DOCSLIB.ORG

RAIL CAPABILITY Mcconnell Dowell Is the Creative CONTENTS

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
RAIL CAPABILITY Mcconnell Dowell Is the Creative CONTENTS RAIL CAPABILITY McConnell Dowell is the Creative CONTENTS Construction Company, building better Driving Progress Through Rail 4 communities through safe, smart, Driving Progress in Projects 6 efficient infrastructure. Project Case Studies 8 Driving Progress in Infrastructure Services 12 Infrastructure Services Case Studies 12 Driving Progress in Plant Services 16 Plant Services Case Studies 18 Company Profile 22 Rowsely Crossing Loop 2Victoria 3 DRIVING PROGRESS THROUGH RAIL Our rail capability is comprehensive. From the provision of maintenance and renewal services for discerning asset owners, to the design and construction of every element of the rail system, McConnell Dowell has the skills and experience to deliver exceptional outcomes. CAPABILITY, CAPACITY OUR PEOPLE AND PLANT SAFE, ASSURED AND COMMITTED AND CREATIVITY Our people and plant are what sets At McConnell Dowell we understand Using intelligent engineering systems us apart from the others. the importance of our people, our and a creative construction approach, environment and the communities our experience in rail encompasses The McConnell Dowell team is rich within which we work. Central to everything from the underlying with rail professionals who have each of these areas is our vision that civil works, ballast and track, to both operational and construction everyone goes 'Home without Harm'. the overhead power and signalling experience. Our depth of knowledge systems, station buildings, bridges of rail operating environments gives Our team acknowledges the and tunnels. us the insights we need to deliver importance of minimising operational in harmony with rail operations. impacts and are committed to Effective and efficient planning and maintaining safe working practices logistics are crucial to getting the job Beyond the construction of the in a live railway environment for done. We work rigorously to minimise asset, our team also brings sector our workers, customers and the the impacts of project delivery on knowledge and experience in surrounding community. rail operations, commuters and the maintenance and asset management, neighbourhoods in which we work through condition assessment, McConnell Dowell holds Rail Safety and carry out detailed staging and preventative maintenance strategies, Accreditation as a Rolling Stock comprehensive risk assessments. to remedial and life-extension Operator across Australia. initiatives. Underpinning all of this is our With effective management and capacity to integrate everything into Our specialist and purpose built rail control over all of our services one seamless, creative rail solution, plant and equipment ensures we are to the rail industry, and a proven eliminating interfaces and providing able to provide a total offering to and auditable Safety Management our clients with surety of time, cost our customers, whilst increasing our System, we are the contractor and quality. ability to influence quality and timely of choice for discerning rail clients. project outcomes. 4 5 Successful rail projects DRIVING PROGRESS IN demand a broad skillset and McConnell Dowell PROJECTS delivers every time. We apply our broad rail skills throughout Market Sector Market all of the phases of a project, from feasibility studies and surveys, through outline and detailed designs to construction, testing and commissioning. Our strong project engineering, management and planning systems form the backbone of our multi-disciplinary approach. Critical interfaces are integrated, controlled and delivered through experienced project teams. Our integrated approach ensures compatibility of the systems, compliance with the project specification and co- ordination of delivery. We work with our customers in the way that suits them. We regularly act as main contractor, with full design and build responsibility. We offer programme management for railway authorities, providing professional services through staff that have developed their skills in both railway construction and operations. We also form partnerships and alliances to ensure certainty of programme, quality and cost. Our project capabilities are showcased in the case studies that follow. North Melbourne Railway Station Upgrade – Victoria 6 7 Gold Coast Light Rail Murray Basin Rail — Queensland — Victoria The Gold Coast Light Rail, Queensland's The $440 million Murray Basin Rail first ight rail system, is a city-changing Project for V/Line is the largest current piece of infrastructure that integrates rail freight upgrade project in Australia. new and existing transport systems in Australia’s tourist mecca. The upgrade includes conversion of 1,055 kilometres of track to standard gauge McConnell Dowell was part of the joint to provide better rail freight services and venture responsible for delivering stage improved freight access to major ports. one of the system over three years from mid-2011. The scope included The peak workforce will be more than the financing, design, construction, 500 personnel working across 490km operations and maintenance of 13 km of Victoria’s central and north-west of track, 16 stations, 14 vehicles, all rail regions, with approximately 35 per cent systems and signalling, and a state-of- of workforce residing in regional Victoria. the-art maintenance depot. Following the upgrade, the new Opened in mid-2014, our system is on rail network is forecast to capture track to carry 75,000 passengers per approximately 20,000 journeys currently year bringing new mobility and access undertaken by trucks, providing to one of the fastest growing regions producers with an attractive transport of Australia. alternative and improving local amenity and safety. Track & Drainage Track & Drainage Power & Electrification Signalling & Communications Signalling & Communications Stations & Precincts 27 KM OF TRACK 3,500 TRACK WELDS CONVERTING 1055 KILOMETRES OF TRACK TO STANDARD GAUGE 52 ROAD-RAIL INTERSECTIONS 50,000 WELDS AND 100,000 CUTS OF THE RAIL 30,000 KM OF UNDERGROUND 180,000 TONNES OF BALLAST TOTAL ACROSS THE PROJECT SERVICES UPGRADED INSTALLATION OF MORE THAN 230,000 CONCRETE SLEEPERS 6 BRIDGES COMPLETE 180 LEVEL CROSSINGS 8 9 Seaford Rail Extension Western Program — South Australia Alliance — Victoria To meet the growing transport needs Part of the Victorian government’s of Adelaide, McConnell Dowell, in joint ambitious level crossing removal venture, delivered the Seaford Rail program, the Western Program Alliance extension for the South Australian (involving McConnell Dowell, the Level government between 2010 and 2012. Crossing Removal Authority, MTM, Arup and Mott Macdonald) has commenced The project involved the design and construction on the first of six potential construction of a 5.7 km extension of projects in Melbourne. dual track rail line including stations and park’n’ride facilities, a bus interchange, The first site, at Kororoit Creek Road in a 1.2 km elevated rail bridge, and three Williamstown North, is used by 22,000 road bridges over the new rail track. vehicles each day and is part of VicRoads’ Principal Freight Network - a key trans- Our solution cut 10 minutes off the port corridor connecting local industry, city commute and opened up access nearby ports, and residential areas to the to community facilities. We also Princes Freeway. engineered a world-class viaduct to minimise environmental impacts The project includes construction of a on the Onkaparinga Valley wetlands. new rail bridge (artist impression shown) and duplication of 800 metres of track Track & Drainage on the Altona Loop, allowing additional train services. Power & Electrification The second project in the program is the Abbotts Road level crossing removal Signalling & Communications in Dandenong South, east of Melbourne. Stations & Precincts Track & Drainage Power & Electrification Signalling & Communications Stations & Precincts 5.7 KM DUAL TRACK RAIL LINE SIX LEVEL CROSSING REMOVAL PROJECTS 1.2 KM LONG ELEVATED RAIL BRIDGE COMPLEX INNER-URBAN LOGISTICS TWO NEW STATIONS EXTENSIVE STRUCTURES ONE BUS INTERCHANGE NEW RAIL TRACK, OVERHEADS & SIGNALS Artist's impression 10 11 DRIVING PROGRESS IN Infrastructure Services Passenger, freight and light rail asset owners and operators have benefitted from our infrastructure services that INFRASTRUCTURE include greenfield track enhancements, existing line renewals and upgrades, ballast treatments and sleeper Market Sector Market SERVICES replacement. We have designed and built complete track systems or worked with our customer's design, managing the procurement and supply of all types of rail, sleepers, fastenings and turnouts. Our experience covers all forms of trackwork; from ballasted to non-ballasted, including direct fixation and other slab track and embedded trackforms. We can also undertake asset maintenance from initial condition assessment and periodic inspection regimes, through to the execution of any required remedial works. We are experts at managing rail occupations or closures too. Through detailed planning and diligent execution, our skilled teams always ensure the timely completion and safe handback of the renewed asset to train operations. Our infrastructure services capabilities are showcased in the case studies that follow. FMG Rail – Western Australia 12 13 Fortescue Metals ARTC Track Renewal Group Ballast Program - Treatment Services - New South Wales Western Australia McConnell Dowell is partnering with To help keep the coal mines, industries Fortescue Metals Group in Western and passengers of NSW safely on the Australia
Load more

Recommended publications
  • US Army Railroad Course Railway Track Maintenance II TR0671
    SUBCOURSE EDITION TR0671 1 RAILWAY TRACK MAINTENANCE II Reference Text (RT) 671 is the second of two texts on railway track maintenance. The first, RT 670, Railway Track Maintenance I, covers fundamentals of railway engineering; roadbed, ballast, and drainage; and track elements--rail, crossties, track fastenings, and rail joints. Reference Text 671 amplifies many of those subjects and also discusses such topics as turnouts, curves, grade crossings, seasonal maintenance, and maintenance-of-way management. If the student has had no practical experience with railway maintenance, it is advisable that RT 670 be studied before this text. In doing so, many of the points stressed in this text will be clarified. In addition, frequent references are made in this text to material in RT 670 so that certain definitions, procedures, etc., may be reviewed if needed. i THIS PAGE WAS INTENTIONALLY LEFT BLANK. ii CONTENTS Paragraph Page INTRODUCTION................................................................................................................. 1 CHAPTER 1. TRACK REHABILITATION............................................................. 1.1 7 Section I. Surfacing..................................................................................... 1.2 8 II. Re-Laying Rail............................................................................ 1.12 18 III. Tie Renewal................................................................................ 1.18 23 CHAPTER 2. TURNOUTS AND SPECIAL SWITCHES........................................................................................
    [Show full text]
  • The Myth of the Standard Gauge
    The Myth of the Standard Guage: Rail Guage Choice in Australia, 1850-1901 Author Mills, John Ayres Published 2007 Thesis Type Thesis (PhD Doctorate) School Griffith Business School DOI https://doi.org/10.25904/1912/426 Copyright Statement The author owns the copyright in this thesis, unless stated otherwise. Downloaded from http://hdl.handle.net/10072/366364 Griffith Research Online https://research-repository.griffith.edu.au THE MYTH OF THE STANDARD GAUGE: RAIL GAUGE CHOICE IN AUSTRALIA, 1850 – 1901 JOHN AYRES MILLS B.A.(Syd.), M.Prof.Econ. (U.Qld.) DEPARTMENT OF ACCOUNTING, FINANCE & ECONOMICS GRIFFITH BUSINESS SCHOOL GRIFFITH UNIVERSITY Submitted in fulfilment of the requirements of the degree of Doctor of Philosophy July 2006 ii ABSTRACT This thesis describes the rail gauge decision-making processes of the Australian colonies in the period 1850 – 1901. Federation in 1901 delivered a national system of railways to Australia but not a national railway system. Thus the so-called “standard” gauge of 4ft. 8½in. had not become the standard in Australia at Federation in 1901, and has still not. It was found that previous studies did not examine cause and effect in the making of rail gauge choices. This study has done so, and found that rail gauge choice decisions in the period 1850 to 1901 were not merely one-off events. Rather, those choices were part of a search over fifty years by government representatives seeking colonial identity/autonomy and/or platforms for election/re-election. Consistent with this interpretation of the history of rail gauge choice in the Australian colonies, no case was found where rail gauge choice was a function of the disciplined search for the best value-for-money option.
    [Show full text]
  • Nurail Project ID: Nurail2012-UTK-R04 Macro Scale
    NURail project ID: NURail2012-UTK-R04 Macro Scale Models for Freight Railroad Terminals By Mingzhou Jin Professor Department of Industrial and Systems Engineering University of Tennessee at Knoxville E-mail: [email protected] David B. Clarke Director of the Center for Transportation Research University of Tennessee at Knoxville E-mail: [email protected] Grant Number: DTRT12-G-UTC18 March 2, 2016 Page 1 of 6 DISCLAIMER Funding for this research was provided by the NURail Center, University of Illinois at Urbana - Champaign under Grant No. DTRT12-G-UTC18 of the U.S. Department of Transportation, Office of the Assistant Secretary for Research & Technology (OST-R), University Transportation Centers Program. The contents of this report reflect the views of the authors, who are responsible for the facts and the accuracy of the information presented herein. This document is disseminated under the sponsorship of the U.S. Department of Transportation’s University Transportation Centers Program, in the interest of information exchange. The U.S. Government assumes no liability for the contents or use thereof. March 2, 2016 Page 2 of 6 TECHNICAL SUMMARY Title Macro Scale Models for Freight Railroad Terminals Introduction This project has developed a yard capacity model for macro-level analysis. The study considers the detailed sequence and scheduling in classification yards and their impacts on yard capacities simulate typical freight railroad terminals, and statistically analyses of the historical and simulated data regarding dwell-time and traffic flows. Approach and Methodology The team developed optimization models to investigate three sequencing decisions are at the areas inspection, hump, and assembly.
    [Show full text]
  • Sounder Commuter Rail (Seattle)
    Public Use of Rail Right-of-Way in Urban Areas Final Report PRC 14-12 F Public Use of Rail Right-of-Way in Urban Areas Texas A&M Transportation Institute PRC 14-12 F December 2014 Authors Jolanda Prozzi Rydell Walthall Megan Kenney Jeff Warner Curtis Morgan Table of Contents List of Figures ................................................................................................................................ 8 List of Tables ................................................................................................................................. 9 Executive Summary .................................................................................................................... 10 Sharing Rail Infrastructure ........................................................................................................ 10 Three Scenarios for Sharing Rail Infrastructure ................................................................... 10 Shared-Use Agreement Components .................................................................................... 12 Freight Railroad Company Perspectives ............................................................................... 12 Keys to Negotiating Successful Shared-Use Agreements .................................................... 13 Rail Infrastructure Relocation ................................................................................................... 15 Benefits of Infrastructure Relocation ...................................................................................
    [Show full text]
  • Derailment of Freight Train 9204V, Sims Street Junction, West Melbourne
    DerailmentInsert document of freight title train 9204V LocationSims Street | Date Junction, West Melbourne, Victoria | 4 December 2013 ATSB Transport Safety Report Investigation [InsertRail Occurrence Mode] Occurrence Investigation Investigation XX-YYYY-####RO-2013-027 Final – 13 January 2015 Cover photo source: Chief Investigator, Transport Safety (Vic) This investigation was conducted under the Transport Safety Investigation Act 2003 (Cth) by the Chief Investigator Transport Safety (Victoria) on behalf of the Australian Transport Safety Bureau in accordance with the Collaboration Agreement entered into on 18 January 2013. Released in accordance with section 25 of the Transport Safety Investigation Act 2003 Publishing information Published by: Australian Transport Safety Bureau Postal address: PO Box 967, Civic Square ACT 2608 Office: 62 Northbourne Avenue Canberra, Australian Capital Territory 2601 Telephone: 1800 020 616, from overseas +61 2 6257 4150 (24 hours) Accident and incident notification: 1800 011 034 (24 hours) Facsimile: 02 6247 3117, from overseas +61 2 6247 3117 Email: [email protected] Internet: www.atsb.gov.au © Commonwealth of Australia 2015 Ownership of intellectual property rights in this publication Unless otherwise noted, copyright (and any other intellectual property rights, if any) in this publication is owned by the Commonwealth of Australia. Creative Commons licence With the exception of the Coat of Arms, ATSB logo, and photos and graphics in which a third party holds copyright, this publication is licensed under a Creative Commons Attribution 3.0 Australia licence. Creative Commons Attribution 3.0 Australia Licence is a standard form license agreement that allows you to copy, distribute, transmit and adapt this publication provided that you attribute the work.
    [Show full text]
  • Mitigating Jacksonville's Freight Train
    Consolidated Rail Infrastructure and Safety Improvements (CRISI) Program October 2018 Mitigating Jacksonville’s Freight Train- Vehicle/Pedestrian/Bicyclist Conflicts Rickey Fitzgerald, Manager Freight & Multimodal Operations Florida Department of Transportation 605 Suwannee Street, MS 25 Tallahassee, FL 32399 Jacksonville, Florida [email protected] Federal Railroad Administration Consolidated Rail Infrastructure and Safety Improvements 2018 GRANT APPLICATION Project Title: Mitigating Jacksonville’s Freight Train-Vehicle/ Pedestrian/ Bicyclist Conflicts Applicant Florida Department of Transportation Project Tracks 2 and 3 Will this project contribute to the Restoration or Initiation of Intercity Passenger Rail No Service? Was a Federal grant application previously Yes, for FASTLANE Cycle 1 and 2 (April submitted for this project? and December 2016, respectively); title was North Florida Freight Rail Enhancement Program (Phase II) If applicable, what stage of NEPA is the project in (e.g., EA, Tier 1 NEPA, Tier 2 The project is eligible for a Categorical NEPA, or CE)? Exclusion (worksheet attached, Appendix F) Is this a Rural Project? No What percentage of the project cost is based 0 % in a Rural Area? City(ies), State(s) where the project is located Jacksonville, Florida, 4th Congressional District Urbanized Area where the project is located Jacksonville, Florida Population of Urbanized Area 937,934 (2010 Census) Is the project currently programmed in the: Yes, it is included in the MPO Long Range State rail plan, State Freight Plan, TIP, STIP, Transportation Plan and the State Freight MPO Long Range Transportation Plan, State Plan Long Range Transportation Plan? DUNS # 004078374 Funds Requested: $17,615,500 Funds Matched: $17,615,500 Total Project Cost: $35,231,000 Contact: Rickey Fitzgerald, Manager, Freight & Multimodal Operations Florida Department of Transportation 605 Suwannee Street, MS 25 Tallahassee, FL 32399 [email protected] i TABLE OF CONTENTS I.
    [Show full text]
  • Production Plants for Concrete Pre-Stressed and Post-Tensioned Sleepers, Turnout Bearers and Slabs
    PRODUCTION PLANTS FOR CONCRETE PRE-STRESSED AND POST-TENSIONED SLEEPERS, TURNOUT BEARERS AND SLABS Some of our references Updated on 31st October 2016 Type of Plant Carousel Type of Sleeper FSV 35 P Length of sleeper [m] 2,30 Type of fastening Pandrol AP6, K, Vossloh SCAC SCAC S.p.A. Productive capacity 300.000 (sleepers/year) Country Italy Type of Plant Carousel Type of Sleeper FSV 35 P Length of sleeper [m] 2,30 Type of fastening Pandrol AP6, K, Vossloh SCEV S.p.A. SCEV S.p.A. Productive capacity 300.000 (sleepers/year) Country Italy Type of Plant Long Line Type of Sleeper B 70 Length of sleeper [m] 2,60 & & KG Co. Type of fastening Vossloh Productive capacity GmbH 46.800 (sleepers/year) PFLEIDERER INFR. Country Germany Type of Plant Long Line Type of Sleeper Slab Track – Ballastless Type of fastening Pandrol AP6 VIANINI VIANINI IND. S.p.A. Country Italy Plants for railway sleepers - References 3 Type of Plant Carousel Type of Sleeper FSV 35 P Length of sleeper [m] 2,30 Type of fastening Pandrol e-clip, K, Vossloh Productive capacity STIARM S.p.A. 500.000 (sleepers/year) Country Italy Type of Plant Carousel Type of Sleeper Polivalente dual Gauge Length of sleeper [m] 2,60 Type of fastening Vossloh Productive capacity 500.000 DELTA SA SA DELTA FCC (sleepers/year) Country Spain Type of Plant Long Line Type of Sleeper Polivalente Dual Gauge - AI Length of sleeper [m] 2,60 Type of fastening Vossloh Productive capacity 190.000 TRAVIPOS TRAVIPOS S.A.
    [Show full text]
  • INVITATION for BID (IFB) No. 020-020 CONSTRUCTION of the LIFECYCLE OVERHAUL and UPGRADE
    INVITATION FOR BID (IFB) No. 020-020 CONSTRUCTION OF THE LIFECYCLE OVERHAUL AND UPGRADE (LOU) FACILITY QUESTIONS AND ANSWERS AS OF JULY 28, 2020 Below are questions VRE received as of July 28, 2020 at 5:00 P.M. EST, with responses. Whenever possible, questions are presented as originally asked. Otherwise, the questions or inquiries are presented to capture the main thrust or idea. Question #1: Are CAD files available for the Civil portion of the work? Response #1: VRE elects to not provide CAD files for bidding purposes. CAD files may be provided to the successful Bidder for use during the work. Question #2: We note railroad protective insurance is required. Insurance carriers typically require the number of trains (broken out by freight vs passenger) per day. Please provide. Response #2: No freight trains operate on the tracks within the VRE yard facility. VRE operates eight (8) northbound trains out of the yard which return as eight (8) southbound trains back into the yard. During the daytime hours between morning and afternoon service train movements are infrequent and occur only on Track 1. Question #3: If VRE does not provide flagging services or cancels track access, does this constitute a Compensable Delay? Response #3: The Contractor shall work in close coordination with the VRE local Employee-in- Charge. For purposes of bidding, the Contractor shall assume the work hours provided in the Special Provisions. If, for some unexpected reason, flagging protection is not provided on a day that was scheduled with the Employee-in-Charge, then yes Compensable Delay may be considered.
    [Show full text]
  • BHRA's Narrows Tunnel Plan
    Cross Harbor Freight Tunnel: Add Subway To Staten Island and More! The Brooklyn Historic Railway Association (BHRA) applauds the Port Authority’s endeavour to build a rail tunnel under New York Harbor. This idea has dates back to the 1920’s when the ​City of New York, and later Port Authority, first devised plans to connect Long Island with the mainland U.S. via a cross harbor rail tunnel.​ ​The Port Authority's current plan calls for a rail tunnel alignment from 65th street yards in Brooklyn to Greenville Yards in New Jersey. However, this alignment was developed as a result of a political schism with then Mayor Hylan and his plan to connect Brooklyn with Staten Island, via a 4 track freight, passenger, and subway ​ tunnel from Bay Ridge in Brooklyn, to St George in Staten Island. Similar to the Port Authority's earlier plan, the Port Authority's current proposal lacks a passenger rail component and a link to Staten Island. Because such a large construction project is a once in a lifetime opportunity, the BHRA believes that the Port Authority's plan should be revised to include a passenger rail link to Staten Island. ​Our alternative calls for a revival of the City's plan, hybridized with the ​Port Authority's​ plan, with two freight tunnel portals on the Brooklyn side. The first portal would surface near Brooklyn's 1st Ave, at the old Cross Harbor rail yard. This would permit freight rail access to the Sunset Park waterfront, including, but not limited to, Bush Terminal and the Sims Recycling facility.
    [Show full text]
  • Minimizing Derailments of Railcars Carrying Dangerous Commodities Through Effective Marshaling Strategies
    34 TRANSPORTATION RESEARCH RECORD 1245 Minimizing Derailments of Railcars Carrying Dangerous Commodities Through Effective Marshaling Strategies F. F. SACCOMANNO AND S. EL-HAGE egies that take into account train derailment profiles on the Effective marshaling and buffering strategies can reduce the like­ lihood of special dangerous commodity (SOC) cars being involved basis of car position. in a train derailment. The objeclive of these strategies should be to minimize the probability that an SOC car is located in a potential derailment block, subject lo external rail corridor characl ·l'istics OBJECTIVES OF TIIIS STUDY that affect derailments. A procedure is developed for predicting derailments for different railcar positions in a train, on the basis Although it is known that the position of cars in a train can of the point of derailment and the number of cars involved. The number of cars involved in each derailment is assumed to be a influence their involvement in a derailment, the specific nature function of the train operating speed, the cause of dc1·ailmcnt and of this relationship is not well understood. This paper presents the number of car' folio\ ing the point of derailmc.nL anadian a procedure for establishing and evaluating the effectiveness rail accident data for the period 1980-1985 are used to calibrate of alternative marshaling and buffering strategies for posi­ a probabilistic expression of number of cars involved in derail­ tioning SDC cars in a given train consist. ments. The Canadian accident data base is also used to estimate The specific objectives of this study are threefold: point-of-derailment probabilities for different railcar position and derailment causes.
    [Show full text]
  • Safety Alert
    Safety Alert NOTICE TO RAIL TRANSPORT OPERATORS RSA-2014-03 Date Issued: 20 August 2014 SUBJECT Operational interfaces between Rail Infrastructure Managers and Rolling Stock Operators – mixed and dual gauge turnouts ISSUE On 11 July 2014 a standard gauge interstate passenger train derailed in a facing movement while attempting to negotiate the diverge leg of a Type 37 mixed gauge (1435mm / 1600mm) turnout. The derailment occurred at the wheel transfer area approximately midway along the point blade of the turnout. The train wheelsets had a rim width of 127mm. Due to the design of the wheel transfer area of some mixed and dual gauge turnouts, rolling stock with wheelsets of 127mm rim width are at higher risk of derailment than wheelsets of 140mm rim width. Similar mixed gauge and dual gauge (1435mm / 1600mm) turnouts are used elsewhere on Australian rail networks. Both Rail Infrastructure Managers (RIMs) and Rolling Stock Operators (RSOs) have rail safety duties under the Rail Safety National Law and obligations to manage, so far as is reasonably practicable, the safety of the operator’s railway operations. These duties include: Ensuring they have an appropriate documented set of engineering standards and procedures, and operational systems, safety standards and procedures to cover the following, and, if relevant, the interface between any 2 or more of the following: a) rail infrastructure b) rolling stock c) operational systems. RSA-2014-03 ECM: 42019 Date issued: 20 August 2014 Page 1 of 2 Managing the risks associated with their railway operations, including at the rolling stock / track infrastructure interface (including the wheel / rail interface) which may be managed jointly through track access agreements or similar type agreements.
    [Show full text]
  • 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.
    [Show full text]