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T HR TR 25000 ST Buffer Stops, Version 1.0
Technical Note – TN 033: 2018 For queries regarding this document [email protected] www.transport.nsw.gov.au Technical Note – TN 033: 2018 Issue date: 21 December 2018 Effective date: 21 December 2018 Subject: Amendments to T HR TR 25000 ST Buffer Stops, version 1.0 This technical note is issued by the Asset Standards Authority (ASA) to notify amendments to T HR TR 25000 ST Buffer stops, v1.0. 1. Background This technical note explains the speed related risk criteria to be considered during the buffer stop design stage. It provides amendments to the maximum allowable deceleration rate for lighter weight rolling stock while complying with the allowable impact force requirements. This technical note also provides amended maximum allowable impact force that the newer generation trains can accommodate without any damage. These figures shall be used by all parties undertaking review or design of new buffer stops across the Metropolitan Rail Area. 2. Section 12 Risk assessment Insert the following after the third paragraph: In order to establish the nature and extent of damage upon collision, the risk assessment for a buffer stop design shall consider the possibility of a train travelling at a speed higher than the design speed and the expected consequential damage upon collision. In the SFAIRP justification, an indication shall be provided to indicate the following: • Up to the design speed that no permanent damage will occur to the train. The buffer stop will be fully recoverable, either automatically or within simple maintenance actions. • Up to the 'worst case speed' that the damage will be easily reparable; for example, easy repair or replacement of buffer stop parts. -
The Urban Rail Development Handbook
DEVELOPMENT THE “ The Urban Rail Development Handbook offers both planners and political decision makers a comprehensive view of one of the largest, if not the largest, investment a city can undertake: an urban rail system. The handbook properly recognizes that urban rail is only one part of a hierarchically integrated transport system, and it provides practical guidance on how urban rail projects can be implemented and operated RAIL URBAN THE URBAN RAIL in a multimodal way that maximizes benefits far beyond mobility. The handbook is a must-read for any person involved in the planning and decision making for an urban rail line.” —Arturo Ardila-Gómez, Global Lead, Urban Mobility and Lead Transport Economist, World Bank DEVELOPMENT “ The Urban Rail Development Handbook tackles the social and technical challenges of planning, designing, financing, procuring, constructing, and operating rail projects in urban areas. It is a great complement HANDBOOK to more technical publications on rail technology, infrastructure, and project delivery. This handbook provides practical advice for delivering urban megaprojects, taking account of their social, institutional, and economic context.” —Martha Lawrence, Lead, Railway Community of Practice and Senior Railway Specialist, World Bank HANDBOOK “ Among the many options a city can consider to improve access to opportunities and mobility, urban rail stands out by its potential impact, as well as its high cost. Getting it right is a complex and multifaceted challenge that this handbook addresses beautifully through an in-depth and practical sharing of hard lessons learned in planning, implementing, and operating such urban rail lines, while ensuring their transformational role for urban development.” —Gerald Ollivier, Lead, Transit-Oriented Development Community of Practice, World Bank “ Public transport, as the backbone of mobility in cities, supports more inclusive communities, economic development, higher standards of living and health, and active lifestyles of inhabitants, while improving air quality and liveability. -
Conception of Buffer Stop Blocks Miguel R
Conception of buffer stop blocks Miguel R. Bugarín PhD - Civil Engineer – Assoc. Professor School of Civil Engineering UNIVERSITY OF LA CORUÑA Campus de Elviña, s/n - E 15071 La Coruña (Spain) Tfno: +34 (9)81 167000 Fax: +34 (9)81 167170 E-mail: [email protected] José-Manuel García Díaz-de-Villegas PhD – Mechanical Engineer - Professor School of Civil Engineering University of Cantabria Avda. de los Castros, s/n - E 39005 Santander (Spain) Tfno: +34 (9)42 201759 Fax: +34 (9)42 201703 1. SAFETY ON TERMINAL TRACKS Accidents in terminals seriously affect public confidence and following an accident it is vital to provide clear proof that safety measures have been improved in order to regain that confidence. Human and technical errors occur for a variety of reasons, and unfortunately, such events can lead to an accident. The objective is to find a means of reducing the likelihood of an accident occurring, or in the event of an accident, to reduce its impact. In other words, when all else fails, there has to be a means of stopping the train. Such measures have to be applied without producing any of the following: Serious injury to passengers and drivers. Serious injury to passengers or the general public in the arrival area of the train suffering from deficient braking. Excessive damage to the locomotive and rolling stock. Excessive damage to the station infrastructure and services, as well as to the arrival track. This document offers a summary of the projects carried out by the authors for Renfe and TIFSA (Tecnología e Investigación Ferroviaria, S.A.), aimed at developing a standard buffer stop pre-design capable of stopping a train on terminal tracks with complete safety and without causing damage, thereby preventing a catastrophe and the costs for the damage caused, as well as the expense and time involved in repairing equipment. -
India Real Estate H2, 2020
Research years in INDIyears in A INDIA IndiaIndia RealReal Estate Estate Residential and Office - July - December 2020 INDIA REAL ESTATE INDIA REAL ESTATE Mumbai HO Knight Frank (India) Pvt. Ltd. Paville House, Near Twin Towers, Off. Veer Savarkar Marg, Prabhadevi, Mumbai 400 025, India 022 6745 0101 / 4928 0101 Bengaluru Knight Frank (India) Pvt. Ltd. 204 & 205, 2nd Floor, Embassy Square, #148 Infantry Road, Bengaluru 560001, India 080 40732600 / 22385515 Pune Knight Frank (India) Pvt. Ltd. Unit No.701, Level 7, Pentagon Towers P4, Magarpatta City, Hadapsar, Pune 411 013, India 020 67491500 / 30188500 Chennai Knight Frank (India) Pvt. Ltd. 1st Floor, Centre block, Sunny Side, 8/17, Shafee Mohammed Road, Nungambakkam, Chennai 600 006 044 4296 9000 Gurgaon Knight Frank (India) Pvt. Ltd. Office Address: 1505-1508, 15th Floor, Tower B, Signature Towers South City 1, Gurgaon 122 001, India 0124 4782700 Hyderabad Western Dallas Centre, 5th floor, Office #3, Hyderabad Knowledge City, Survey No. 83/1, Raidurg, Serilingampally Mandal, Ranga Reddy District, Telangana Hyderabad - 500 032 040 4455 4141 Kolkata Knight Frank (India) Pvt. Ltd. PS Srijan Corporate Park Unit Number – 1202A, 12th Floor, Block – EP & GP, Plot Number - GP 2, Sector – V, Salt Lake, Kolkata 700 091 033 66521000 Ahmedabad Knight Frank (India) Pvt. Ltd. Unit Nos. 407 & 408, Block ‘C’, The First, B/H Keshav Baugh Party Plot, Vastrapur, Ahmedabad – 380015 079 48940259 / 40380259 www.knightfrank.co.in/research 2 INDIA REAL ESTATE Foreword Shishir Baijal Chairman and Managing Director he year 2020 had reflections of both COVID-19 pandemic As we embark upon 2021, market developments in the last few associated disturbances in the beginning as well as months have enthused strong hope among market stakeholders. -
Rawie 16ZEB/28A Friction Arresting Buffer Stop at Freight Link Headshunt in Melbourne Only
Engineering Procedure- Form New Equipment & System Approval Proforma Form number: EGP2101F-01 NEW EQUIPMENT & SYSTEM APPROVAL PROFORMA Ref: 14/19018 Note: the prompts given below are only a guide to the information required for approval. Dependent on the type of equipment or system that requires approval delete any section that is not applicable or include additional information if necessary. Mandatory fields are marked with an asterisk (*). 1 Equipment or System to be approved * Rawie 16ZEB/28a Friction Arresting Buffer Stop at Freight Link Headshunt in Melbourne only 2 Originator * Name: Patrick Gray Company: ARTC/RRL 3 Introduction * A new dual gauge freight headshunt was proposed by the Victorian Regional Rail Link Project to replace the previous freight headshunt over the North Melbourne Flyover in order to make way for the new Regional Rail Link Track use of the Flyover to access Southern Cross Station. The new headshunt is comprised of a Section of the new Freight Link Track and the Freight Link Headshunt which branches off the Freight Link Track. To control the risk of rolling stock overrun at the end of the headshunt it was determined through a risk assessment process that a friction buffer stop would be provided with capacity to safely bring a maximum freight train of 4500t to a stand from 15 km/h. The Rawie 16ZEB/28a Friction Arresting Buffer Stop is a non-insulated device capable of arresting centre coupled freight vehicles through a friction shoe braking mechanism that allows impact energy to be dissipated over the nominated length of track. This type of equipment provides enhanced rail safety over traditional fixed buffer stops by providing controlled speed reduction and reduces likelihood of destructive impact and the potential for rolling stock to override the buffer. -
Indian Railways
Ref: CG-WI 4.2.1-1 Specification No. Page 1 of 15 Month of Issue Rev.-1 RDSO/2016/CG-Draft INDIAN RAILWAYS SCHEDULE OF TECHNICAL REQUIREMENTS FOR SUPPLY AND ACCEPTANCE OF HIGH CAPACITY DEAD END ENERGY ABSORPTION SYSTEM FOR STATION/YARD FOR PASSENGERS COACHES IN INDIAN RAILWAYS (For Screw Coupling with side buffers and CBC fitted Coaches) Month / Year Revision/ Reasons for Sl.No Page No. of Issue Amendment Amendment (BROAD GAUGE – 1676 mm) ISSUED BY RESEARCH DESIGNS AND STANDARDS ORGANISATION MINISTRY OF RAILWAYS MANAK NAGAR, LUCKNOW –226011 Ref: CG-WI 4.2.1-1 Specification No. Page 2 of 15 Month of Issue Rev.-1 RDSO/2016/CG-Draft IMPORTANT Manufacturers/Firms are advised to go through this schedule carefully. In case they need clarification regarding any of the clauses of this schedule they should contact Director General (Carriage), RDSO, Manak Nagar, Lucknow-226 011. FAX No.-91-0522-2450679 Email – [email protected] Ref: CG-WI 4.2.1-1 Specification No. Page 3 of 15 Month of Issue Rev.-1 RDSO/2016/CG-Draft SCHEDULE OF TECHNICAL REQUIREMENTS FOR SUPPLY AND ACCEPTANCE OF HIGH CAPACITY DEAD END ENERGY ABSORPTION SYSTEM FOR STATION/YARD FOR PASSENGERS COACHES IN INDIAN RAILWAYS (For Screw Coupling with side buffers and CBC fitted Coaches) 0. Foreword 0. 1 This schedule is intended to cover the technical requirements/provisions relating to the design, development and supply of High Capacity Energy Dead End Absorption Buffer‐Stops for station/Yard for passenger coaches in Indian Railways. (For Screw Coupling with side buffers and CBC fitted Coaches and EMU/DMU/MEMU coaches) 0.2 This schedule for placement of High Capacity Dead End Energy Absorption System shall have both the planners and Indian Railway employees as a guiding document when determining buffer stop location and type. -
Project Details
Early Warning System ADB-52234-001 Chennai Metro Rail Investment Project Early Warning System ADB-52234-001 Chennai Metro Rail Investment Project Quick Facts Countries India Specific Location Chennai Financial Institutions Asian Development Bank (ADB) Status Proposed Bank Risk Rating A Borrower Government of India Sectors Transport Investment Type(s) Loan Investment Amount (USD) $ 780.00 million Early Warning System https://ews.rightsindevelopment.org/ [email protected] Early Warning System ADB-52234-001 Chennai Metro Rail Investment Project Project Description According to the bank's website, "...The investment project will develop Lines 3 and 4, connecting the central area of Chennai to key points in the south and west of the city. The Chennai Metro Rail Ltd. (CMRL), mandated to implement the Chennai Metro, has requested financial assistance from ADB for the development of the elevated section from Sholinganallur to SIPCOT (10.13 km) of line 3, and the underground section between Lighthouse and Meenakshi College (10.0 km) of line 4. Through an attached technical assistance, the project will strengthen CMRL's capacity in non-farebox revenue generation, transit-oriented development, and first- and last-mile connectivity enhancement. The project will be delivered by a program of investments under a time-sliced multitranche financing facility. The project will be completely prepared and all substantial contracts would be procured under Tranche 1. Tranches 2 and 3 will gradually finance these contracts as they progress, and the -
Application of Communication Based Moving Block Systems on Existing Metro Lines
Computers in Railways X 391 Application of communication based Moving Block systems on existing metro lines L. Lindqvist1 & R. Jadhav2 1Centre of Excellence, Bombardier Transportation, Spain 2Sales, Bombardier Transportation, USA Abstract The unique features of Communication Based Train Control (CBTC) systems with Moving Block (MB) capability makes them uniquely suited for application ‘on top’ of existing Mass Transit or Metro systems, permitting a capacity increase in these systems. This paper defines and describes the features of modern CBTC Moving Block systems such as the Bombardier* CITYFLO* 450 or CITYFLO 650 solutions that make them suited for ‘overlay’ application ‘on top’ of the existing systems and gives an example of such an application in a main European Metro. Note: *Trademark (s) of Bombardier Inc. or its subsidiaries. Keywords: CBTC, Moving Block, CITYFLO, TRS, Movement Authority, norming point, headway. 1 Introduction The use of radio as a method of communication between the train and wayside in Mass Transit systems, instead of the traditional track circuits/axle counters and loops is gaining popularity. The radio based CBTC systems are uniquely suited for application ‘on top’ of existing Mass Transit or Metro systems for increased traffic capacity as CBTC systems normally do not interfere with the existing systems. This allows an installation of the CBTC system in a line in operation whilst maintaining full safety and capacity during the process. The fact that CBTC systems also allow Moving Block operation adds to the -
Delivering Turnout Solutions
Delivering Turnout Solutions DESIGN SUPPLY INSTALL MAINTAIN Introduction GLOBAL TURNOUT SOLUTIONS Introduction BROWNFIELD CONSTRUCTION SOLUTIONS Introduction MAJOR PROJECTS Introduction CRANE RAIL CONSTRUCTION Introduction We specialise in: ▪ Turnout design and integration ▪ Developing turnout technology ▪ Turnout supply management ▪ Critical junctions design and installation ▪ Turnout pre-assembly and installation ▪ Turnout installation staging solutions ▪ Turnout refurbishment and track reconditioning ▪ Crane rail specialist (supply and construct) ▪ Slab track construction ▪ Turnout and track inspections, maintenance and asset management Design – Supply – Install – Maintain Introduction Turnout range: ▪ Light rail ▪ Metro ▪ Passenger and freight ▪ Heavy haul ▪ High Axle Load Heavy Haul (HAL-HH) ▪ All gauges and rail profiles Design – Supply – Install – Maintain Projects WE HAVE BEEN BUSY AT MARTINUS RAIL 347 TURNOUTS SUPPLIED SUPPLIED 51 BUFFER STOPS CONTRACTED FOR THE SUPPLY OF 400+ TURNOUTS 60KM OF TRACK INSTALLED 33KM OF CRANE RAIL INSTALLED INSTALLED 102 TURNOUTS Projects Kiwi Rail ▪ 22.5t axle load ▪ AS60 rail ▪ 200+ tangential turnouts Projects Doha Education City – Qatar ▪ 96 Turnouts and Diamonds ▪ 17t axle load ▪ S49, 60R2 rail ▪ Groove and full depth turnouts ▪ Direct fix Vossloh ▪ Edilon Sedra Encapsulation Projects Projects Sydney Ports – Botany third line and yard upgrade ▪ 30t axle load ▪ 60E1 rail ▪ 26 Tangential turnouts Projects OneSteel – Whyalla – Iron Ore Project ▪ 32t axle load ▪ 60E1 rail ▪ 9 Tangential and conventional -
SESSION I Metropolitan Transp Ort Planning & Policy Issues
SESSION I Metropolitan Transp ort Planning & Policy Issues T.Anantharajan Former Professor, Anna University CMA : 1189 km2 (city:176 km2) Population : 82.6 lakhs (2008) (59+66= lakhs in 2026) (2.3 lakhs/year ) CTTS :1970 (MATSU) :1993 (CMDA) :2008(CMDA) Vehicle population : 28 lakhs (2009) Bus : 40/ lack of population 2wheeler : 4 lakhs in (1991) to 22 lakhs in (2009) 11 Traffic volume exceeds road capacity/congestion Trip rate/person :0.9 in 1971 to 1.2 in 1992 to 1.6 in 2008 Vehicle/HH :0.25 to 1.26 Fatal Accident :1125 persons (42% pedestrians & 10% cyclists) 2008 Percentage of trips by mode of travel 1970 1992 2008 Bus 42 39 26 Train 12 4 5 Car/Taxi 35 6 2 wheeler 27 25 Auto ‐ 222.2 4 Rickshaw Bicycle 20 14 6 Walk 21 30 28 12 Trip length : 9.6km Walk trip : 1.55km Parking :Reduces road capacity Vehicle Emission & Air pollution – CO & SPM – More than 100% Problems • Rapid Growth of population & vehicle population ‐congestion on roads • Travel time & Trip length increases • Roads safety & Environmental Issues • Decreasing use of public Transport • Parking Management • Quality of Urban life •Safetyofroadusers 13 Vision y People occupy centre–stage in cities‐common benefit & well being y Liva ble cities –engines of economic growth. y Cities to evolve into an urban form best suited –geography , socio ‐ economic activities. y Sustainable cities ‐resources, investment & environment. y Efficient Road network‐ accessibility, mobility, Services & Utilities Policy objectives y Integrating land use & transport planning y Future growth around -
Crn Cs 220 Rail and Rail Joints
Engineering Standard Track CRN CS 220 RAIL AND RAIL JOINTS Version 1.7 Issued September, 2019 Owner: Manager Engineering Services Approved by: M Wright, Principal Track and Civil Engineer Authorised by: J Zeaiter, Manager Engineering Services Disclaimer. This document was prepared for use on the CRN Network only. John Holland Rail Pty Ltd makes no warranties, express or implied, that compliance with the contents of this document shall be sufficient to ensure safe systems or work or operation. It is the document user’s sole responsibility to ensure that the copy of the document it is viewing is the current version of the document as in use by JHR. JHR accepts no liability whatsoever in relation to the use of this document by any party, and JHR excludes any liability which arises in any manner by the use of this document. Copyright. The information in this document is protected by Copyright and no part of this document may be reproduced, altered, stored or transmitted by any person without the prior consent of JHR. UNCONTROLLED WHEN PRINTED Page 1 of 47 CRN Engineering Standard - Track CRN CS 220 Rail and Rail Joints Document control Revision Date of Approval Summary of change 1.0 August, 2011 First Issue. Includes content from the following former RIC standards: C 2405, C 2447, C 2501, C 3200, C 3201, C 3361, C 5200, TS 3101, TS 3104, TS 3111, TS 3341, TS 3362, TS 3371, TS 3394, TS 3396, TS 3397, TS 3601, TS 3602, TS 3603, TS 3604, TS 3606, TS 3642, TS 3645, TS 3646, TS 3648, TS 3650, TS 3654, TS 3655, RC.2410, RC.2411, RTS.3602, RTS.3640, -
Monetising the Metro
1 2 Indian Metro Systems – 2020 Analysis Contents Metro Rail In India: Introduction ............................................................................................................ 5 Brief Global History of Metro systems .................................................................................................... 5 Why is Metro the right MRT option? ...................................................................................................... 8 Key Benefits ........................................................................................................................................ 9 Impact on Urbanisation ...................................................................................................................... 9 When to Build a Metro ..................................................................................................................... 10 When Not to Build a Metro .............................................................................................................. 10 Implementation of Metro In Indian Context ........................................................................................ 11 Indian Issues with Implementation................................................................................................... 13 Metro in India: Spotlight Kolkata .......................................................................................................... 14 Metro in India: Spotlight Delhi .............................................................................................................