DOCSLIB.ORG

Engineering Specification Track

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Engineering Specification Track Engineering Specification Track CRN CP 203 TRACK DESIGN Version 1.1 Issued May, 2016 CRN DMS REFERENCE: CRN-SPC-AMS-003 Owner: Manager Engineering Services Approved by: D Mackney, 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 JHG. UNCONTROLLED WHEN PRINTED Page 1 of 51 CRN Engineering Specification - Track CRN CP 203 Track Design Document control Revision Date of Approval Summary of change 1.0 March, 2012 First Issue 1.1 May, 2016 See ‘Summary of changes’ below Summary of changes from previous version Section Summary of change Various Changed ‘Principal Civil Engineer’ to ‘Principal Track and Civil Engineer’ 2.2 Changed reference document title 5.1 Updated Figure 1 copyright information © JHR UNCONTROLLED WHEN PRINTED Page 2 of 51 Issued May, 2016 Version 1.1 CRN Engineering Specification - Track CRN CP 203 Track Design Contents 1 Scope and application ............................................................................................................................. 4 2 References ................................................................................................................................................ 4 2.1 Australian and International Standards ......................................................................................... 4 2.2 CRN documents ............................................................................................................................ 4 2.3 Other references ............................................................................................................................ 5 2.4 Definitions ...................................................................................................................................... 5 3 General requirements .............................................................................................................................. 6 3.1 Review of brief/specification .......................................................................................................... 6 3.2 Design personnel ........................................................................................................................... 7 3.3 Design procedures ........................................................................................................................ 7 3.4 Track design .................................................................................................................................. 7 3.5 Technical review of external designs ............................................................................................ 8 3.6 Acceptance .................................................................................................................................... 9 4 Design requirements ................................................................................................................................ 9 5 Documentation and drawings ................................................................................................................. 9 5.1 General requirements .................................................................................................................... 9 5.2 Drawing presentation standards .................................................................................................. 11 5.3 Control of drawings ...................................................................................................................... 16 Appendix 1 Design checklist ........................................................................................................................ 20 Appendix 2 Concept design guidelines ....................................................................................................... 24 Appendix 3 Final design guidelines ............................................................................................................. 26 Appendix 4 Documentation checklists ........................................................................................................ 28 Appendix 5 Verification checklist ................................................................................................................. 33 Appendix 6 Plan presentation – Horizontal alignment design .................................................................. 34 Appendix 7 Plan presentation – Track setting out details ......................................................................... 37 Appendix 8 Plan presentation – Vertical alignment design ....................................................................... 40 Appendix 9 Plan presentation – Field layout for tangential turnouts ....................................................... 43 Appendix 10 Plan presentation – Tie layout and details for tangential turnouts ...................................... 46 Appendix 11 Plan presentation – Timber and plating for conventional turnouts ..................................... 48 Appendix 12 Guidelines for catchpoint design ............................................................................................ 51 © JHR UNCONTROLLED WHEN PRINTED Page 3 of 51 Issued May, 2016 Version 1.1 CRN Engineering Specification - Track CRN CP 203 Track Design 1 Scope and application This Specification sets out requirements for the preparation, content and presentation of track design documentation and drawings by designers for use in the Country Regional Network (CRN). It covers the following track design activities: - Horizontal Alignment Design - Vertical Alignment Design - Turnout & Special Trackwork Components (Alignment) Design - Special Trackwork (Manufacture / Installation) - Permanent Speed Design - Transit Space Studies (including Cross Sections) It also provides guidance on design through the use of guidance notes and model checklists. It is suitable for use as a general technical specification. Particular requirements may need to be added for specific works. It DOES NOT include the following items that may be required in any particular contract: - Commercial conditions - Project management and supervision; The specification applies to the design of all new and altered track infrastructure to be installed in the CRN network. 2 References 2.1 Australian and International Standards Nil 2.2 CRN documents CRN Network Rules CRN RM 001 – Train Operating Conditions Manual (TOC Manual) CRN CS 200 – Track System CRN CS 210 – Track Geometry and Stability CRN CS 215 – Transit Space CRN CS 240 – Ballast CRN CS 250 – Turnouts and Special Trackwork CRN CS 320 – Overbridges & Footbridges CRN CS 330 – Miscellaneous Structures CRN CS 410 – Earthworks and Formation CRN CS 420 – Track Drainage CRN CP 204 – Product Approval CRN CM 001 - Civil Technical Competencies and Engineering Authority © JHR UNCONTROLLED WHEN PRINTED Page 4 of 51 Issued May, 2016 Version 1.1 CRN Engineering Specification - Track CRN CP 203 Track Design 2.3 Other references Nil 2.4 Definitions General Terminology in this specification is detailed in CRN Engineering Standard CRN CS 200. The following particular definitions apply to this specification JHR CRN John Holland Rail Country Regional Network (hereinafter referred to as "JHR CRN"), the manager of the infrastructure. Maintenance An area of the CRN network. Area Design firm The person, company, corporation or authority which is contracted to perform the Works. The term "Design firm" shall be taken to include all employees and sub-contractors under the control of the Design firm. Principal Track The person responsible for the acceptance of track designs for installation on and Civil the CRN network. Engineer Designer a suitably experienced competent track design engineer who has the responsibility for: - undertaking the design, - ensuring design achieves the required system performance, and - ensuring the safety and integrity of the design. The designer must have design authority for the work issued by JHR CRN and must sign-off the design and all design drawings. Checker a suitably experienced competent track design engineer who has the responsibility for: - checking the design, - verifying calculations and methodologies and - verifying that the design achieves the required system performance and safety and integrity. The design checker must have design authority for the work issued by JHR CRN and must sign-off the design and all design drawings Approver a person empowered by the design firm to release designs carried out and (or equivalent) verify the design firm’s procedures and protocols have been carried out. Approvers may carry out some level of final “sanity” checking at the discretion of the design firm. Engineering Authority from JHR CRN is not required to be an Approver. The design firm
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.
    [Show full text]
  • 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.
    [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]
  • 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.
    [Show full text]
  • 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
    [Show full text]
  • 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
    [Show full text]
  • 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,
    [Show full text]
  • 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.
    [Show full text]
  • 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.
    [Show full text]
  • Inglenook Shunting Puzzles Arxiv:1810.07970V2 [Math.CO] 3
    Inglenook Shunting Puzzles Simon R. Blackburn Department of Mathematics Royal Holloway University of London Egham, Surrey TW20 0EX, United Kingdom [email protected]. April 4, 2019 Abstract An inglenook puzzle is a classic shunting (switching) puzzle often found on model railway layouts. A collection of wagons sits in a fan of sidings with a limited length headshunt (lead track). The aim of the puzzle is to rearrange the wagons into a desired order (often a randomly chosen order). This article answers the question: When can you be sure this can always be done? The problem of finding a solution in a minimum number of moves is also addressed. 1 Introduction This paper provides an analysis of when an inglenook puzzle can be solved, and how many moves are needed in the worst case. Most of the paper as- sumes that the reader has a background in discrete mathematics or computer science, but the first part of this introduction provides a summary of the re- sults of the paper for readers who do not necessarily have this background. arXiv:1810.07970v2 [math.CO] 3 Apr 2019 The remaining parts of this introduction describes some of the previous aca- demic work on related problems, and describes the structure of the rest of the paper. 1.1 A non-technical summary Puzzles involving the movement of locomotives, wagons and carriages have a long history, with well-known examples such as Sam Loyd's Primitive Rail- 1 roading puzzle and The Switch Problem [17] and Dudeney's The Mudville Railway Muddle [10] dating back well over 100 years.
    [Show full text]
  • Hydraulic Friction Buffer Stop
    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.
    [Show full text]
  • Collision of Passenger Train T842insert with Document Station Platform Title
    Collision of passenger train T842Insert with document station platform title LocationCleveland, | Date Queensland | 31 January 2013 ATSB Transport Safety Report Investigation [InsertRail Occurrence Mode] Occurrence Investigation Investigation XX-YYYY-####RO-2013-005 FinalPreliminary – 13 March 2013 Released in accordance with section 26 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 2013 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. The ATSB’s preference is that you attribute this publication (and any material sourced from it) using the following wording: Source: Australian Transport Safety Bureau Copyright in material obtained from other agencies, private individuals or organisations, belongs to those agencies, individuals or organisations.
    [Show full text]