DOCSLIB.ORG

Ang1/P138 Technical Aspects of Railway Interoperability

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Ang1/P138 Technical Aspects of Railway Interoperability ASME-GREEK SECTION, First Nat. Conf. On Recent Advances in Mech. Eng., September 17-20, 2001, Patras, Greece Proceedings of 1st Nat. Conf. On Recent Advances in Mech. Eng September 17-20, 2001, Patras, Greece ANG1/P138 TECHNICAL ASPECTS OF RAILWAY INTEROPERABILITY K. Giannakos V. Profillidis General Director of Infrastructure Associate Professor of Greek Railways Democritus Thrace University 1, Karolou St., 104 37 Athens, Greece 1, Vas. Sofias St., 671 00, Xanthi, Greece ABSTRACT The fragmentation of railways by various barriers means that interoperability does not happen ipso facto. Sig- Recent technical advances concerning railway inter- nificant efforts have to be made in order to reduce the regu- operability are surveyed and suggested in this paper. For latory, technical and operational differences that could im- differences in track gauge techniques of variable gauge ax- pede the free train traffic without any stops at borderlines, les, of powered axles with adjustable gauge are analyzed. [2]. Incompatibilities in electric power are overcome through The technical interoperability aspects that shall be ana- techniques such as the multi-system electric locomotives. lysed in the following are: For differences in signalization new techniques are investi- • Track gauge, gated. Advantages from the application of these interopera- • Electrification/Electric power, ble systems are clarified. • Signalling – traffic regulation. KEYWORDS 1. The railway track Railways, Interoperability, Track gauge, Electrification, 1.1. The track gauge Signalization, The track gauge is defined as the distance of the gauge- sides of the rails, measured at a distance 14 mm below the INTRODUCTION rolling surface, [3]. Tracks of various gauge have been built: In Community Directive 96/48, interoperability is de- ♦ Normal gauge, e =1,435m: Most lines have been built fined as the ability of the trans-European high-speed rail with this gauge, which was concluded to optimise rolling system to allow the safe and continuous traffic of high-speed stock dimensions. Regular gauge rails are allowed to have trains, under achievement of specific performances, [1]. maximum deviations of + 10 mm to – 3 mm from a value of This ability is based on a set of regulatory, technical 1,435 m. and operational prerequisites that have to be kept in order to ♦ Metric gauge, e = 1,000 m or e = 1,067 m. Mostly sec- fulfil the basic requirements. Thus, we are referring ondary lines have been built with this gauge. The lines of the respectively to: Peloponnese and of Volos-Paleofarsalos are metric gauge i. Technical Interoperability Data which comprise all con- lines. All other OSE lines are of regular gauge (except the structional data presenting differences that create interopera- rack railway line Diakofto-Kalavryta that has a gauge of bility problems, and 0,75 m). ii. Operational Interoperability Data, which comprise prob- ♦ Broad gauge, e = 1,524 m (Russia), e = 1,672 m (Spain) lems of administrative, organizational or operational nature and elsewhere. Rails of this type were built as a contrast to that create non-compatibility, affecting inter-operability to regular gauge, mainly for political reasons, so that no regular an equally significant degree. gauge railway vehicles could intrude in these lines. The development of a rail network across Europe con- It is evident that gauge differences do not allow a train tinues to be impeded by differences in track gauge, loading- or/and a single vehicle that operates at a given track gauge to gauges, energy systems and more than twenty noncompati- use the tracks in a rail network with a different gauge. ble to each other train traffic control systems. Of utmost importance in the attempt to overcome these problems is the 1.2. The current situation of railways in Europe in re- co-operation between the rail networks. Technical, as well gard to track gauge as commercial interoperability have a long way to go toward Maybe the greatest interoperability barrier for the rail- the completion of a trans-European network, and shall con- ways in Europe today is due to the different track gauge tribute to the higher goal of the European integration. values that exist in the various networks. - 1 - ASME-GREEK SECTION, First Nat. Conf. On Recent Advances in Mech. Eng., September 17-20, 2001, Patras, Greece At the beginning of the railway era, that is, from 1830 The substations can be fed with electrical power, [5]: up to about 1850, the first railways were built in order to ♦ from the national high-voltage power distribution net- meet the transport needs on a regional scale, [4]. work with a frequency of 50 Hz, in Europe (60 Ηz for the It was then impossible to predict the importance and USA). the role that this new means of transport would assume, nor ♦ from a special high-voltage network, the frequency of that the connections between the various lines would lead to which (usually 16 2/3 Ηz) is significantly lower than that of the creation of a transcontinental network. the national network. This special network might be con- As regards the narrow (metric) gauge, it allows for the nected to the national network, but it also can be in- construction of tracks occupying less ground area and the dependent, that is it can have its own power generation units. use of curves with a smaller radius. Thus, metric gauge was The transmission line from the substations to the vehi- used everywhere where a low cost construction was needed, cles usually is of single phase. The transfer of power to the primarily in secondary lines, as well as in mountain regions. electric locomotive can be effected in two ways: Figure 1 depicts the current situation of the various tack • an overhead line, which is used in interurban and (some gauge values in Europe. times) in urban railways and metropolitan railways. Different track gauge values have been also chosen • A third rail, which is used in metropolitan railways and outside Europe. The Indian network has four different track (some times) in urban railways. gauges, two of which (1,676 m and 1,000 m) are dominant. In Australia there are also three different track gauges. In Return of the power is effected through the rails. Either Latin America, Argentina for example, the capital Buenos one or both rails can be used. Aires is the starting point for railway lines with three differ- ent track gauges, [5]. 2.2. Interoperability of electric power systems in Eu- Where there is a transport traffic flow on lines with rope different track gauges, there are problems emerging that Direct current has more advantages than alternating have to be overcome in special stations through operations current in regard to the traction circuit. Thus, for a long time that are more or less time-consuming and costly. (from early 1900’s to 1950) priority was given to better en- gine performance. Since series direct current engines until 2. Electric power recently provided the best conditions for the movement of 2.1. Electric power sub-systems vehicles, an electric power system that was using direct cur- The two electric power sub-systems, that is, the power- rent was sought. supply circuit and the traction circuit have different de- Voltages that were mainly used, were: mands, and depending on the priority that is given to energy − 750 V, mainly for electric power by a third rail, transfer (power-supply circuit) or to energy use (traction − 1,500 V, which was used more than the others, circuit), different electric power systems have been devel- − 3,000 V. oped. These voltages are very low compared to the voltage The power-supply circuit comprises, [3]: used for transmission (in Greece 150.000 V, 220.000 V). − Substations, Thus, electric power with direct current results in substantial − Transmission lines, cross section sizes of the power transmission line (400÷900 mm2) and placement of the substations at very small dis- tances to each other. Substation distances are 15÷20 km in 1.000mm 1.435mm the case of a 1.500 V voltage and 35÷40 km in the case of a 3.000 V voltage. 1.524mm Electrification power with alternating 15.000 V, 16 2/3 1.600mm Hz current is applied in Central Europe (Germany, Austria, 1.668mm Switzerland) where the substations are fed by special low- voltage power generating units and in Northern Europe Various gauge (Sweden, Norway), where the substations are fed by the na- tional network with a frequency of 50 Hz. This electric pow- er system represents 20% of electrificated lines worldwide, [5]. In Figure 2 the existing electrification systems in Eu- rope are presented. It is obvious that for each system differ- ent electric locomotives are needed, resulting in the need to change the traction unit at the respective country’s border. Consequently, it has emerged the need for production of bicurrent and of multicurrent (multi-voltage) traction units in general, which can be operated with more than one electric power systems. Figure 1. The various values of track gauge in Europe. - 2 - ASME-GREEK SECTION, First Nat. Conf. On Recent Advances in Mech. Eng., September 17-20, 2001, Patras, Greece 3.000V to enter specific section of a line, only when it has been as- certained that the line will remain free. 1.500V − protection from another train that moves on another line, 25kV, 50Hz which however intersects or merges (by means of a track 750V, 3rd rail transition) with the specific line. 15kV, 16 2/3 Hz 3.2. The interoperability of the European network in regard to signalling and traffic regulation In Figure 3 the existing in Europe signalling systems are given. There are 16 types of system throughout the entire European continent.
Load more

Recommended publications
  • 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]
  • ILNAS-EN 13803:2017 E
    p o h S - e S A ILN a i v y p o C y l n voie -Écartement1435mmetpluslarge Paramètres deconceptiondutracéla o alignment designparameters-Track Trassierungsparameter -Spurweiten1 Railway applications-Track w ie v e Applications ferroviaires-Voie Bahnanwendungen -Oberbau r gauges 1435mmandwider P - ILNAS-EN 13803:2017 2017 435 mmundgrößer : 13803 04/2017 EN - S A ILN ILNAS-EN 13803:2017 p o h S - e S A https://portail-qualite.public.lu/fr/normes-normalisation/participer-normalisation.html - - - CENELEC) andInternational(ISO,IEC)standards: participate forFREEinthedevelopmentofLuxembourgish(ILNAS),European(CEN, Every interestedparty,whichismemberofanorganizationbasedinLuxembourg,can ILNAS-EN 13803:2017. This EuropeanStandardEN13803:2017wasadoptedasLuxembourgish National Foreword ILN a i v Participate intechnicalcommitteemeetings Foresee futuredevelopments Participate inthedesignofstandards y p or anyotherdatacarrieswithoutpriorpermission! any formorbymean-electronic,mechanical, photocopying Nothing fromthispublicationmaybereproduced orutilizedin THIS PUBLICATIONISCOPYRIGHTPROTECTED o C y l n o w ie v e r P - 2017 : 13803 EN - S A ILN EUROPEAN STANDARD ILNAS-EN 13803:2017 EN 13803 NORME EUROPÉENNE EUROPÄISCHE NORM April 2017 ICS 93.100 Supersedes EN 13803-1:2010, EN 13803- 2:2006+A1:2009 English Version Railway applications - Track - Track alignment design parameters - Track gauges 1 435 mm and wider Applications ferroviaires - Voie - Paramètres de Bahnanwendungen - Oberbau - Trassierungsparameter conception du tracé de la voie - Écartement 1 435 mm - Spurweiten 1 435 mm und größer et plus large p o h S - e This European Standard was approved by CEN on 21 December 2016. S A CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this ILN European Standard the status of a national standard without any alteration.
    [Show full text]
  • Problemy Kolejnictwa 183 ANG.Indd
    PROBLEMY KOLEJNICTWA RAILWAY REPORTS Issue 183 (June 2019) ISSN 0552-2145 (print) ISSN 2544-9451 (on-line) 107 Technological Barriers to Interoperability in Railway Transport Between Europe and China Szymon FINKE1 , Mateusz MOTYL2 Summary Th e growth in freight-traffi c between Europe and China is driving the quest for new transport routes between these re- gions. One of the options is to use railway routes. Th e concept of using railway connections is referred to as the New Silk Route. A number of analyses of freight traffi c point to a huge demand for this type of transport since sea freight is marked by seasonality, long travel times and the growing problem of congested ports, both in China and Europe. Currently, there are several railway connections between China and Europe. Th ese connections are hindered by intermodal transport and transhipment, which extend freight travel time, generate extra costs and result in the low capacity of these con- nections. In order to increase capacity, new connections should be developed using the interoperability of all the railway routes between Europe and China. Many barriers, however, impede this idea. Many of those barriers are technological in nature. Th is paper looks into technological barriers that constrain interoperability in railway transport between Europe and Chi- na. Th e fi rst section sheds some light on the idea of interoperability, as well as railway connections between Europe and China. Th e second section points to the technological barriers in this kind of transport. Th e next section presents some possible solutions for removing the barriers.
    [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]
  • Railways As World Heritage Sites
    Occasional Papers for the World Heritage Convention RAILWAYS AS WORLD HERITAGE SITES Anthony Coulls with contributions by Colin Divall and Robert Lee International Council on Monuments and Sites (ICOMOS) 1999 Notes • Anthony Coulls was employed at the Institute of Railway Studies, National Railway Museum, York YO26 4XJ, UK, to prepare this study. • ICOMOS is deeply grateful to the Government of Austria for the generous grant that made this study possible. Published by: ICOMOS (International Council on Monuments and Sites) 49-51 Rue de la Fédération F-75015 Paris France Telephone + 33 1 45 67 67 70 Fax + 33 1 45 66 06 22 e-mail [email protected] © ICOMOS 1999 Contents Railways – an historical introduction 1 Railways as World Heritage sites – some theoretical and practical considerations 5 The proposed criteria for internationally significant railways 8 The criteria in practice – some railways of note 12 Case 1: The Moscow Underground 12 Case 2: The Semmering Pass, Austria 13 Case 3: The Baltimore & Ohio Railroad, United States of America 14 Case 4: The Great Zig Zag, Australia 15 Case 5: The Darjeeling Himalayan Railway, India 17 Case 6: The Liverpool & Manchester Railway, United Kingdom 19 Case 7: The Great Western Railway, United Kingdom 22 Case 8: The Shinkansen, Japan 23 Conclusion 24 Acknowledgements 25 Select bibliography 26 Appendix – Members of the Advisory Committee and Correspondents 29 Railways – an historical introduction he possibility of designating industrial places as World Heritage Sites has always been Timplicit in the World Heritage Convention but it is only recently that systematic attention has been given to the task of identifying worthy locations.
    [Show full text]
  • 4A Railway Gauges in Ontario
    4a Railway Gauges in Ontario History of the Railway Gauge Much has been written, but in summary, the best speculation is that what became the “standard” or “Ste- phenson” gauge of 4 ft 8½ inches (1,435 mm) was adopted from early Northumberland UK horse tram- ways that transported “coals to Newcastle”. George Stephenson (1781-1848), a self-taught civil and me- chanical engineer who did his apprenticeship around the Northumberland collieries, is widely acknowl- edged as being “the father” of the railways, although he may be more accurately described as the enabler who made steam locomotion a practical reality. No one knows how the Northumberland tramways came to adopt the 4 ft 8½ inch gauge, although it may be a practical result of a wagon width determined more or less by the breadth of a wagon harness hitched to a well-built pit pony. As George Stephenson, partnering with his son Robert (1803-1859), went into the locomotive manufacturing business as Robert Stephenson & Co., this gauge was adopted for production. As there was an immediate robust export business to all parts of the world (often accompanied by British engineering expertise), the “off the assembly line” product was shipped to that gauge, with its consequent general adoption by the purchaser. This not did however result in the immediate global adoption of the “Standard” gauge – far from it, even today only just over 50 per cent of world railway mileage is on the standard gauge (Wikipedia). The rest is more or less divided into a 5 ft something or a 3 ft something gauge group.
    [Show full text]
  • Approach to Rational Calculation of Superelevation in Dual Gauge Track
    TRANSPORT ISSN 1648-4142 / eISSN 1648-3480 2018 Volume 33 Issue 3: 699–706 https://doi.org/10.3846/transport.2018.1577 APPROACH TO RATIONAL CALCULATION OF SUPERELEVATION IN DUAL GAUGE TRACK Inesa GAILIENĖ*, Martynas GEDAMINSKAS, Alfredas LAURINAVIČIUS Dept of Roads, Vilnius Gediminas Technical University, Vilnius, Lithuania Received 6 June 2016; revised 8 December 2016; accepted 4 February 2017 Abstract. One of the technical possibilities to solve a gauge crossing is to install a dual gauge. This solution has several ad- vantages and disadvantages discussed in this paper. Lack of experience of maintenance and lack of standards for the design of dual track are among the most important disadvantages. The wheel and rail interface on track curves is more difficult than in straight sections. Therefore, the subject of the present article is a geometrical parameter of dual gauge track, i.e., the rail superelevation, which has an impact on the wheel–rail interaction at curves and influences the value of uncompen- sated acceleration, occurring when a train passes a curve, and, consequently, the intensity of rail wear. The objective of the present article is to analyse the features of dual gauge track and the superelevation calculation methodology considered, to present the approach to rational calculation of superelevation for dual gauge track of Šeštokai–Mockava (Lithuania–Po- land) using several calculation versions as well as to make recommendations for the calculation of superelevation. Keywords: track curve, standard gauge (1435 mm), Russian
    [Show full text]
  • EN 13803:2017 Fastställd/Approved: 2017-05-05 Publicerad/Published: 2017-05-09 Utgåva/Edition: 2 Språk/Language: Engelska/English ICS: 14.540; 45.080; 93.100
    SVENSK STANDARD SS-EN 13803:2017 Fastställd/Approved: 2017-05-05 Publicerad/Published: 2017-05-09 Utgåva/Edition: 2 Språk/Language: engelska/English ICS: 14.540; 45.080; 93.100 Järnvägar – Spår – Spårgeometri – Spårvidd 1435 mm och därutöver Railway applications – Track – Track alignment design parameters – Track gauges 1 435 mm and wider This preview is downloaded from www.sis.se. Buy the entire standard via https://www.sis.se/std-8026257 This preview is downloaded from www.sis.se. Buy the entire standard via https://www.sis.se/std-8026257 Standarder får världen att fungera SIS (Swedish Standards Institute) är en fristående ideell förening med medlemmar från både privat och offentlig sektor. Vi är en del av det europeiska och globala nätverk som utarbetar internationella standarder. Standarder är dokumenterad kunskap utvecklad av framstående aktörer inom industri, näringsliv och samhälle och befrämjar handel över gränser, bidrar till att processer och produkter blir säkrare samt effektiviserar din verksamhet. Delta och påverka Som medlem i SIS har du möjlighet att påverka framtida standarder inom ditt område på nationell, europeisk och global nivå. Du får samtidigt tillgång till tidig information om utvecklingen inom din bransch. Ta del av det färdiga arbetet Vi erbjuder våra kunder allt som rör standarder och deras tillämpning. Hos oss kan du köpa alla publikationer du behöver – allt från enskilda standarder, tekniska rapporter och standard- paket till handböcker och onlinetjänster. Genom vår webbtjänst e-nav får du tillgång till ett lättnavigerat bibliotek där alla standarder som är aktuella för ditt företag finns tillgängliga. Standarder och handböcker är källor till kunskap.
    [Show full text]
  • Isambard Kingdom Brunel Overview of Talk
    INCOSE at Network Rail - Talk IKB - Engineering Genius or ‘just’ a by F Schmid for I K Brunel 201 Great Systems Engineer 6 June 2007 Genius or Great Systems Engineer? Isambard Kingdom Brunel Dr. Felix Schmid Civil Engineering, University of Birmingham I K Brunel 201, INCOSE, London, 2007-06-06 F. Schmid I K Brunel 201 – INCOSE, London Overview of Talk • Era of Marc Brunel and Isambard Kingdom Brunel; • Background to the Brunel family; • Trials and tribulations of Marc Isambard Brunel; • The Thames Tunnel; • Clifton suspension bridge for Bristol; • The Great Western Railway and Saltash Bridge; • A hospital for the Crimea; • The Great Western Steamship Company • The Great Britain; • The Great Eastern and calamity. Slide No: 2 Page 1 INCOSE at Network Rail - Talk IKB - Engineering Genius or ‘just’ a by F Schmid for I K Brunel 201 Great Systems Engineer 6 June 2007 F. Schmid I K Brunel 201 – INCOSE, London Where did it start? th James Brindley, Canal Engineer • 18 century created ‘the engineer’ in both France and Britain; • France developed the famous ‘ingenieur’, designer of roads and war machines, with an academic education; • Britain’s industrial revolution resulted ‘the engineer’ as the person who learnt his trade and then moved up the hierarchy; • BUT: Great engineers were essential for both nations. Slide No: 3 F. Schmid I K Brunel 201 – INCOSE, London Transport Revolution in Britain ca. 1770 • Roads improved by turn-pike companies: – Capital investment into infrastructure as viable opportunity; – Salt-route from Cheshire to Sheffield: first Mam Tor road. • Journey time and cost reductions thanks to better roads: – Huge journey time reductions between cities (50% 1770-1830); – General journey time reduction of 80% between 1750 and 1830; – 1750s London to Edinburgh in summer: 10days by horse; – Stage-coach London to Edinburgh in 1836: 45hours; – Between 1790 and 1830: 8-fold increase in departures and 15-fold increase in people carried (outside-class, see Thomas Hardy).
    [Show full text]
  • Railway Applications - Track - Track Alignment Design Parameters - Track Gauges 1 435 Mm and Wider
    Irish Standard I.S. EN 13803:2017 Railway applications - Track - Track alignment design parameters - Track gauges 1 435 mm and wider © CEN 2017 No copying without NSAI permission except as permitted by copyright law. This is a free 11 page sample. Access the full version online. I.S. EN 13803:2017 Incorporating amendments/corrigenda/National Annexes issued since publication: The National Standards Authority of Ireland (NSAI) produces the following categories of formal documents: I.S. xxx: Irish Standard — national specification based on the consensus of an expert panel and subject to public consultation. S.R. xxx: Standard Recommendation — recommendation based on the consensus of an expert panel and subject to public consultation. SWiFT xxx: A rapidly developed recommendatory document based on the consensus of the participants of an NSAI workshop. This document replaces/revises/consolidates the NSAI adoption of the document(s) indicated on the CEN/CENELEC cover/Foreword and the following National document(s): NOTE: The date of any NSAI previous adoption may not match the date of its original CEN/CENELEC document. This document is based on: Published: EN 13803:2017 2017-04-26 This document was published ICS number: under the authority of the NSAI and comes into effect on: 93.100 2017-05-14 NOTE: If blank see CEN/CENELEC cover page NSAI T +353 1 807 3800 Sales: This is a free 11 page sample. Access the full version online. 1 Swift Square, F +353 1 807 3838 T +353 1 857 6730 Northwood, Santry E [email protected] F +353 1 857 6729 Dublin 9 W NSAI.ie W standards.ie Údarás um Chaighdeáin Náisiúnta na hÉireann National Foreword I.S.
    [Show full text]
  • Rail Gauge Study Report
    RAIL W ORKING GROUP RAIL GAUGE STUDY REPORT Final: August 2009 REFERENCE No: RL/2/08-2009 FORUM BUILDING, 159 STRUBEN STREET, PRETORIA, 0001, GAUTENG, SOUTH AFRIC A DOCUMENT SUMMARY SHEET Report Number RL/2/08-2009 Status: Final Report Document Title: NATIONAL TRANSPORT MASTER PLAN 2050: RAIL WORKING GROUP REPORT RAIL GAUGE STUDY REPORT Date: August 2009 Prepared For: Department of Transport Forum Building, cnr Struben and Bosman Streets, Pretoria Private Bag X193, Pretoria, 0001 Prepared By: Rail Working Group, represented by: • Africon • SSI • Ingérop Rail Gauge Study Report p2 of 26 August 2009 RAIL GAUGE STUDY REPORT Contents 1. The Brief ...................................................................................................................4 2. Executive Summary ………………………………………………………….. …………4 3. Document Structure ………………………………………………………….................5 4. Background ………………………………………………………………………………..5 5. Disposition of rail gauges in the world ……………………………………………….6 6. Break-of-gauge Issue …………………………………………………………………….7 7. Pro’s and Con’s of SG vs. NG …………………………………………….................. 7 8. Country strategic choices holding possible lessons for RSA ……… …………10 9. Macro trends in the role of railways in the world …………………………………..12 10. The Africa Railway picture ……………………………………………………………..12 11. Africa Union rail development guidelines and the 2007 gauge Resolution …..13 12. Transnet’s long term Master plan …………………………………………………….15 13. Case studies to provide a “feel” for cost of rail lines etc ………………………..17 14. Cost of a full
    [Show full text]
  • Analysis of the Basic Parameters for Maintaining
    DOCUMENT ENDORSED BY THE CONTACT GROUP ON 27/01/2009 (V1.00) ANALYSIS OF THE BASIC PARAMETERS FOR MAINTAINING THE TECHNICAL AND OPERATIONAL COMPATIBILITY OF THE 1 520 mm AND 1 435 mm GAUGE RAIL SYSTEMS AT THE COMMONWEALTH OF INDEPENDENT STATES (CIS)-EUROPEAN UNION (EU) BORDER SUBSYSTEM: INFRASTRUCTURE. PERMANENT WAY AND TRACK FACILITIES Document prepared by the Contact Group of the Organisation for Cooperation between Railways (OSJD) and the European Railway Agency (ERA) (Translation from the original in Russian) JANUARY 2009 DOCUMENT ENDORSED BY THE CONTACT GROUP ON 27/01/2009 (V1.00) REVISIONS AND AMENDMENTS Revision and date Sections Explanations Author 0.01/ 18.03.08 All Working document based on information FAD received from the ERA prior to 01.03.08 0.02/ 28.03.08 All Working document with the incorporation of FAD comments made at the meeting of 28.03.08 0.03/ 20.05.08 2, 3, 5, 6, 7 Working document based on information FAD received from the ERA prior to 20.05.08 0.04/ 28.05.2008 5 Working document with the incorporation of VK comments made at the meeting of 28.05.08 FAD 0.05/ 10.09.2008 1, 2, 3, 4, 5, 6 Working document based on information VK received from the ERA prior to 10.09/08 FAD 0.06/ 03.10.2008 2, 5, 6 Working document with the incorporation of VK comments made at the meeting of 03.10.08 FAD 0.07/ 10.12.2008 2, 3, 5.1.5, 5.2.6- Preliminary draft for endorsement at a VK 5.2.8, 5.3.2, 5.4.2, forthcoming meeting FAD 5.4.3, 5.5.1, 5.5.3, 5.6.1, 5.6.2, 5.7.5, 5.7.6, 5.8.3- 5.8.6, 5.10, 5.10.2, 5.10.3, 5.10.6, 6.3.3, 6.6.2- 6.6.4,
    [Show full text]