DOCSLIB.ORG

Boiler Explosion

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Boiler Explosion Create account Log in Article Talk Read Edit ViMewo rheistorySearch Wiki Loves Earth in focus during May 2015 Discover nature, make it visible, take photos, help Wikipedia! Main page Contents Boiler explosion Featured content From Wikipedia, the free encyclopedia Current events Random article Donate to Wikipedia This article may need to be rewritten entirely to comply with Wikipedia's quality standards. You Wikipedia store can help. The discussion page may contain suggestions. (May 2009) Interaction A boiler explosion is a catastrophic failure of a boiler. As seen today, boiler explosions are of two kinds. One kind is a failure of the pressure parts Help of the steam and water sides. There can be many different causes, such as failure of the safety valve, corrosion of critical parts of the boiler, or low About Wikipedia Community portal water level. Corrosion along the edges of lap joints was a common cause of early boiler explosions. Recent changes The second kind is a fuel/air explosion in the furnace, which would more properly be termed a firebox explosion. Firebox explosions in solid-fuel- Contact page fired boilers are rare, but firebox explosions in gas or oil-fired boilers are still a potential hazard. Tools What links here Contents [hide] Related changes 1 Causes of boiler explosions Upload file 2 Locomotive-type boiler explosions Special pages 3 Principle Permanent link 4 Firebox explosions Page information 4.1 Grooving Wikidata item 4.2 Firebox Cite this page 5 Steamboat boilers Print/export 6 Use of boilers Create a book 7 Modern boilers Download as PDF 8 Steam explosions Printable version 8.1 Reactor explosions 9 Locomotive boiler explosions in the UK Languages 10 See also Deutsch 11 Notes Ελληνικά 12 Bibliography Русский 13 References Українська Edit links 14 Further reading 15 External links Causes of boiler explosions [edit] "The principal causes of explosions, in fact the only causes, are deficiency of strength in the shell or other parts of the boilers, over-pressure and over-heating. Deficiency of strength in steam boilers may be due to original defects, bad workmanship, deterioration from use or mismanagement."[1] "Cause.-Boiler explosions are always due to the fact that some part of the boiler is, for some reason, too weak to withstand the pressure to which it is subjected. This may be due to one of two causes: Either the boiler is not strong enough to safely carry its proper working pressure, or else the pressure has been allowed to rise above the usual point by the sticking of the safety valves, or some similar cause"[2] Boiler explosions are common in sinking ships once the superheated boiler touches cold sea water, as the sudden cooling of the superheated metal causes it to crack; for instance, when the SS Ben Lomond was torpedoed by a U-boat, the torpedoes and resulting boiler explosion caused the ship to go down in two minutes, leaving Poon Lim as the only survivor in a complement of 54 crew.[3][4] Locomotive-type boiler explosions [edit] Boiler explosions are of a particular danger in (locomotive-type) fire tube boilers because the top of the firebox (crown sheet) must be covered with some amount of water at all times; or the heat of the fire can weaken the crown sheet or crown stays to the point of failure, even at normal working pressure. Locomotive-type boilers have been used not only for locomotives, but also traction engines, portable engines, skid engines used for mining or logging, stationary engines for sawmills and factories, for heating, and as package boilers providing steam for other processes. In all applications, maintaining the proper water level is essential for safe operation. Principle [edit] Many shell-type boilers carry a large bath of liquid water which is heated beyond the boiling point of water at atmospheric pressure. During normal operation, the liquid water remains in the bottom of the boiler due to gravity, steam bubbles rise through the liquid water and collect at the top for use. If this boiler opens up to the atmosphere as a result of a break from over pressure or other such failure the contents are allowed to expand suddenly into the atmosphere. The rapid release of steam and water can provide a very potent blast, and cause great damage to surrounding property or personnel. Since the water in the boiler is at a higher temperature and pressure (enthalpy) than boiling water would be at atmospheric pressure, some of this liquid will flash into vapor as the pressure drops by the rapid formation of steam bubbles throughout the water. The energy of this expanding steam and water is now performing work just as it would have done in the engine, with a force that can peel back the material around the break, severely distorting the shape of the plate which was formerly held in place by stays, or self-supported by its original cylindrical shape. The action of the rapidly expanding steam bubbles will also perform work by throwing large "slugs" of water inside the boiler. A fast-moving mass of water carries a great deal of energy (from the expanding steam), and in collision with the shell of the boiler results in a violent destructive effect. This can greatly enlarge the original rupture, or tear the shell in two.[5] Many plumbers and steamfitters are aware of the phenomenon called "water hammer". A few ounce "slug" of water passing through a steam line and striking a 90 degree elbow can instantly fracture a fitting that is otherwise capable of handling several times the normal static pressure. It can then be understood that a few hundred, or even a few thousand pounds of water moving at the same velocity inside a boiler shell can easily blow out a tube sheet, collapse a firebox, even toss the entire boiler a surprising distance through reaction as the water exits the boiler, like the recoil of a heavy cannon firing a ball. A steam locomotive operating at 350 psi (2.4 MPa) would have a temperature of about 225 °C, and a specific enthalpy of 963.7 kJ/kg.[6] Since standard pressure saturated water has a specific enthalpy of just 418.91 kJ/kg,[7] the difference between the two specific enthalpies, 544.8 kJ/kg, is the total energy expended in the explosion. So in the case of a large locomotive which can hold as much as 10,000 kg of water at a high pressure and temperature state, this explosion would have an energy release equal to about 1160 kg of TNT. Firebox explosions [edit] In the case of a firebox explosion, these typically occur after a burner flameout. Oil fumes, natural gas, propane, coal, or any other fuel can build up inside the combustion chamber. This is especially of concern when the vessel is hot; the fuels will rapidly volatize due to the temperature. Once the lower explosive limit (LEL) is reached, any source of ignition will cause an explosion of the vapors. A fuel explosion within the confines of the firebox may damage the pressurized boiler tubes and interior shell, potentially triggering structural failure, steam or water leakage, and/or a secondary boiler shell failure and steam explosion. A common form of minor firebox "explosion" is known as "drumming" and can occur with any type of fuel. Instead of the normal "roar" of the fire, a rhythmic series of "thumps" and flashes of fire below the grate and through the firedoor indicate that the combustion of the fuel is proceeding through a rapid series of detonations, caused by an inappropriate air/fuel mixture with regard to the level of draft available. This usually causes no damage in locomotive type boilers, but can cause cracks in masonry boiler settings if allowed to continue. Grooving [edit] The plates of early locomotive boilers were joined by simple overlapping joints. This practice was satisfactory for the annular joints, running around the boiler, but in longitudinal joints, along the length of the boiler, the overlap of the plates diverted the boiler cross-section from its ideal circular shape. Under pressure the boiler strained to reach, as nearly as possible, the circular cross-section. Because the double-thickness overlap was stronger than the surrounding metal, the repeated bending and release caused by the variations in boiler pressure caused internal cracks, or grooves (deep pitting), along the length of the joint. The cracks offered a starting point for internal corrosion, which could hasten failure.[8] It was eventually found that this internal corrosion could be reduced by using plates of sufficient size so that no joints were situated below the water level.[9][10] Eventually the simple lap seam was replaced by the single or double butt-strap seams, which do not suffer from this defect. Due to the constant expansion and contraction of the firebox a similar form of "stress corrosion" can take place at the ends of staybolts where they enter the firebox plates, and is accelerated by poor water quality. Often referred to as "necking", this type of corrosion can reduce the strength of the staybolts until they are incapable of supporting the firebox at normal pressure. Grooving (deep, localized pitting) also occurs near the waterline, particularly in boilers that are fed with water that has not been de-aerated or treated with oxygen scavenging agents. All "natural" sources of water contain dissolved air, which is released as a gas when the water is heated. The air (which contains oxygen) collects in a layer near the surface of the water and greatly accelerates corrosion of the boiler plates in that area.[11] Firebox [edit] The intricate shape of a locomotive firebox, whether made of soft copper or of steel, can only resist the steam pressure on its internal walls if these are supported by stays attached to internal girders and the outer walls.
Load more

Recommended publications
  • The River Steam Boat: a Ticking Time Bomb out of the Experience of The
    The River Steam Boat: A Ticking Time Bomb Out of the experience of the early years of the river steam boat, there emerged two architectures of steam-engine design and building. The first and for some years the predominant one was that provided by Boulton and Watt, with their low-pressure condensing steam engine. This was the architecture followed by Robert Fulton with his early success on the Hudson estuary. However, it was less than a decade after Fulton’s successful trip up the Hudson that steam engines based on designs using high pressure steam began to evolve. The result was largely to reshape the pattern of steamboat design and virtually eliminate the earlier low-pressure practices of Fulton, Boulton and Watt. The development of the high-pressure steam engine with its attendant steam boiler was governed almost entirely by practical considerations. The advantages of the simple, compact, low-cost high pressure engine over the low-pressure engine with its complicated condensing apparatus, greater size and weight, and heavy requirements of condensing water were clearly apparent and appropriate to American conditions. These conditions were (1) scarcity of capital and skilled labor, (2) scarcity of repair facilities and (3) limited scale of operation. All of these conditions, at one time or another, contributed to the fateful disasters that followed. Although explosions were by no means confined to boilers generating steam at high pressure, it was with this class of boiler that this type of operating hazard appeared in its most destructive and spectacular form. Every high-pressure boiler was in operation a storehouse of concentrated energy in the form of water and steam at high temperature confined under pressures ranging from 30 to 150 psi [i.e., pounds per square inch] and upward.
    [Show full text]
  • Disaster Management of India
    DISASTER MANAGEMENT IN INDIA DISASTER MANAGEMENT 2011 This book has been prepared under the GoI-UNDP Disaster Risk Reduction Programme (2009-2012) DISASTER MANAGEMENT IN INDIA Ministry of Home Affairs Government of India c Disaster Management in India e ACKNOWLEDGEMENT The perception about disaster and its management has undergone a change following the enactment of the Disaster Management Act, 2005. The definition of disaster is now all encompassing, which includes not only the events emanating from natural and man-made causes, but even those events which are caused by accident or negligence. There was a long felt need to capture information about all such events occurring across the sectors and efforts made to mitigate them in the country and to collate them at one place in a global perspective. This book has been an effort towards realising this thought. This book in the present format is the outcome of the in-house compilation and analysis of information relating to disasters and their management gathered from different sources (domestic as well as the UN and other such agencies). All the three Directors in the Disaster Management Division, namely Shri J.P. Misra, Shri Dev Kumar and Shri Sanjay Agarwal have contributed inputs to this Book relating to their sectors. Support extended by Prof. Santosh Kumar, Shri R.K. Mall, former faculty and Shri Arun Sahdeo from NIDM have been very valuable in preparing an overview of the book. This book would have been impossible without the active support, suggestions and inputs of Dr. J. Radhakrishnan, Assistant Country Director (DM Unit), UNDP, New Delhi and the members of the UNDP Disaster Management Team including Shri Arvind Sinha, Consultant, UNDP.
    [Show full text]
  • Accident Investigation Reports Under the Locomotive Inspection Act of February 17, 1911, As Amended
    INTERSTATE COMMERCE COMMISSION REPORT NO. 3309 IN THE MATTER OF MAKING- ACCIDENT INVESTIGATION REPORTS UNDER THE LOCOMOTIVE INSPECTION ACT OF FEBRUARY 17, 1911, AS AMENDED ATLANTIC COAST LINE RAILROAD March 27, 1950 Accident (boiler explosion) near Tarboro, N. C., on February 24, 1950, caused by overheating of the crown sheet due to low water. REPORT OF THE COMMISSION PATTERSON, Commissioner: On February 24, 1950, about 6:09 p.m., near Tarboro, N. C., the boiler of Atlantic Coast Line Railroad locomotive 411 ex­ ploded while the locomotive was hauling a freight train at an estimated speed of 20 miles per hour. The engineer, fireman and brakeman were killed. Under authority of section 17 (2) of the Interstate Commerce Act the above-entitled proceeding was referred by the Commission to Commissioner Patterson for consideration and disposition. - 1 - DESCRIPTION OF ACCIDENT Atlantic Coast Line Railroad locomotive 411 departed from South Rocky Mount, N. C, February 24, 1950, at 9r30 a.m., on local freight run known as the Williamston Turn. The run to Vjilliamston, N= C. , a distance of 47 miles, was made without any known unusual incident and the locomotive departed at 3:50 p.m., hauling southbound extra freight train No 411 en route to South Rocky Mount. The train departed from Tarboro, N. C., at 5.57 p.m. and, at about 6:09 p0me, when about 2 miles south of Tarboro, approximately 33 miles from Williams- ton, the boiler of the locomotive exploded iijhile the train was running at an estimated speed of 20 miles per hour. The en­ gineer, fireman, and brakeman were killed.
    [Show full text]
  • Railroad Operational Safety
    TRANSPORTATION RESEARCH Number E-C085 January 2006 Railroad Operational Safety Status and Research Needs TRANSPORTATION RESEARCH BOARD 2005 EXECUTIVE COMMITTEE OFFICERS Chair: John R. Njord, Executive Director, Utah Department of Transportation, Salt Lake City Vice Chair: Michael D. Meyer, Professor, School of Civil and Environmental Engineering, Georgia Institute of Technology, Atlanta Division Chair for NRC Oversight: C. Michael Walton, Ernest H. Cockrell Centennial Chair in Engineering, University of Texas, Austin Executive Director: Robert E. Skinner, Jr., Transportation Research Board TRANSPORTATION RESEARCH BOARD 2005 TECHNICAL ACTIVITIES COUNCIL Chair: Neil J. Pedersen, State Highway Administrator, Maryland State Highway Administration, Baltimore Technical Activities Director: Mark R. Norman, Transportation Research Board Christopher P. L. Barkan, Associate Professor and Director, Railroad Engineering, University of Illinois at Urbana–Champaign, Rail Group Chair Christina S. Casgar, Office of the Secretary of Transportation, Office of Intermodalism, Washington, D.C., Freight Systems Group Chair Larry L. Daggett, Vice President/Engineer, Waterway Simulation Technology, Inc., Vicksburg, Mississippi, Marine Group Chair Brelend C. Gowan, Deputy Chief Counsel, California Department of Transportation, Sacramento, Legal Resources Group Chair Robert C. Johns, Director, Center for Transportation Studies, University of Minnesota, Minneapolis, Policy and Organization Group Chair Patricia V. McLaughlin, Principal, Moore Iacofano Golstman, Inc., Pasadena, California, Public Transportation Group Chair Marcy S. Schwartz, Senior Vice President, CH2M HILL, Portland, Oregon, Planning and Environment Group Chair Agam N. Sinha, Vice President, MITRE Corporation, McLean, Virginia, Aviation Group Chair Leland D. Smithson, AASHTO SICOP Coordinator, Iowa Department of Transportation, Ames, Operations and Maintenance Group Chair L. David Suits, Albany, New York, Design and Construction Group Chair Barry M.
    [Show full text]
  • Competitive Tendering of Rail Services EUROPEAN CONFERENCE of MINISTERS of TRANSPORT (ECMT)
    Competitive EUROPEAN CONFERENCE OF MINISTERS OF TRANSPORT Tendering of Rail Competitive tendering Services provides a way to introduce Competitive competition to railways whilst preserving an integrated network of services. It has been used for freight Tendering railways in some countries but is particularly attractive for passenger networks when subsidised services make competition of Rail between trains serving the same routes difficult or impossible to organise. Services Governments promote competition in railways to Competitive Tendering reduce costs, not least to the tax payer, and to improve levels of service to customers. Concessions are also designed to bring much needed private capital into the rail industry. The success of competitive tendering in achieving these outcomes depends critically on the way risks are assigned between the government and private train operators. It also depends on the transparency and durability of the regulatory framework established to protect both the public interest and the interests of concession holders, and on the incentives created by franchise agreements. This report examines experience to date from around the world in competitively tendering rail services. It seeks to draw lessons for effective design of concessions and regulation from both of the successful and less successful cases examined. The work RailServices is based on detailed examinations by leading experts of the experience of passenger rail concessions in the United Kingdom, Australia, Germany, Sweden and the Netherlands. It also
    [Show full text]
  • Rail Accident Report
    Rail Accident Report Derailment of a passenger train near Cummersdale, Cumbria 1 June 2009 Report 06/2010 March 2010 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 2010 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. * Cover photo courtesy of Network Rail Derailment of a passenger train near Cummersdale, Cumbria, 1 June 2009 Contents Preface 5 Key Definitions 5 The Accident 6 Summary of the accident 6 The parties involved 7 Location 8 External circumstances 8 The trains involved 10 Events preceding the accident 10 Events during the accident 10 Consequences of the accident 11 Events following the accident 11 The Investigation
    [Show full text]
  • Gently Down the Stream: How Exploding Steamboat Boilers in the 19Th Century Ignited Federal Public Welfare Regulation [REDACTED VERSION]
    Gently Down the Stream: How Exploding Steamboat Boilers in the 19th Century Ignited Federal Public Welfare Regulation [REDACTED VERSION] The Harvard community has made this article openly available. Please share how this access benefits you. Your story matters Citation Gently Down the Stream: How Exploding Steamboat Boilers in the 19th Century Ignited Federal Public Welfare Regulation [REDACTED VERSION] (2002 Third Year Paper) Citable link http://nrs.harvard.edu/urn-3:HUL.InstRepos:10018995 Terms of Use This article was downloaded from Harvard University’s DASH repository, and is made available under the terms and conditions applicable to Other Posted Material, as set forth at http:// nrs.harvard.edu/urn-3:HUL.InstRepos:dash.current.terms-of- use#LAA Gently Down the Stream: How Exploding Steamboat Boilers in the 19th Century Ignited Federal Public Welfare Regulation REDACTED VERSION Gregory P. Sandukas Harvard Law School Class of 2002 Third Year Paper April 30, 2002 1 Abstract. Boiler explosions plagued the steamboat industry during the early years of its existence (1816-1852), costing thousands of lives and prompting the federal government to enact private welfare regulation for the first time. Congress faced many challenges in this task, including opposition from steamboat owners, disagreement as to the causes of explo- sions and how best to prevent them, and, most seriously, concerns about its authority to interfere with private property rights and the extent of its constitutional power to regulate commerce. Despite these obstacles, Congress succeeded in enacting two groundbreaking pieces of legislation—one in 1838 and the other in 1852—that tackled the steamboat issue head-on.
    [Show full text]
  • Nuclear Reactor Realities
    Page 1 of 26 Nuclear Reactor Realities NUCLEAR REACTOR REALITIES (An Australian viewpoint) PREFACE Now that steam ships are no longer common, people tend to forget that nuclear power is just a replacement of coal, oil or gas for heating water to form steam to drive turbines, or of water (hydro) to do so directly. As will be shown in this tract, it is by far the safest way of doing so to generate electricity economically in large quantities – as a marine engineer of my acquaintance is fond of saying. Recently Quantum Market Research released its latest Australian Scan (The Advertiser, Saturday April 17, 2012, p 17). It has been tracking social change by interviewing 2000 Australians annually since 1992. In the concerns in the environment category, “[a]t the top of the list is nuclear accidents and waste disposal” (44.4 per cent), while “global warming” was well down the list of priorities at No 15, with only 27.7 per cent of people surveyed rating the issue as “extremely serious.” Part of the cause of such information must be that people are slowly realising that they have been deluded by publicity about unverified computer models which indicate that man’s emissions of CO2 play a major part in global warming. They have not yet realised that the history of the dangers of civilian nuclear power generation shows the reverse of their images. The topic of nuclear waste disposal is also shrouded in reactor physics mysteries, leading to a mis-placed general fear of the unknown. In this article only nuclear reactors are considered.
    [Show full text]
  • Rocky Mountain Express
    ROCKY MOUNTAIN EXPRESS TEACHER’S GUIDE TABLE OF CONTENTS 3 A POSTCARD TO THE EDUCATOR 4 CHAPTER 1 ALL ABOARD! THE FILM 5 CHAPTER 2 THE NORTH AMERICAN DREAM REFLECTIONS ON THE RIBBON OF STEEL (CANADA AND U.S.A.) X CHAPTER 3 A RAILWAY JOURNEY EVOLUTION OF RAIL TRANSPORT X CHAPTER 4 THE LITTLE ENGINE THAT COULD THE MECHANICS OF THE RAILWAY AND TRAIN X CHAPTER 5 TALES, TRAGEDIES, AND TRIUMPHS THE RAILWAY AND ITS ENVIRONMENTAL CHALLENGES X CHAPTER 6 DO THE CHOO-CHOO A TRAIL OF INFLUENCE AND INSPIRATION X CHAPTER 7 ALONG THE RAILROAD TRACKS ACTIVITIES FOR THE TRAIN-MINDED 2 A POSTCARD TO THE EDUCATOR 1. Dear Educator, Welcome to our Teacher’s Guide, which has been prepared to help educators integrate the IMAX® motion picture ROCKY MOUNTAIN EXPRESS into school curriculums. We designed the guide in a manner that is accessible and flexible to any school educator. Feel free to work through the material in a linear fashion or in any order you find appropriate. Or concentrate on a particular chapter or activity based on your needs as a teacher. At the end of the guide, we have included activities that embrace a wide range of topics that can be developed and adapted to different class settings. The material, which is targeted at upper elementary grades, provides students the opportunity to explore, to think, to express, to interact, to appreciate, and to create. Happy discovery and bon voyage! Yours faithfully, Pietro L. Serapiglia Producer, Rocky Mountain Express 2. Moraine Lake and the Valley of the Ten Peaks, Banff National Park, Alberta 3 The Film The giant screen motion picture Rocky Mountain Express, shot with authentic 15/70 negative which guarantees astounding image fidelity, is produced and distributed by the Stephen Low Company for exhibition in IMAX® theaters and other giant screen theaters.
    [Show full text]
  • Rail Safety in Context 2019/20 a Summary of Health and Safety Performance, Operational Learning and Risk Reduction Activities on Britain’S Railway
    A Better, Safer Railway Rail Safety in Context 2019/20 A summary of health and safety performance, operational learning and risk reduction activities on Britain’s railway. 1 Introduction Black swans. Sometimes something happens that you didn’t see coming. Mostly things happen that could have been spotted a mile off. To some, the Clapham collision of 1988 was one such out-of-the-blue event. But when the resulting inquiry delved deeper, a series of similar wrong-side failures was soon revealed. The same could, and doubtless will, be said of the Covid-19 pandemic, at least as far as Britain is concerned. It was seen in China, it came to Italy, it was inevitable that it would come to our islands…because there are no islands in our hyper-connected world. It is too early to see the full effects of the Covid-19 lockdown, as it came into effect on 23 March—just 8 days before the data cut-off for this suite of reports. The data summarised below represents a railway in full effect, with trendlines looking the way we’ve come to expect. The lockdown will distort that picture for 2020/21, so RSSB will be conducting a deep dive on the changes it has brought about, what rail did well and should keep doing after it ends, and the lessons that need to be taken forward. RSSB will also keep on monitoring. It’s how you spot a black swan coming, after all… Headlines 2019/20 • 31 people died as a result of accidents in 2019/20; 499 received major injuries – both represent a decrease on recent years.
    [Show full text]
  • JR East Technical Review No.27-AUTUMN.2013
    Interpretive article Clarification of Mechanism of Shinkansen Derailment in the 2011 Great East Japan Earthquake and Countermeasures Against Earthquakes Kenji Horioka Director, Safety Research Laboratory, Research and Development Center of JR East Group The Great East Japan Earthquake of March 11, 2011 resulted in tremendous damage to JR East railway facilitates due to seismic vibration and the ensuing tsunami. One incident was the derailment of a Tohoku Shinkansen train making a test run near Sendai Station. This marked the second time a JR East Shinkansen train had derailed, following that in the 2004 Mid Niigata Prefecture Earthquake. This article will cover the derailment accident investigation and its findings along with issues and lessons discovered in the process of that investigation. It will also cover past countermeasures against earthquakes and future issues in R&D. 1 Introduction of the process of clarifying derailment accident phenomena, lessons learned through that, and new issues that came up in Broad-ranging damage was suffered in the JR East area due to light the recent earthquake. seismic vibration and the ensuing tsunami of the Great East In clarifying derailment accident phenomena, we received Japan Earthquake of March 11, 2011. The earthquake was huge, much technical guidance from the Railway Technical Research measuring a magnitude (MW) of 9.0 (approx. 1,000 times the Institute (RTRI) related to issues such as analyzing response of energy of the 1995 Great Hanshin-Awagi Earthquake), but we structures affected by seismic motion and analyzing rolling stock were fortunate in that there were no major injuries to passengers. behavior. I would like to take this opportunity to express our JR East did, however, suffer unprecedented damage including gratitude for their assistance.
    [Show full text]
  • Railwayoccurrencerepo Rt
    RAILWAY OCCURRENCE REPORT 05-109 tourist Trains Linx and Snake, derailments, Driving 20 February 2005 - Creek Railway, Coromandel 3 March 2005 TRANSPORT ACCIDENT INVESTIGATION COMMISSION NEW ZEALAND The Transport Accident Investigation Commission is an independent Crown entity established to determine the circumstances and causes of accidents and incidents with a view to avoiding similar occurrences in the future. Accordingly it is inappropriate that reports should be used to assign fault or blame or determine liability, since neither the investigation nor the reporting process has been undertaken for that purpose. The Commission may make recommendations to improve transport safety. The cost of implementing any recommendation must always be balanced against its benefits. Such analysis is a matter for the regulator and the industry. These reports may be reprinted in whole or in part without charge, providing acknowledgement is made to the Transport Accident Investigation Commission. Report 05-109 tourist Trains Linx and Snake derailments Driving Creek Railway Coromandel 20 February 2005 - 3 March 2005 Abstract On Sunday 20 February 2005 at about 1300, the Driving Creek Train Linx derailed at Peg 1660. The rear bogie of the last passenger set derailed and was dragged about 15 m before one of the derailment bars hit a rail joint fishplate, causing the rear bogie to jump further to the left-hand side of the track. One passenger received moderate injuries. In the afternoon of Sunday 27 February 2005, the rear bogie of the last passenger set of the Train Linx derailed to the inside of a tight right-hand curve at Peg 1270 on the Driving Creek Railway.
    [Show full text]