Passenger comfort and reducing the level of noise and vibrations, irrespective of the modern and sophisticated interior design of the rail car, largely depend on the track fastening systems, track profile or quality of the track joint.
In recent years, companies have invested large amounts of money in research, launching innovative new products. A large part was played by the elastic track fastening systems. “The need to provide research for the development of new products is dictated by the specificities of the underground/urban/suburban transport networks, the result being the possibility of using our elastic track fastening systems from Germany to China or from Australia to Brazil”, said Corneliu Luscalov, Senior Technical Executive Vossloh Tehnica Feroviară Bucharest (Romania), one of the most representative companies in this segment. He explained the fact that everything is different, from the climate conditions and commercial speed to the axle weight. Therefore, for every specific case it is necessary to develop studies and do research, based on which prototypes are obtained. Afterwards, following several laboratory and on-site trials, the products are qualified for usage in the specific conditions of a certain railway network. A little historical background on what these elastic track fastening systems represent might offer some interesting clues related to their importance. Luscalov gave as example Romania, which places the beginning of elastic track fastening systems on the CFR railway network in 1995, when the first elastic fasteners were put to use – the KS Skl 12 elastic fastener system. The advantages of using elastic fasteners include: increase of track lifecycle by diminishing track wear and tear, improved curve radius for locomotives and rail cars, increase in passenger comfort, decrease of noise and vibrations, significant decrease in maintenance operations.
In 1999, the W14 system began to be used on a large scale, together with the latest pre-compressed concrete sleepers and 60E1 track profiles. These were used for the vehicles running at a speed of more than 200 km/h, with an axle weight of 250 kN.
“Currently, aside from the conventional systems mentioned above, we also use the new KS Skl 24 elastic fastener system and the W21 elastic fastener. The advantages of the Skl 24 compared to the Skl 12 are related mainly to the assembly method, which is simpler, the increased resistance to stress and the possibility of usage for various types of track plates”, added Corneliu Luscalov.
In the field of urban transport, a good example is the Basarab underground passageway, a project developed by Bucharest Municipality (Romania). In this case, there were used only modern, non-ballasted elastic track fastening systems. Hence, for every land lines, the fastening systems used were the WTRAM, while for the underground lines and adjacent ramps the system used was the 336 elastic fastener.
Another company which activates in this sector and which also operates in Eastern Europe is HF Wiebe (Germany). In recent years, this company finalized several projects in the area. One example is the welding works along Pan-European Corridor IV – Câmpina – Predeal section. According to the information provided by HF Wiebe, they also provided other types of services, such as alumino-thermic welding, electric welding through intermediary melting and track pressure, manufacture of welded insulated joints from tracks type 49, 60 and 65.
Remaining in the same area, however slightly different from Vossloh and Wiebe, Gabriel Stanciu, General Manager Alstom Transport Romania and Bulgaria, said that Alstom will resort to its expertise in the field of transport infrastructure, an activity which includes railway track electrification, track assembly, modernisation of existing tracks and electro-mechanic systems for new tracks, trams and underground trains. Alstom has successfully finalized the electrification of over 10.000 km of railway lines and the assembly of over 2.000 km of track in several countries, including China, UK and France.
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