Collision of Passenger Train T842insert with Document Station Platform Title
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
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. -
Conception of Buffer Stop Blocks Miguel R
Conception of buffer stop blocks Miguel R. Bugarín PhD - Civil Engineer – Assoc. Professor School of Civil Engineering UNIVERSITY OF LA CORUÑA Campus de Elviña, s/n - E 15071 La Coruña (Spain) Tfno: +34 (9)81 167000 Fax: +34 (9)81 167170 E-mail: [email protected] José-Manuel García Díaz-de-Villegas PhD – Mechanical Engineer - Professor School of Civil Engineering University of Cantabria Avda. de los Castros, s/n - E 39005 Santander (Spain) Tfno: +34 (9)42 201759 Fax: +34 (9)42 201703 1. SAFETY ON TERMINAL TRACKS Accidents in terminals seriously affect public confidence and following an accident it is vital to provide clear proof that safety measures have been improved in order to regain that confidence. Human and technical errors occur for a variety of reasons, and unfortunately, such events can lead to an accident. The objective is to find a means of reducing the likelihood of an accident occurring, or in the event of an accident, to reduce its impact. In other words, when all else fails, there has to be a means of stopping the train. Such measures have to be applied without producing any of the following: Serious injury to passengers and drivers. Serious injury to passengers or the general public in the arrival area of the train suffering from deficient braking. Excessive damage to the locomotive and rolling stock. Excessive damage to the station infrastructure and services, as well as to the arrival track. This document offers a summary of the projects carried out by the authors for Renfe and TIFSA (Tecnología e Investigación Ferroviaria, S.A.), aimed at developing a standard buffer stop pre-design capable of stopping a train on terminal tracks with complete safety and without causing damage, thereby preventing a catastrophe and the costs for the damage caused, as well as the expense and time involved in repairing equipment. -
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. -
Indian Railways
Ref: CG-WI 4.2.1-1 Specification No. Page 1 of 15 Month of Issue Rev.-1 RDSO/2016/CG-Draft INDIAN RAILWAYS SCHEDULE OF TECHNICAL REQUIREMENTS FOR SUPPLY AND ACCEPTANCE OF HIGH CAPACITY DEAD END ENERGY ABSORPTION SYSTEM FOR STATION/YARD FOR PASSENGERS COACHES IN INDIAN RAILWAYS (For Screw Coupling with side buffers and CBC fitted Coaches) Month / Year Revision/ Reasons for Sl.No Page No. of Issue Amendment Amendment (BROAD GAUGE – 1676 mm) ISSUED BY RESEARCH DESIGNS AND STANDARDS ORGANISATION MINISTRY OF RAILWAYS MANAK NAGAR, LUCKNOW –226011 Ref: CG-WI 4.2.1-1 Specification No. Page 2 of 15 Month of Issue Rev.-1 RDSO/2016/CG-Draft IMPORTANT Manufacturers/Firms are advised to go through this schedule carefully. In case they need clarification regarding any of the clauses of this schedule they should contact Director General (Carriage), RDSO, Manak Nagar, Lucknow-226 011. FAX No.-91-0522-2450679 Email – [email protected] Ref: CG-WI 4.2.1-1 Specification No. Page 3 of 15 Month of Issue Rev.-1 RDSO/2016/CG-Draft SCHEDULE OF TECHNICAL REQUIREMENTS FOR SUPPLY AND ACCEPTANCE OF HIGH CAPACITY DEAD END ENERGY ABSORPTION SYSTEM FOR STATION/YARD FOR PASSENGERS COACHES IN INDIAN RAILWAYS (For Screw Coupling with side buffers and CBC fitted Coaches) 0. Foreword 0. 1 This schedule is intended to cover the technical requirements/provisions relating to the design, development and supply of High Capacity Energy Dead End Absorption Buffer‐Stops for station/Yard for passenger coaches in Indian Railways. (For Screw Coupling with side buffers and CBC fitted Coaches and EMU/DMU/MEMU coaches) 0.2 This schedule for placement of High Capacity Dead End Energy Absorption System shall have both the planners and Indian Railway employees as a guiding document when determining buffer stop location and type. -
Appendix L Glossary of Terms
Appendix L Glossary of Terms Cross River Rail APPENDIX L Glossary of Terms JULY 2011 Glossary of Terms The following abbreviations have been used in this document: 0C degrees Celsius 24/7 24 hours a day, 7 days a week AADT Annual Average Daily Traffic AASS Actual Acid Sulfate Soils Aboriginal Aboriginal cultural heritage is anything that is: Cultural Heritage a significant Aboriginal area in Queensland; or a significant Aboriginal object; or evidence of archaeological or historic significance, of Aboriginal occupation of an area of Queensland. ABS Australian Bureau of Statistics AC alternating current Acoustic barriers A barrier designed to reduce the noise impacts of an activity on nearby sensitive areas AEP Annual Exceedance Probability AGIC Australian Green Infrastructure Council AHD Australian Height Datum AL Act Acquisition of Land Act 1967 ALFN Assessment of Low Frequency Noise am Before noon AMA Area Management Advice Ambient The background level at a specified location, being a composite of all sources. Examples include noise and air pollutants. Amenity A feature that increases attractiveness or value, especially of a piece of real estate or a geographic location. ANZECC Australian and New Zealand Environmental Conservation Council AS Australian Standard ASGC Australian Standard Geographical Classification ASS Acid Sulfate Soils ASSMP Acid Sulfate Soil Management Plan AST Above ground Storage Tank ATC Australia TradeCoast ATP Automatic Train Protection ATSICHET Aboriginal and Torres Strait Islander College of Health Education and Training CrossRiverRail Australia A joint marketing initiative by the Queensland Department of State TradeCoast (ATC) Development, Brisbane Airport Corporation, Port of Brisbane Corporation and Brisbane City Council. A primary purpose of the Australia TradeCoast is to market the 2,200 ha of vacant land north and south of the Brisbane River for general and transport-related industry purposes Australia The area north of the Brisbane River and bounded by the Gateway TradeCoast North Motorway and Nudgee Road to the east. -
Application of Communication Based Moving Block Systems on Existing Metro Lines
Computers in Railways X 391 Application of communication based Moving Block systems on existing metro lines L. Lindqvist1 & R. Jadhav2 1Centre of Excellence, Bombardier Transportation, Spain 2Sales, Bombardier Transportation, USA Abstract The unique features of Communication Based Train Control (CBTC) systems with Moving Block (MB) capability makes them uniquely suited for application ‘on top’ of existing Mass Transit or Metro systems, permitting a capacity increase in these systems. This paper defines and describes the features of modern CBTC Moving Block systems such as the Bombardier* CITYFLO* 450 or CITYFLO 650 solutions that make them suited for ‘overlay’ application ‘on top’ of the existing systems and gives an example of such an application in a main European Metro. Note: *Trademark (s) of Bombardier Inc. or its subsidiaries. Keywords: CBTC, Moving Block, CITYFLO, TRS, Movement Authority, norming point, headway. 1 Introduction The use of radio as a method of communication between the train and wayside in Mass Transit systems, instead of the traditional track circuits/axle counters and loops is gaining popularity. The radio based CBTC systems are uniquely suited for application ‘on top’ of existing Mass Transit or Metro systems for increased traffic capacity as CBTC systems normally do not interfere with the existing systems. This allows an installation of the CBTC system in a line in operation whilst maintaining full safety and capacity during the process. The fact that CBTC systems also allow Moving Block operation adds to the -
Brisbane's Citytrain Network
LEGISLATIVE ASSEMBLY OF QUEENSLAND PARLIAMENTARY TRAVELSAFE COMMITTEE BRISBANE’S CITYTRAIN NETWORK - PART TWO - PASSENGER SECURITY Parliamentary Travelsafe Committee Report No. 24 Released pursuant to Section 4(2)(c) of the Parliamentary Papers Act 1995 (May 1998) PARLIAMENTARY TRAVELSAFE COMMITTEE 48TH PARLIAMENT 2ND SESSION CHAIRMAN: Mr John Goss MLA, Member for Aspley DEPUTY CHAIRMAN: Mr Terry Sullivan MLA, Member for Chermside MEMBERS: Mr Bob Dollin MLA, Member for Maryborough Mr John Hegarty MLA, Member for Redlands Mr Rob Mitchell MLA, Member for Charters Towers Mr Bill Nunn MLA, Member for Hervey Bay RESEARCH DIRECTOR: Mr Rob Hansen RESEARCH OFFICER: Miss Amanda Waugh EXECUTIVE ASSISTANT: Miss Catherine Bird BRISBANE’S CITYTRAIN NETWORK - PART TWO PREFACE PASSENGER SECURITY PREFACE One of the committee’s key objectives is to report on measures that will reduce car dependence and enhance public transport provision and usage in Queensland. The fear of crime on public transport is a key factor in declining public transport patronage around the world. As a major element of the public transport system in South East Queensland, the Citytrain rail network has also been affected by this problem. At the commencement of this inquiry, Queensland Rail’s customer surveys indicated that the fear of victimisation was the first or second most common factor in people’s decisions not to travel by Citytrain. It is for these reasons that the committee was keen to examine the issue of personal safety on the Citytrain network. This report seeks to identify the true extent of crimes on the network, public perception of the level of crime and the factors which fuel these perceptions. -
Delivering Turnout Solutions
Delivering Turnout Solutions DESIGN SUPPLY INSTALL MAINTAIN Introduction GLOBAL TURNOUT SOLUTIONS Introduction BROWNFIELD CONSTRUCTION SOLUTIONS Introduction MAJOR PROJECTS Introduction CRANE RAIL CONSTRUCTION Introduction We specialise in: ▪ Turnout design and integration ▪ Developing turnout technology ▪ Turnout supply management ▪ Critical junctions design and installation ▪ Turnout pre-assembly and installation ▪ Turnout installation staging solutions ▪ Turnout refurbishment and track reconditioning ▪ Crane rail specialist (supply and construct) ▪ Slab track construction ▪ Turnout and track inspections, maintenance and asset management Design – Supply – Install – Maintain Introduction Turnout range: ▪ Light rail ▪ Metro ▪ Passenger and freight ▪ Heavy haul ▪ High Axle Load Heavy Haul (HAL-HH) ▪ All gauges and rail profiles Design – Supply – Install – Maintain Projects WE HAVE BEEN BUSY AT MARTINUS RAIL 347 TURNOUTS SUPPLIED SUPPLIED 51 BUFFER STOPS CONTRACTED FOR THE SUPPLY OF 400+ TURNOUTS 60KM OF TRACK INSTALLED 33KM OF CRANE RAIL INSTALLED INSTALLED 102 TURNOUTS Projects Kiwi Rail ▪ 22.5t axle load ▪ AS60 rail ▪ 200+ tangential turnouts Projects Doha Education City – Qatar ▪ 96 Turnouts and Diamonds ▪ 17t axle load ▪ S49, 60R2 rail ▪ Groove and full depth turnouts ▪ Direct fix Vossloh ▪ Edilon Sedra Encapsulation Projects Projects Sydney Ports – Botany third line and yard upgrade ▪ 30t axle load ▪ 60E1 rail ▪ 26 Tangential turnouts Projects OneSteel – Whyalla – Iron Ore Project ▪ 32t axle load ▪ 60E1 rail ▪ 9 Tangential and conventional -
Crn Cs 220 Rail and Rail Joints
Engineering Standard Track CRN CS 220 RAIL AND RAIL JOINTS Version 1.7 Issued September, 2019 Owner: Manager Engineering Services Approved by: M Wright, Principal Track and Civil Engineer Authorised by: J Zeaiter, Manager Engineering Services Disclaimer. This document was prepared for use on the CRN Network only. John Holland Rail Pty Ltd makes no warranties, express or implied, that compliance with the contents of this document shall be sufficient to ensure safe systems or work or operation. It is the document user’s sole responsibility to ensure that the copy of the document it is viewing is the current version of the document as in use by JHR. JHR accepts no liability whatsoever in relation to the use of this document by any party, and JHR excludes any liability which arises in any manner by the use of this document. Copyright. The information in this document is protected by Copyright and no part of this document may be reproduced, altered, stored or transmitted by any person without the prior consent of JHR. UNCONTROLLED WHEN PRINTED Page 1 of 47 CRN Engineering Standard - Track CRN CS 220 Rail and Rail Joints Document control Revision Date of Approval Summary of change 1.0 August, 2011 First Issue. Includes content from the following former RIC standards: C 2405, C 2447, C 2501, C 3200, C 3201, C 3361, C 5200, TS 3101, TS 3104, TS 3111, TS 3341, TS 3362, TS 3371, TS 3394, TS 3396, TS 3397, TS 3601, TS 3602, TS 3603, TS 3604, TS 3606, TS 3642, TS 3645, TS 3646, TS 3648, TS 3650, TS 3654, TS 3655, RC.2410, RC.2411, RTS.3602, RTS.3640, -
Design, Manufacture, Project Management and Global Supply
Fixed and Sliding Friction Buffer Stops Cable Sleepers Stretcher (Spreader) Bars Cast and SG Iron Turnout Components V e h i c l e & G e P n e e C r ra m a s l a t E n M n e g nt a i t n n W g e D a e a e n r y i s e ng i T s g e r n a Ca P S c Design, Manufacture, k r s e o w t r d i v o n uc i g c r k e s t s s Project Management and Permanent Way Track Materials Global Supply Capability Switches & Crossings Permanent Way Track Materials Permanent Way Switch Systems Permanent Way Catenary Structures Fixed and Sliding Friction Type Buffer Stops Cable Sleepers Our engineers review customer’s requirements on a case-by-case basis Cable sleepers have been designed to mitigate the risk of cable damage and offer suitable product configurations which meet the performance during track tamping operations. They replace a conventional timber or characteristics requested concrete sleeper and provide safer and enclosed passage for electrical and fibre-optic cables to pass under the track. The top covers and baseplates Fixed buffer stops are bolted to the rail track and do not move. They can are removable, so the cables need not be cut and the sleepers can be be fitted with hydraulic damper units if required retrofitted easily into existing track Sliding friction buffer stops incorporate a patented friction “shoe”. This attaches the buffer stop to the track rails and dissipates the kinetic energy of the vehicle as heat and sound. -
Finished Vehicle Logistics by Rail in Europe
Finished Vehicle Logistics by Rail in Europe Version 3 December 2017 This publication was prepared by Oleh Shchuryk, Research & Projects Manager, ECG – the Association of European Vehicle Logistics. Foreword The project to produce this book on ‘Finished Vehicle Logistics by Rail in Europe’ was initiated during the ECG Land Transport Working Group meeting in January 2014, Frankfurt am Main. Initially, it was suggested by the members of the group that Oleh Shchuryk prepares a short briefing paper about the current status quo of rail transport and FVLs by rail in Europe. It was to be a concise document explaining the complex nature of rail, its difficulties and challenges, main players, and their roles and responsibilities to be used by ECG’s members. However, it rapidly grew way beyond these simple objectives as you will see. The first draft of the project was presented at the following Land Transport WG meeting which took place in May 2014, Frankfurt am Main. It received further support from the group and in order to gain more knowledge on specific rail technical issues it was decided that ECG should organise site visits with rail technical experts of ECG member companies at their railway operations sites. These were held with DB Schenker Rail Automotive in Frankfurt am Main, BLG Automotive in Bremerhaven, ARS Altmann in Wolnzach, and STVA in Valenton and Paris. As a result of these collaborations, and continuous research on various rail issues, the document was extensively enlarged. The document consists of several parts, namely a historical section that covers railway development in Europe and specific EU countries; a technical section that discusses the different technical issues of the railway (gauges, electrification, controlling and signalling systems, etc.); a section on the liberalisation process in Europe; a section on the key rail players, and a section on logistics services provided by rail. -
Environmental Costs of Rail Transport
Structure of Costs and Charges Review – Environmental Costs of Rail Transport Structure of Costs and Charges Review – Environmental Costs of Rail Transport Final Report to the Office of Rail Regulation August 2005 Structure of Costs and Charges Review – Environmental Costs of Rail Transport Title Structure of Costs and Charges Review – Environmental Costs of Rail transport Customer Office of Rail Regulation Customer 1035 reference Confidentiality, AEAT in Confidence copyright and reproduction File reference Report number LD32660 Report status Final Martin Brennan AEA Technology Rail Central House Upper Woburn Place London WCIH OJN Telephone +44(0) 870 190 3585 Facsimile +44(0) 870 190 3505 AEA Technology is the trading name of AEA Technology plc AEA Technology is certificated to BS EN ISO9001:(1994) Name Signature Date Author Martin Brennan 31 August 2005 Tim Gent Sujith Kollamthodi Paul Watkiss Reviewed by Stephen O’Connor 31 August 2005 Approved by Stephen O’Connor 31 August 2005 Structure of Costs and Charges Review – Environmental Costs of Rail Transport Contents 1 Executive Summary 5 2 Introduction 7 3 Main environmental impacts of rail transport 8 3.1 Literature review of studies examining the environmental impacts of rail operations 8 3.2 Identification of the main environmental impacts associated with rail operations 8 3.3 Greenhouse gas emissions and climate change 9 3.4 Emissions of air pollutants and their impacts on air quality 14 3.5 Noise and vibration 21 3.6 Water and land pollution and contamination 24 3.7 Visual intrusion