrastructure).

The secondary transverse grooves are configured to allow or facilitate welding and/or maintenance of a rail, or other railway infrastructure (which may hereafter be an alternative for a "rail" where appropriate), coupled to the rail supports (mounted in the primary transverse grooves). In particular, the secondary transverse grooves facilitate access to the underside of a rail mounted on the slab, e.g. to facilitate welding of two rails together at the location of the secondary transverse groove.

Preferably, the depth of each secondary transverse groove is greater than the depth of each primary transverse groove. In some examples, the width of each secondary transverse groove is greater than the width of each primary transverse groove. When referencing a groove, the width in considered to span in the longitudinal or length direction of the slab 110. The differing width aids in distinguishing the grooves from one another, whilst also maximizing an area for performing welding/maintenance on the rails.

It is not essential that the secondary transverse groove(s) has/have an oblong cross-section as illustrated. For instance, in some embodiments, each secondary transverse groove has a triangular cross-section (e.g. with the base of the triangle being in line with the uppermost surface(s) of the slab 110) or a frustum cross-section.

The distance between each secondary transverse groove 170 may be no less than 0.75 m, for instance, no less than 1 m. It is recognized that the secondary transverse grooves will inherently introduce some weakness in the slab 110, so that a minimum distance reduces the impact of such weakness. In some examples, the distance is no more than 2 m (e.g. between 0.75 m and 2 m, between 1 m and 2 m and so on), to facilitate ease of welding and achieve the advantages set out below.

The use of secondary transverse grooves also facilitates the removal of only part of the rail(s) and the rail support arrangement (e.g. if there is a need to access below the rail support arrangement, e.g. for accessing utilities or the like). In particular, the rails and the rail support arrangement can be cut between two secondary transverse grooves, any necessary access operations performed, and the removed part of the rail support arrangement replaced (e.g. with a new rail support arrangement or the previously removed part). The secondary transverse grooves facilitate reinstatement or installation of the rails, by welding the rails at the secondary transverse grooves.

As previously explained, the slab 110 may be formed of any suitable material for supporting a rail. Preferably, the slab 110 is formed of a cement composite, such as concrete. Even more preferably, the slab is formed of a fiber reinforced concrete. Yet more preferably, the slab is formed of an ultra-high performance fiber reinforced concrete (UHPFRC). UHPFRC has a standardized ruleset, e.g. as set out in the French standard NF P 18-710, "National Addition to Eurocode 2 Design of Concrete Structures: Specific Rules for Ultra-High Performance Fiber-Reinforced Concrete (TIFTPFRC)".

Use of high performance materials, such as UHPFRC, facilitates the manufacture of relatively thin slabs (i.e. slabs having a reduced height compared to conventional slabs). This has the distinct advantage of allowing slab-based rail systems to be installed over existing utilities, and with reduced excavation requirements for installment, meaning that the construction of a railway system is cheaper, quicker and less destructive to existing infrastructure (such as existing utilities and the like).

Unlike steel reinforced or pre-stressed concrete, slabs formed of fiber reinforced concrete are able to be cut on-site without significantly reducing the overall structural resistance of the slab. In particular, for fiber reinforced concrete, the loss of structural resistance is gradual and proportional to the volume of material removed (rather than a step change in, say, steel reinforced concrete). This property allows increased flexibility in cutting the slab during installation in order to accommodate curves in the track and existing utility access holes, and after installation in order to remove part of a slab for maintenance purposes -without having a significant impact on the structural integrity of the slab.

The use of a cement-composite, such as concrete, also facilitates ease of manufacturing, through the use of cast molds and the like.

The slab may have a height of no more than 15 cm, for instance, no more than 11 cm (e.g. around 10 cm). This relatively small height can be achieved through selection of appropriate materials having suitable stress properties (e.g. having suitable fatigue resistance and/or flexural resistance) for supporting a rail system (and any rolling stock) thereon. One example of a suitable material is UHPFRC.

The present disclosure recognizes that suitable selection of materials facilitates the use of low-thickness (i.e. small height) slabs for railway infrastructure. Thin slabs allow for placement of railway infrastructure on existing utilities (e.g. electricity, water, fiber, gas services and so on) and reduce construction costs, as less excavation is required. This is of particular advantage in an urban environment, by reducing the number of stakeholders with whom a railway installer is required to liaise.

The proposed approach also aids in avoiding or reducing the utility diversion costs that might otherwise be needed, which would significantly reduce the overall construction duration. The proposed approach should also significantly reduce project risk (and hence the required contingency) that is typically associated with large-scale infrastructure projects.

The use of thin slabs also facilitates ease of access to areas below the rail support arrangement (e.g. to access utilities and the like).

Preferably, the slab is configured to have a fatigue resistance of no less than 3 IMPa, e.g. no less than 3.25 MPa. This is considered to be sufficient to allow both the support of rolling stock (on tracks mounted on the slab) as well as vehicular traffic to be supported by the slab without breaking.

The slab may have a length of no more than 12 m, for example, no more than 8 m. Preferably, the slab has a length of no more than 4 m. For example, the slab may have a length of 3 m The short length and height of the slab (relative to a conventional slab) reduces the weight of the slab, facilitating ease of installation, and thus reducing the cost of installation, of the rail support arrangement. The reduced weight improves the ease and reduces the cost of handling and transporting the slabs.

The rail supports, and in particular the projections of the rail supports, may be formed of any suitable material for mounting a rail thereon, such as metal (e.g. steel, iron, steel alloy and so on). Other suitable materials will be apparent to the skilled person, e.g. metal composites or the like.

The slab 110 may comprise one or more through-holes, i.e holes that span an entire height of the slab 110. These through-holes allow the rail support system to be lifted and moved, e.g. for the purposes of installation, removal and/or replacement of the rail support system. In particular, the through-holes may be threaded to allow rods/screws to pass therethrough in order to facilitate a slight raising of the rail support system (e.g. when it is positioned on the ground). This can allow, as will be later described, bedding material to be cast or poured beneath the rail support arrangement.

Figure 2 provides an exploded view of the rail system 10, including the rail support arrangement 100, for the sake of improved understanding.

Figure 2 provides an illustrative example of how the rails supports 130 are connected or mounted in the respective primary transverse grooves 120 -i.e. how the rail support are secured to the slab 110.

In particular, each rail support HO comprises a plurality of elongate anchors 210 (e.g. projections or the like). Each elongate anchor 210 is configured to protrude into the slab 110, to thereby secure the rail support to the slab. Thus, the plurality of elongate anchors 210 mount a rail support 130 within a respective primary transverse groove 120. Put another way, the elongate anchors 210 embed the rail support(s) into the transverse grooves.

Figure 2 also illustrates the elements of a rail fastening system 160 for securing a rail 190 to the rail support 130.

The rail fastening system comprises one or more bolts 161. The bolts are sized to fit within a primary transverse groove and engage or abut one or more projections 135, 136 of the rail support 130. A respective one or more nuts 162 can be used to secure the rail (or other piece of railway infrastructure) to the projection (e.g. by engaging with or abutting another side of the projection).

In the illustrated example, a first nut and bolt arrangement 261 couples a lateral blocker 262 to the rail support. A second nut and bolt arrangement 263 couples a fastener 264 to a projection/flange 191 of the rail and to the lateral blocker 262. In this way, the second nut and bolt arrangement 263 effectively clamps the flange of the rail to the rail support by pressing the fastener 264 against the projection/flange 191 of the rail and the lateral blocker 262. This effectively prevents or restricts a vertical movement of the rail with respect to the rail support arrangement.

The lateral blocker(s) 262 may be configured to prevent or restrict a movement of the rail in a direction of the primary transverse groove(s), i.e. laterally.

The other side of the rail is secured to the rail support 130 in the same manner. The shape of the fastener 264 is configured to complement a shape of the projection/flange 191 of the rail, e.g. to fit tightly/snuggly against the projection/flange 191 of the rail. The fastening systems are also configured to be rotatable, so as to allow the rail 190 to be positioned at a number of angles with respect to the upper(most) surfaces of the slab 110, whilst still being secured thereto.

Figure 3 illustrates a side view of the rail system 10, i.e. a view taken from a side of the rail support arrangement.

The side view more clearly illustrates the relationship between primary and secondary transverse grooves according to some embodiments, demonstrating how the secondary transverse grooves may be wider/deeper than the primary transverse grooves.

The width and depth of the secondary transverse grooves are configured to allow sufficient space around a rail coupled to the rail support arrangement for welding the rail. The width and depth of the secondary transverse grooves may be based on the dimensions of a welding apparatus. For example, the width and depth of the secondary transverse grooves may be configured to allow a mold to fit under the rail without removing the rail from the rail support arrangement.

In Figure 3, secondary transverse grooves 170 are provided at intervals along the rail support arrangement, and at an end of the rail support arrangement. The secondary transverse groove 170a at the end of the rail support arrangement has only one side wall; that is, the groove provides a stepped edge to the rail support arrangement. This groove has a smaller width than the other secondary transverse grooves; a similar groove at an end of an adjacent rail support arrangement may together with this groove provide a frill-width secondary transverse groove. This allows rails coupled to two rail support arrangements to be welded at the join between the rail support arrangements.

Figure 3 also illustrates the use of elastomeric pads 310 between a rail 190 and an upper surface 111 of the slab 110. The elastomeric pads act as shock absorbers and reduce vibrations of the rail 190. The elastomeric pads may be provided between the rail and the slab at fastening locations (that is, locations at which a fastening system couples the rail to a rail support 130) in order to reduce wear of the rail 190 and rail support arrangement 10. Of course, some elastomeric pads may be provided across the entire upper surface 111 of the slab 110.

The side view also more clearly illustrates a possible shape of the rail supports 130, and, in particular, of the projections 135, 136 of the rail supports. Each rail support 13 shown in Figure 3 has parallel sides that are perpendicular to the base, and two projections, one extending from each side of the rail support towards the other. The projections are perpendicular to the sides of the rail support 130. The projections 135, 136 are configured to provide a surface against which a head of a bolt can engage, while a gap between the projections allows a body/thread of a bolt to extend outwardly from an upper surface of the rail support. The upper surfaces of the projections 135, 136 lie flush with the upper(most) surfaces 111 of the slab 110, allowing a lateral blocker to fit against both the projections and the upper(most) surfaces of the slab. However, in other examples, the upper(most) surfaces of the projections may lie below the upper(most) surfaces 111 of the slab 110.

Figure 4 illustrates example alternative shapes 130a, 130b and 130c for the rail supports 130 to the shape shown in Figure 3. Figure 4 shows the shapes of the rail supports from a side view of a rail support arrangement. Rail support 130a has sides that are perpendicular to the base, and two projections extending from the sides angled down towards the base. Rail support 130b has sides or sidewalls that are angled towards each other, which may more securely embed the rail support in the slab 110, and two projections that are parallel to the base. Rail support 130c has sides or sidewalls that are angled towards each other, and two projections that are angled downwards relative a plane parallel to the base.

Angled sidewalls, as illustrated by rail supports 130b and 130c, facilitate improved grip to a bolt positioned within the rail support HO, e.g. because as the bolt is tightened it will be further secured against the sidewalls, e.g. to have more points of contact with the rail support 130.

Figure 5 illustrates a front cross-section of the rail system 10, i.e. a cross-section that lies within a vertical plane across a width of the rail support arrangement.

The front cross-section more clearly illustrates an embodiment for the plurality of elongate anchors 210 (an optional feature), which embed each rail support 130 into a respective primary transverse groove.

The front cross-section also more clearly illustrates an embodiment of the rail fastening system 160, in which two nut and bolt arrangements effectively clamp a rail 190 to the rail support via a fastener 264 and a lateral blocker 262. In particular, the front cross-section illustrates how the lateral blocker may be shaped to provide a stand for the fastener. The lateral blocker and the fastener have complementary geometry, enabling the fastener to securely fit against the lateral blocker. This approach provides a rail fastening system Figure 6 illustrates a rail system installation 600, in which a rail support system is installed at a (particular) location.

The rail system infrastructure comprises a bedding layer 610. The rail support arrangement 100 is positioned/located on top of this bedding layer 610. The bedding layer may be formed, for instance, of a cement motor or cement based composite. The bedding layer 610 may be bonded to the rail support arrangement, e.g. by allowing the bedding layer to set around the rail support arrangement.

The bedding layer 610 may be installed, for instance, by first positioning the rail support arrangement at a desired location, slightly lifting the rail support arrangement (e.g. using screws through threaded holes in the slab of the rail support arrangement) and casting the bedding layer 610 underneath the slab.

Other approaches for installing a rail support arrangement in/on a bedding layer will be apparent to the skilled person, e.g. by placing a rail support arrangement upon a partially set bedding layer.

Rails 190 may then be coupled to the rail support arrangement, e.g. through the use of one or more rail fastening systems 160 as previously described. Part or all of each of the one or more rail fastening systems may be affixed to, set in or arranged on the rail support arrangement prior to installation in order to increase an efficiency of installation. Adjustments may then be made to the one or more rail fastening systems once the rail support arrangement has been installed in order to couple the rails to the rail support arrangement For example, one or more lateral blockers may be coupled to each rail support 130 of the rail support arrangement in required positions before the rail support arrangement is installed. After installation, fasteners may be added to secure the rails in place, as described above.

In some preferred embodiments, the rail system installation 600 is configured to allow other vehicular/pedestrian traffic to move over the rail system installation.

This can be achieved by providing a pavement or surface course 630 on top of the rail support arrangement, e.g. which reaches no higher than the top edge of the rail (thereby still allowing a rail-based vehicle to make contact with the rail). The pavement layer may be formed, for instance, from macadam or another suitable material (e.g. asphalt, tarmacadam or the like) Preferably, a binder layer 640 is provided to bind the surface course 630 to the rail support arrangement 100. The binder layer may, for instance, be formed of dense macadam. Other suitable materials would be readily apparent to the skilled person.

In some preferred examples, the rails 190 are coated or held in a rail jacket 650.

The rail jacket may be formed from a rubber-based compound, although other examples would be apparent to the skilled person. A rail jacket may be configured, for instance, to protect the rail(s) from the elements and/or water ingress, e.g. to reduce rusting of the rails.

Figure 7 illustrates a rail support system 700, according to an embodiment of the invention. The rail support system comprises a first rail support arrangement 100a, a second rail support arrangement 100b and a stiffening bar 710 that couples the first rail support arrangement to the second support arrangement.

In some examples, the rail support arrangement 100a, 100b is shorter than conventional slab tracks. It may therefore be desirable to add a stiffening bar as an anti-bouncing device, transferring shear stress between the slabs to effectively provide a continuous-slab equivalent. This is particularly desirable in cases where the slab is expected to support HGV traffic. The rails also act as anti-bouncing devices, and may be sufficient for providing an effective continuous-slab equivalent in some examples.

The stiffening bar 710 is coupled to a first rail support 130a of the first support arrangement 100a and to a second rail support 130b of the second support arrangement. In Figure 7, the stiffening bar comprises a plurality of slots 711 to allow the stiffening bar to be secured to the rail supports, and is coupled to each rail support using a nut and bolt arrangement 720. A bolt engages with one or more projections 135, 136 of a rail support, is threaded through one of the slots 711 of the stiffening bar, and is secured by a nut. Other examples may use alternative fastening systems, such as clamps, clips and so on, to couple the stiffening bar to the rail supports.

The stiffening bar may be made of any material suitable for distributing shear stress between slabs, such as a metal (e.g., steel, steel alloy and so on). The stiffening bar may be a U-shaped beam, for improved (shear) resistance compared to a flat beam. For example, a BSI Steel Channel taper beam may be used as a stiffening bar. In other examples, a planar stiffening bar could be used.

Figure 8 illustrates the rail system at a curved section of track. Figure 8 shows a first rail support arrangement 100c, a second rail support arrangement 100d and two curved rails 890a and 890b.

Figure 8 more clearly illustrates how the proposed rail support arrangement allows a rail to be positioned at a variety of angles, and how this allows the same slab to be used for straight and curved rails. In particular, Figure 8 illustrates a number of fastening systems securing the rail 890a to the rail support arrangement 100c at different locations and different angles.

Figure 8 also illustrates how a second rail support arrangement may be positioned relative to the first in order to accommodate a curved rail. The second rail support arrangement 100d is angled relative to the first support arrangement 100c, and has a rectangular cut-out in one corner in order to reduce the size of the gap between the slabs at the outer curved rail 890a.

Thus, Figure 8 also illustrates an alternative shape for the rail support arrangement (e.g., rather than being simply cuboidal).

Figure 9 illustrates a rail support arrangement 900, according to another embodiment of the invention. The rail support arrangement 900 is similar to the rail support arrangement 100 described above, but with fewer primary transverse grooves 920, differently-shaped secondary transverse grooves 970, and an asymmetric layout in which the primary transverse grooves are not evenly distributed across the entire length of the slab Fewer primary transverse grooves 920, and therefore fewer rail supports, reduces the cost of manufacturing the rail support arrangement. The illustrated secondary transverse groove(s) 970 is/are V-shaped, i.e. formed of two angled side walls that meet at a vertex. This shape for the secondary transverse groove(s) helps to reduce peak stress-load levels, and could be employed in any rail support arrangement described in this document or elsewhere.

The asymmetric layout of the rail support arrangement allows the slab to be more easily cut in order to accommodate curves. In Figure 9, the slabs have been cut diagonally at one end so that adjacent slabs can be angled relative to each other without leaving a large gap between the slabs. Since there is a larger distance from one end of the slab to its nearest primary transverse groove than from the other end of the slab to its nearest primary transverse groove, cutting the slab at the end with the larger distance allows more of the slab to be cut without cutting a rail support compared to a slab with the same number of grooves evenly distributed along the length of the slab.

Figure 9 also illustrates an additional optional feature for a rail support arrangement, namely a fastening aid 930. The fastening aid provides a visual indicator of a position at which to place elements of a fastening system for connecting a rail (or other piece of railway infrastructure) to the rail support and/or for placement of the elastomeric pad (if present).

The fastening aid 930 may, for instance, comprise a bump or raised area against which the el astomeri c pad is positioned (e.g. braced against or aligned with) In the examples described above, the rail supports are used to couple rails and stiffening bars to the rail support arrangement. However, the rail supports may be used to tie any other suitable track element to the rail support arrangement. Track elements that may be coupled to a rail support of the rail support arrangement include baseplates, clips, insulators, clip blockers, third rail brackets, derailment containment devices, and so on. Reference to -rail" may be replaced by reference to a "track element" where suitable.

Variations to the disclosed embodiments can be understood and effected by those skilled in the art in practicing the claimed invention, from a study of the drawings, the disclosure and the appended claims. In the claims, the word "comprising" does not exclude other elements or steps, and the indefinite article "a" or "an" does not exclude a plurality. The mere fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measures cannot be used to advantage. If the term "adapted to" is used in the claims or description, it is noted the term "adapted to" is intended to be equivalent to the term "configured to". Any reference signs in the claims should not be construed as limiting the scope.

Claims

CLAIMS: 1. A rail support arrangement (100, 100a, 100b, 100c, 100d, 900) for supporting one or more rails (190), the rail support arrangement comprising: a slab (110) having two or more primary transverse grooves (120); and a plurality of rail supports (130), each rail support being mounted in a respective primary transverse groove and comprising at least one projection (135) configured to engage with a rail fastening system (160), received in the respective primary transverse groove, that couples a rail to the rail support so as to restrict or prevent a movement of the rail in a direction (x) perpendicular to the direction (y) of the respective primary transverse groove.
2. The rail support arrangement of claim 1, wherein each primary transverse groove spans no less than 20% of the entire width of the slab.
3. The rail support arrangement of claim 2, wherein each primary transverse groove spans no less than 60% of the entire width of the slab.
4. The rail support arrangement of any of claims 1 to 3, wherein the rail support comprises a first projection and a second projection, each configured to simultaneously engage with the rail fastening system to thereby couple the rail to the rail support
5. The rail support arrangement of any of claims 1 to 4, wherein the slab is formed from fiber reinforced concrete.
6. The rail support arrangement of claim 5, wherein the slab is formed from ultra-high performance fiber reinforced concrete
7. The rail support arrangement of any of claims 1 to 6, wherein the slab has a length no greater than 12 m, and preferably no greater than 8 m, and even more preferably no greater than 4 m.
8. The rail support arrangement of any of claims 1 to 7, wherein each rail support comprises a plurality of elongate anchors, each configured to protrude into the slab, to thereby secure the rail support to the slab.
9 The rail support arrangement of any of claims Ito 8, wherein the height of the slab is no greater than 15 cm, and preferably no greater than 11 cm.
10. The rail support arrangement of any of claims 1 to 9, wherein the slab further comprises one or more secondary transverse grooves in which no rail supports are mounted.
11. The rail support arrangement of claim 10, wherein the depth of each secondary transverse groove is greater than the depth of each primary transverse groove and/or the width of each secondary transverse groove is greater than the width of each primary transverse groove.
12. The rail support arrangement of any of claims 10 or 11, wherein the distance between each secondary transverse groove is no less than 0.75 m.
13. A rail support system comprising: a first rail support arrangement according to any of claims 1 to 12 a second rail support arrangement according to any of claims 1 to 12; and a stiffening bar adapted to couple a rail support of the first rail support arrangement to a rail support of the second rail support arrangement.
14. The rail support system of claim 13, wherein the stiffening bar is configured to distribute a shear stress between the first and second rail support arrangements.
15. A rail securing system comprising: the rail support arrangement of any of claims 1 to 12 or the rail support system of any of claims 13 or 14; one or more rail fastening systems, each rail fastening system being configured to: engage with an upper surface of a rail support of the rail support arrangement or rail support system, and couple a rail to the rail support, so as to restrict or prevent movement of the rail in a direction perpendicular to the direction of the respective primary transverse groove.
16. A rail system comprising: the rail securing system of claim 15; and one or more rails, each rail being coupled by the one or more rail fastening systems to one or more rail supports.