Hydraulic Friction Buffer Stop

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HYDRAULIC FRICTION BUFFER STOP HYDRAULIC FRICTION BUFFER STOPS PRODUCT DETAILS PRODUCT ADVANTAGES Oleo’s hydraulic friction buer stop range is • Fitted with Oleo gas-hydraulic buer • Each gas-hydraulic buer is designed for high velocity mainline suitable for the application. optimised based on the specification to oer maximum protection to scenarios and minimises the need to reset • Multiple buers fitted in parallel for passengers, rolling stock and the device after each minor impact. side buer impacts. infrastructure. Once impacted, the buer stop dissipates • Frame size and shape dependent on • Gas-hydraulic buers designed to the energy in a controlled manner, reducing specification and coupling interface. absorb low energy impacts without initial force and deceleration levels through • Friction shoes installed directly to the sliding – reduces need to reset a combination of both gas-hydraulic buers rail profile and also detached from device. and the sliding action of the friction shoes the main end stop frame. • Minimal maintenance required. which grip onto the rail profileg. • 50kN of braking force per pair of • Controlled and reduced sliding friction shoes. distances for high velocity impacts. • Number of friction shoes dependent • Purely mechanical device – on the train mass, impacting speed no power or manual control required. and required deceleration. Site supervision and training • Suitable for a wide range of rail provided by Oleo professional engineers profiles. for the installation of buer stops. • Simple resetting procedure. • Long service life. • Additional configuration options available including electrical insulation, paint finish and galvanisation. • DigitalTrains’ sophisticated simulation capability can be used to understand how the train interfaces with rail infrastructures, such as buer stops. HYDRAULIC FRICTION BUFFER STOP DESIGNS B U S EXAMPLE APPLICATION - LARGE FRAME FOR HIGH SPEED F P F E R ST O L (Track Occupied) Reflecting Sign (Red) ) r le up o c f End of Track ht o g i +-0.00 (He (Top of rail) H 1435 SPECIFICATION • Contains one pair of anti-climber shoes, two Oleo Type 9 hydraulic buers and one set of XCD fixed stop friction shoes. • Impacting point from the top of rail (coupler height) mm (720 – 660 – 824). Examples for conditions and installation length: With Recoverable Configuration passengers Train mass Impacting speed Installation length Impact capacity stroke 8 Cars ✓ 510t 25km/h 25m 448kJ 400mm 8 Cars - 300t* 25km/h 18m 448kJ 400mm 8 Cars ✓ 510t 15km/h 15m 448kJ 400mm 6 Cars ✓ 380t 25km/h 15m 448kJ 400mm 6 Cars - 220t* 25km/h 15m 448kJ 400mm 6 Cars ✓ 380t 15km/h 15m 448kJ 400mm * Testing line train mass. Email: [email protected] Tel: +44 (0)24 7601 5140 LEADING THE WORLD www.oleo.co.uk www.oleo.cn www.oleo.co.in www.digitaltrains.online Incorporating Oleo world leading IN TRAIN SIMULATION SOFTWARE Metric Issue 2 – November 2019 Gas Hydraulic Technology.

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T HR TR 25000 ST Buffer Stops, Version 1.0
Technical Note – TN 033: 2018 For queries regarding this document [email protected] www.transport.nsw.gov.au Technical Note – TN 033: 2018 Issue date: 21 December 2018 Effective date: 21 December 2018 Subject: Amendments to T HR TR 25000 ST Buffer Stops, version 1.0 This technical note is issued by the Asset Standards Authority (ASA) to notify amendments to T HR TR 25000 ST Buffer stops, v1.0. 1. Background This technical note explains the speed related risk criteria to be considered during the buffer stop design stage. It provides amendments to the maximum allowable deceleration rate for lighter weight rolling stock while complying with the allowable impact force requirements. This technical note also provides amended maximum allowable impact force that the newer generation trains can accommodate without any damage. These figures shall be used by all parties undertaking review or design of new buffer stops across the Metropolitan Rail Area. 2. Section 12 Risk assessment Insert the following after the third paragraph: In order to establish the nature and extent of damage upon collision, the risk assessment for a buffer stop design shall consider the possibility of a train travelling at a speed higher than the design speed and the expected consequential damage upon collision. In the SFAIRP justification, an indication shall be provided to indicate the following: • Up to the design speed that no permanent damage will occur to the train. The buffer stop will be fully recoverable, either automatically or within simple maintenance actions. • Up to the 'worst case speed' that the damage will be easily reparable; for example, easy repair or replacement of buffer stop parts.
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