DOCSLIB.ORG

D1.1 Review of Definitions, Standard Operating Parameters, Best Practice and Requirements, Including Future Technologies and Horizon Scanning

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

Ref. Ares(2018)5256680 - 12/10/2018 This project has received funding from the Shift2Rail Joint Undertaking under the European Union’s Horizon 2020 research and innovation programme under grant agreement No 730849 D1.1 Review of definitions, standard operating parameters, best practice and requirements, including future technologies and horizon scanning Grant Agreement N°: 730849 — IP/ITD/CCA IP3 Project Acronym: S-CODE Project Title: Switch and Crossing Optimal Design and Evaluation Project start: 1st November 2016 Project duration: 3 Years Work package no.: WP1 Deliverable no.: D1.1 Status/date of document: REVISED 12/10/2018 Due date of document: 31st July 2017 Actual submission date: 12th October 2018 Lead contractor for this document: COMSA Project website: www.s-code.info Dissemination Level PU Public X Restricted to other programme participants PP (including the Commission Services) Restricted to a group specified by the consortium RE (including the Commission Services) Confidential, only for members of the consortium CO (including the Commission Services) Page 1 of 242 Revision control / involved partners The following table gives an overview on elaboration and processed changes to the document: Name / Company short Revision Date Changes name 1 13/07/2017 UoB / DTVS / FERROVIAL / First version RRC / RSSB / COMSA / LBORO / BUT / UPA 2 26/07/2017 UoB / DTVS / FERROVIAL / General review, RRC / RSSB / COMSA / including clarification LBORO / BUT / UPA of concepts, insertion of data and pictures and correction of formatting and spelling. 3 18/09/2017 UoB / COMSA / LBORO Minor revisions to address comments from external review. 4 20/09/2018 UOB Sections and content was re-arranged to increase clarity and flow of information. The following project partners have been involved in the elaboration of this document: Partner Company short name Involved experts No. Marcelo Blumenfeld, Clive Roberts, Edd Stewart, 1 UoB Katherine Slatter, Louis Saade 2 DTVS Lukas Raif, Marek Smolka 3 FERROVIAL Jesús Alonso, Laura Tordera, Fco Javier Royo Stefan Knittel, Hannes Mathis, Andreas Marx, 4 RRC Majid Sawri 5 RSSB Neil Gofton Joan Peset, Sergio Morán, Carles Subirós, Miquel 6 COMSA Morata Page 2 of 242 Hitesh Boghani, Roger Dixon, Sharon Henson, 7 LBORO Roger Goodall 8 BUT Otto Plasek Martin Kohout, Jaromir Zelenka, Monika 9 UPA Eisenhammerová, Petr Vršanský Page 3 of 242 Table of Contents Index of Figures 8 Index of Tables 12 List of abbreviations 14 Executive Summary 16 1 Introduction 17 1.1 Introduction to Work Package 1 17 1.2 Objectives 20 1.3 Guide to this document 20 2 S&C requirements 23 2.1 Geometrical requirements 23 2.1.1 Cost-effective track and layout parameters 23 2.1.2 Signalling and electro-technical equipment 27 2.1.3 Earthing of the metallic parts 27 2.1.4 Electrical isolation of the rails 27 2.1.5 Facilitation of drainage 28 2.2 Mechanical requirements 28 2.2.1 Non-setting subsoil 28 2.2.2 High quality of supporting structure 29 2.2.3 High quality of earth work 29 2.2.4 Adequate track stiffness 31 2.2.5 High track resistance 31 2.2.6 Compatibility with bridge movements 34 2.3 Environmental requirements 34 2.3.1 Possibility to install noise and vibrations absorbers 34 2.3.2 Use of waste materials 38 2.3.3 Non-contaminant leachate 39 2.4 Construction requirements 39 2.4.1 Fast construction 39 2.4.2 Modularity 40 2.4.3 Easy transport of precast elements to construction site 41 2.5 Maintenance requirements 41 2.5.1 Low maintenance 41 2.5.2 Easy replacement of aged or worn S&C components 41 2.6 Operational/safety requirements 42 Page 4 of 242 2.6.1 Performance parameters 42 2.6.2 Compatibility with linear eddy current brakes 42 2.6.3 Electromagnetic compatibility 43 3 Review of definitions and standard operating parameters 44 3.1 Definitions 44 3.2 Identifying Standard Operating Parameters for S&C 44 3.2.1 The approach adopted 44 3.2.2 Standards Review 45 3.2.3 Output 46 3.3 Concluding remarks 52 4 State-of-the-art and Baseline scenarios 55 4.1 State-of-the-art 55 4.1.1 High Speed rail switches 56 4.1.2 Continuous Main Line Rail Turnout 56 4.1.3 Flange bearing 57 4.1.4 Rack or cog rail 57 4.1.5 Monorail 58 4.1.6 Guided vehicles 59 4.1.7 Maglev 60 4.2 Baseline scenarios 60 4.2.1 Introduction and methodology 60 4.2.2 S&C lifecycle 62 4.2.3 Design 62 4.2.4 Manufacture 73 4.2.5 Installation 75 4.2.6 Maintenance 76 4.2.7 Renewal 82 4.2.8 Digitalization & BIM 83 4.2.9 Economic and Social Impact 85 4.2.10 Environment & Climate Change 86 5 RAMS analysis 88 5.1 Reliability 88 5.1.1 Failure modes 89 5.1.2 Reliability analysis 97 5.2 Availability 107 5.3 Maintainability 111 5.4 Safety 114 5.5 Concluding remarks 118 6 Future scenarios for traffic demand 120 Page 5 of 242 6.1 Horizon scanning 120 6.1.1 High speed lines 121 6.1.2 Mainline 125 6.1.3 Urban lines – metro systems 128 6.2 Passengers traffic 132 6.2.1 Mediterranean corridor 134 6.2.2 Scandinavian – Mediterranean corridor 135 6.2.3 North Sea – Baltic corridor 136 6.2.4 Baltic – Adriatic corridor 137 6.2.5 Orient/East – Mediterranean corridor 138 6.2.6 Adriatic corridor 140 6.3 Freight traffic 140 6.3.1 Mediterranean corridor 142 6.3.2 Scandinavian – Mediterranean Corridor 143 6.3.3 North Sea – Baltic corridor 143 6.3.4 Baltic – Adriatic Corridor 144 6.3.5 Orient/East – Mediterranean Corridor. 145 6.3.6 Atlantic corridor 146 6.4 Concluding remarks 147 7 Radical innovations 149 7.1 Rivington’s self-acting railway switches 149 7.2 Abt switch 149 7.3 On-board turnout 150 7.4 REPOINT™ (Redundancy Engineered POINTs), 150 7.5 Actuated wing rails (normally closed) 151 7.6 Winter proof turnout 152 7.7 Rack and pinion railway switch on Rigi mountain 152 7.8 Auto-aligning track switch 154 7.9 Non-load bearing track switch 154 7.10 Electromagnetic turnout 155 8 Technology concepts from wide range of industries 156 8.1 Roller coaster switches 156 8.2 Landing gear (System architecture) 156 8.3 Conveyor belt systems 157 8.4 Model car road race track 158 8.5 Partition wall 159 8.6 Electrical switch (make before break) 159 8.7 RailPod 160 Page 6 of 242 8.8 Toy trains 160 9 Workshops 162 9.1 Brainstorming 162 9.2 Focus Group and Baseline Scenario Validation 162 9.2.1 Introduction 162 9.2.2 Outcomes 164 10 List of concepts 175 10.1 Selection of high level concepts 197 10.1.1 Methodology 197 10.1.2 Assessment framework 198 11 Summary 205 12 References 208 Appendix 1 – Definitions list 221 Appendix 2 – Concepts generated in Project Meeting in Brno UoT 236 Page 7 of 242 Index of Figures Figure 1. Six-step methodology for radical change in systems engineering .......................18 Figure 2. Requirements on rail head profile for high speed lines (left) and conventional (right) 26 Figure 3. Kinematic gauge reference (13) ...............................................................27 Figure 4. Adjustment of vertical curvature to face settlements on long earth works ..............28 Figure 5. Chronological development of wheelset loads (18) .........................................31 Figure 6. Load model LM71 and characteristics values for vertical loads (19).....................32 Figure 7. Load model SW/0 and characteristics values for vertical loads (19) .....................32 Figure 8. Horizontal guiding forces depending on curve radius (18) ................................34 Figure 9. Left: Artificial Grass Track, CDM (24). Right: Absorbing elements, FF Bögl (25). .....36 Figure 10. Left: Rail web damping system, Vossloh FS (26). Right: FF Bögl additional support points (25). ....................................................................................................37 Figure 32. Schematic diagram summarising the approach to identifying the operating parameters ..................................................................................................................45 Figure 33. Standards hierarchy ............................................................................46 Figure 34. A typical layout of a turnout (Switch and Crossing) on railway line .....................55 Figure 35. Independently operated switch blades (Source: Railcorp, Sydney/Australia) ........55 Figure 36. (a) Conventional S&C; (b) Continuous Main Line Rail Turnout. The photographs are taken from (44) ...............................................................................................57 Figure 37. (a) OWLS Crossing (45), (b) Partial flange bearing frog/nose (46), (c) Lift frog (47).57 Figure 38. Cog railway switch at (a) Schynige Platte Railway (© Kevin Hadley/Wikimedia Commons/CC-BY-SA-3.0); (b) Mount Washington cog railway (© Z22/Wikimedia Commons/CC- BY-SA-3.0); and (c) Pilatus railway line (Attribution: JuergenG at the German language Wikipedia). ....................................................................................................58 Figure 39. (a) supported monorail; (b) suspended monorail. Reproduced from (54) .............58 Figure 40. Track switch for single rail railways (55) ....................................................58 Figure 41. Monorail switch (a) flexible beam; (b) showing possible routes from single section of pivot switch (56) ..............................................................................................59 Figure 42. (a) Centrally guided transit mode switch (58); (b) Laterally guided transit mode "sinking" switch (58); (c) Laterally guided transit mode vehicle based switch (58); (d) electromagnetically activated vehicle based switch (59). ......................................................................59 Figure 43. Switch used
Recommended publications
  • Eddy Current Braking in Automobiles Sarath G Nath1, Rohith Babu2, George Varghese Biju3, Ashin S4 , Dr

    Eddy Current Braking in Automobiles Sarath G Nath1, Rohith Babu2, George Varghese Biju3, Ashin S4 , Dr

    International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 05 Issue: 04 | Apr-2018 www.irjet.net p-ISSN: 2395-0072 Eddy Current Braking In Automobiles Sarath G Nath1, Rohith Babu2, George Varghese Biju3, Ashin S4 , Dr. Cibu K Varghese5 1,2,3,4B Tech student, Mechanical Engineering Department Mar Athanasius college of Engineering, Kerala 5Professor, Mechanical Engineering Department, Mar Athanasius College of Engineering, Kerala ---------------------------------------------------------------------***--------------------------------------------------------------------- Abstract - Eddy Current Braking slows a moving object by through a stationary magnetic field (Jou et al, 2006) [8]. The creating eddy currents through electromagnetic induction changing magnetic flux induces eddy currents in the which create resistance. In normal case if the speed of the conductor and these currents dissipate energy and generate vehicle is very high, the brake does not provide that amount of drag force (Jou et al, 2006) [8]. Therefore, there are no high braking force and it will leads to skidding and wear& tear contacting elements by using this electromagnetic braking of the vehicle. Because of this drawbacks of ordinary brakes, system which will lead to reduce the wear of brake pad. This arises a simple and effective mechanism of braking system situation will also reduce the wear debris pollution into our ‘The eddy current brake’. Eddy current is one of the most environment. outstanding of electromagnetic induction phenomena. Even though it appear many technical problems because dissipative 1.1 Conventional Braking System nature it has some valuable contributions. It is a frictionless method for braking of vehicles including trains. As it is a Braking forms an important part of motion of any frictionless brake, periodic change of braking components are automobile or locomotive.
  • Modeling and Design Optimization of Electromechanical Brake Actuator Using Eddy Currents

    Modeling and Design Optimization of Electromechanical Brake Actuator Using Eddy Currents

    Modeling and Design Optimization of Electromechanical Brake Actuator Using Eddy Currents by Kerem Karakoc MASc, University of Victoria, 2007 BSc, Bogazici University, 2005 A Dissertation Submitted in Partial Fulfillment of the Requirements for the Degree of DOCTOR OF PHILOSOPHY in the Department of Mechanical Engineering. Kerem Karakoc, 2012 University of Victoria All rights reserved. This dissertation may not be reproduced in whole or in part, by photocopy or other means, without the permission of the author. ii Modeling and Design Optimization of Electromechanical Brake Actuator Using Eddy Currents by Kerem Karakoc MASc, University of Victoria, 2007 BSc, Bogazici University, 2005 Supervisory Committee Dr. Afzal Suleman, Dept. of Mechanical Engineering, University of Victoria Co-Supervisor Dr. Edward Park, Dept. of Mechanical Engineering, University of Victoria Co-Supervisor Dr. Ned Djilali, Dept. of Mechanical Engineering, University of Victoria Departmental Member Dr. Issa Traore, Dept. of Electrical and Computer Engineering, University of Victoria Outside Member iii Supervisory Committee Dr. Afzal Suleman, Dept. of Mechanical Engineering, University of Victoria Co-Supervisor Dr. Edward Park, Dept. of Mechanical Engineering, University of Victoria Co-Supervisor Dr. Ned Djilali, Dept. of Mechanical Engineering, University of Victoria Departmental Member Dr. Issa Traore, Dept. of Electrical and Computer Engineering, University of Victoria Outside Member Abstract A novel electromechanical brake (EMB) based on the eddy current principle is proposed for application in electrical vehicles. The proposed solution is a feasible replacement for the current conventional hydraulic brake (CHB) systems. Unlike CHBs, eddy current brakes (ECBs) use eddy currents and their interaction with an externally applied magnetic field to generate braking torque.
  • A Weekly Journal of [,3.00 a Year

    A Weekly Journal of [,3.00 a Year

    [Entered at the Post Office of New York, N. Y., flS Second Class Matter. Copyrighted. lA88. by Munn & Co.J A WEEKLY JOURNAL OF PRACTICAL INFORMATION, ART, SCIENCE, MECHANICS, CHEMISTRY, AND MANUFACTURES. A YEAR. [,3.00WEEKLY. THE NEBRASKA CITY PONTOON BRIDGE. bridge begins, and reaches across the main river, with increase the strength of the steel anchoring cables. The We illustrate in the present issue a new bridge re- a length of 1,074 feet. As will be seen from the cut,thE' bows of the boats are to be sheathed with iron and cently completed, which crosses the Missouri River at bridge is angular or V-shaped. The point or apex of the bottoms are to receive an extra planking of oak. Nebraska City, Neb. The bridge is of a type that has the angle points down stream. When it is necessary It is considered certain that the rapid current will but little d for military th draw, the connections under p ed to been use , except purposes. It to open e at the apex are loos­ sweep all obstacles the boats. It is pro os consists of a flooring carried by a !lubstructure which ened and the current at once swings the two members remove the bridge when ice forms on the river. floats upon the river. A similar bridge across the Rhine, apart, leaving an unobstructed channel of 528 feet in The object of arranging the draw in the peculiar between Coblentz and Ehrenbreitstein, will be rernem- width. In this feature it is the largest drawbridge in shape shown was to facilitate closing.
  • Chapter 23 the Railways Through the Parishes

    Chapter 23 the Railways Through the Parishes

    Chapter 23 The Railways Through the Parishes Part I: The London & Birmingham Railway The first known reference to a railway in the Peterborough area was in 1825, when the poet John Clare encountered surveyors in woods at Helpston. They were preparing for a speculative London and Manchester railroad. Clare viewed them with disapproval and suspicion. Plans for a Branch to Peterborough On 17th September 1838, the London & Birmingham Railway Company opened its 112-mile main line, linking the country’s two largest cities. It was engineered by George Stephenson’s son, Robert. The 1 journey took 5 /2 hours, at a stately average of 20mph – still twice the speed of a competing stagecoach. The final cost of the line was £5.5m, as against an estimate of £2.5m. Magnificent achievement as the L&BR was, it did not really benefit Northampton, since the line passed five miles to the West of the Fig 23a. Castor: Station Master’s House. town. The first positive steps to put Northampton and the Nene valley in touch with the new mode of travel were taken in Autumn 1842, after local influential people approached the L&BR Board with plans for a branch railway from Blisworth to Peterborough. Traffic on the L&BR was healthy. On 16th January 1843, a meeting of shareholders was called at the Euston Hotel. They were told that the company had now done its own research and was able to recommend a line to Peterborough. There was some opposition from landed interests along the Nene valley. On 26th January 1843 at the White Hart Inn, Thrapston a meeting, chaired by Earl Fitzwilliam, expressed implacable opposition to the whole scheme on six main counts, from increased flooding to the danger of 26 road crossings, rather than bridges.
  • the Swindon and Cricklade Railway

    the Swindon and Cricklade Railway

    The Swindon and Cricklade Railway Construction of the Permanent Way Document No: S&CR S PW001 Issue 2 Format: Microsoft Office 2010 August 2016 SCR S PW001 Issue 2 Copy 001 Page 1 of 33 Registered charity No: 1067447 Registered in England: Company No. 3479479 Registered office: Blunsdon Station Registered Office: 29, Bath Road, Swindon SN1 4AS 1 Document Status Record Status Date Issue Prepared by Reviewed by Document owner Issue 17 June 2010 1 D.J.Randall D.Herbert Joint PW Manager Issue 01 Aug 2016 2 D.J.Randall D.Herbert / D Grigsby / S Hudson PW Manager 2 Document Distribution List Position Organisation Copy Issued To: Copy No. (yes/no) P-Way Manager S&CR Yes 1 Deputy PW Manager S&CR Yes 2 Chairman S&CR (Trust) Yes 3 H&S Manager S&CR Yes 4 Office Files S&CR Yes 5 3 Change History Version Change Details 1 to 2 Updates throughout since last release SCR S PW001 Issue 2 Copy 001 Page 2 of 33 Registered charity No: 1067447 Registered in England: Company No. 3479479 Registered office: Blunsdon Station Registered Office: 29, Bath Road, Swindon SN1 4AS Table of Contents 1 Document Status Record ....................................................................................................................................... 2 2 Document Distribution List ................................................................................................................................... 2 3 Change History .....................................................................................................................................................
  • Proactive Maintenance of Railway Switches

    Proactive Maintenance of Railway Switches

    Proactive Maintenance of Railway Switches Csaba Hegedűs, Paolo Ciancarini, Attila Frankó, Aleš Kancilija, István Moldován, Gregor Papa, Špela Poklukar, Mario Riccardi, Alberto Sillitti and Pal Varga Abstract—Railway switches operate in harsh environmental conditions; still, their reliability requirements are high due to safety A. State of the Art for Railway Infrastructure Maintenance and economic factors. Once deployed, their maintenance depends Current state-of-the-art maintenance operations within the on the data collected on their status, and the decisions on due railway infrastructure are based on the concept of “preventive” or corrective actions. The more regular this data collection and “on-condition” maintenance. However, they only consist of decision cycle is, the better confidence their operator has on periodical check-ups and substitutions of parts when a failure is effective and proper service. Proactive maintenance, in general, detected. These tasks are carried out at given periodical intervals targets exactly this: rather than scheduling maintenance actions designed to mitigate risk with a considerable safety margin based on operating hours or servicing volume, actions should be involving having to send maintenance staff to the asset site on a taken when it is really needed. This requires the effective regular basis, exposing them to the usual safety risks of a running combination of data collection, analysis, presentation and decision railway [11]. making processes. Moreover, most modern railways have very low level of The MANTIS project proposes a reference architecture for capability installed as part of the signalling system. For switches, proactive maintenance, supported by the concept of cyber-physical this usually only comprises of the detection lines which verify systems.
  • Structure Gauge Measuring Equipment Using Laser Range

    Structure Gauge Measuring Equipment Using Laser Range

    PAPER Structure Gauge Measuring Equipment Using Laser Range Scanners and Structure Gauge Management System Takashi TOYAMA Signalling Systems Laboratory, Signalling and Transport Information Technology Division Nozomi NAGAMINE Image Analysis and IT Laboratory, Signalling and Transport Information Technology Division Tatsuya OMORI Kenichi KITAO Signalling Systems Laboratory, Signalling and Transport Information Technology Division (Former) Ryuta NAKASONE Image Analysis and IT Laboratory, Signalling and Transport Information Technology Division Periodic measurement of the structure gauge is essential to ensure safe train operation. Measuring the clearance gauge however, is time and labor intensive given the vast number of trackside facilities. An inexpensive and efficient measuring device using laser range scanners was therefore developed. A management system is also being developed, which maps mea- sured three-dimensional point cloud data to facility data. This paper describes the problems and solutions related to applying the laser range scanners for structural gauging, and pres- ents results obtained from experiments. This paper also describes progress achieved in the development of the management system. Keywords: laser range scanner, LiDAR, structure gauge, clearance car, facility management, 3-D point cloud 1. Introduction ing developed. This paper describes the problems and solutions relat- The structure gauge or clearance gauge is the space ed to applying the laser range scanners for structure gaug- around the track, into which no part of a trackside struc- ing, and p resents r esults obtain ed f rom experi ments. This ture shou ld enter o n any a cc ount. Figu re 1 sh ow s an ex- paper a lso des cribes progr es s ach ieved in the dev elopm ent ample of the structure gauge applied on railways in Japan.
  • (202) 514-2007 Tdd (202) 514-1888

    (202) 514-2007 Tdd (202) 514-1888

    FOR IMMEDIATE RELEASE AT THURSDAY, OCTOBER 14, 1999 (202) 514-2007 WWW.USDOJ.GOV TDD (202) 514-1888 JUSTICE DEPARTMENT REQUIRES DIVESTITURE IN HARSCO CORPORATION’S ACQUISITION OF RAILROAD MAINTENANCE ASSETS Harsco to Divest Pandrol’s Switch and Crossing, and Transit Grinder Assets WASHINGTON, D.C. -- The Department of Justice today announced that it would require Harsco Corporation to sell machinery and services used in railroad maintenance to resolve competitive concerns over Harsco’s $89 million acquisition certain of assets of Pandrol Jackson Inc. and Pandrol Jackson Limited. The Department said the deal, as originally proposed, would have been anticompetitive, resulting in higher prices and lower quality for these products and services. The Department's antitrust lawsuit and proposed consent decree were filed today in federal court in Washington, D.C. The consent decree, if approved by the Court, would resolve the suit. According to the complaint, the proposed merger would have substantially lessened competition, since Harsco and Pandrol are the only two manufacturers of switch and crossing and transit grinding equipment and the only two providers of railroad switch and crossing grinding services in North America. Switch and crossing grinders and transit grinders are machines designed to restore the tracks of railroads and transit systems to their original shapes and are used to repair deformations caused by the rubbing of train wheels on rails used in railroad track switches, railroad track crossings, and transit systems. “Without this divestiture, railroads and transit systems would have had only one choice for this type of railroad maintenance equipment and services,” said Joel I.
  • BC Safety Authority (BCSA) Receives Its Injury Reports and Descriptions from Operators Or First Responders at the Time Of, Or Immediately Following, the Incident

    BC Safety Authority (BCSA) Receives Its Injury Reports and Descriptions from Operators Or First Responders at the Time Of, Or Immediately Following, the Incident

    BC Safety Authority State of Safety Report Incident Summaries 2 016 Table 1 Electrical Incidents 2 Table 2 Boilers, Pressure Vessels and Refrigeration Incidents 5 Table 3 Gas Incidents 7 Table 4 Elevating Devices Incidents 10 Table 5 Railways Accidents and Incidents 14 Table 6 Passenger Ropeways Incidents 23 Table 7 Amusement Devices Incidents 27 1 | British Columbia Safety Authority | State of Safety Report 2016 | Incident Summaries 2016 Electrical Incidents Incidents that are UNDER INVESTIGATION are excluded from these listings. Tables are sorted by Incident Rating and Date except where noted. BC Safety Authority (BCSA) receives its injury reports and descriptions from operators or first responders at the time of, or immediately following, the incident. Injuries may develop after the initial reports were made to BC Safety Authority and the long term effects of a resultant injury may not be recorded as part of the BCSA investigation. TABLE 1: ELECTRICAL INCIDENTS INJURY DAMAGE INCIDENT QTY. INJURY INJURY DAMAGE DAMAGE INCIDENT DATE CITY RATING INJURED DESCRIPTION RATING DESCRIPTION RATING INCIDENT DESCRIPTION 3-Jan-2016 Golden Severe 0 N/A None Components (switch, Moderate A high voltage switch failed. insulating plates) damaged The fault was contained within the high voltage enclosure. 14-Jan-2016 Central Severe 1 Injuries from Fatal Fire/thermal, water damage Major A fire occurred at a residence. Although Saanich fire the cause of the fire was undetermined, electrical equipment was suspected to be involved. 10-Apr-2016 Kamloops Severe 0 N/A None Fire, smoke damage Severe A fire occurred at a residence. A malfunctioned internal component (capacitor) located in a motor circuit was believed to be the cause.
  • Annual Report 2012 the Added Value of Local Skills Is Key to Local Develop- Ment

    Annual Report 2012 the Added Value of Local Skills Is Key to Local Develop- Ment

    Annual Report 2012 The added value of local skills is key to local develop- ment. The history of Swiss rack railways can be summa- rised in this one phrase, combining local skills in the railway industry, the region’s particular geography, and international success. It is precisely ideas cultivated and implemented locally that make Swiss peaks accessi- ble to tourists from every corner of the globe and spread this technology to remote countries. One common denominator is the hallmark of all the phases of this adventure, from the challenges faced by the pioneers to the first attempts at implementation, from the bold designs to the initiatives that define Switzerland’s tourism, culture, and history: the active and responsible participation of institutions, private en- terprise, and financial entities. An exemplary attitude still teaching us today that, in order to make progress, ideas must be sustained by the tenacity of those who generate them, by the consensus of institutions, and by those whose mission is economic support. This year Banca del Sempione wants to dedicate its an- nual report to the Swiss rack railway industry to cele- brate another example of Swiss success in the world and to recall men of genius, visionary entrepreneurs, and enlightened public servants who made it happen. These men understood local needs and found effective solu- tions, setting examples for the men and women at Banca del Sempione who in the same way have offered their customers solutions by listening and paying atten- tion to them for more than three generations. Banca del Sempione SA Annual Report Report on the fifty-second year of operations, presented to the General Meeting of Shareholders on 30 April 2013 Contents 6 Bank’s governing bodies 9 Chairman’s report 1.
  • Station Sign 64” 2 14 Bennet

    Station Sign 64” 2 14 Bennet

    Boston & Maine Railroad Historical Society Inc. Hardware Collection Tag No. File No: Inventory: Size: Donor: 1 14 West Hollis – Station sign 64” 2 14 Bennett Hall – Station sign 69” Arnold Wilder 3 14 Fitchburg “Wood” Station sign 56” Arnold Wilder 4 14 Woburn “Wood” Station sign 30” Charles Smith 5 14 Danville Junction – Station Sign 96” Anonymous 6 14 West Fitchburg – Station sign 92” Arnold Wilder 7 14 West Hollis – Station sign 72” Arnold Wilder 8 14 Scheghticoke – Station sign 76” Arnold Wilder 9 14 Hubbardston – Station sign 76” Arnold Wilder 10 14 Winchester “Wood” Station sign 68” 11 14 Wedgmere “Wood” Station Sign 56” 12 14 Salem – Station sign 48” 13 14 Whately – Station sign 52”x 11” 14 14 Mt Tom – Station sign 42”x 10 ½” 15 14 Middlesex “Wood” Station sign 54” Carl Byron 16 15 Railway Express Agency - sign 72” 17 15 B&MRR Passenger Waiting Room - sign 32”x 11” 18 15 B&M Outing - sign 23”x 14” 19 15 Yard Limit – sign 16”x 14” 20 15 Notice no Deliveries “Wood” – sign 18”x 24” 21 15 Private Crossing “Plastic” – sign 18”x 6” 22 15 Free Parking “Wood” – sign 24 ½”x 8” 23 15 Railroad Crossing – Sign 36”x 36” 24 15 2 Tracks sign “White /w Black lettering (2 each) 27”x 18” 25 15 Railroad Crossbuck /w reflectors (2 each) 26 14 Lowell Station – sign reproduction Property of the Boston & Maine Railroad Historical Society Boston & Maine Railroad Historical Society Inc. Hardware Collection Tag No. File No: Inventory: Size: Donor: 27 15 Hand Held Stop – sign Donald S.
  • Non-Propellant Eddy Current Brake and Traction in Space Using Magnetic Pulses

    Non-Propellant Eddy Current Brake and Traction in Space Using Magnetic Pulses

    aerospace Article Non-Propellant Eddy Current Brake and Traction in Space Using Magnetic Pulses Yi Zhang †, Qiang Shen †, Liqiang Hou † and Shufan Wu * School of Aeronautics and Astronautics, Shanghai Jiao Tong University, No. 800, Dongchuan Road, Minhang District, Shanghai 200240, China; [email protected] (Y.Z.); [email protected] (Q.S.); [email protected] (L.H.) * Correspondence: [email protected]; Tel.: +86-34208597 † These authors contributed equally to this work. Abstract: The safety of on-orbit satellites is threatened by space debris with large residual angular velocity and the space debris removal is becoming more challenging than before. This paper explores the non-contact despinning and traction problem of high-speed rotating targets and proposes an eddy current brake and traction technology for space targets without any propellant consumption. The principle of the conventional eddy current brake is analyzed in this article and the concept of eddy current brake and traction without propellant is put forward for the first time. Secondly, according to the key technical requirements, a brand-new structure of a satellite generating artificial magnetic field is designed accordingly. Then the control mechanism of eddy current brake and traction without propellant is analyzed qualitatively by simplifying the model and conditions. Then, the magnetic pulse control method is proposed and analyzed quantitatively. Finally, the feasibility of the technology is verified by the numerical simulation method. According to the simulation results, the eddy current brake and traction technology based on magnetic pulses can make the angular speed of target decrease linearly without propellant during the process.