DOCSLIB.ORG

Engineering Main Proof of Evidence Jeremy Gardner APP/P3.1/ENG

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Engineering Main Proof of Evidence Jeremy Gardner APP/P3.1/ENG APP/P3.1/ENG Engineering Main Proof of Evidence Jeremy Gardner APP/P3.1/ENG 1 Introduction Qualifications and Experience 1.1 My name is Jeremy Donald Gardner. I am a Director with AECOM, a consultancy firm specialising in architecture, design, engineering, and construction services for public and private sector clients across a broad range of sectors. Our transportation practice provides the full range of specialist transportation services including civil, mechanical, electrical and traffic engineering required for the design of tramway and LRT systems. 1.2 I am a Chartered Engineer, being a member of the Institution of Civil Engineers since 1978. I have a BSc in Civil Engineering from the University of Birmingham. Since graduation in 1974, I have worked for AECOM and its legacy companies, Faber Maunsell Ltd and Maunsell Ltd. I am the director responsible for AECOM’s work on the Midlands Metro, Wolverhampton City Centre Extension ("WCCE"). 1.3 During my career I have worked on the planning, implementation and maintenance of a number tramway and LRT schemes. These include London (Croydon) Tramlink, Manchester Metrolink, Sheffield Supertram, West Midlands Metro and the Docklands Light Railway. Scope of Evidence 1.4 My evidence covers the engineering of the scheme and layout of the elements of the project. 1.5 In response to the Statement of Matters my evidence addresses: (#2) ‘The main alternative options considered by Centro and the reasons for choosing the proposals comprised in the scheme’. (#6) ‘The effects of the scheme on statutory undertakers and other utility providers, and their ability to carry out undertakings effectively, safely and in compliance with any statutory or contractual obligations'. (#7) ‘The effects of the scheme on the statutory obligations, waterway operations and navigational management of the Canal and River Trust, and proposals to mitigate these effects'. (#8) ‘The implications for rail users, train operators, Network Rail and businesses located at Wolverhampton Railway Station of works to the station in connection with the scheme (including safety, parking, staff facility, and access issues)’. (#9) ‘The effects of the scheme on the Old Steam Mill (though noting that listed building consent has been sought separately and granted for this element of the works)’. (#10) ‘The measures proposed by Centro for mitigating any adverse impacts of the scheme, including: (a) the proposed Code of Construction Practice; (b) any measures to avoid, reduce or remedy any major or significant adverse environmental impacts of the scheme; and Page 2 of 34 APP/P3.1/ENG (c) whether, and if so, to what extent, any adverse environmental impact would still remain after the proposed mitigation’. (#11) Compulsory Purchase Orders and whether the land and rights in land for which compulsory acquisition powers are sought are required by Centro in order to secure satisfactory implementation of the scheme. 1.6 In response to specific objections my evidence addresses: Objection of Mr Singh (Number OBJ/01) Objection of CP Co 3 Limited (Number OBJ/09) Objection of NCP (Number OBJ/10) Witness Declaration 1.7 The evidence I shall give is true, given in good faith and represents my professional opinion regarding the merits of the Order proposal and I have carried out my assessment in accordance with the Code of Professional Conduct of the Institution of Civil Engineers. Page 3 of 34 APP/P3.1/ENG 2 The Scheme Proposals Introduction 2.1 The proposed WCCE route extends the Midland Metro tramway route from Bilston Street where it currently terminates, along Piper’s Row and Railway Drive to Wolverhampton Railway Station, where the extension terminates. New stops are located on Piper’s Row adjacent to the bus station, and at Wolverhampton Railway Station. The route has been selected to provide a direct link to and provide interchange with the bus station on Piper’s Row and mainline railway services at Wolverhampton Station. 2.2 It is proposed that the tram tracks run “on-carriageway” for the full length of the sections along Piper’s Row and Railway Drive. The route terminates in a single track headshunt just past the railway station stop, which runs between the West Coast Mainline and the Steam Mill. 2.3 The scheme has been developed in close consultation with the planning and highway departments of Wolverhampton City Council. Their advice, guidance and support has informed the scheme proposals throughout. Interface with Wolverhampton Interchange Project 2.4 The WCCE forms part of the Wolverhampton Interchange Project (WIP) which includes plans to redevelop land either side of Railway Drive and Wolverhampton Railway Station including commercial developments, new rail station buildings and an extension to the Multi Storey Car Park (MSCP). The WCCE is a key component of the WIP. 2.5 The WIP Masterplan is split into different developments; ‘Block 11’ was the redevelopment of Wolverhampton Bus Station, office and retail units, including the renovation of the Grade II listed Queens Building, and was completed in 2011. The construction of Block 10 is currently in progress. Planning applications for the redevelopment of the rail station buildings, an extension to the MSCP, the relocation of the MSCP and rail station accesses, re-provided taxi provision, and a new Kiss and Ride facility were submitted in the summer of 2014. Later developments of the WIP include a hotel, further retail, office and residential accommodation. Key Assumptions 2.6 In preparing the engineering scheme it has been assumed that the railway station redevelopment will be largely complete prior to construction of the WCCE scheme. This is known as Scenario A and assumes that: the existing railway station buildings have been demolished, the new railway station facilities are largely complete and are operational, the multi storey car park entrance has been moved so that it is accessed from Corn Hill rather than Railway Drive, the new taxi and drop off facilities accessed via Corn Hill rather than Railway Drive are complete and operational, and Page 4 of 34 APP/P3.1/ENG the steel clad section of the steam mill has been demolished and the remaining Grade 2 listed section of the building has been stabilised. 2.7 Should the works described above not be complete prior to the construction of the WCCE, Scenario B will be implemented which assumes that: demolition of part of the station building and provision of temporary accommodation and a ticket office on an area of land known as the Banana Yard, to the north of the route next to the Birmingham Canal, will be undertaken as part of the WCCE scheme, and that the changes to the Steam Mill, the MSCP entrance and the relocation of the access to the taxi and drop off facilities will also be undertaken as part of the WCCE scheme. Route Description 2.8 Layout of the scheme proposals are shown on General Alignment Sheets 1 to 4, drawings No. WCCE-HDP-128, 129, 130 and 131 (Appendix 1 to this proof). The route running from south to north-west, starts from the existing Metro alignment on Bilston Street to the eest of the existing St George’s stop, follows Piper’s Row and Railway Drive and ends in the Wolverhampton railway station forecourt. New stops are proposed on Piper’s Row adjacent to the bus station, and at Wolverhampton railway station. The existing stop on Bilston Street will continue to be used by some services. 2.9 The junction of Bilston Street with Piper’s Row is redesigned to accommodate the radius of the proposed Metro tracks, including the widening of the junction on the north-eastern side. All current permitted vehicle, pedestrian and cycle movements are catered for in the proposals. The position of the new rails within the highway is primarily governed by the geometric requirements of the new track switches and crossings necessary to allow the new route to diverge and merge with the existing network, and the aspiration to provide as large as practicable a track radius (30m) through the curve to minimise noise and maintenance issues. The location for the moving track switches is within a 'tram-only' section of the highway to which pedestrians and vehicles would be discouraged from entering through kerbing, pedestrian fencing and appropriate pedestrian crossing facilities. 2.10 The proposed arrangement of the traffic lanes, Metro tracks and traffic islands has been designed to provide safe facilities for pedestrians and cyclists to cross Piper’s Row with safe refuge between trams and between trams and traffic. The need to provide a separate tram lane and traffic lane on the southbound side of Piper’s Row at the junction has resulted in the need to aquire land from the Crown and County Courts to provide space for a footway and overhead line poles. 2.11 Northwards along Piper’s Row the proposal is for a Metro stop with platforms on both sides of the road to allow convenient interchange between the Metro and the new bus station. The proposed platform for northbound trams is located opposite the bus station exit while the platform for southbound trams is staggered to the north, to be clear of the bus station exit. The whole stop is within the section of Piper’s Row between Tower Street and Castle Street where there is sufficient width and length of straight track to provide for it without property demolition. To the south the tracks are curved to follow Piper’s Row and to the north the tracks are straight but there is insufficient width between building frontages to fit the width of the stop. Both stop platforms are 3.5m wide and shared with the footways. Provision of an offside traffic lane is needed on the western side of Piper’s Row alongside the proposed northbound Page 5 of 34 APP/P3.1/ENG Metro stop to allow buses to turn right out of the bus station exit safely and to allow traffic to pass while a tram is in the stop.
Load more

Recommended publications
  • Rail Accident Report
    Rail Accident Report Derailment of a tram at Pomona, Manchester 17 January 2007 Report 09/2008 April 2008 This investigation was carried out in accordance with: l the Railway Safety Directive 2004/49/EC; l the Railways and Transport Safety Act 2003; and l the Railways (Accident Investigation and Reporting) Regulations 2005. © Crown copyright 2008 You may re-use this document/publication (not including departmental or agency logos) free of charge in any format or medium. You must re-use it accurately and not in a misleading context. The material must be acknowledged as Crown copyright and you must give the title of the source publication. Where we have identified any third party copyright material you will need to obtain permission from the copyright holders concerned. This document/publication is also available at www.raib.gov.uk. Any enquiries about this publication should be sent to: RAIB Email: [email protected] The Wharf Telephone: 01332 253300 Stores Road Fax: 01332 253301 Derby UK Website: www.raib.gov.uk DE21 4BA This report is published by the Rail Accident Investigation Branch, Department for Transport. Derailment of a tram at Pomona, Manchester 17 January 2007 Contents Introduction 4 Summary of the report 5 Key facts about the accident 5 Identification of immediate cause, causal and contributory factors and underlying causes 6 Recommendations 6 The Accident 7 Summary of the accident 7 The parties involved 8 Location 9 The tram 9 Events during the accident 9 Events following the accident 10 The Investigation 11 Sources of
    [Show full text]
  • PRACTICE-ORIENTED TRAMWAY TRACK CONDITION MONITORING and GIS SYSTEM Ákos VINKÓ, Phd Student, Budapest University of Technology and Economics, Hungary
    PRACTICE-ORIENTED TRAMWAY TRACK CONDITION MONITORING AND GIS SYSTEM Ákos VINKÓ, PhD Student, Budapest University of Technology and Economics, Hungary Email: [email protected] In addition to visual inspection, mostly the under-load track geometry and vehicle dynamics measuring systems are used to determine track condition state on the European rail networks. The under load condition monitoring of tramway tracks is not widespread. On the one hand the reason for this may be the applied lower operation speed and axle load in tramway operation, on the other hand the higher safety factor of tramway tracks. According to experts condition monitoring based on visual inspection is sufficient enough to plan maintenance work of tramways. A uniform Track Condition Assessment Model, which is based on visual inspection and automatic under-load track geometry measuring system too, is needed to reduce maintenance cost and increase safety and ride comfort for passengers. In accordance with demands of the modern age, the data of asset management and the details of observed track defects must be stored in data base and display them on maps. Budapest has a large tram network, where significant reconstruction and development works are made currently. For the specialists of Budapest Public Transport Ltd. there is no decision support system, which facilitates the planning of maintenance work. This developing method wants to make maintenance work more efficient by using approximate estimate of track condition. Determining of track condition is based on visual inspection and data of in-service vehicle’s wheels- mounted accelerometers as well as GIS tools. This GIS system enables you to store data of the automatic under-load track geometry measuring devices and the visually observed track defects during perambulation of the tram lines too.
    [Show full text]
  • Railway Accident Investigation Report Tramway Operator: Nagasaki
    Railway accident investigation report Tramway operator: Nagasaki Electric Tramway Co., Ltd. Accident type: Vehicle derailment, accompanied by the accident against road traffic Date and time: About 14:56, July 31, 2013 Location: Around 44 m from the origin in Irie-machi stop, between Tsuki-Machi stop and Shiminbyoin-Mae stop, Oura branch line, Nagasaki City, Nagasaki Prefecture. SUMMARY The 5001 electric car, one-man operated and composed of one vehicle, starting from Hotarujaya stop bound for Ishibashi stop of Nakasaki Electric Tramway Co., departed from Hotarujaya stop at about 14:41, on July 31, 2013. The train driver found the bus entered into the track to turn right while powering the vehicle at about 21 km/h from Tsuki-Machi stop towards Shiminbyoin-Mae stop, immediately he sounded a whistle and applied an emergency brake, but the vehicle collided with the bus and stopped after derailed to right. There were about 60 passengers and a vehicle driver on board the vehicle, 11 passengers were injured. In addition, there were 6 passengers and a bus driver on the bus, among them, 5 passengers were injured, The front right part of the vehicle was damaged, and for the bus, the right side of the body was damaged but a fire did not outbreak. PROBABLE CAUSES It is considered probable that the tram driver applied an emergency brake immediately after he noticed the bus ahead, the tram derailed with the bus and the first axle of the front bogie derailed to the right because the bus driver moved the bus into the tramway track, without checking whether the tram approach the intersection, to turn right crossing tramway track and obstructed the route of the tramway, in the situation that it was difficult to see the traffic condition by standing buses around the intersection.
    [Show full text]
  • Tramway Track Drainage
    Tramway track drainage A comprehensive approach to tramway track drainage makes it possible to drain water from the entire width of the tramway track or its part in sections trafficked by road vehicles and in grassy sections. Drainage of tram track Box drainage into gauge Installation of drainage boxes into gauge before application of tarmac cover Solution for tracks where drainage is embedded into a grass layer Securing: complete drainage of the tramway track surface and drainage of the rail groove Pražská strojírna a.s. Mladoboleslavská 133 Tramway 190 17 Praha 9-Vinoř Czech Republic track drainage 1. Implementation for sections trafficked by road vehicles consists of three elements: Description: a) Drainage into gauge – 2 units. b) Draining to the intermediate track gauge - 1 unit Pražská strojírna manufactures this drainage as a weldment with a This drainage system is designed as a weldment, always for the parti- removable small cover. The drainage is designed so that the cover cular size of the intermediate rail gauge. The draining box is on the rail does not loosen and so that no noise is formed due to crossing of road legs and serves for draining the surface water from the tram track. vehicles. c) Side drainage – 2 units. The water drainage removes both the surface water from the tramway This is designed as a weldment for draining the entire width of the road track and the water from the rail groove. This drainage may be used in up to the walkway. It can be either a standard length of 500 mm or a open track, but we recommend that it be used for draining the rail length defined by the consumer.
    [Show full text]
  • The Tram-Train: Spanish Application
    © 2002 WIT Press, Ashurst Lodge, Southampton, SO40 7AA, UK. All rights reserved. Web: www.witpress.com Email [email protected] Paper from: Urban Transport VIII, LJ Sucharov and CA Brebbia (Editors). ISBN 1-85312-905-4 The tram-train: Spanish application M. Nova.les,A. Orro & M. R. Bugs.rin Transportation Group, Technical School of Civil Engineering, University ofLa Coruiia, Spain. Abstract The tram-train is a new urban transport system that was origimted in Germany in the 1990’s, and which is undergoing a great development at the moment, with studies for its establishment in several European cities. The tram-train concept consists of the operation of light rail vehicles that can run either by existing or new tramway tracks, or by existing railway tracks, so that the seMces of urban public transport can be extended towards the region over those tracks, with much lower costs than if a completely new line were built. The authors are developing a research project about the establishment of such a system in Madrid, which would involve the construction of a new light rail system in a suburban zone of the city, which could conned with Metro lines or with suburban lines of Renfe (National Railways Company). In this way, better communications would be achieved from this area towards the city centre. During the development of this project we have studied the European systems that are in service at the present time, as well as those that are in construction, in proje@ or in preliminary study phase. So, we have determined which are the critic issues of compatibilization, and horn these issues we have studied the particular characteristics of the Spanish case.
    [Show full text]
  • Calculation Method for Powering a Tramway Network
    Calculation method for powering Improving landfill monitoring programs a tramway network Masterwith of Sciencethe aid Thesis of in Electricgeoelectrical Power Engineering - imaging techniques and geographical information systems JAKOB EDSTRAND Master’s Thesis in the Master Degree Programme, Civil Engineering Department of Energy and Environment Division of Electric Power Engineering CHALMERSKEVIN UNIVERSITY HINE OF TECHNOLOGY G¨oteborg, Sweden 2012 Department of Civil and Environmental Engineering Division of GeoEngineering Engineering Geology Research Group CHALMERS UNIVERSITY OF TECHNOLOGY Göteborg, Sweden 2005 Master’s Thesis 2005:22 MASTER OF SCIENCE THESIS Calculation method for powering a tramway network JAKOB EDSTRAND Department of Energy and Environment Division of Electric Power Engineering CHALMERS UNIVERSITY OF TECHNOLOGY G¨oteborg, Sweden 2012 Calculation method for powering a tramway network JAKOB EDSTRAND ©JAKOB EDSTRAND, 2012 Master of Science Thesis in cooperation with Vectura Consulting AB Department of Energy and Environment Division of Electric Power Engineering Chalmers University of Technology SE-412 96 G¨oteborg Sweden Telephone: +46 (0)31-772 1000 Cover: Rectifying station 7801 in G¨oteborg. Photo: Jakob Edstrand. Chalmers Reproservice G¨oteborg, Sweden 2012 Calculation method for powering a tramway network Master of Science Thesis in Electric Power Engineering JAKOB EDSTRAND Department of Energy and Environment Division of Electric Power Engineering Chalmers University of Technology Abstract Estimating power demand of present and future tramway sections is of importance in order to not overload the electrical equipment supplying the tramway network. This thesis has investigated power demand, current shapes and overload situations in the tramway network of G¨oteborg. The result is a calculation software where input in form of amount of trams, speed of the trams, passenger loading and track slope outputs station load level and risk of overload.
    [Show full text]
  • Final Publishable Activity Report
    TIP5-CT-2006-031312 Page 1 of 108 URBAN TRACK Issued: October 15, 2010 FINAL PUBLISHABLE ACTIVITY REPORT CONTRACT N° 031312 PROJECT N° FP6-31312 ACRONYM URBAN TRACK TITLE Urban Rail Transport PROJECT START DATE September 1, 2006 DURATION 48 months Written by André Van Leuven D2S Frédéric Le Corre ALSTOM Ingo Schnieders BSAG Didrik Thijssen CDM Hendrikje Schreiter, Verena Wragge ASP Tom Vanhonacker APT Gerald Hamöller, Nils Jänig, Natalie Rodriguez TTK Marjolein de Jong UHASSELT Thomas Rupp VBK Date of issue of this report October 15, 2010 PROJECT CO-ORDINATOR Dynamics, Structures & Systems International D2S BE PARTNERS Société des Transports Intercommunaux de Bruxelles STIB BE Alstom Transport Systems ALSTOM FR Bremen Strassenbahn AG BSAG DE Composite Damping Materials CDM BE Die Ingenieurswerkstatt DI DE Institut für Agrar- und Stadtökologische Projekte an ASP DE der Humboldt Universität zu Berlin Tecnologia e Investigacion Ferriaria INECO-TIFSA ES Institut National de Recherche sur les Transports & INRETS FR leur Sécurité Institut National des Sciences Appliquées de Lyon INSA-CNRS FR Ferrocarriles Andaluces FA-DGT ES Alfa Products & Technologies APT BE Autre Porte Technique Global GLOBAL PH Politecnico di Milano POLIMI IT Project funded by the Régie Autonome des Transports Parisiens RATP FR European Community under Studiengesellschaft für Unterirdische Verkehrsanlagen STUVA DE the Stellenbosch University SU ZA SIXTH FRAMEWORK Ferrocarril Metropolita de Barcelona TMB ES PROGRAMME Transport Technology Consult Karlsruhe TTK DE PRIORITY
    [Show full text]
  • Chapter 3 Railway Accident and Serious Incident Investigation(P44-94)
    Chapter 3 Railway accident and serious incident investigations Chapter 3 Railwaypa 第３章 accident 鉄道事故等調査活動 and serious incident investigation s １ Railway accidents and serious incidents to be investigated <Railway accidents to be investigated> ◎ Paragraph 3, Article 2 of the Act for Establishment of the Japan Transport Safety Board (Definition of railway accident) The term "Railway Accident" as used in this Act shall mean a serious accident prescribed by the Ordinance of Ministry of Land, Infrastructure, Transport and Tourism among those of the following kinds of accidents; an accident that occurs during the operation of trains or vehicles as provided in Article 19 of the Railway Business Act, collision or fire involving trains or any other accidents that occur during the operation of trains or vehicles on a dedicated railway, collision or fire involving vehicles or any other accidents that occur during the operation of vehicles on a tramway. ◎ Article 1 of Ordinance for Enforcement of the Act for Establishment of the Japan Transport Safety Board (Serious accidents prescribed by the Ordinance of Ministry of Land, Infrastructure, Transport and Tourism, stipulated in paragraph 3, Article 2 of the Act for Establishment of the Japan Transport Safety Board) １ The accidents specified in items 1 to 3 inclusive of paragraph 1 of Article 3 of the Ordinance on Report on Railway Accidents, etc. (the Ordinance) (except for accidents that involve working snowplows that specified in item 2 of the above paragraph); ２ From among the accidents specified in items 4 to 6 inclusive of paragraph 1 of Article 3 of the Ordinance, that which falls under any of the following sub-items: (a) an accident involving any passenger, crew, etc.
    [Show full text]
  • Tramway Track Standard
    SYDNEY TRAMWAY MUSEUM TRAMWAY TRACK STANDARD MARCH 2016NOVEMBER 2019 SYDNEY TRAMWAY MUSEUM Document Control Record 1. Document Details: Name: Tramway track Standard Number STM6024 Version Number: 1.89 Document Status: Working Draft X Approved for Issue Archived Next Scheduled Review Date: 2. Version History: Version Number Date Reason/Comments 1.0 20/01/2007 Initial issue 1.1 09/01/2009 Changed Report title 1.2 09/07/2009 Added Tie Bar drawing 1.3 31/05/2010 Changes made to satisfy the 2009 ITSRR audit. 1.4 31/07/2010 Changes made to satisfy the 2009 ITSR audit. 1.5 03/09/2010 Updated Appendix D and other minor changes. 1.6 15/05/2011 Added the Pandrol Information as the RNP uses this equipment 1.7 21/8/2015 Added Loading gauge drawing and reference to STM6072 1.8 31/03/2016 Amended Distribution List format Better defining the sleeper standard (Good, Fair, Poor) by photos 1.9 21/11/2019 and description in Section 10.11. Approved by Signature & Date 3. Distribution List Position Date Location of Documents Rail Safety Manager Original held on GOOGLE secure Website STM WEB SITE Updated regularly and put onto the STM Web site. STM Office STM Office Computer STM Office STM Office cupboard STM6024 Tramway track Standard Page 2 of 55 Version 1.9 – 21/11/2019 SYDNEY TRAMWAY MUSEUM 1. Purpose To explain the various tramway track standards at the Sydney tramway Museum. Also the purpose of this document is to set down, in printed form, a history of the construction, operation and maintenance of the STM for the benefit of future generations called upon to further the aims of the society.
    [Show full text]
  • Characterisation of Wheel/Rail Roughness and Track Decay Rates on a Tram Network
    Characterisation of wheel/rail roughness and track decay rates on a tram network Olivier Chiello1, Adrien Le Bellec, Marie-Agnès Pallas Univ Lyon, IFSTTAR, CEREMA, UMRAE, F-69675, Lyon Patricio Munoz, Valérie Janillon Acoucité, 24 Rue Saint-Michel, 69007 Lyon, France From the beginning of 2019, the new CNOSSOS-EU method shall be used for strategic noise mapping in application of Directive 2002/49/EC instead of national noise prediction methods. For the railway part, the operators are responsible for providing input data describing the different noise sources characterising the railway system. Concerning the rolling noise, the vehicle and the track have to be distinguished by providing specific transfer functions and wheel/rail roughness spectra. For conventional railways, default values are given in the CNOSSOS-EU method and national operators generally have experimental data at their disposal to evaluate these new input parameters. This is not the case for tram networks, for which very few measurements exist, notably concerning the wheel and rail roughness or the track transfer function. In 2018, Acoucité and IFSTTAR performed an acoustic test campaign on a French tram network in order to propose tram input data from pass-by measurements corresponding to various sites and vehicles. In this paper, the results concerning the direct measurements of wheel/rail roughness and track decay rates (a key parameter for the assessment of the track transfer function) are presented and discussed. The main differences with data corresponding to conventional railways are highlighted. Keywords: Noise mapping, CNOSSOS-EU method, Light rail, Rolling noise, Tram noise, Wheel/rail roughness, Track decay rate, Tram track I-INCE Classification of Subject Number: 10 1.
    [Show full text]
  • ACRI Rail Knowledge Bank Update. Access Bridge
    ACRI Rail Knowledge Bank Update. Brought to you by the Australian Road Research Board. Access February 2017 The benefits of improving access to the United Kingdom rail network via the Access for All programme Duckenfield, T “Access for All” is a United Kingdom government funded programme to make stations more accessible for people with disabilities by providing step free access along with complementary measures such as improved wayfinding information. Steer Davies Gleave was commissioned to evaluate the programme in a manner consistent with official guidance (“WebTAG”), and to quantify the benefits to rail passengers and train operators. This paper describes what data was collected, how it was collected, how it was analysed and what the results were. It also identifies some important lessons for improving the implementation of the programme, which may have wider applicability. View item Bridge December 2016 FHWA LTPP guidelines for measuring bridge approach transitions using inertial profilers Henderson, B; Dickes, J; Cimini, G; Olmedo, C This document presents guidelines to measure bridge approach transitions using inertial profilers. The guidelines were developed by the Long-Term Pavement Performance (LTPP) Program and the Office of Infrastructure Research and Development Bridge and Foundation Engineering Team. The bump at the end of the bridge has long been studied for highways and railways, yet experts from across the transportation industry continue to identify it as one of the most prevalent substructure factors affecting bridge performance. View item Design January 2017 Responding to the challenges of designing high passenger capacity metropolitan rail carriages Coxon, S; Napper, R Metropolitan railways around the world are experiencing a significant increase in patronage.
    [Show full text]
  • Bulgaria Ministry of Transport, Information Technology and Communications
    Directive 2010/40/EU Progress Report 2017 Bulgaria_Ministry of Transport, Information Technology and Communications October 2017 1 Introduction 1.1 General overview of the national activities and projects The Ministry of Transport, Information Technology and Communications prepared the Progress Report on the base of information, provided by its internal structures, the Ministry of Interior, Ministry of Regional Development and Public works, the Road Infrastructure Agency, subordinated to the Ministry of Regional Development and Public works, and respective Municipalities. The information is reflected as it is sent to the Ministry of Transport, Information Technology and Communications. According to the Automobile Transport Act the Minister of Transport, Information Technology and Communications shall coordinate the activities for deployment and application of intelligent transport systems in the field of road transport and interfaces with other transport modes. For supporting the activity of the Minister of Transport, Information Technology and Communications an Intelligent Transport Systems Council was set up. The Chair of the Council is the Minister of Transport, Information Technology and Communications, and Deputy Chairs are the Deputy Minister of Transport, Information Technology and Communications, a Deputy Minister of Interior and a Deputy Minister of Regional Development and Public Works. 1.2 General progress since 2014 1 1.3 Contact information Stefan Popov Member of the EITSC Chief expert in the Ministry of Transport, Information
    [Show full text]