Business profile
and bespoke composite components, seats and WC modules - mainly using glass fibre reinforcements. Composites have been used in rail infrastructure for the manufacture of ducts and trays, canopies, tunnel linings and bridge repairs. According to Gallen: ‘Currently, there is an opportunity to leverage this industrial capacity further to produce more integrated and larger components for both interiors, structural car body, and for exterior components, where inherently weather-resistant and fire retardant composite materials exhibit through-life cost advantages over painted metals.’
Future use of composites in rail The use of composites in other sectors, such as niche automotive and aerospace, indicate that composite primary structures can reduce weight by up to 45 per cent compared to an aluminium structure and 65 per cent compared to steel. These composite structures are proven to be more effective at preserving passenger survival space than metal structures, even when combined with very large weight reductions. Introducing new design and construction techniques will benefit whole-life costs and reduce the carbon footprint of rolling stock by allowing lightweighting as well as lowering maintenance costs by reducing fatigue failures and corrosion repairs.
Rolling stock
The general trend towards increased weight in rail vehicle structures has begun to reverse although this has not yet featured in UK rolling stock. Post 2019, Network Rail expresses a desire towards increasing standardisation and modularisation of components, and the composites supply chain could play a key role in providing large components and enclosures to support a tiered supply chain model and reduce maintenance downtime.
The opportunities in rail vehicle design offered by composites can either be incremental, in the case of part- consolidation and weight reduction, or more radical in the case of car body design, where the designer can create additional and larger doors, window and inter-carriage apertures through effective use of composites, due to their high stiffness to weight properties. An increased number of larger doors can reduce dwell times at stations by accelerating movement of passengers from the carriage, and help create additional network capacity at relatively low infrastructure cost. Within the roof of rail vehicles, there is significant opportunity to integrate ventilation into the structure. Both passive and forced ventilation systems may be used to augment, or partially replace air conditioning systems and reduce energy consumption. Introducing these new design and construction techniques will benefit whole life costs and eliminate the need for corrosion repairs.
Infrastructure
Although some use has been made of the opportunities that composites offer, more could be made of the advantages that can be gained by rapid installation, low through life maintenance, in situ exoskeleton repair or reinforcing plate for more conventional engineering superstructures.
The current 3rd rail DC infrastructure is constrained by higher power requirements of heavier trains, so a reduction in the weight of carriages could potentially increase the passenger capacity of this network without expensive electrical infrastructure upgrading.
There is significant opportunity for prefabricated factory-made pedestrian bridges that can be installed overnight without requiring denial of rail paths or extended track possessions. NCC is
working with the UK composites sector to develop prefabricated easily deployable solutions. Following successful laboratory testing in late 2012, 2,000 composite sleepers were installed in Europe for use by both passenger and freight trains. Sicut Enterprises is currently developing a UK manufacturing plant where waste plastic, composite and glass fibre materials will be diverted from landfill into Ecotrax sleepers and it is anticipated that this will commence production in late 2014. London Underground successfully used UHM carbon fibre plates bonded to the underside of cast iron beams supporting the covered way carrying Circle line trains between High Street Kensington and Gloucester Road. Large scale projects such as HS2 and widespread network electrification will require extensive replacement of line side equipment and cabinets. These can be economically produced and swiftly installed off-site using composite materials, with the advantage that they are non-electrically conductive and low maintenance.
Opportunities for collaboration with other sectors Later this year, the Enabling Innovation Team, Rail Industry Alliance and NCC are joining forces in a bid to encourage unique opportunities to collaborate and share knowledge with industry partners. A workshop on Improving the railway industry through use of advanced materials is set to take place on November 28th at NCC’s facility near Bristol. This and the related seminar event will give representatives of the composites supply chain and railway industry the chance to discuss upcoming project and commercial opportunities. •
Tel: 0117 3707621
events@nccuk.com www.nccuk.com/contact
September 2013 Page 181
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