DOCSLIB.ORG

Kassel® Kerb

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

BRETT LANDSCAPING CI/SfB (90.41) Ff2 Commercial Support 0845 60 80 579 www.brett.co.uk/landscaping May 2010 COMMERCIAL PRODUCT RANGE The Brett Group is a leading independent manufacturer of building materials. Our business is built on sustainable and lasting relationships with customers, suppliers and local communities. Our focus on service has enabled us to become a market leader in the design, manufacture and supply of high quality solutions for hard landscaping, transport, infrastructure and construction projects of all sizes. Everything we do is designed to enhance the built environment and the lives of those who use it. All of our products are enhanced by a comprehensive technical support service from concept through to installation and ultimate use. NOTES COLOUR REPRESENTATION WEIGHTS ADVICE Every effort has been made to ensure the accurate All pack and unit weights are approximated maximums. Brett Landscaping provides advice regarding the However, please confirm information or specification reproduction of colour and texture in this guide. Actual weights may vary. For more accurate application, laying and design of our products. with a Brett representative or on our website to However, due to limitations in the printing process, information, and assistance with load building, contact This service is limited in accordance with the Brett ensure you have the latest information. inaccuracies may occur. For accurate representations Commercial Support. Conditions of Sale. ESTIMATING of colour and texture always ask to see a sample. EFFLORESCENCE PRODUCT DEVELOPMENT Care has been taken in the calculation of the COLOUR AND TEXTURE VARIATIONS Efflorescence is a natural process whereby salts within Brett Landscaping is committed to designing and estimating factors contained in this document, Colour variations may exist between batches of the cement rise to the surface of the unit. Efflorescence manufacturing high quality products. Consequently, however, when they are used to prepare quantities, manufactured product and naturally occur in stone does not structurally damage the unit and will naturally Brett Landscaping reserves the right to update, modify Brett Landscaping cannot be held responsible for products such as aggregates, granite kerbs and natural weather over a period of 12 – 18 months. or delete products, colours or textures at any time. any shortfall or excess of materials that may occur stone paving. Brett Landscaping can not be held Consequently, Brett Landscaping is unable to accept Every effort has been taken to ensure the during the installation on site. responsible for variations in colour or texture. responsibility for any efflorescence that may occur. specifications provided in this guide are both accurate and up-to-date at the time of printing. 2 BRETT LANDSCAPING Commercial Support 0845 60 80 579 www.brett.co.uk/landscaping CONTENTS ABOUT BRETT PAGES 4-7 DESIGN SUPPORT SERVICE 6-7 SPECIALIST KERBS PAGES 8-27 HIGH QUALITY, INNOVATIVE KERBS FOR BUS BOARDING SAFETY AND TRAFFIC CONTAINMENT KASSEL 10-13 TRIEF 16-23 SLIMLINE KASSEL 14 TRIEF CHEVRON AND KASSEL INSTALLATION 15 TRIEF CADET CHEVRON 24-25 TRIEF INSTALLATION 26 CASE STUDY 27 PERMEABLE PAVING PAGES 28-33 PERMEABLE PAVING PRODUCTS FOR SUSTAINABLE DRAINAGE SOLUTIONS SUSTAINABLE DRAINAGE 28-29 ALPHA FLOW 30 OMEGA FLOW 31 CLASSICO FLOW 32 CASE STUDY 33 CONCRETE BLOCK PAVING PAGES 34-53 HIGH QUALITY BLOCK PAVING FOR THE COMMERCIAL SECTOR AURA 36 OMEGA 41 ALPHA ANTIQUE 37 OMEGA ACCESSORIES 42-43 REGATTA 38 ZETA LOCK 44 CLASSICO 39 X-FLOW 45 BETA 40 MACHINE LAYING 46-47 CIRCLES AND LAYING PATTERNS 48-49 KERBS AND CHANNELS 50-53 f f FLAG PAVING PAGES 54-59 i d r a C HIGH QUALITY FLAG PAVING FOR THE COMMERCIAL SECTOR , y l b CHAUCER & CHAUCER GLASS 56 m e s s TEXITONE 57 A l a QUORNDON 58 n o i t TACTILE PAVING 59 a N h s l e W 3 BRETT LANDSCAPING Commercial Support 0845 60 80 579 www.brett.co.uk/landscaping ABOUT BRETT PARTNERSHIP PRODUCT Brett is a privately owned and independent business that recognises Brett Landscaping are a market leader in the design, manufacture the importance of talking to, listening to and advising designers, and supply of high quality products for hard landscaping, transport, contractors and end users in both the public and private sectors. civil engineering and building schemes. We have expanded both We ensure that our solutions satisfy the requirements of all parties through organic growth and by acquisition. We are the second involved in the specification process. largest manufacturer of block paving in the UK and our Cliffe site is We focus on adding value to our products through expert design, the largest manufacturing site of concrete block paving in Europe. high quality manufacturing and on-time, in-full delivery. Our aim is Through this growth and the successful incorporation of many to provide excellent service and top quality products that offer our renowned and long-proven products, Brett now have some of the customers cost effective solutions for the built environment. strongest brand names in the sector; for example Brett manufacture Our work over the past 100 years has enabled us to consistently both the Trief and Kassel specialist kerb systems making us one of deliver this objective, operating our day-to-day business in a way the leading safety kerb manufacturers in Europe. that provides quality, reliability and value to our customers every time they deal with Brett. 4 QUALITY Brett operates a Quality Management System accredited to BS EN ISO 9001:2008 covering our manufacturing operations. This commitment to quality ensures that we provide the highest levels of performance throughout our operations, ensuring the highest level of customer satisfaction. SUSTAINABILITY Precast concrete paving is already widely recognised as having excellent sustainability properties for integration into modern design. Brett regard the issue of sustainability as being a core social, as well as corporate, responsibility to our business. This has been recognised by the award of BS EN ISO 14001:2004 for our Environmental Management System which is supported by ‘Measuring Up’ our internal management system. Brett were also one of the first signatories to the British Precast Concrete Federation Sustainability Charter as well as the UK Industries Sustainable Construction Strategy. HEALTH AND SAFETY This provides industry-wide commitment to: An internally developed, fully integrated management system •Playing a leading role in delivering sustainable construction ‘QHEST’, (Quality, Health, Environment, Safety Together) has been •Delivering an annual sustainability Performance Report against running across the Brett business, since 2008. This enables us set targets to benchmark and continually improve our operational efficiency. The ongoing development of the QHEST integrated management •Working to reduce CO 2 emissions from the sector •Providing key industry data for life cycle analysis modelling system will ensure that Brett remains at the forefront of system •Demonstrating the benefits of concrete products within the built design and compliance. environment The Group’s activities in this area are certified independently to This continuous focus on sustainability has enabled Brett to secure BS EN ISO 18001: 1999 for Health and Safety Management. many awards for our sustainability achievements, more details can SUPPORT be obtained from our website. Where we source product from Our specialist service can offer advice or designs on all aspects of outside the UK we are an active member of the Ethical Trading hard landscaping from bus stops to bespoke permeable paving Initiative which provides a universal code for the treatment of schemes and from traffic containment to training via RIBA approved workers across the World and thereby ensures that we uphold the CPD seminars and pre-written NBS specification clauses. rights of others internationally. For further information, please contact Commercial Support or email [email protected] 5 BRETT LANDSCAPING Commercial Support 0845 60 80 579 www.brett.co.uk/landscaping DESIGN SUPPORT SERVICE FOR KERBS, PAVING AND INTEGRATED SCHEMES Image provided courtesy of Midland Expressway Limited Service Kassel ® and Trief ® design and scheduling As a leader in hard landscaping solutions, Brett continually Brett can offer bespoke layout design for kerb and demonstrates that good advice, good design and good highway projects, including and incorporating special products go together to provide the very best solutions. mouldings and uniquely sized units that minimise the need Integrated design specification, ordering and delivery for on-site cutting. packages can be provided for projects of all sizes - furthermore, our advice continues to be available on Project and schedule drawings as well as the units maintenance, refurbishment and cleaning long after the themselves are sequentially numbered to make installation project finishes. as rapid and straightforward as possible. In order to meet the demands of specific projects, we are Our production and scheduling services allow call off and also able to design and produce bespoke units. These delivery of product in tranches as installation progresses, products can be specifically created to ensure that the again ensuring that work proceeds smoothly and quickly. finished unit is functionally and aesthetically integrated We can offer extensive installation advice, including hire into the installation. Additionally, delivery timings can be of lifting equipment and on-site problem-solving, as linked to your project scheduling. well as design assistance in achieving radii and other For your specific design requirements, contact Brett kerb forms. Commercial Support on 0845 60 80 579 or CAD drawings of Kassel and Trief Kerb units are available [email protected] on request from Design Services, phone 0845 60 80 579 or e-mail [email protected] 6 Pavement design options Permeable pavement design service Our extensive range of hard landscaping products includes Brett offer a permeable pavement design service to a wide variety of colours, textures and sizes that allow you provide bespoke sustainable drainage solutions to suit to create your own custom solutions.
Recommended publications
  • Highlight / Progress Report

    Highlight / Progress Report

    HIGHLIGHT / PROGRESS REPORT PROJECT NAME: Kinloch Road Regeneration Project Manager: Ian Imlah Reporting Period: 28/03/2012 – 15/08/12 Date report prepared: 9 August 2012 Implementation of the Full Business Project stage: Project stage completion date: 31 May 2013 Case Tolerance levels for this stage: Project Plan + / - 15 working days Project budget + / - 10%, or £10,000 whichever is greater Progress – please refer to Project Plan Key products completed this period Key products outstanding this Revised Key products for next reporting Delivery date (including those completed ahead of schedule) period delivery date period (including brief explanation of why product outstanding) New Road Construction Works is underway Agreement on how to progress with 31/12/2012 Delivery of footway works 31 October land adjacent to former council 2012 depot site Detailed Design for Footway Works Completed Delivery of soft landscaping works 31 May 2013 Soft landscaping design agreed with ABC. Contract documents to be finalised and issued for tender. Royal Hotel Footway Works Complete. Risk Management – please refer to Risk Register (updates risks below in bold italic text) o:\a_campbeltown\cn03_kinloch_road\board_papers\l_150812\cn03_highlight_prog_rep_august 2012.doc Budget Management – please refer to Resource Allocation Schedule Total budget available to complete FBC stage: £100,000 Actual expenditure £102,209 Variance explanation if required: Revenue budget now used – Business Case developed and now progressing implementation stage (capital expenditure) Budget approved – implementation of public £2,080,000 realm and soft landscaping works: Actual expenditure to date (as at 31 July 2012) £715,013 Variance explanation if required: Budget approved - ACHA £800,000 Actual expenditure to date (as at 31 July 2012) £0 Variance explanation if required: Any further information Status update on elements: Public Realm - • Public realm associated with the new road has been procured through the road contract.
  • Road Drainage in This Chapter

    Road Drainage in This Chapter

    Road Drainage In this chapter 01 Introduction 3 02 Design principles 5 2.1 Water sensitive design (WSD) or Integrated Stormwater Management (ISM) 5 2.2 Integration of drainage 6 2.3 Tiered objectives for stormwater management design in road reserves 7 2.4 Major/minor drainage 11 03 Surface water management 12 04 Stormwater management devices 13 4.1 Treatment /Management Options Tool Box 15 4.2 Bio-retention swales, rain gardens and tree pits 16 4.3 Pervious paving 17 4.4 Sand filters, gravel trenches and rain tanks 18 4.5 Ponds and wetlands 18 4.6 Swales and vegetated swales 19 4.7 Soakage pits 20 4.8 Proprietary devices 20 05 Kerbs and channels 20 06 Catchpits 22 6.1 Catchpit location 22 6.2 Catchpit design 23 6.3 Catchpit approved types 25 6.4 Catchpit selection criteria 25 6.5 Catchpit inlet selection 25 6.6 Catchpit leads 26 07 Manholes 27 08 Rural road drainage 27 09 Subsoil drains 29 10 Minor culverts 29 11 Special areas 31 2 TDM | ENGINEERING DESIGN CODE Road drainage & surface water control 01 Introduction PURPOSE This chapter gives guidance for the design of drainage in the road reserve. It specifies limitations on design choices to achieve consistency across the region, while catering for local conditions. It aims to promote efficiency, effectiveness and economy of capital investment and operational management water sensitive design. SCOPE The situations covered include: • Drainage of surface water within road reserves. • Collection, conveyance and treatment of run-off from roads. • Management of stormwater discharging from land onto road reserves.
  • Regional Freight Mobility Study, Phase II Report

    Regional Freight Mobility Study, Phase II Report

    Corpus Christi – Yoakum Regional Freight Mobility Study, Phase II Report TABLE OF CONTENTS EXECUTIVE SUMMARY ........................................................................................................ES-1 SECTION 7 - ANALYSIS OF RAIL/ROADWAY INTERFACE ISSUES .....................................7-1 7.1 METHODOLOGY.......................................................................................................7-1 7.1.1 Crossing Selection Criteria.............................................................................7-1 7.1.2 Rail Occupancy ..............................................................................................7-4 7.1.3 Analysis of Results .........................................................................................7-8 7.2 GRADE CROSSING COST/BENEFIT ANALYSIS...................................................7-10 7.2.1 Construction Cost Estimates ........................................................................7-10 7.2.2 Benefit-Cost Analysis ...................................................................................7-26 7.3 RECOMMENDATIONS ............................................................................................7-31 SECTION 8 - BOTTLENECK IMPROVEMENTS EVALUATION AND MODELING ..................8-1 8.1 PROJECTED TRAFFIC GROWTH ............................................................................8-1 8.1.1 2035 Train Forecasts......................................................................................8-1 8.1.2 Results............................................................................................................8-2
  • Public Transport - VERSION 1 Bus Infrastructure Public Transport – Bus Infrastructure

    Public Transport - VERSION 1 Bus Infrastructure Public Transport – Bus Infrastructure

    Public Transport - VERSION 1 Bus Infrastructure Public transport – bus Infrastructure In this chapter 01 Introduction 5 Bus stop types 35 07 02 Design parameters 6 Bus stop elements 40 08 2.1 Design vehicles 6 8.1 Bus stop kerbs 41 2.2 Design for bus drivers 11 8.2 Bus stop passenger area 44 2.3 Design for bus users 11 8.3 Bus shelters 46 8.4 Landscaping 52 03 Movement or upgrading of bus stops 15 Bus stop lighting 56 09 04 Bus stop location 15 4.1 Decisions about bus stop location 15 Bus stop branding 57 10 4.2 Bus stop spacing 16 Public transport interchanges 57 4.3 Bus stops for school bus routes 17 11 4.4 Bus stop capacity 17 Electric buses 57 12 4.5 Bus stop placement 19 4.6 Bus stop locations to avoid 23 Cycleways at bus stops 58 13 05 Bus stop layout 24 Bus layover and driver facilities 60 14 5.1 Bus stop layout types 26 14.1 Factors influencing bus layover location 61 14.2 Bus layover design 61 06 Bus stop signs and markings 33 6.1 Bus stop sign 33 6.2 Bus box road marking 34 6.3 No stopping at all times road marking 34 6.4 Bus stop road text 34 6.5 Coloured surface treatment 35 5794_16.04.21 2 TDM | ENGINEERING DESIGN CODE 3 Public transport – bus Infrastructure 01 Introduction PURPOSE Well-designed bus infrastructure must: • Provide easy access for buses through o accessible and safe walking routes to the bus stop o consider all user groups who will have different needs o making it easy and accessible to board and alight from the bus.
  • Accessibility to Public Transport: a Best Practice Guide October 2010

    Accessibility to Public Transport: a Best Practice Guide October 2010

    Accessibility to public transport: a best practice guide October 2010 C. O’Fallon Pinnacle Research & Policy Ltd, Wellington Accessibility to public transport: a best practice guide Contents B1 Introduction to the best practice guide ..................................................................................... 4 B1.1 Overview ....................................................................................................................4 B1.2 Definitions .................................................................................................................4 B1.2.1 Users ...............................................................................................................4 B1.2.2 Modes, services and routes covered .............................................................5 B1.2.3 Source of best practice factors ......................................................................5 B1.3 Structure of the guide ...............................................................................................5 B2 Getting to the service by self ......................................................................................................... 5 B2.1 Introduction...............................................................................................................5 B2.2 Footpath ....................................................................................................................6 B2.2.1 Changes in surface level of accessible footpath...........................................6 B2.2.2
  • Cybersecurity: the “Must-Have” for Smart Systems

    Cybersecurity: the “Must-Have” for Smart Systems

    CYBERSECURITY: For Safe and Secure Mobility Editorial Cybersecurity: the “must-have” for smart systems Eddy Thesee Vice President, Cybersecurity Products & Solutions,Alstom In many respects, a computer system bears a remarkable likeness to living organisms. Like them, it grows, develops, and explores new territory. Above all, it seamlessly interlocks with its surrounding ecosystem, which for its part is constantly changing, and it sees new species regularly appear. There is a lot more to a railway system than its computer system. Computer systems, however, are acquiring more and more importance within the networks, in the control centres or the drivers’ cabins, as well as track equipment and traveller information systems. This increasingly prominent role offers a fantastic opportunity for creating value, as digitisation brings added intelligence to railway networks, in terms both of their development and operational needs and of their maintenance requirements. This added element of intelligent systems is nevertheless accompanied by an added element of fragility, if the overall security of the digital systems used is not taken seriously, and adequately matched by the safety and security culture that is typical of the railway world. Because computer systems are “living” systems, this demands of those playing their various roles in the railway universe permanent vigilance, combined with a solid ability to anticipate and adapt. The leading players in the transport world have, during the last few years, entered the era of cybersecurity. In the railway world, attacks are still rare. As the networks modernise, however, exposure increases apace. The challenge is thus clear: cybersecurity must be placed at the very heart of our culture of excellence and security.
  • Dunkeld Court Spinner Street Dunmore Street Buchanan Street

    Dunkeld Court Spinner Street Dunmore Street Buchanan Street

    G G no kerb -as existing- RS WH no kerb -as existing- WT WH WT WT parking as existing WH NORTH WH G 70.00 0m 5m 10m 15m 20m MH no kerb -as existing- parking as existing as parking RSWH WT new cycle Street Buchanan stands RS THL G DOOR UK LIBRARY new seat MH UK 69.41 bin relocated WH UK ext 0.8m parking as existing MH MH G radius 69.02 DOOR 69.75 UK new seat G UCF Raised crossing at junction Paved area outside WH Spinner Street DOOR THL to provide a continuous UK ext library with seats, cycle radius LP 0.8m UK footway stands, raised planters FH new seat with trees and shrubs. PHARMACY UK Mk noticeboard UK retained Zebra WH UK crossing with WT flashing GAS DOOR lights UK GAS TK Footway widened, TK (hooded) GAS DK GAS carriageway narrowed GAS DK FH Mk GAS GAS TK TK MH MH 68.60 existing 4.50 68.60 UK GAS GASkerb GAS G 2.00 GAS UK Mk 0.8m radius UK ext PB UK 12.00 LP WH UK UCF parking as existing as parking UK ext UK Dunkeld Court radius 0.8m UK Raised crossing at 12.92 junction to provide a UK continuous footway G 6.50 UK Raised crossing at junction UK ext 0.8m to provide a continuous radius UK No kerb -as existing- footway UCF Buchanan Court UK ext 0.8m radius UK SV R6.45 SV G UK driveway G G WT TK TK Footway widened, MH WH 67.46 DK DK carriageway narrowed No kerb -as existing- UCC TK TK UK LP 5.79 TK DK TK WH no kerb -as existing- 1.27 6.60 14.80 DOOR G disabled space disabled WH DENTIST WT 2.70 driveway S5 Footway widened, WT WT WH WT new no kerb -as existing- carriageway narrowed.
  • A Guide to Conserving and Enhancing the Landscape Settings of Our Rural Highways

    A Guide to Conserving and Enhancing the Landscape Settings of Our Rural Highways

    A Guide to Conserving and Enhancing the Landscape Settings of our Rural Highways Cranborne Chase Area of Outstanding Natural Beauty Craggatak Consulting November 2015 Acknowledgements This guidance was developed by the Cranborne Chase AONB Partnership through its Planning and Transportation Topic Group. The Partnership is grateful to Paul Tiplady of Craggatak Consulting who drafted this guidance. The AONB Partnership would also like to thank their partners’ staff for their helpful comments on the drafts, in particular: Stephen Hardy, Tony Harris of Dorset County Council and Sue Mitchell of Dorset AONB; and Graeme Hay and Fiona Elphick of Wiltshire Council. In addition, James Purkiss, a Senior Transport and Spatial Planner employed by the Halcrow Group Limited has supplied background material and invaluable comments. An initial draft was circulated for comment and was followed by detailed discussion at the Planning & Transportation annual seminar 10th May 2012. A formal consultation was undertaken during autumn 2012 and the AONB hosted a special meeting with representatives from the relevant highway authorities on the 26th February 2013 to review and discuss the final draft of this document. The partnership is grateful to Paul Garrod, Hampshire County Council, and Mike Winter and Tim Lawton from Dorset County Council for attending this meeting and providing invaluable comments and critique. Following this meeting a final version of this document was prepared by Emma Rouse, Wyvern Heritage and Landscape Consultancy. Richard Burden commissioned the project and undertook the editing of this report. The following people and organisations have provided photographs (as shown in the text) and given permission for their use.
  • Corpus Christi and Yoakum Districts

    Corpus Christi and Yoakum Districts

    Corpus Christi – Yoakum Regional Freight Mobility Study, Phase II Report TABLE OF CONTENTS EXECUTIVE SUMMARY ........................................................................................................ES-1 SECTION 7 - ANALYSIS OF RAIL/ROADWAY INTERFACE ISSUES .....................................7-1 7.1 METHODOLOGY.......................................................................................................7-1 7.1.1 Crossing Selection Criteria.............................................................................7-1 7.1.2 Rail Occupancy ..............................................................................................7-4 7.1.3 Analysis of Results .........................................................................................7-8 7.2 GRADE CROSSING COST/BENEFIT ANALYSIS...................................................7-10 7.2.1 Construction Cost Estimates ........................................................................7-10 7.2.2 Benefit-Cost Analysis ...................................................................................7-26 7.3 RECOMMENDATIONS ............................................................................................7-31 SECTION 8 - BOTTLENECK IMPROVEMENTS EVALUATION AND MODELING ..................8-1 8.1 PROJECTED TRAFFIC GROWTH ............................................................................8-1 8.1.1 2035 Train Forecasts......................................................................................8-1 8.1.2 Results............................................................................................................8-2
  • Kassel Kerb Q10 115

    Kassel Kerb Q10 115

    DATA SHEET KASSEL KERB Q10 115 Product Information Product specification A major advance in public transport access and convenience, Kassel Manufacturing process Manufacture and tested in a wet cast process in Kerb offers a unique solution for bus docking by providing a accordance with BS EN 1340 - 2003. (with the reduced gap between pavement and the bus platform. The results exception of determining the compressive strength) are safer, faster and easier passenger, wheelchair and pushchair Strength Compressive strength Mean concrete strength tested in accordance with access, providing a more efficient and accessible community BS EN 12390 - 2 transport service. Testing hardened concrete - making and curing specimens for strength testing The unique profile of the Brett Kassel Kerb, with its 75° face and Target strength ≥ 50N/mm2 bottom end radius, has been designed to minimise tyre wear when Bending strength buses are pulling into the bus stop, thereby reducing tyre Class 2 - Characteristic bending strength of 5 MPa replacement costs for bus operating companies. with no individual result less than 4 MPa Slip/Skid Resistance The slip resistance determined in accordance with The range BS 7976 - 2:2002 Average wet value = 59 160mm and 180mm standard kerbs • Abrasion Resistance Determined in accordance with BS EN 1340:2003 • Radii and Quadrants Mean = 19.5 • Flat blocks Class 4 Half kerbs Reaction to fire In accordance with BS EN 1340:2003 • Concrete kerb units are Class A1 reaction to fire • Transition units and Ramp sets without testing.
  • Highway-Rail Grade Crossing Training for Professional Truck Drivers

    Highway-Rail Grade Crossing Training for Professional Truck Drivers

    STAY ALIVE WHEN YOU DRIVE Highway-Rail Grade Crossing Training for Professional Truck Drivers Presented by Operation Lifesaver PROVIDED IN THE INTEREST OF SAFETY TRUCK DRIVER’S GUIDE Table of Contents Professional Truck Driver’s Guide INTRODUCTION ........................................................................................................................ 1 Target Audience Operation Lifesaver Goal of Training U.S. Rail Incident Statistics Video Notes SIX STEPS FOR TRUCK DRIVER SAFETY ............................................................. 2 Crossing a Highway-Rail Grade Crossing REVIEW PROCEDURES AT HIGHWAY-RAIL CROSSINGS .......................... 3 Five Safety Procedures Before Resuming Travel SIGNS AND SIGNALS AT HIGHWAY-RAIL GRADE CROSSINGS ...............4-5 Passive Signs at Railroad Crossings Signs in Advance of Railroad Crossings Active Signal Devices at Railroad Crossings SPECIAL PROCEDURES ......................................................................................................... 6 Police Officer or Flagman at the Crossing Planning a Safe Route Storage (Containment) Areas Watch Your Truck’s Overhang Hazmat Vehicles Plan Ahead to Avoid an Emergency REAL INCIDENTS – LESSONS LEARNED ................................................................... 7 Bourbonnais, IL Portage, IN San Francisco, CA Crescent, IA Brighton, IL COMMERCIAL DRIVER DISQUALIFICATIONS ........................................................ 8 Specific Regulations Safety Statistics PROFESSIONAL TRUCK DRIVER SAFETY QUIZ ...................................................
  • TCRP Report 52: Joint Operation of Light Rail Transit Or Diesel Multiple

    TCRP Report 52: Joint Operation of Light Rail Transit Or Diesel Multiple

    CHAPTER 4: INVENTORY AND DESCRIPTION OF RAIL TRANSIT VEHICLES CURRENTLY AVAILABLE FOR POTENTIAL JOINT OPERATION WITH RAILROADS 4.1 OVERVIEW ! Electrical Systems ! Brakes, Wheels, Trucks, and The broad range of rail transit vehicles that Couplers (LRVs have might be considered for joint use needs to electronic/redundant braking) be identified, along with the characteristics ! Systems (Operations and that differentiate them. The range of Maintenance) vehicles is based upon a variety of LRT and DMU types of equipment, including Resulting standards will be included in an railroad derivative FRA-compliant and FRA rulemaking procedure wholly or in LRV derivative DMUs, but not including part, eventually producing a new set of conventional commuter railroad equipment requirements for railcar construction, (see Figure 4-1 and Table 4-2). maintenance, inspections, and testing. As of January 1, 1997, all states having rail Furthermore, DMU development has transit not regulated by FRA must have recently been focused on more than that of had state safety oversight in place. This LRVs, because the DMU has a much wider includes the AGT people movers, as in range of designs and characteristics. The Detroit, and vintage trolley operations, as newer (less familiar to U.S. markets) LRT in Memphis. derivative DMU option is generally less costly and more likely to be attractive as a Many different types of DMU and LRT rail "new start." The lighter DMUs are vehicles are available outside North sometimes referred to as DLRV (diesel America. Their key characteristics, and light rail vehicles) and can serve as a their compatibility to operate jointly on precursor to LRT.