Cutting material for a rail installation

Abstract

A mechanism for cutting a channel or groove in a material in which a railway infrastructure element, such as a rail, is embedded. The material may be concrete, asphalt, or tarmac. A material removal s

Description

FIELD OF THE INVENTION The present invention relates to the field of railway infrastructure, and in particular to the installation of railway infrastructure. BACKGROUND OF THE INVENTION There is a long tradition of rail-based vehicles, such as a tram or train, which propel themselves along rail-based infrastructure, e.g., along one or more rails or tracks embedded within a ground surface. Such rail-based infrastructure often comprises other types of railway infrastructure elements embedded within the ground surface, such as draining or access elements. There is an ongoing interest in increasing the ease and efficiency of installing a railway infrastructure element, such as a rail, within a material forming the ground surface. SUMMARY OF THE INVENTION The invention is defined by the claims. According to examples in accordance with an aspect of the invention, there is provided a material removement system for producing a channel that runs alongside a railway infrastructure element embedded in material. The material removement system comprises a cutting element configured to cut into the material; and a guide element configured to fit against the railway infrastructure element to thereby define the position of the cutting element with respect to the railway infrastructure element. The present disclosure thereby provides a new cutting system for creating a channel alongside a railway infrastructure element, such as a rail. The guide element defines the position of a cutting element during the cutting procedure. The guide element abuts the railway infrastructure element, such that the position of the cutting element can be defined with respect to the railway infrastructure element. In use the cutting system can be simply pushed along(side) the railway infrastructure element to perform reliable, consistent and mechanically assisted cutting of a channel alongside the railway infrastructure element. In particular, embodiments are based on the realization that cutting a channel alongside a railway infrastructure element is significantly improved if the railway infrastructure element itself is used as a physical guide or restricting member to perform the cutting (e.g., rather than a mere visual reference). This significantly increases the ease of cutting a channel alongside a railway infrastructure element, e.g., for the installation of railpavementjoints or the like. In the context of the present disclosure, a railway infrastructure element is any element of a piece of railway infrastructure that is embedded in a material. More particularly, the railway infrastructure material may be any metallic or solid element of a piece of railway infrastructure, such a rail, a drainage element or an access element (e.g., a manhole cover). The cutting element may be a milling element configured to mill the material to thereby cut into the material. This provides a simple and reliable mechanism for cutting the material to form the channel. The milling element may be a dry milling element. This advantageously avoids the injection or provision of water in the vicinity of the railway infrastructure element and / or any railway infrastructure thereof, thereby reducing a risk of water ingress and damage. More particularly, use of a dry milling element avoids or reduces a risk of entrapping water in the channel, which would otherwise speed up degradation of the rail installation. The guide element may be configured to fit against an exterior side surface of the railway infrastructure element to thereby define the position of the cutting element with respect to the railway infrastructure element. In this way, the guide element may run along the outside of the railway infrastructure element during a material removement process to aid in the defining of the location of the channel. The guide element may comprise a rotating element configured to (rotatably) slide against the railway infrastructure element to thereby facilitate movement of the material removement system along the railway infrastructure element. This increases an ease of moving the material removement system along the railway infrastructure element, thereby increasing an ease and speed of cutting the channel alongside the railway infrastructure element. The rotating element of the guide element may comprise: a first central element that rotates about a first axis; and a coupling element, extending from the first central element, configured to fit against the railway infrastructure element to thereby define the position of the cutting element with respect to the railway infrastructure element. The cutting element may be mounted to the first central element of the rotating element. In some examples, the coupling element comprises a circularly arranged set of blocks or one or more rings mounted to the first central element. In other examples, the coupling element comprises an annular cylinder of material mounted to the first central element. In some embodiments, the rotating element comprises a second central element having a coupling surface configured to fit against the railway infrastructure element to thereby define the position of the cutting element. Thus, the rotating element may comprise a single uniform piece of material forming the second central element, which rotates about the axis. The cutting element may be mounted to the second central element. In some examples, the railway infrastructure element is a rail. In some examples, the railway infrastructure element is a grooved rail comprising a slot; and the guide element comprises a wheel with a protruding element configured to extend into the slot of the grooved rail to thereby restrict a side-to-side movement of the guide element with respect to the rail. The protruding element may be configured to engage with a side of the slot of the grooved rail, such that a distance between the side of the slot of the grooved rail and the cutting element defines the position of the cutting element with respect to the rail. This effectively provides a mechanism for bracing the guide element against the rail so as to more solidly fix the location of the cutting element with respect to the rail. This increases the reliability of the material removal process. In some examples, a position of the guide element with respect to a position of the cutting element is adjustable. This advantageously allows the material removement system to be adapted for different size grooves, for different sides of the same railway infrastructure element and so on. In particular, the material removement system can be advantageously adapted to the specific use-case scenario in which it is employed. In other examples, a position of the guide element with respect to a position of the cutting element is fixed. This reduces a risk of the cutting element moving with respect to the guide element during a material removal process (e.g., if an adjustment mechanism breaks) and thereby damaging the railway infrastructure element. In preferred examples, the cutting element may be configured to cut in a direction away from the guide element. This embodiment significantly reduces a risk of damaging the railway infrastructure element during a material removal process that uses the material removement system. In some examples, the cutting element is configured to cut, when moved in a straight line, a channel having a width no greater than 10 cm. This advantageously configures the channel for designs that employ joints for railway infrastructure elements. Of course, it will be appreciated that (in practice) the material removement system may be maneuvered around a curve and / or straight line. The material removement system may comprise a depth restricting element configured to engage with the railway infrastructure element to restrict a maximum cutting depth of the cutting element. The material removement system may comprise a vehicular engagement mechanism configured to engage the material removement system with a vehicle for moving the material removement system. There is also proposed A method of producing a channel that runs alongside a railway infrastructure element embedded in material, the method comprising using the material removement system herein disclosed to cut the material to thereby produce the channel. There is also proposed a method of encapsulating a railway infrastructure element comprising: producing a channel that runs alongside the railway infrastructure element, which is embedded in material, by performing the previously described method; and filling the channel with a joint material. The joint material may comprise a bituminous-derived material and / or a methyl methacrylate based material. The railway infrastructure element may be a rail for a rail track. 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 illustrates a rail installation; Figure 2 illustrates a first proposed material removement system; Figure 3 illustrates a portion of a first variation of the first proposed material movement system; Figure 4 illustrates a portion of a second variation of the first proposed material movement system; Figure 5 illustrates a second proposed material removement system; Figure 6 illustrates a portion of the second proposed material removement system; Figure 7 illustrates a third proposed material removement system; Figure 8 illustrates a use of the material removement system; and Figure 9 is a flowchart illustrating a proposed method. 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 mechanism for cutting a channel in a material in which a railway infrastructure element, such as a rail, is embedded. A material removement system comprises a guide element and a cutting element. The guide element is configured to engage with or against the railway infrastructure element, to thereby define the position of the cutting element with respect to the railway infrastructure element. Proposed embodiments are based on the realization that a railway infrastructure element can act as a physical guide or brace for a cutting element designed to cut a channel alongside the railway infrastructure element. Thus, a guide element is provided to engage with the railway infrastructure element and define the position of the cutting element. The present disclosure thereby provides a mechanism for forming a channel alongside a railway infrastructure element embedded in material. The railway infrastructure element may, for instance, be a rail for a rail track. In the context of the present disclosure, a rail is a rail designed to carry or support a rail-based vehicle, such as a tram or train. In the following description, the railway infrastructure element is embodied as a rail. However, the skilled person will appreciate that, where appropriate, other forms of railway infrastructure elements can be used in place of or as well as the rail. Examples of other railway infrastructure elements include drainage elements, access elements and so on. Proposed approaches are particularly advantageous when the railway infrastructure element is a rail, for increased ease, speed and flexibility of installation. Thus, throughout the description and where appropriate in the context, the term “rail” may be replaced with the term “railway infrastructure element”. Figure 1 illustrates a portion of a rail installation 100 for contextual understanding of proposed approaches. The rail installation comprises a rail 110 (an embodiment of a railway infrastructure element) embedded in some material 120, e.g., bitumen, asphalt or concrete. The material 120 may thereby form or otherwise define a pavement or road surface. The rail 110 may (also) be (partially) encapsulated in an encapsulating material 130. In practice, this encapsulating material does not usually reach the uppermost level of the material 120 in which the rail is embedded. Although not illustrated, in practice, the rail installation 100 may comprise additional components or elements, e.g., a slab and / or series of sleepers for mounting the rail(s) thereon. The skilled person will appreciate that as a rail-based vehicle travels along the rail, then the rail will vibrate, inducing vibration transmission into neighboring structures (e.g., into the material 120). Over time, this vibration can cause cracking and / or damage to the material 120, thereby risking the structural integrity of the rail installation, increasing the likelihood damaging the structural integrity of the pavement and associated infrastructure, thereby risking the rail-based vehicle(s). To overcome this issue, it is known to configure the rail installation 100 to comprise a respective joint 141, 142 either side of the rail (i.e., between the rail and the material 120) to attenuate or absorb any vibration of the rail 110. This joint can function as a rail-to-pavement joint. Another advantage of the joint is to improve a water sealing between the rail 110 and the material 120, e.g., to reduce a risk of water ingress towards the rail or rail components. This increases longevity of the rail installation. Provision of the joints may be performed by, during installation of the rail, using removable volume-blockers (e.g., formed from wood or metal) to define the position or location for a respective channel either side of the rail. The material 120 can then then poured around the removable volume blockers and preferably compacted. Once the material has set, the removable volume-blockers are removed, leaving behind a respective channel running 7 either side of the rail. Joint material is then poured into the channels to form the joints 141, 142. An alternative approach to creating the joints is to, during installation of the rail, pour the material directly against the rail, i.e., without the use of volume-blockers. Preferably, the material is then compacted. Once the material has set, then the channels can be created by manually cutting the channels (e.g., using a circular saw). Usually, a manual chipping procedure (e.g., using a chisel and / or pickaxe) is then required to leave a clean or smooth channel. A smooth channel is preferable for improved joint integrity. Typically, channels formed in this way undergo water jetting to remove dust. This has the potential to entrap water in the system which speeds up degradation of the rail installation. In general, producing a channel using a cutting technique is preferred over the use of volume-blockers, as compaction of the material (e.g., after pouring and before setting of the material) will cause a heavily compacted edge at locations that abut an obstacle. When a volume blocker is used, this compacted edge is formed against the volume blocker, and is therefore present when the volume blocker is removed to create the channel. This can cause an inconsistent dense slab of material. If no volume blocker is present, the compacted edge forms against the rail itself- and is advantageously removed when the channel is cut, forming a more uniform slab of material. The present disclosure proposes an alternative mechanism for forming a channel that runs alongside the rail. Figure 2 illustrates a portion of a first material removement system 200 for producing a channel that runs alongside a rail 110. The material removement system 200 comprises a cutting element 210 and a guide element 220. The cutting element 210 is configured to cut into the material 120. Suitable examples of cutting elements include grinding or milling elements, particularly dry milling or grinding elements, that are designed or configured for cutting into the material 120. The specific design and material makeup of the cutting element may depend upon the properties of the material 120 into which the channel is to be formed. The cutting element is preferably a dry milling element, in that it operates without the provision of water or other liquid whilst cutting or milling the material. This advantageously reduces the chances or likelihood of water or other liquids becoming embedded or entrapped within the rail installation, e.g., after the channel(s) is filled with a joint material. As an alternative example, the cutting element may comprise a waterjet for cutting into the material. This provides a highly controllable mechanism for cutting into the material. Other examples of suitable cutting elements will be apparent to the appropriately skilled person, and may depend upon the type of material to be cut. The guide element 220 is configured to fit against the rail to thereby define the position of the cutting element with respect to the rail. In particular, the guide element is configured such that, when positioned to abut or fit against the rail, the cutting element 210 does not come into contact with the rail. The guide element 220 may be configured to fit against an exterior side surface 115 of the rail to thereby define the position of the cutting element with respect to the rail. The exterior side surface 115 is a surface that (before cutting) will contact the material 120 into which the rail is embedded. More particularly, the exterior side surface may be a nearest surface of the rail against which an operator of the material removement system wishes to remove some of the material, e.g., to form a channel alongside said exterior side surface. In examples in which the rail is grooved, i.e., comprises a slot 111 into which a wheel of a rail-based vehicle will extend when travelling along the rail, the exterior side surface 115 is preferably a surface that does not form or bound the slot 111. The guide element 220 may comprise a rotating element 221, 222 configured to slide against the (side of the) rail to thereby facilitate movement of the material removement system along the rail. In particular, the rotating element 221, 222 may rotate whilst maintaining contact with the side of the rail so as to control the cutting of the channel alongside the rail as the material movement system moves with respect to the rail. In this way, the guide element may comprise a rotating element configured to rotatably engage with the rail to thereby facilitate movement of the material removement system along the rail. In this way, it is possible to operate the material removement system by pushing the guide element (e.g., the rotating element) whilst maintaining contact with the rail to thereby cut a channel alongside the rail. In the embodiments illustrated by Figure 2, the rotating element of the guide element comprises a first central element 221 that rotates about a first axis; and a coupling element 222, extending from the first central element, configured to fit against the rail to thereby define the position of the cutting element with respect to the rail. Thus, the coupling element slides along the rail as the material removement system is moved forward. More particularly, the coupling element 222 may protrude outwardly from the first central element, e.g., in a direction parallel to the first axis about which the first central element rotates. The coupling element may effectively function or act as a buffer between the rail and the cutting element. More specifically, the coupling element 222 may be configured to engage with the exterior side surface 115 of the rail 110. In this way, a distance between the side of rail and the cutting element 110 defines the position of the cutting element with respect to the rail. As a working example, if the channel to be cut is positioned in a first direction Xi from the exterior side surface 115 of the rail 110, then the guide element 220 may press against the rail in a direction opposite to this first direction Xi. Alternatively, if the channel to be cut is positioned in the first direction Xi, then the guide element may press against the rail in an opposite direction to the first direction. In some examples, the cutting element is mounted to the first central element 221. Thus, the cutting element may rotate with the first central element, to aid in the material removal process. The cutting element may, for instance, comprise one or more blades 221 designed to cut into the material 110. The first central element may be rotated by a driving system (not illustrated) to rotate the first central element 221 and thereby the blade(s) 211. For instance, as illustrated, the cutting element may comprise a plurality of blades 211. The driving system may drive or rotate the first central element 221 pneumatically, hydraulically and / or electrically. Such embodiments are particularly advantageous, as such a cutting element will create a smooth channel for improving integrity of the joint. Such a cutting element also performs the cutting of material quickly, and automatically performs the removal of cut or milled material. Figure 3 illustrates a portion of a first variation of the first material removement system 200A. The material removement system 200A comprises the cutting element 210 and the guide element 220. The guide element 220 is formed from a rotating element 221, 222 comprising a first central element 221 and a coupling element 222. In the illustrated example, the cutting element 210 comprises a plurality of blades coupled to the first central element 221. In the illustrated example, the coupling element 222 comprises one or more annular or coaxial cylinders of material (e.g., a metal such as steel), i.e., one or more rings of material, mounted to the first central element. This provides a consistent point of contact for abutting or contacting the rail during use of the material removement system, providing smoother removal of the material to form the channel. In some examples, the coupling element 222 comprises a set or stack of one or more annular plates. The position of the cutting element 210 with respect to the rail during a material removal process may be adjusted, for instance, by controlling or modifying the number of annular plates forming the coupling element 22. The greater the number of plates, the greater the cutting element will be from the rail. The annular or coaxial cylinder(s) may be positioned coaxially with the center of the guide element 220. Figure 4 illustrates a portion of a second variation of the first material removement system 200B. The material removement system 200AB again comprises the cutting element 210 and the guide element 220. The guide element 220 is formed from a rotating element 221, 222 comprising a first central element 221 and a coupling element 222. In the illustrated example, the cutting element 210 comprises a plurality of blades coupled to the first central element 221. In the illustrated example, the coupling element 222 comprises a circularly arranged set of blocks (or one or mor rings) mounted to the first central element. Thus, the set of blocks are arranged around the perimeter of a hypothetical circle. This provides an easy to manufacture, modify and maintain coupling mechanism (e.g., each block may be replaced as it wears down). Each block may, for instance, be formed from a stack of one or more (e.g., steel) plates. The position of the cutting element with respect to the rail during a material removal process may be adjusted, for instance, by controlling or modifying the number of plates in each block. The greater the number of plates in each block, the greater the cutting element will be from the rail. In use, a circularly arrangement set of blocks may clip against or contact the rail (or other railway infrastructure element) during a material removement process. This can cause abrasion marks or damage thereon. Abrasion marks may be considered advantageous in some circumstances for improving the keying of the channel, e.g., to provide improved joint integrity. In other circumstances, such abrasions marks are less desirable as they may introduce stress into the rail, which can effectively form an initiation point for a defect. In any described embodiments, the distance between the rail and the cutting element during a material removal process will also (at least partially) define or control a channel width. In particular, if the distance is increased, then the channel width will (at least initially) increase. This is because at least some of the material that is not directly removed by the cutting element 210, but lies between the channel directly formed by the cutting element and the rail, will naturally detach as it is not adhered or structurally supported. Thus, approaches that modify or adjust the position of the cutting element with respect to the rail (e.g., through use of a stack of one or more (annular) plates) facilitates at least partial control or defining over the channel width. Turning back to Figure 2, the material removement system may further comprise a depth restricting element 225 configured to engage with the rail to restrict a maximum cutting depth of the cutting element. In particular, the depth restricting element 225 may define or control the maximum depth to which the cutting element is able to reach. This can be performed by configuring the cutting element to have a fixed vertical position with respect to the depth restricting element, such that when the depth restricting element abuts the rail in a vertical direction (e.g., abuts an uppermost side of the rail), then the depth of the cutting element in the material 120 is defined. The depth restricting element 225 (and cutting element) may be configured such that the maximum depth to which the cutting element can cut into the material (e.g., from a plane at which an uppermost part of the rail lies) is no greater than 10 cm, e.g., no greater than 5 cm, e.g., no greater than 4 cm. In some examples, the depth restricting element 225 is formed as a part or portion of a housing configured to enclose and / or structurally support the cutting element and the guide element. This housing may act to improve a safety of the material removement system 200 during use. The material removement system 200 may further comprise an angle restricting element 225, 226 configured to restrict or define an angle or range of angles that the cutting element is able to make with respect to the rail during use of the material removement system 200. The angle restricting element 225, 226 may, for instance, comprise two or more contact surfaces configured to engage with the rail 110 and / or the material 120 (e.g., during a material removal process) to define an angle or range of angles that the cutting element can make with respect to the rail. The contact surface(s) may, for instance, be positioned on either side of the cutting element and have a fixed position relationship with respect to the cutting element, such that the range of motion of the cutting element is restricted. In particular, the contact surface(s) may be configured to restrict a tilt of the cutting element. This approach reduces a risk that the cutting element will make contact with the rail, reducing a risk of damaging the rail during a material removal process. Figure 5 illustrates a portion of a second material removement system 500 for producing a channel that runs alongside a rail 110. The material removement system 500 comprises a cutting element 510 and a guide element 520. The second material removement system 500 differs from the first material removement system in the configuration of the cutting element 510 and the guide element 520. Other (optional) elements may retain the same function and / or purpose. In the illustrated system 500, the guide element 520 comprises a rotating element configured to slide against the rail to thereby facilitate movement of the material removement system along the rail. More particularly, the rotating element comprises a second central element 521 having a coupling surface 522 configured to fit against the rail to thereby define the position of the cutting element. The cutting element is mounted to the second central element. To avoid the cutting element from cutting or contacting the rail, the cutting element may be configured to cut only in directions away from a plane in which the coupling surface lies, i.e., in directions away from the rail (when the system is in use). This approach reduces the risk of damage to the rail 110 whilst cutting the channel into the material 120. In preferred examples, the cutting element 210 comprises one or more angled blades 512 or sloped blades, as illustrated in Figure 2. More particularly, the blade(s) 521 may be shaped to have a sloped cutting edge 212A. This advantageously reduces a risk of damaging the rail during the material removal process as well as providing a keyed edge to a channel when employed to cut said channel. The material removement system 500 may further comprise a depth restricting element 225 configured to engage with the rail to restrict a maximum cutting depth of the cutting element and / or an angle restricting element 225, 226. These elements may be embodied as previously described. Figure 6 illustrates a portion of the second material removement system 500. This Figure help illustrates how the cutting element and guide element are structurally formed together for this technique. Figure 7 illustrates a portion of a third material removement system 700 for producing a channel that runs alongside a rail 110. The material removement system 700 comprises a cutting element 710 and a guide element 720. The material removement system 700 is designed for use with a grooved rail 110, i.e., a rail 110 that comprises a slot 111 into which a wheel of a rail-based vehicle will extend when travelling along the rail, The guide element 720 is distanced from the cutting element 710 and is configured to fit in or to the rail to thereby define the position of the cutting element with respect to the rail. Thus, the guide element 720 may press against or couple to the rail 110 in order to define the location of the cutting element. More particularly, a distance between the guide element 720 and the cutting element defines the position of the cutting element 710. As illustrated, the guide element 720 may comprise a wheel 721 configured to rotatably engage with the rail to thereby facilitate movement of the material removement system along the rail. In this way, it is possible to operate the material removement system by pushing the guide element (e.g., the wheel) along the rail to thereby cut a channel alongside the rail. More particularly, the guide element 720 may comprise a protruding element 721 or flange configured to extend into the slot 111 of the grooved rail 110. The protruding element is thereby able to restrict a side-to-side movement of the rotating element with respect to the rail. The protruding element rotates with a rotation of rotating element 721 of the guide element 720. The protruding element may extend outwardly from a rim of the wheel, i.e., in the form of a flange. Thus, during a material removal process using the material removement system, the guide element 720 may be configured to restrict a side-to-side movement of the guide element with respect to the rail. For instance, the (protruding element 722 of the) guide element may be configured to brace or press against the rail to thereby engage with the rail in defining the channel. More specifically, the protruding element 722 may be configured to engage with a side 112 of the rail 110. In this way, a distance between the side of the slot of the grooved rail and the cutting element defines the position of the cutting element with respect to the rail. As a working example, if the channel to be cut is positioned in a first direction Xi from the rail 110, then the guide element 720 may press against the rail in the same first direction Xi. During use of the material removement system 700 in cutting a channel, the distance between the cutting element 710 and the guide element 720 is preferably fixed. In particular, the distance may be fixed such that the cutting element creates a channel that immediately abuts the rail 710. In some examples, a position of the guide element 720 with respect to a position of the cutting element 710 is adjustable. This can allow, for instance, for adjustment of the positions of the cutting element to change depending upon the size of a portion of rail to be positioned between the cutting element and the guide element. One approach for facilitating the adjustment of the position of the cutting element 710 with respect to the guide element is to use a stack of spacers, e.g., steel plates or discs. The number of spacers in the stack may define the position of the cutting element with respect to the guide element. In other examples, a position of the guide element with respect to a position of the cutting element is fixed. In some examples, the cutting element is configured to cut in a direction away from the guide element. This approach reduces the risk of damage to the rail 110 whilst cutting the channel into the material 120. This function can be achieved, for example, through use of an angled blade 712. In any above-described embodiment, the cutting element may be configured to cut, when moved in a straight line, a channel having a width no greater than 10 cm, e.g., no greater than 5 cm. It has been identified that joints having such widths provide sufficient vibration absorbing qualities for increasing the longevity of the rail installation without significantly impacting on material costs and / or integrity of the material. If, for instance, the cutting element comprises a blade for performing the cutting or milling process, this can be controlled or defined by the width of the blade. For the avoidance of doubt, it is noted that, in use, the material removement system may be moved in a straight line or around a curve (e.g., around a curved section of rail). Thus, the material removement system may be controlled to form a channel having one or more straight lines and / or curves. These embodiments facilitate the use of cutting elements that remove and expel material efficiently, without the need for additional water or lubrication, and which create a smooth channel with reduced risk of liquid retention in the rail installation (advantageously improving the longevity of the rail installation). More particularly, the use of the cutting element facilitates the creation of a neat, but keyed, channel for joint material. Figure 8 illustrates a use-case scenario for a material removement system 200, 500, 600, illustrating further (optional) features for any herein described material removement system. As previously mentioned, the housing 810 may also perform the function(s) of a depth restricting element and / or an angle restricting element. The material removement system 200, 500, 700 may further comprise a vehicular engagement mechanism 820 configured to engage the material removement system with a vehicle 790 for moving the material removement system. The vehicle 790 may, for instance, comprise a tractor or other tracked vehicle for moving the material removement system 200, 500, 700 along the rail 110 (or other railway infrastructure element). The material removement system 200, 500, 700 may further comprise an auxiliary connector 830. The auxiliary connector 830 may connect any rotating element (e.g., any rotating portion of the cutting element or the guide element) to a power, pneumatic or hydraulic source in order to drive said rotating element(s). As an example, the auxiliary connector may be a hose for hydraulically connecting the rotating element(s) to an auxiliary hydraulics system of the vehicle 890. This provides a mechanism for driving or powering the rotating element(s). It will be appreciated that there is also provided a method of producing a channel that runs alongside a railway infrastructure element (e.g., rail) embedded in material. The method comprises using a previously disclosed material removement system to cut the material to thereby produce the channel. Figure 9 is a flow chart illustrating a proposed method 900 for encapsulating a railway infrastructure element, such as a rail (track). The method 900 comprises performing a step 910 of producing a channel that runs alongside the railway infrastructure element, which is embedded in material, by using a previously disclosed material removement system to cut the material to thereby produce the channel. The step 910 is, by itself, an embodiment of the invention. The method 900 also comprises a step 920 of filling the channel with a joint material. Step 920 can be performed by, for instance, pouring or injecting the channel with the joint material. Examples of suitable joint materials for use in railway infrastructure element (e.g., rail) encapsulation are well known in the art. Working examples of suitable joint materials include bituminous-derived material and / or methyl methacrylate based material. 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. 5 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

1. A material removement system for producing a channel that runs alongside arailway infrastructure element, embedded in material, the material removement system comprising:a cutting element configured to cut into the material; anda guide element configured to fit against the railway infrastructure element to thereby define the position of the cutting element with respect to the railway infrastructure element.

2. The material removement system of claim 1, wherein the cutting element is amilling element configured to mill the material to thereby cut into the material.

3. The material removement system of claim 2, wherein the milling element is adry milling element.

4. The material removement system of any of claims 1 to 3, wherein the guideelement is configured to fit against an exterior side surface of the railway infrastructure element to thereby define the position of the cutting element with respect to the railway infrastructure element.

5. The material removement system of any of claims 1 to 4, wherein the guideelement comprises a rotating element configured to slide against the railway infrastructure element to thereby facilitate movement of the material removement system along the railway infrastructure element.

6. The material removement system of claim 5, wherein the rotating element ofthe guide element comprises:a first central element that rotates about a first axis; anda coupling element, extending from the first central element, configured to fit against the railway infrastructure element to thereby define the position of the cutting element with respect to the railway infrastructure element.

7. The material removement system of claim 6, wherein the cutting element ismounted to the first central element of the rotating element.

8. The material removement system of claim 6 or 7, wherein the coupling elementcomprises a circularly arranged set of blocks or disc mounted to the first central element.

9. The material removement system of claim 6 or 7, wherein the coupling elementcomprises an annular cylinder of material mounted to the first central element.

10. The material removement system of claim 5, wherein the rotating elementcomprises a second central element having a coupling surface configured to fit against the railway infrastructure element to thereby define the position of the cutting element.

11. The material removement system of claim 10, wherein the cutting element ismounted to the second central element.

12. The material removement system of any of claims 1 to 11, wherein the cuttingelement is configured to cut only in directions away from the coupling surface.

13. The material removement system of any of claims 1 to 12, wherein the cuttingelement is configured to cut, when moved in a straight line, a channel having a width no greater than 10 cm.

14. The material removement system of any of claims 1 to 13, further comprising adepth restricting element configured to engage with the railway infrastructure element to restrict a maximum cutting depth of the cutting element.

15. The material removement system of any of claims 1 to 14, further comprising avehicular engagement mechanism configured to engage the material removement system with a vehicle for moving the material removement system.

16. The material removement system of any of claims 1 to 15, wherein the railwayinfrastructure element is a rail for a rail track.

17. A method of producing a channel that runs alongside a railway infrastructureelement embedded in material, the method comprising using the material removement system of any of claims 1 to 16 to cut the material to thereby produce the channel.

18. A method of encapsulating a railway infrastructure element comprising:producing a channel that runs alongside the railway infrastructure element, which is embedded in material, by performing the method of claim 17; andfilling the channel with a joint material.

19. The method of claim 18, wherein the joint material comprises a bituminous-derived material and / or a methyl methacrylate based material.

20. The method of any of claims 17 to 19, wherein the railway infrastructureelement is a rail for a rail track.

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