5 Conclusions and Future Work
5.2 Future work
The wheel-rail interface can be improved from a national Swedish perspective. The S1002 wheel profile is optimised for 1:40 rail inclination and the P8 profile for a rail inclination of 1:20. In Sweden the track is laid with a rail inclination of 1:30. It should be possible to develop a wheel profile that is better adapted to this condition. The wheel-rail interface is also an important issue from a European perspective, e.g. for a freight wagon going from Germany to France, cf. Figure 2.
With enhanced wheel-rail contact geometry, i.e. initially a slightly higher conicity then today, and sharpened requirements for maintenance of the suspension components the ride comfort for loaded wagons can probably be improved.
Today wheelset hunting limits the possibility to increase speed of empty wagons. If new materials are introduced in the suspension components, that are resistant to wear and give more precise friction behaviour, the suspension characteristics can be designed more precisely. Then the variation of suspension characteristics would be less over the life span of the suspension components. With increased initial stiffness and damping in
the links the critical speed is increased. As long as the longitudinal pendulum stiffness is kept at todays level the influence on the curving performance would be moderate, the good curving performance would remain.
With increased utilization of the railway network the deterioration rate is likely to increase. However, the deterioration rate can be kept constant or even reduced by using a strengthened track design i.e. a heavier type of rail, larger sleepers and shorter sleeper spacing. The track forces can be reduced building special freight lines avoiding large cant deficiency or cant excess. With smaller track irregularities the dynamic contribution to the track forces can be reduced.
The dynamic contribution of the vertical track forces is of considerable magnitude. Freight wagons with UIC standard running gear exist in vast numbers. Finding cost effective solutions to improve the running behaviour in order to improve ride comfort and reduce the wheel-rail contact forces is important to improve transport quality and reduce maintenance cost.
In Europe 2-axle freight wagons are widely used. In Sweden a freight network with increased loading gauge and axle load is built up. The effect of traffic with 2-axle freight wagons operating at high axle load should be further investigated.
Recently some novel freight wagon running gear designs have been introduced in Europe. The influence of a larger introduction of these types on the transport cost should be investigated as a basis for future investment in freight wagons.
Section 5 - Conclusions and Future Work
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