DOCSLIB.ORG

XPT Passenger Train ST22 Harden, New South Wales 9 February 2006 ATSB TRANSPORT SAFETY INVESTIGATION REPORT Rail Safety Investigation Report 2006/002 Final

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
XPT Passenger Train ST22 Harden, New South Wales 9 February 2006 ATSB TRANSPORT SAFETY INVESTIGATION REPORT Rail Safety Investigation Report 2006/002 Final ATSB TRANSPORT SAFETY INVESTIGATION REPORT Rail Occurrence Investigation Report 2006002 Final Derailment of XPT Passenger Train ST22 Harden, New South Wales 9 February 2006 ATSB TRANSPORT SAFETY INVESTIGATION REPORT Rail Safety Investigation Report 2006/002 Final Derailment of XPT Passenger Train ST22 Harden, New South Wales 9 February 2006 Released in accordance with section 25 of the Transport Safety Investigation Act 2003 Published by: Australian Transport Safety Bureau Postal address: PO Box 967, Civic Square ACT 2608 Office location: 15 Mort Street, Canberra City, Australian Capital Territory Telephone: 1800 621 372; from overseas + 61 2 6274 6440 Accident and incident notification: 1800 011 034 (24 hours) Facsimile: 02 6247 3117; from overseas + 61 2 6247 3117 E-mail: [email protected] Internet: www.atsb.gov.au © Australian Government 2007. This work is copyright. In the interests of enhancing the value of the information contained in this publication you may copy, download, display, print, reproduce and distribute this mate- rial in unaltered form (retaining this notice). However, copyright in the material obtained from non-Commonwealth agencies, private individuals or organisations, belongs to those agencies, individuals or organisations. Where you want to use their material you will need to contact them directly. Subject to the provisions of the Copyright Act 1968, you must not make any other use of the material in this publication unless you have the permission of the Australian Transport Safety Bureau. Please direct requests for further information or authorisation to: Commonwealth Copyright Administration Copyright Law Branch Attorney-General’s Department Robert Garran Offices National Circuit BARTON ACT 2600 www.ag.gov.au/cca ISBN and formal report title: see ‘Document retrieval information’ on page v. ii CONTENTS DOCUMENT RETRIEVAL INFORMATION ................................................... v THE AUSTRALIAN TRANSPORT SAFETY BUREAU ................................ vii TERMINOLOGY USED IN ATSB INVESTIGATION REPORTS .............. viii EXECUTIVE SUMMARY ................................................................................... ix 1 FACTUAL INFORMATION ........................................................................ 1 1.1 Introduction .......................................................................................... 1 1.1.1 Location .............................................................................. 1 1.1.2 Train information................................................................ 1 1.1.3 Crew of train (ST22)........................................................... 1 1.1.4 XPT power cars .................................................................. 2 1.1.5 XPT bogies ......................................................................... 2 1.1.6 PLA bogie axles.................................................................. 3 1.1.7 Train crew account.............................................................. 4 1.1.8 Post accident response ........................................................ 5 1.1.9 Loss and damage................................................................. 7 1.2 Safety action following the derailment................................................. 7 2 ANALYSIS ...................................................................................................... 9 2.1 Rollingstock examination ..................................................................... 9 2.2 Track geometry................................................................................... 13 2.3 Wheel Impact Load Detector.............................................................. 13 2.4 Examination of cracked axles............................................................. 14 2.4.1 Design ............................................................................... 14 2.4.2 Manufacture...................................................................... 15 2.4.3 Axle stress analysis........................................................... 17 2.4.4 Axle failure analysis ......................................................... 18 2.4.5 Summary of axle failure analysis...................................... 22 2.5 Maintenance, testing and inspection................................................... 23 2.5.1 Wheelset overhaul............................................................. 23 2.5.2 Axle crack testing ............................................................. 25 2.5.3 Crack growth rate and previous MPIs .............................. 28 2.5.4 Axle painting .................................................................... 30 2.5.5 Summary of maintenance, testing and inspection............. 30 2.6 High Speed Train (United Kingdom) comparison.............................. 31 – iii – 2.6.1 In service testing of HST wheelsets.................................. 31 2.6.2 Overhaul of HST wheelsets .............................................. 31 2.6.3 Defect limits for HST axles .............................................. 31 2.7 History of cracked XPT/HST power car axles ................................... 32 2.7.1 Australia............................................................................ 32 2.7.2 United Kingdom ............................................................... 32 3 FINDINGS..................................................................................................... 35 3.1 Contributing Factors ........................................................................... 35 3.2 Other Safety Factors ........................................................................... 35 3.3 Other Key Findings............................................................................. 36 4 SAFETY ACTIONS ..................................................................................... 37 4.1 Safety actions already taken ............................................................... 37 4.1.1 RailCorp............................................................................ 37 4.1.2 Independent Transport Safety and Reliability Regulator (NSW) .............................................................. 37 4.2 Recommended safety actions ............................................................. 38 4.2.1 Recommendations to RailCorp......................................... 38 4.3 Safety advisory notices....................................................................... 38 4.3.1 Safety advisory notice to all rail vehicle operators in Australia............................................................................ 38 5 APPENDIXES............................................................................................... 39 5.1 Table of axle examination findings .................................................... 39 5.2 ATSB test results ................................................................................ 40 5.2.1 Mechanical property data.................................................. 40 5.2.2 Chemical analysis ............................................................. 40 5.2.3 Crack dimensions.............................................................. 41 5.3 UK and Australian differences ........................................................... 42 5.4 Summary of rejection criteria for HST and XPT axles....................... 44 5.5 Submissions ........................................................................................ 46 5.6 References .......................................................................................... 47 5.7 Media release...................................................................................... 48 – iv – DOCUMENT RETRIEVAL INFORMATION Report No. Publication date No. of pages ISBN 2006/002 June 2007 60 978-1-921165-03-0 Publication title Derailment of XPT Passenger Train ST22, Harden New South Wales, 9 February 2006 Prepared by Reference No. Australian Transport Safety Bureau June2007/DOTARS50299 PO Box 967, Civic Square ACT 2608 Australia www.atsb.gov.au Acknowledgements The identified images used in this report are reproduced with the permission of those organisations and/or individuals. Other than for the purposes of copying this publication for public use, the map information from the map section may not be extracted, translated, or reduced to any electronic medium or machine readable form for incorporation into a derived product, in whole or part, without prior written consent of those organisations and/or individuals. Abstract On Thursday 9 February 2006 at about 0351 an XPT passenger train travelling from Melbourne to Sydney derailed near Harden in New South Wales. An inspection by the driver found one wheel on the trailing bogie of the leading power car had derailed. During recovery operations the axle of the derailed wheel was found to have completely sheared with a crack in the radius relief area between the gear and wheel seats. The ATSB’s investigation concluded that impacts from track ballast from unknown location(s) had led to the formation of the cracks in the axles. The investigation also concluded that routine testing of the axles carried out by the operator’s maintenance contractor, using magnetic particle inspection (MPI), was ineffective and resulted in the fatigue cracks going undetected for a considerable period of time. A number of safety actions have been undertaken by RailCorp and the Independent Transport Safety and Reliability Regulator of New South Wales which include measures aimed at the early
Load more

Recommended publications
  • VR Annual Report 1963
    1963 VICTORIA VICTORIAN RAILWAYS REPORT OF THE VICTORIAN RAILWAYS COMMISSIONERS FOR THE YEAR ENDED 30th JUNE, 1963 PRESENTED TO BOTH HOUSES OF PARLIAMENT PURSUANT TO ACT 7 ELIZABETH 11. No. 6355 By Authority: A. C. BROOKS. GOVERNMENT PRINTER, MELBOURNE. No. 19.-[68. 3n.].-12005/63. CONTENTS PAGE CoMMISSIONERs' REPORT l HEADS OF BRANCHES 2:3 APPENDICEs-­ APPENDIX Balance-sheet l 24 Financial Results (Totals), Summary of 2 26 Financial Results (Details), Summary of 2A 27 Reconciliation of Railway and Treasury Figures (Revenue and Working Expenses), 3 2H Working Expenses, Abstract of 4 2n Working Expenses and Earnings, Comparative Analysis of 5 :30 Total Cost of Each Line and of Rolling Stock, &c. 6 :p- General Comparative Statement for Last Fifteen Years 7 :3H Statistics : Passengers, Goods Traffic, &c. 8 41 Mileage : Train, Locomotive, and Vehicle 9 42 Salaries and Wages, Total Amount Paid 10 44 Staff Employed in Years Ended 30th June, 1963 and 1962 ll 45 Locomotives, Coaching Stock, Goods and Service Stock on Books 12 46 Railway Accident and Fire Insurance Fund ... 13 49 New Lines Opened for Traffic or Under Construction, &c. 14 iiO Mileage of Railways and Tracks 15 ;)] Railways Stores Suspense Account 16 iiz Railway Renewals and Replacements Fund 17 52 Depreciation-Provision and Accrual 18 52 Capital Expenditure in Years Ended 30th June, 1963 and 1962 19 ii3 Passenger Traffic and Revenue, Analysis of ... 20 ii4 Goods and Live Stock Traffic and Revenue, Analysis ot 21 55 Traffic at Each Station 22 ii6 His Excellency Sir Rohan Delacombe, Governor of Vi ctoria, and Lady Delacombe about to entrain at Spencer Street for a visit to western Victoria.
    [Show full text]
  • Study on Border Crossing Practices in International Railway Transport
    STUDY ON BORDER CROSSING PRACTICES IN INTERNATIONAL RAILWAY TRANSPORT Bangkok, 2018 This study was prepared by Transport Division ESCAP. The draft of the study was prepared by Mr. Goran Andreev, Consultant, under the supervision of Mr. Sandeep Raj Jain, Economic Affairs Officer, Transport Facilitation and Logistics Section (TFLS), Transport Division. Overall guidance was provided by Mr. Li Yuwei, Director, Transport Division. The study extensively benefited from the visits made by the ESCAP study team to several border crossings (in chronological order): Sukhbaatar (Mongolia), Dong Dang (Viet Nam), Padang Besar (Malaysia), Sarkhas (Islamic Republic of Iran), Rezekne (Latvia). The assistance provided by the railways, customs and other authorities at these border crossings, their officers and staff for the study is duly appreciated. Acknowledgments are also extended to the representatives of Intergovernmental Organisation for International Carriage by Rail (OTIF) and Organisation for Co- operation between Railways (OSJD), for their constructive comments on the draft Study and the contribution in providing valuable inputs on the publication. The views expressed in this guide are those of the authors and do not necessarily reflect the views of the United Nations Secretariat. The opinions, figures and estimates set forth in this guide are the responsibility of the authors, and should not necessarily be considered as reflecting the views or carrying the endorsement of the United Nations. The designations employed and the presentation of the material in this study do not imply the expression of any opinion whatsoever on the part of the Secretariat of the United Nations concerning the legal status of any country, territory, city or area, or of its authorities, or concerning the delimitation of its frontiers or boundaries.
    [Show full text]
  • Belt and Road Transport Corridors: Barriers and Investments
    Munich Personal RePEc Archive Belt and Road Transport Corridors: Barriers and Investments Lobyrev, Vitaly and Tikhomirov, Andrey and Tsukarev, Taras and Vinokurov, Evgeny Eurasian Development Bank, Institute of Economy and Transport Development 10 May 2018 Online at https://mpra.ub.uni-muenchen.de/86705/ MPRA Paper No. 86705, posted 18 May 2018 16:33 UTC BELT AND ROAD TRANSPORT CORRIDORS: BARRIERS AND INVESTMENTS Authors: Vitaly Lobyrev; Andrey Tikhomirov (Institute of Economy and Transport Development); Taras Tsukarev, PhD (Econ); Evgeny Vinokurov, PhD (Econ) (EDB Centre for Integration Studies). This report presents the results of an analysis of the impact that international freight traffic barriers have on logistics, transit potential, and development of transport corridors traversing EAEU member states. The authors of EDB Centre for Integration Studies Report No. 49 maintain that, if current railway freight rates and Chinese railway subsidies remain in place, by 2020 container traffic along the China-EAEU-EU axis may reach 250,000 FEU. At the same time, long-term freight traffic growth is restricted by a number of internal and external factors. The question is: What can be done to fully realise the existing trans-Eurasian transit potential? Removal of non-tariff and technical barriers is one of the key target areas. Restrictions discussed in this report include infrastructural (transport and logistical infrastructure), border/customs-related, and administrative/legal restrictions. The findings of a survey conducted among European consignors is a valuable source of information on these subjects. The authors present their recommendations regarding what can be done to remove the barriers that hamper international freight traffic along the China-EAEU-EU axis.
    [Show full text]
  • Steamtown Heritage Rail Centre Peterborough
    ENGINEERING HERITAGE RECOGNITION STEAMTOWN HERITAGE RAIL CENTRE PETERBOROUGH Engineering Heritage SA August 2017 Cover photograph: T Class Locomotive 199 was built by James Martin & Co of Gawler and entered service on 4 March 1912 It was taken out of service in 1970; displayed in a public park from 1973 to 1980; then stored in the roundhouse until 2008 when it was given a “cosmetic restoration” and placed on display in the former diesel depot [Photo: Richard Venus 4244] Table of Contents 1. Nomination for Engineering Heritage Recognition 1 2. Agreement of Owner 2 3. Description of Work 3 4. Assessment of Significance 5 5. Petersburg: Narrow Gauge Junction (1880-1919) 6 5.1 The “Yongala” Junction 6 5.2 Petersburg-Silverton 10 5.3 Silverton Tramway Company 14 5.4 Northern Division, South Australian Railways 16 5.5 Workshop Facilities 17 5.6 Crossing the Tracks 18 5.7 New Lines and the Break of Gauge 20 6. Peterborough: Divisional Headquarters (1918-1976) 23 6.1 Railway Roundhouse 23 6.2 The Coal Gantry 24 6.3 Rail Standardisation 29 7. Steamtown Heritage Rail Centre (1977- ) 31 7.1 Railway Preservation Society, 1977-2005 31 7.2 Steamtown Heritage Rail Centre (2005- ) 33 7.3 The Sound and Light Show 34 8. Associations 37 8.1 Railway Commissioners 37 8.2 Railway Contractors 38 9. Interpretation Plan 41 9.1 Interpretation 41 9.2 Marker Placement and Presentation Ceremony 41 Appendices A1. Presentation Ceremony 42 A1.1 Presentation of Marker 42 A1.2 Significance to Peterborough 46 A2. Steamtown Structures 47 A3.
    [Show full text]
  • Development of Seamless Rail-Based Intermodal Transport Services in Northeast and Central Asia
    Development of seamless rail-based intermodal transport services in Northeast and Central Asia Report on Transport Facilitation procedures and documentation in Kazakhstan 1. Introduction A mission to Kazakhstan was conducted by a staff member and a consultant of the UNESCAP Transport Division for the express purpose of collecting information on border crossing procedures and documentation in Kazakhstan. The mission was conducted from 25-27 April 2016, during which period visits were made to: Three freight forwarding companies in Almaty; The Altynkol/Khorgos border region, including the Altynkol Station, the Khorgos Economic Zone, and the Khorgos Gateway Dry Port; The Kazakhstan Freight Forwarders Association This report reviews the status of trade and transport across Kazakhstan’s borders and outlines the main points of discussion at all meetings. 1. Status of cross-border trade and transport (i) Rail corridor developments Kazakhstan forms a key part of the shortest of the rail corridors linking Northeast Asia with Europe. As such, the majority of the container block trains now moving between China and Western Europe transit via this corridor (rather than via the Trans-Siberia or Trans-Mongolia Railways).1 The rail corridor through Kazakhstan also links major trade generating sources in Kazakhstan, such as Almaty and Astana, with seaports in China, most notably at Qingdao and Lianyungang. Rail traffic to/from China now exits/enters Kazakhstan through 2 major border control points. The oldest of these (operating since 1992) is at Dostyk, opposite Alashankou in China (see Figure 1). In 2014, more than 15 million tonnes of international cargo was estimated to have passed through this border station.
    [Show full text]
  • MANAGEMENT of INTERSTATE RAIL ROLLINGSTOCK Summary
    MANAGEMENT OF INTERSTATE RAIL ROLLINGSTOCK Summary The Centralised Wagon Control (CENWAG) Group of Railways of Australia is responsible for managing the interstate pool of rail rollingstock. They asked the Study Group to develop a methodology to allow more efficient and effective direction of empty wagon movements. The Study Group chose to develop two linear programming approaches. One was for allocating empty wagons, and the other modelled both empty and full wagons. Although large in size, the models were otherwise feasible, showing that, conceptually, the method would work. However, there is still a major amount of development work required to implement the system. 1. Introduction The problem was presented to the Study Group by Max Michell, Assistant Director, Intersystem Traffic Control, Railways of Australia. The continental Australian railway network comprises five individual rail- ways mainly organised on State lines. These are Australian National, Queens- land Railways, State Rail Authority of NSW, V/Line, and Westrail. Broad (1600 mm) or standard (1435 mm) gauge connects all mainland capitals (Figure 1). Bogie exchange depots at Melbourne, Adelaide and Albury take care of freight wagons requiring transit from one gauge to the other. Queensland and West Australia have narrow gauge railways, with only their intercapitallinks on stan- dard gauge. These narrow gauge lines are not part of the Railways of Australia system. Railways of Australia co-ordinates the intersystem traffic, most of which is intercapital. This traffic, which is mainly general (non bulk) freight, is highly competitive and very responsive to price and quality of service. Mr Michell's group, Cenwag, co-ordinates the 12,000 pool wagons involved in intersystem freight.
    [Show full text]
  • 12185666 03.Pdf
    Agenda Indian Railways & RITES Overview Indian Railways Safety Perspective Indian Railways: Preventive Maintenance – Diesel Locomotives Perspectives on Safety Preventive Maintenance – Wagons Preventive Maintenance – Coaches Presented by: Puneet Kumar, Group General Manager, RITES RITES – Credentials 27 September 2012 00 01 Indian Railways – Nation’s Lifeline Indian Railways – System Performance Key Statistics for the Indian Railways System Performance – Overview Parameter # Comments # Parameter 1950-51 2010-11 % increase 1 Route length (km) 53,596 64,460 20 64,460 route-km Track length One of the world’s longest railways 2 Passengers originating (million) 1,284 7,651 496 114,000 track-km 3 PKM (billion) 67 979 1,371 Employees 1.33 million Largest employer in India 4 Lead (km) 52 128 147 Revenues USD 19 billion One of the largest railways 5 Freight originating (million tonnes) 93 922 891 6 TKM (billion) 44 625 1,318 Daily freight loading 2.5 Mn tonnes 35% of national freight 7 Lead (km) 470 679 44 Passengers 21 Mn daily 20% of market 8 Locomotives 8,209 9,213 12 9 Coaching stock 19,628 53,220 171 10 Wagons 205,596 229,381 12 Indian Railways (IR) is not just large – it is also successful 11 NTKM/wagon day 710 9,247 1,202 IR has 230,000 wagons, 53,000 coaches, 9,200 locos & 7,000 stations More than 13 fold increase in passengers and freight with only marginal IR is a profitable organization despite India’s low fare policy increase in network & rolling stock IR has a 159 year old legacy in India and caters to the bulk of the country’s Modernization, change of traction, concentration on trainload traffic, infrastructure requirements (unlike developed countries) constant optimization required to ensure successful performance 02 03 Indian Railways – Over the Years Indian Railways – Structure Indian Railways – History Indian Railways – Key Characteristics Has 1½ centuries of development of systems , rules and IR is entirely state owned and managed technology from: under Ministry of Railways, Govt.
    [Show full text]
  • Review of 2018 Victorian Freight Plan
    Rail Futures Institute Inc A0059839B REVIEW OF 2018 VICTORIAN FREIGHT PLAN CONTENTS Page OVERVIEW 1 MANAGEMENT 2 FUNDING & INVESTMENT 4 NETWORK PLANNING 6 A LEVEL PLAYING FIELD 8 THE ENVIRONMENT 10 RFI commentary on rail 12 related short term priorities and actions in the Victorian Freight Plan JUNE 2021 Rail Futures Institute is an independent non-partisan group. It was formed in 2013 to advocate cost-effective rail and intermodal solutions for public transport and freight problems based on sound commercial, economic and social reasoning. Rail Futures members include experienced rail professionals, urban planners, engineers and economists. Rail Futures Institute Inc. REVIEW OF 2018 VICTORIAN FREIGHT PLAN OVERVIEW In July 2018 Transport for Victoria released a Freight Plan – “Delivering the Goods; Creating Victorian Jobs; Victorian Freight Plan”. The Plan projects a threefold increase in freight by 2050 and announced the creation of Freight Victoria (FV) as a separate entity within the Department of Transport to “lead and drive the coordinated delivery of this plan”1. The Plan has a “five-year program of priorities and actions …… including growing the share of freight moved by rail”2. FV has been operative since September 2018. Rail Futures Institute (RFI) is an independent non-partisan group formed to advocate cost effective rail and intermodal solutions to public transport and freight problems based on sound commercial, economic and social reasoning. As such, we have a particular interest in the rail and intermodal parts of the plan. Three years on, RFI believes it is now an appropriate time to review the Plan and its proposals, to examine what has been achieved and the forward trajectory it has set, especially in the context of rail freight and intermodalism.
    [Show full text]
  • Assessment of Reliability, Availability and Maintainability of Rail Gauge Change Systems
    Article citation info: SZKODA M. Assessment of reliability, availability and maintainability of rail gauge change systems. Eksploatacja i Niezawodnosc – Maintenance and Reliability 2014; 16 (3): 422–432. Maciej SZKODA ASSESSMENT OF RELIABILITY, AVAILABILITY AND MaINTAINABILITY OF RAIL GAUGE CHANGE SYSTEMS OCENA NIEUSZKADZAlnośCI, GOTOWośCI I PODAtnośCI UTRZYMANIOWEJ KOLEJOWYCH SYSTEMÓW PRZESTAWCZYCH* The paper provides a comparative assessment of the reliability of two rail gauge change systems: wagon bogie exchange and SUW 2000 self-adjusted wheel sets. In the applied method of assessment, reliability is treated as a comprehensive feature com- prising such system characteristics as reliability itself together with availability and maintainability. The calculations of selected reliability ratios, based on operation data, demonstrated that the SUW 2000 system may be an alternative method for overcoming the barrier of different track gauges compared to the current wagon bogie exchange. Keywords: reliability analysis, gauge change system, track gauge change. Praca dotyczy porównawczej oceny niezawodności dwóch kolejowych systemów przestawczych: systemu wymiany wózków wa- gonowych i systemu samoczynnie rozsuwanych zestawów kołowych SUW 2000. W zastosowanej metodzie oceny, niezawodność jest traktowana jaka właściwość kompleksowa obejmującą takie cechy systemów jak: nieuszkadzalność, gotowość i podatność utrzymaniową. Przeprowadzone obliczenia wyselekcjonowanych wskaźników niezawodnościowych, oparte na danych eksploata- cyjnych wykazały, że
    [Show full text]
  • Hi-Index A.Drw
    SOUTH AUSTRALIA'S MIXED GAUGE MUDDLE SECTION - A MULTI GAUGE STATIONS in SA COUNTRY AREAS Country locationsEra Drawing Bowmans 1923 ‐ 1927 1001 Brachina 1956 ‐ 1957 1002 Gladstone (1) 1970 ‐ 1985 1003 Gladstone (2) 1927 ‐ 1970 1004 Hamley Bridge 1880 ‐ 1927 1005 Marree 1957 ‐ 1980 1006 Mount Gambier 1917 ‐ 1954 1007 Naracoorte 1951 ‐ 1957 1008 Peterborough 1970 ‐ 1989 1009/10 Pinnaroo AWB 2009 ‐ 2011 1011 Port Pirie environment (1) 1937 ‐ 1970 1012/13 Port Pirie environment (2) 1970 ‐ 1982 1014‐16 Snowtown (1) 1923 ‐ 1927 1017 Tailem Bend 1996 ‐ 1998 1018 Terowie 1881 ‐ 1970 1019/20 Whyalla Steelworks 2013 > 1021 Triple Gauge (2 configurations) - Gladstone For other Country locations refer to Section B - Multi Gauge Lines in Country SA Drawn: G F Vincent for National Railway Museum Port Adelaide to Alice Springs (NT) MARREE Historic Notes Bowmans started its relatively short period as a dual gauge station when two lines of different gauges crossed geographically. The Balaklava to Kadina line of the Western System was pre-existing as a narrow gauge line, when the broad gauge line to Tarcoola from Long Plains started to snake forward towards Port Pirie. The interaction of the two lines did not create a 'transfer' point for passengers or commodities, and the status ended four years later when the whole of the Western System was converted to broad gauge. Given that this system change was predicted, all of the dual gauge BROKEN HILL lines at Bowmans were laid as 4 rail configuration with both narrow gauge rails between the broad gauge to facilitate the eventual change to broad gauge only.
    [Show full text]
  • Structural Evaluation of Variable Gauge Railway
    infrastructures Article Structural Evaluation of Variable Gauge Railway Rayhan Usamah 1, Donghoon Kang 2, Youn Doh Ha 3 and Bonyong Koo 1,* 1 Department of Mechanical Engineering, Kunsan National University, 558 Daehak-ro, Gunsan 54140, Korea; [email protected] 2 Railroad Safety Research Team, Korea Railroad Research Institute, 176 Railroad Museum St., Uiwang-si 16105, Korea; [email protected] 3 Department of Naval Architecture and Ocean Engineering, Kunsan National University, 558 Daehak-ro, Gunsan 54150, Korea; [email protected] * Correspondence: [email protected] Received: 13 September 2020; Accepted: 28 September 2020; Published: 1 October 2020 Abstract: In the Eurasian railway network, a different gauge length is used across several countries. A railroad variable gauge allows railway vehicles in rail transport to travel across a gauge break caused by two railway networks with differing track gauges. The variable gauge railway consists of the bogie system to change the length of the wheel shaft and the gauge changing railroad track. Thus, it is important to assess the structural performance of the variable gauge system. In this study, as a performance improvement subject of the variable gauge bogie and railroad, a structural analysis using dynamic finite element calculation was performed to evaluate the reliability and life cycle of the release system and the variable gauge railway. First, the contact pressure and structural stress of the release disk and the release rail were calculated, which provided the wear condition and fatigue life prediction of variable gauge components. Second, a structural analysis of the gauge stabilization rail after the gauge release was executed.
    [Show full text]
  • Connecting Greater Mekong Subregion Railways: a Strategic Framework Mandaluyong City, Philippines: Asian Development Bank, 2010
    CONNECTING GREATER MEKONG SUBREGION RAILWAYS A STRATEGIC FRAMEWORK CONNECTING GREATER MEKONG SUBREGION RAILWAYS A STRATEGIC FRAMEWORK August 2010 © 2010 Asian Development Bank All rights reserved. Published 2010. Printed in the Philippines. ISBN 978-92-9092-053-3 Publication Stock No. RPT102079 Cataloging-In-Publication Data Connecting Greater Mekong Subregion railways: A strategic framework Mandaluyong City, Philippines: Asian Development Bank, 2010. 1. Greater Mekong Subregion. 2. Railway network. I. Asian Development Bank. The views expressed in this report are those of the authors and do not necessarily reflect the views and policies of the Asian Development Bank (ADB), its Board of Governors, or the governments they represent. ADB does not guarantee the accuracy of the data included in this publication and accepts no responsibility for any consequence of their use. By making any designation of or reference to a particular territory or geographic area, or by using the term “country” in this document, ADB does not intend to make any judgments as to the legal or other status of any territory or area. ADB encourages printing or copying information exclusively for personal and noncommercial use with proper acknowledgment of ADB. Users are restricted from reselling, redistributing, or creating derivative works for commercial purposes without the express, written consent of ADB. Note In this report, “$” refers to US dollars. Asian Development Bank 6 ADB Avenue, Mandaluyong City 1550 Metro Manila, Philippines Tel +63 2 632 4444 Fax +63 2 636 2444 www.adb.org For orders, please contact: Department of External Relations Fax +63 2 636 2648 [email protected] Contents Foreword v Abbreviations vi Introduction 2 Status of Greater Mekong Subregion Railways 6 Economic Outlook and Trade in Greater Mekong Subregion Countries 14 Connecting Greater Mekong Subregion Railways: Evaluation of Possible Routes 16 Strategic Framework 20 Appendixes 1.
    [Show full text]