Development Of New Improved Geometry Of Switch In Ethiopian Railroad Track (emamy Switch)

A railroad switch is a device, which enable a rail vehicle to change from one track to another track byrnmeans of pair of linked tapering rails known as points or point blades that are lying between the divergingrnouter rails (the stock rails). These points can be moved laterally in to one of the two positions to direct arntrain coming from the point blades toward the straight path or the diverging path.rnA rail track switching system has been designed to control railway track and such controlling isrnexercised through the use of various track circuits which detect the presence of trains on a particular track,rnsignals within a given area from a single point and central room which monitors the train’s safety. But,rnsomething electric failure or signals not gives exact location, the switch machine doesn’t detect the trainrnis there, due to this, the switch doesn’t shift its position, this makes, train in danger or no ways to changerndirection. Therefore, this research will solve such grate problem by development of new improvedrngeometry of switch with lock rail, due to this improvement, the structural geometry become very easy,rnsimple and applicable in anywhere in railroad line.rnReferring to the design analysis of improved switch rail from the geometry and ANSYS result andrnReferring to the design analysis of existing switch rail from literature review, for the same structuralrnsupport stiffness, existing railway switch shows 2.248 mm at section A-A, 2.158 mm at section B-B andrn1.398 mm at section C-C vertical deflection, which are relatively smaller than 3.14mm ISW railrndeformation. Hence, the results are within the range of AREMA maximum vertical rail deflection limitrnwhich is 6.35mm.This mean that, both rail sections are sufficient enough for the maximum design load.rnAccording to the shear parameter, the existing railway switch, for the same radius of wheel and for thernsame steel structure with equal sleeper spacing shows 149.09 MPa Maximum shears which is greater thanrn140MPa allowable maximum shear stress. For this reason, the sections are less resistance for high forcernand vibration than the ISW rail one, which is 8.8 MPa. In case of stress, the current switch showsrn137.826MPa at section A-A, 69.468 at section B-B and 45.603 at section c-c maximum stress which isrnvery high comparing to the improved one, switch is 16.277 MPa, this is due to section modulus variation.

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