DOCSLIB.ORG

BEATA Webinar 29 April 2021, Presentation by Transportutvikling AS

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
BEATA Webinar 29 April 2021, Presentation by Transportutvikling AS BARENTS LOGISTICS AND THE ROLE OF THE RAILWAY IN THE YEARS TO COME BY STIG NERDAL, MANAGING DIRECTOR, TRANSPORTUTVIKLING AS BEATA WEBINAR, APRIL 29-2021 www.transportutvikling.no THE BARENTS RAILWAYS ASIA ✓ IMPORTANT FOR REGIONAL TRANSPORTATION AND DEVELOPMENT EUROPE ✓ POTENTIAL TO DEVELOP AN NORTH IMPORTANT SECTION OF A AMERICA GLOBAL EAST-WEST TRANSPORTATION ROUTE www.transportutvikling.no Anadyr • BARENTS REGION: SEVERAL RAIL CONNECTIONS Vostochny LINKED TO A GLOBAL NETWORK OF RAIL AND SEA AMBARCHIK SHANGHAI • POTENTIAL FOR A FUTURE GLOBAL LOGISTICAL TIANJIN TRANSIT CENTER ? HONG KONG BEIJING SHENZHEN CHITA ZABAIKALSK Xi’an NEW YORK ULAN UDE LANZHOU BOSTON Dikson HALIFAX Dudinka ST. JOHNS VARANDEI URUMQUI NARVIK MURMANSK REYKJAVIK ASTANA PERM Legends: YEKATRINBURG ST.P. VOLOGDA Railway 1520/24 m.m. Moscow SARATOV Railway 1435 m.m. BREST OLYA ROTTERDAM Sea connections: Break of gauge: MUMBAI ASTARA TEHERAN Lacking infrastructure: www.transportutvikling.no BANDAR ABBAS RAILWAYS IS GOOD FOR THE ENVIRONMENT, - BUT WE DO ALSO NEED TO IMPROVE COMMERCIAL COMPETITIVE ADVANTAGES WHAT ABOUT THE RAILWAYS ? www.transportutvikling.no BEING COMPETITIVE IS ALWAYS THE BEST “CARGO IS LIKE WATER: IT WILL TAKE THE PATH OF LEAST RESISTANCE” SEATTLE PORT COMMISSION PRESIDENT GAEL TARLETON www.transportutvikling.no SIMPLIFIED ILLUSTRATION A LOT OF KILOMETERS, - BUT SEVERAL THE BARENTS RAILWAYS MISSING LINKS ( ),DIFFERENT STANDARDS AND GAUGES (=/=)…. © TRANSPORTUTVIKLING AS 2021 ….AND CONSEQUENTLY, LESS EFFECTIVE KIRKENES INTERNATIONAL EAST-WEST CONNECTIONS. NARVIK MURMANSK INDIGA BODØ KIRUNA KOLARI BODEN ROVANIEMI OULU BELOMORSK ARKANGELSK KARPOGORY VOLKOVSTROY VOLOGDA ST.P. MOSCOW www.transportutvikling.no IMPROVING THE FUTURE FOR THE BARENTS RAILWAYS BY INTEGRATION: TWO POTENTIAL STRATEGIES 1. HUGE INVESTMENT ✓ MANY MISSING LINKS, DEAD-ENDS, GAUGE AND STANDARD DIFFERENCES PROJECTS ✓ IT IS PROBABLE NOT COMMERCIAL VIABLE TO COMPLETE ALL MISSING-LINKS TO BUILD SEAMLESS LOGISTICAL CHAINS (NEW LINES) ✓ INTERMODAL IMPROVEMENTS: CONNECTING RAILWAYS BY USE OF OTHER MODES ✓ REDUCE COST AND IMPROVE BORDER CROSSING PROCEDURES 2. IMPROVE ✓ IMPROVE COOPERATION AMONG THE RAILWAY (COMPANIES AND MANAGERS) EXISTING SYSTEMS AND PROCEDURES AND 3 OTHER EXAMPLES THAT MAY IMPROVE THE RAILWAYS ----→ www.transportutvikling.no 3 BRIEF EXAMPLES ➔ MINOR INFRASTRUCTURE INVESTMENTS CAN BE IMPORTANT 1. MINOR INVESTMENTS AND HUGE POSITIVE IMPACTS ➔ INITIATE AND SUPPORT TECHNICAL INNOVATIONS 2. DON’T UNDERESTIMATE TECHNICAL INNOVATIONS ➔ CHANGE MARKET FOCUS TO MINIMIZE GAUGE BREAK CHALLENGES 3. THE GAUGE-BREAK “PROBLEM” CAN BE A MINOR CHALLENGE www.transportutvikling.no NARVIK-FINLAND IS AN ELECTRIFIED, END ENVIRONMENTALLY FRIENDLY, RAILWAY CONNECTION EXCEPT A FEW KILOMETERS BETWEEN TORNIO AND LAURILA IN FINLAND Sea connections to Barents Sea the Far-East, through IN JUNE 2019 THE FINNISH GOVERNMENT CONFIRMED ELECTRIFICATION OF THE the Bering Strait “MISSING LINK” BETWEEN TORNIO AND LAURILA THE CONSEQUENCES ARE: • LOWER ENVIRONMENTAL • 100% ENVIRONMENTAL TRANSPORTATION BETWEEN NARVIK AND COSTS (DIESEL) EASTERN MARKETS (FINLAND, RUSSIA ,EUROPE AND ASIA) Tromsø • LOWER TRANSPORTATION Nikel • LOWER TRANSPORTATION COSTS DUE TO NO NEED TO CHANGE OF Skibotn TRACTION IN TORNIO Murmansk COSTS (INVESTMENTS) NARVIK TERMINAL • INCREASED COMPETITIVE STRENGTH OF THE Ivalo Narvik NARVIK CORRIDOR (NEW) Kiruna Sea connections to NAEC Rovaniemi White Sea North Sea/Atlantic Boden Laurila Sea Luleå connections Oulu to Europe Umeå Vaasa FINLAND RUSSIA NORWAY SWEDEN ©Transportutvikling AS Connections to Russia and Asia 2019 Connections to Norway (south) Connections Connections to and Europe to Europe Europe/Baltics DO NOT UNDERSTIMATE THE IMPORTANCE OF TECHNICAL INNOVATIONS US LAND BRIDGE (EXAMPLE 1984): A SINGLE ACTION ALLOWED US RAILS TO TAKE A 70% PLUS MARKET SHARE AWAY FROM THE SHIPS AND THE TRUCKS. THIS WAS THE TECHNOLOGY (AND THE SCIENCE) THAT DID IT WHAT WILL BE THE IMPORTANT TECHNICAL INNOVATIONS FOR THE BARENTS REGION? www.transportutvikling.no THE GAUGE BREAK CHALLENGE 1520-1524 mm Russia/Finland 1435 mm Norway/Sweden www.transportutvikling.no SOURCE: TRANSPORTUTVIKLING AS GAUGE DIFFERENCES ALL OVER THE WORLD (MADE FOR UIC) ❑ THE WORLD RAILWAYS HAVE DIFFERENT GAUGES ❑ RAIL GAUGE IS THE DISTANCE BETWEEN THE INNER SIDES OF THE TWO PARALLEL RAILS THAT MAKE UP A RAILWAY TRACK. ❑ SIXTY PERCENT OF THE WORLD'S RAILWAYS USE A 1435 m.m. GAUGE OF 1435 MM (STANDARD GAUGE) 1520/24 m.m. ❑ GAUGES WIDER THAN 1668 m.m. STANDARD GAUGE ARE CALLED BROAD GAUGE 1676 m.m. ❑ GAUGES SMALLER THAN 1065/67 m.m. STANDARD ARE CALLED NARROW GAUGE. 1050/55 m.m. ❑ SOME STRETCHES OF 1000 m.m. TRACKS ARE DUAL GAUGE ❑ THE TERM BREAK-OF-GAUGE <1000 m.m. REFERS TO THE SITUATION AT A PLACE WHERE No railways DIFFERENT GAUGES MEET Note: Several countries have more than one gauge. The figure shows the main gauges and country borders. For some countries two colors are used, indicating two, or more; main gauges. www.transportutvikling.no Source: GAUGE CHANGE COSTS & SOLUTIONS © TRANSPORTUTVIKLING AS COSTS Brest (Poland/Belarus) TIME CONSUMPTION PHYSICAL PAYMENTS & INVESTMENTS INCREASED RISK Ussuriisk = LOSS OF INCOME (Russia/China) SOLUTIONS RANS LOADING ANTRY FORK LIFT REACH STACKER ETC 8 T (G , - , ) CHANGING AXLES 6 GAUGE CHANGE DEVICE 4 BUILDING NEW RAILWAYS 2 Haparanda/Tornio CHANGE MARKET FOCUS (Sweden/Finland) www.transportutvikling.no GAUGE CHANGE CAN BE A MINOR PROBLEM THE COST AND TIME CONSUMPTION RELATED TO GAUGE CHANGE IS FIXED: SAME TIME/COSTS INDEPENDENT ON A SHORT OR A LONGER DISTANCE TRANSPORT • A LONG DISTANCE TRANSPORT COSTS MORE THAN A SHORT • A LONG DISTANCE TRANSPORT TAKES MORE TIME THAN A SHORT NORTH NARVIK AMERICA BODEN LONG DISTANCE: NAEC-FAR EAST COST: 1% OF TOTAL COST OULU TIME: 0,1% OF TOTAL TRANSPORT TIME RUSSIA/ SHORT DISTANCE: BODEN-OULU FAR EAST COST: 25-30% OF TOTAL COST TIME: 8% OF TOTAL TRANSPORT TIME www.transportutvikling.no ”DEAR MR. STIG REMEMBER THAT RAILWAYS ARE BUILD ON POLITICAL WILL, AND THIS WILL STOPS AT THE BORDER» ADAM TAMOU-TABE COORDONNATEUR DU PROJET INTERCONNEXION FERROVIAIRE DE LA CEDEAO (SENEGAL) www.transportutvikling.no THANK YOU FOR YOUR ATTENTION FOCUSED CONSULTANCY SERVICES TRANSPORT & LOGISTICS Transportutvikling AS, P.O.Box 26, N-8501 Narvik, Dronningensgt. 33, Tlf. +47 958 71905 Contact person Stig Nerdal ([email protected]) www.transportutvikling.no.
Load more

Recommended publications
  • The Northern Corridor of the Trans-Asian Railway
    ERINA REPORT Vol. 58 2004 JULY The Northern Corridor of the Trans-Asian Railway Pierre Chartier Economic Affairs Officer, UNESCAP Background formulation of rail and road networks with an emphasis on The 1980s and early 1990s witnessed some dramatic minimizing the number of routes to be included in the changes in the political and economic environment of networks and making maximum use of existing countries in the UNESCAP region. Peace returned to infrastructure; (iii) a focus on the facilitation of land Southeast Asia, countries in the Caucasus and Central Asia transport at border crossings through the promotion of became independent and a number of countries adopted relevant international conventions and agreements as an more market-oriented economic principles. These changes, important basis for the development of trade and tourism; which resulted in more outward-looking policies, led to and (iv) the promotion of close international cooperation unprecedented growth in trade to and from the UNESCAP with other United Nations agencies, including UNECE and region, at a rate that was twice the global figure. In UNCTAD2, as well as other governmental and non- addition, a salient feature of the region's trade growth was governmental organizations such as the International Union the increasing significance of trade within the region itself. of Railways (UIC), the Organization for Railway Concomitantly, the number of journeys by people within Cooperation (OSJD), the International Road Union (IRU) the region to neighboring countries for both tourism and and the International Road Federation (IRF). business purposes also soared. Each of these developments increased demands on the region's transport and The Trans-Asian Railway component of ALTID.
    [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]
  • The Chinese Railway System
    ASIA THE CHINESE RAILWAY SYSTEM By H. STRINGER CORNELL UNIVERSITY LIBRARY THE WASON COLLECTION THIS BOOK IS THE GIFT OF Mrs. James McHugh Cornell University Library TF 101.S91 The Chinese railway system / 3 1924 023 644 143 Cornell University Library The original of this book is in the Cornell University Library. There are no known copyright restrictions in the United States on the use of the text. http://www.archive.org/details/cu31924023644143 THE CHINESE RAILWAY SYSTEM THE CHINESE RAILWAY SYSTEM By H. STRINGER, b.a., cantab., a.m.lc.e. Resident Engineer, Peking-Mukden Railway. SHANGHAI KELLY AND WALSH, LIMITED. HONGKONG-SINGAPORE-YOKOHAMA-HANKOW. 1922. .. CONTENTS CHAPTER PAGE I. Railway History 1 II. Growth of the Railway Administration 27 III. The Government Railway System . 37 IV. Railways in Detail—Year 1918 . 74 V. The Economics of the Chinese Railways 107 VI. Pioneer Railway Location . 143 VII. The Case for Machinery on Railway Construction in China . 161 VIII. The Use of Reinforced Concrete on the Chinese Railways 177 IX. Construction Memoranda Peculiar to China 186 — ;; PREFACE This book is printed by order of the Board of Communications of the Chinese Government. I am greatly indebted to Mr. Tang Wen Kao, Director of the Peking-Mukden Railway and to Mr. L. J. Newmarch, Acting Engineer-in-Chief of the same line for making the necessary arrangements with the Board. The chapter on Pioneer Railway Location may perhaps be criticised as an irrelevancy. It is introduced to direct attention to a question of vast importance to a country which has practically all its railway future still before it, and also because location along pioneer lines is believed to be suited to existing financial conditions.
    [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]
  • 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]
  • Economic and Social Commission for Asia and the Pacific
    ECONOMIC AND SOCIAL COMMISSION FOR ASIA AND THE PACIFIC DEVELOPMENT OF ASIA - EUROPE RAIL CONTAINER TRANSPORT THROUGH BLOCK-TRAINS NORTHERN CORRIDOR OF THE TRANS-ASIAN RAILWAY UNITED NATIONS New York, 1999 CONTENTS Page Chapter 1: Introduction ………………………………………………………………… 1 Chapter 2: Routes of the TAR Northern Corridor ……………………………………... 7 Chapter 3: Assessment of Container Traffic Volumes ………………………………… 10 3.1. Assessment of Container Traffic Volumes …………………………. 10 3.2. Distribution of Container Traffic among TAR-NC Routes ………… 16 Chapter 4: Freight Forwarders’ Choice of « Best Route » …………………………….. 20 4.1. Definitions …………………………………………………………... 20 4.2. Business Environment of Container Traffic ………………………… 21 4.3. Selecting a Transport Mode / Choosing a Route ……………………. 25 4.3.1. Cost / Tariffs ……………………………………………….. 26 4.3.2. Transit Times ………………………………………………. 30 4.3.3. Level of Services …………………………………………... 34 Chapter 5: Proposed Guidelines for the Implementation of Actual Demonstration Runs of Container Block-Trains …………………………………………… 43 5.1. Compatibility of train assembly …………………………………….. 44 5.1.1. Number of wagons – Train length …………………………. 44 5.1.2. Wagon capacity …………………………………………….. 45 5.1.3. Maximum gross weight of trains …………………………... 46 5.2. The break-of-gauge issue …………………………………………… 47 5.3. Container handling capacity in ports and terminals ………………… 49 5.4. Composition of a container block-train ……………………………... 49 5.5. Train schedule ………………………………………………………. 50 5.5.1. Main-line operations ………………………………………. 50 5.5.2. Yard operations …………………………………………… 51 5.6. Border-crossing issues ……………………………………………… 54 5.7. Customs and border formalities …………………………………….. 56 5.8. Working Groups for operationalisation and monitoring of TAR-NC services ……………………………………………………………… 57 Chapter 6: Conclusion ………………………………………………………………..... 60 ANNEXES ………………………………………………………………………………… 63 Annex 1: Railway tariff policy for international freight transit traffic between North- East Asia and Europe …………………………………………..…………..
    [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]
  • Narrow-Gauge Railways, of Two Feet Gauge and Under
    376 JULY 1898. NARROW-GAUGE RAILWAYS, OF TWO FEET GAUGE AND UNDER. - BY Mn. LESLIE S. ROBERTSON, OF LONDON. __ The circumstance that the Members of the Institution are to have the opportunity, through the courtesy of Sir Arthur Percival Heywood, Bart., of inspecting an interesting example of a very Narrow-Gauge Line of his own design, ?or which all the details, mechanical and otherwise, have been carefully thought out by its designer-and the coincidence that this meeting of the Institution is being held under the presidency of one of the leading locomotive engineers of this country-render the present a favourable opportunity for bringing before the Institution some facts in connection with this class of Light Railways. The whole subject of light railways cannot be treated within the limits of the present short paper, which is confined to narrow-gauge railways of two feet gauge and under: although the author is personally of opinion that the circumstances which would justify the adoption of a gauge under two feet must be of an exceptional character. Comparatively few engineers realise the capability of narrow-gauge railways, and the saving that can be effected by their adoption, when applied to large industrial undertakings. Several instances have come under the author's notice, where the judicious adoption of light narrow-gauge lines, such as those dealt with in this paper, has resulted in considerable financial benefit to those concerned in them. Reasons for adoption.-Narrow-gauge lines of this class may be roughly divided into two categories:-first, where the work to be done is of a permanent and constant nature, enabling the line'to be laid down as a fixture ; and second, where the work is of a temporary character.
    [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]
  • Track Report 2009 V1:G 08063 PANDROLTEXT
    The Journal of Pandrol Rail Fastenings 2009 DIRECT FIXATION ASSEMBLIES Pandrol and the Railways in China................................................................................................page 03 by Zhenping ZHAO, Dean WHITMORE, Zhenhua WU, RailTech-Pandrol China;, Junxun WANG, Chief Engineer, China Railway Construction Co. No. 22, P. R. of China Korean Metro Shinbundang Project ..............................................................................................page 08 Port River Expressway Rail Bridge, Adelaide, Australia...............................................................page 11 PANDROL FASTCLIP Pandrol, Vortok and Rosenqvist Increasing Productivity During Tracklaying...................................................................................page 14 PANDROL FASTCLIP on the Gaziantep Light Rail System, Turkey ...............................................page 18 The Arad Tram Modernisation, Romania .....................................................................................page 20 PROJECTS Managing the Rail Thermal Stress Levels on MRS Tracks - Brazil ...............................................page 23 by Célia Rodrigues, Railroad Specialist, MRS Logistics, Juiz de Fora, MG-Brazil Cristiano Mendonça, Railroad Specialist, MRS Logistics, Juiz de Fora, MG-Brazil Cristiano Jorge, Railroad Specialist, MRS Logistics, Juiz de Fora, MG-Brazil Alexandre Bicalho, Track Maintenance Manager, MRS Logistics, Juiz de Fora, MG-Brazil Walter Vidon Jr., Railroad Consultant, Ch Vidon, Juiz de Fora, MG-Brazil
    [Show full text]
  • Intergovernmental Agreement on Dry Ports Prospects & Challenges
    Intergovernmental Agreement on Dry Ports Prospects & Challenges By Shriniwas Mudgerikar Chief General Manager CONCOR Presentation Outline • UNESCAP- Background • Inter Governmental Agreement on Dry Ports- as envisaged by UNESCAP • Asian Highway • Trans-Asian Railway • Benefits of the Inter Governmental Agreement • CONCOR-An Example of Multi Modal Dry Port Operator • Prospects of Inter Governmental Agreement • Challenges to Inter Governmental Agreement UNESCAP United Nations Economic & Social Commission for Asia Pacific • Established in 1947 • 53 member states & 9 associate members • Geographical stretch - Turkey (West) - Kiribati (East) - Russian Federation(North) - New Zealand (South) • Population: 4.1 Billion approx (2/3rd world population) • Headquarter: Bangkok, Thailand Inter Governmental Agreement on Dry Ports-UNESCAP An agreement between the countries of Asia Pacific region which shall be open for signature/ratification/acceptance/approval /accession to member states of UNESCAP on 7th & 8th November 2013 at Bangkok, Thailand, & thereafter at UN Headquarters in New York from 11th November 2013 to 31st December 2014. Objectives of the Agreement • To promote & develop an international integrated intermodal transport & logistics system in Asia & with neighboring regions in view of the growing international trade in the ongoing process of globalization • To strengthen connectivity & seamless international movement of goods, facilitate increased efficiency & reduce cost of transport as well as to extend its reach to inland areas with
    [Show full text]