Only by understanding what customers want can service providers start to deliver something that meets their expectations. It’s obvious. Like all good communication, researching customer expectations is an interactive process. Customers need to know what they can expect, and at the same time the provider of the service needs to let customers know what they expect from them. And it is just this kind of approach, two-way communication and setting expectations, that has resulted in a positive change for both passengers and front-line staff within some of the train operating companies in Britain. The results of which are reported in Trust and Respect, one of the outputs of the Facilitating shared expectations between passengers and front-line staff research project.
These same principles apply for the RSSB research programme. Within the context of the research that we manage on behalf of the GB rail industry, we need to ask our audiences whether we are delivering the right information in the right way. We would like to change the way we deliver information; to divide it into smaller, more easily accessible topics that address specific questions to which you need answers. This is where our two-way communication starts. We know we need to adapt how and what information we deliver. We know that there may be more appropriate formats in which we can deliver information to particular audiences. That is why we are asking you to let us know such things as how, when, where and why you read the information that we publish. Within any one document, how much of the information is relevant to you? How much do you really not need? Would it be better to provide some types of information on web pages, or would some audiences find this more suitable to their working environment? Internet access isn't readily available for drivers and signallers, but if you are office-based, would referring to a web page be more helpful than looking at a paper document (which could quickly become out-of-date).
If you can tell us what you what information is useful, and how best to deliver it, we can better meet your expectations and help you be more effective in your work. Please send your thoughts, by email, to research@rssb.co.uk.
Guy Woodroffe
Head of Research and Development
Community Safety – Trust and Respect
Trust and Respect are fundamental principles that Network Rail and train operating companies want passengers and front-line staff to demonstrate to each other. It is also the title of a booklet distributed at the Railway Community Safety Forum, organised by RSSB, that took place at the National Motorcycle Museum near Birmingham, earlier this month. Developed specifically for community safety professionals, it is one of a suite of documents being produced as part of RSSB project T703 Facilitating shared expectations between passengers and front-line staff.
Trust and Respect includes three case studies which outline the activities and outcomes of campaigns which each aimed to enhance relationships between front-line railway staff and the travelling public. The case studies are:
* The Super Safety campaign, by Arriva Trains Wales
* The Railway Safety Accreditation Scheme, by Southeastern
* Byelaw enforcement, by Merseyrail
Tuesday, March 31, 2009
Thursday, March 26, 2009
London Underground Change Challenge Inspires Innovation
London Underground operator Tube Lines has announced £12m of identified savings thanks to the introduction of the Change Challenge Cup competition to encourage innovation.
The competition, started in 2008, encourages people to think of better ways of working in terms of increasing productivity, decreasing costs and improving safety. Since its inception the competition has resulted in groundbreaking innovations some of which are awaiting patents.
The overall winner for 2008 is the rainwater harvester, which has made significant inroads into reducing Tube Lines’ carbon footprint as well as reducing water costs and the amount of chemicals used.
The first system of its kind to be used in the rail industry, the harvester has been in use since June 2008 and collects rainwater from the depot roof and uses it to wash trains. It was shortlisted in 2008 for the Rail Business Awards for environmental innovation.
Tube Lines' director of information, John Connolly said that the company was thrilled with its in-house results.
"Tube Lines knows its employees are the best people to innovate and find new ways of working more efficiently and effectively," he said. "We are proud that the ideas put forward are already resulting in better, safer working, resulting in greater savings in the work we're doing."
The second prize winner was the implementation of CCTV cameras in machine rooms to monitor signal failures. This idea has meant that a video can be replayed and stopped at the point of failure so it can be investigated.
Other innovations being considered include introducing a pit platform to enable workers to safely reach the tunnel walls opposite platforms and using industrial wipes to clean track metal detectors of metal fillings, which can cause signal failures and delays to passenger journeys.
By Daniel Garrun.
The competition, started in 2008, encourages people to think of better ways of working in terms of increasing productivity, decreasing costs and improving safety. Since its inception the competition has resulted in groundbreaking innovations some of which are awaiting patents.
The overall winner for 2008 is the rainwater harvester, which has made significant inroads into reducing Tube Lines’ carbon footprint as well as reducing water costs and the amount of chemicals used.
The first system of its kind to be used in the rail industry, the harvester has been in use since June 2008 and collects rainwater from the depot roof and uses it to wash trains. It was shortlisted in 2008 for the Rail Business Awards for environmental innovation.
Tube Lines' director of information, John Connolly said that the company was thrilled with its in-house results.
"Tube Lines knows its employees are the best people to innovate and find new ways of working more efficiently and effectively," he said. "We are proud that the ideas put forward are already resulting in better, safer working, resulting in greater savings in the work we're doing."
The second prize winner was the implementation of CCTV cameras in machine rooms to monitor signal failures. This idea has meant that a video can be replayed and stopped at the point of failure so it can be investigated.
Other innovations being considered include introducing a pit platform to enable workers to safely reach the tunnel walls opposite platforms and using industrial wipes to clean track metal detectors of metal fillings, which can cause signal failures and delays to passenger journeys.
By Daniel Garrun.
Less Service and Higher Fares for NY Subway Passengers
New Yorkers will pay 20–30% more to ride subways, buses and suburban trains and endure deep service cuts under a plan the state transit agency approved on Wednesday to close a $1.2bn deficit.
The Metropolitan Transportation Authority's board also voted to raise tolls on Manhattan's bridges and tunnels.
Several board members, who noted their legal requirement to close the deficit, said they still hoped the state would cobble together a revenue plan that would allow the fare rises and service cuts to be rolled back.
Under the plan, the one-trip bus or subway fare in New York City will rise 50 cents to $2.50, starting as soon as 1 June, while ticket prices for suburban rail commuters will rise as soon as May for those who buy tickets over the internet, officials said. Some commuters will pay as much as $50 more for a monthly ticket.
Hundreds if not thousands of transit workers could be laid off, including subway station attendants. Trains will run less frequently, especially at night, and be cleaned less often.
MTA chief executive Lee Sander warned that the fare rises and severe service cuts might not be enough to see the agency through the economic downturn, which has caused its share of real estate and fuel taxes to decline.
"We may have to re-forecast our annual revenues (soon) to identify further savings in the light of hundreds of millions of dollars of deficits," Sander said.
Gene Russianoff, a transit advocate with the Straphangers Campaign, noted New Yorkers could be hit with more fare increases next year, for the third year in a row. That would be the worst record in the agency's more than 40-year history, said Russianoff.
The MTA also lacks billions of dollars for the new five-year capital plan that must be approved later this year, and its officials said the first priority was keeping the system in good repair. This means so-called mega-projects, such as the new Second Avenue subway, could struggle for funds.
"No one wants to wipe out the extraordinary progress that has been made in the past 25 years," Sander said.
After the 1970s recession, the city's subways became notorious for the graffiti-scrawled trains and frequent delays.
A union board member accused the agency of fuelling criticism that its finances are far from transparent and faulted management for wasting money on construction projects. "We have no structural changes to address that waste," said Ed Watt of the Transport Workers Union Local 100.
Board Member Norman Seabrook, who voted against the plan, said the layoffs made a mockery of advertisements that aim to improve security by asking riders to "tell someone if you see something." Seabrook asked: "If you see something who are you going to tell?"
Although tolls on bridges and tunnels were raised, some now free East river and Harlem bridges will remain free.
The state senate rejected an alternative bail-out plan recommended by a governor-appointed panel, which would have added $5 tolls on those bridges and hit local employers with a new payroll tax of about 34 cents per $100.
Democratic Governor David Paterson pledged to keep working to persuade legislators to enact the alternative plan. But Assembly Democrats have suggested a lower $2 toll for the now free bridges.
Senate Majority Leader Malcolm Smith wants to raise the payroll tax by about 25 cents. The MTA and the governor say that would not raise enough money.
By Joan Gralla, Reuters.
The Metropolitan Transportation Authority's board also voted to raise tolls on Manhattan's bridges and tunnels.
Several board members, who noted their legal requirement to close the deficit, said they still hoped the state would cobble together a revenue plan that would allow the fare rises and service cuts to be rolled back.
Under the plan, the one-trip bus or subway fare in New York City will rise 50 cents to $2.50, starting as soon as 1 June, while ticket prices for suburban rail commuters will rise as soon as May for those who buy tickets over the internet, officials said. Some commuters will pay as much as $50 more for a monthly ticket.
Hundreds if not thousands of transit workers could be laid off, including subway station attendants. Trains will run less frequently, especially at night, and be cleaned less often.
MTA chief executive Lee Sander warned that the fare rises and severe service cuts might not be enough to see the agency through the economic downturn, which has caused its share of real estate and fuel taxes to decline.
"We may have to re-forecast our annual revenues (soon) to identify further savings in the light of hundreds of millions of dollars of deficits," Sander said.
Gene Russianoff, a transit advocate with the Straphangers Campaign, noted New Yorkers could be hit with more fare increases next year, for the third year in a row. That would be the worst record in the agency's more than 40-year history, said Russianoff.
The MTA also lacks billions of dollars for the new five-year capital plan that must be approved later this year, and its officials said the first priority was keeping the system in good repair. This means so-called mega-projects, such as the new Second Avenue subway, could struggle for funds.
"No one wants to wipe out the extraordinary progress that has been made in the past 25 years," Sander said.
After the 1970s recession, the city's subways became notorious for the graffiti-scrawled trains and frequent delays.
A union board member accused the agency of fuelling criticism that its finances are far from transparent and faulted management for wasting money on construction projects. "We have no structural changes to address that waste," said Ed Watt of the Transport Workers Union Local 100.
Board Member Norman Seabrook, who voted against the plan, said the layoffs made a mockery of advertisements that aim to improve security by asking riders to "tell someone if you see something." Seabrook asked: "If you see something who are you going to tell?"
Although tolls on bridges and tunnels were raised, some now free East river and Harlem bridges will remain free.
The state senate rejected an alternative bail-out plan recommended by a governor-appointed panel, which would have added $5 tolls on those bridges and hit local employers with a new payroll tax of about 34 cents per $100.
Democratic Governor David Paterson pledged to keep working to persuade legislators to enact the alternative plan. But Assembly Democrats have suggested a lower $2 toll for the now free bridges.
Senate Majority Leader Malcolm Smith wants to raise the payroll tax by about 25 cents. The MTA and the governor say that would not raise enough money.
By Joan Gralla, Reuters.
Weekly US Rail Freight Down 14% From Year Ago
Freight traffic across North America slumped 13.9% in the week ended 21 March from the same week a year ago, including a 14% drop in US rail freight, as the recession hits industry shipments.
For the first 11 weeks of the year, North American rail freight was off 16% to 3.8 million carloads from a year ago, the Association of American Railroads said in a report.
Intermodal volume, freight loaded into a container or truck trailer and then transported by train, dropped 14.9% in North America from the first 11 weeks of 2008, the group said.
US rail carloads fell 1.2% from the previous week to 276,030 cars from 279,287 carloads the week before, the report said.
Freight transported in trailers or containers on US railways for the week ended 21 March was off 12.9% from a year ago to 183,795 trailers or containers, the association said. Container volume dipped 7.7% while trailer volume plummeted 30.9% from a year ago.
US carloads of all commodities the association tracks, except the miscellaneous category of "all other carloads," fell during the 21 March week from the same period a year ago, the report said.
The miscellaneous commodity group managed a 17.4% gain from a year ago. Declines ranged from 3.9% for coal to 57.1% for metals and metallic ores.
US freight transportation for 2009 has reached an estimated 319.2 billion ton-miles, down 14.4% from the total at this time a year earlier, the report said.
The ton-mile is a unit used by the association and represents one ton of freight hauled one mile.
By Jasmin Melvin, Reuters.
For the first 11 weeks of the year, North American rail freight was off 16% to 3.8 million carloads from a year ago, the Association of American Railroads said in a report.
Intermodal volume, freight loaded into a container or truck trailer and then transported by train, dropped 14.9% in North America from the first 11 weeks of 2008, the group said.
US rail carloads fell 1.2% from the previous week to 276,030 cars from 279,287 carloads the week before, the report said.
Freight transported in trailers or containers on US railways for the week ended 21 March was off 12.9% from a year ago to 183,795 trailers or containers, the association said. Container volume dipped 7.7% while trailer volume plummeted 30.9% from a year ago.
US carloads of all commodities the association tracks, except the miscellaneous category of "all other carloads," fell during the 21 March week from the same period a year ago, the report said.
The miscellaneous commodity group managed a 17.4% gain from a year ago. Declines ranged from 3.9% for coal to 57.1% for metals and metallic ores.
US freight transportation for 2009 has reached an estimated 319.2 billion ton-miles, down 14.4% from the total at this time a year earlier, the report said.
The ton-mile is a unit used by the association and represents one ton of freight hauled one mile.
By Jasmin Melvin, Reuters.
Monday, March 23, 2009
Sydney Goes off the Rails
It has long been recognized by Sydney's population that the city is fast outgrowing its limited rail infrastructure. Following the news that a number of high profile rail projects have been scrapped, frustration is understandably rising. Alex Hawkes investigates.
n 2008, the New South Wales (NSW) Government's controversial decision to shelve the AU$12bn North-West Metro and the $462m South-West Rail Link dealt a severe blow to commuters reliant on Sydney's already-insufficient rail infrastructure.
In a tentative global financial climate, a lack of funding for the projects seems understandable but the move also marked the latest in a long line of failed rail-related promises from the NSW Government.
Development of Sydney's main rail infrastructure began in the 1920s and evidence of its evolution continued until the 1950s, when the two Central Business District lines were linked via the Circular Quay viaduct thus allowing services to make a continuous run through the city.
"Sydney's local government area has just 23.5km of rail infrastructure. This compares poorly to Paris's city centre, which is of similar size with 200km of track."
Since then, however, progress has been poignantly stunted and critics have been quick to highlight that Sydney's local government area has just 23.5km of rail infrastructure. This compares poorly to Paris's city centre which is of similar size and has 200km of track, or London and New York which both have 180km.
Yet, recognising the disparity between present rail infrastructure and the accelerated growth of the city and its population, in 1998 the NSW Government pledged to construct a heavy rail link to the north-west suburbs by 2010. Despite delaying that completion date, by March 2008 details of the new $12.5bn "European style" metro had been made public. Just seven months later, however, the project had been completely scrapped following a mini-budget meeting. The second phase of a planned expansion to the commuter rail network to the south-west of Sydney was also scrapped during the meeting.
Developing Sydney's business platform
For the Sydney Chamber of Commerce – the city's voice of corporate business for more than 175 years – the time for significant progress to Sydney's rail infrastructure must be now. "Sydney's rail network must be front and centre of the government's plans to tackle congestion and increase public transport patronage. Standing still is not an option," says, executive director Patricia Forsythe, Sydney Chamber of Commerce.
"Sydney's rail network must be front and centre of the government's plans to tackle congestion and increase public transport patronage."
"If Sydney is to achieve its full potential as an economic powerhouse there has to be a significant investment in rail infrastructure, both new and upgraded rolling stock, improved maintenance, new signalling and new a commitment to metro lines. The focus has to be on freight as well as moving people."
According to the business entity, Sydney has the highest public transport usage in Australia – with roughly 25% using public transport as their main for travel to work or study – but large areas of the city remain poorly connected.
"Many Sydney commuters have limited public transport options and we believe that more needs to be done to encourage public transport use," Forsythe says.
"In recent years, as rail has become less reliable due to poor maintenance, the government's solution has been to run fewer trains with more stops - which has achieved nothing in terms of improving the attractiveness of the rail system."
While in support of initial proposals for the North-West Metro, the Sydney Chamber of Commerce also highlights the need to create a metro network that is fast, efficient and unaffected by other transport systems. "We need the Government to commit to a project and follow through. Metro will complement the existing suburban rail network," Forsythe says.
"Commuters living in the north-west area will now be completely reliant on bus services for journeys to Sydney's CBD."
"There are large swathes of Sydney, such as the rapidly growing north-west, which have no rail services and limited public transport - this has resulted in car dependency and all the problems that brings. Key growth areas and new employment lands in the south-west and north-west are being developed without a clear indication of when public transport will be provided."
With 30% of new housing in Sydney expected to develop the areas mentioned by Forsythe – particularly in north-western communities such as Baulkham Hills Shire and Rouse Hill – inadequate transport links is a problem that looks set to swiftly escalate.
Originally the North-West Metro was designed to cater for the population of 760,000 that lives among the rolling hills of Sydney's north-west fringe through a 38km, 17-station rail service running to the city centre. The majority of the line was planned to run underground with 12 of the stations offering interchanges with buses, existing CityRail services or the Light Rail system.
Instead, commuters living in the area will now be completely reliant on bus services for journeys to Sydney's Central Business District – a fact which has unsurprisingly been met with much negativity by existing residents. With another 300,000 people projected to move to the area by 2030, the Sydney Chamber of Commerce also has concerns over the environmental impact not having such transport options will impose on the city's future.
"In the current economic climate a North-West Metro or a North-West Rail Link for Sydney is not a financially viable option."
"The environmental consequences of a car-dependent society are increasingly evident and public transport is an effective policy response to this challenge," Forsythe says. "The further the distance a person lives from their place of work has a direct correlation to car usage over public transport because we have few options for many commuters. Improving public transport is the first step to getting community usage.
"There remain a number of metro options on the table but the State Government must finalise its plans and work with the private sector for delivery. Unless the private sector can get its own project off the ground, it's likely that the Federal Government will have to provide funding."
Building on a budget
The decision to scrap the North-West Metro hinged heavily on a mini-budget meeting in November 2008. According to the NSW Government's Transport Minister David Campell, current financial restraints meant the local authorities were faced with no other option but to indefinitely defer the project. "The Government faced tough decisions as part of the mini-budget process last year and deferring the North-West Metro was one of them," Campbell says. "In the current economic climate a North-West Metro or a North-West Rail Link is not a financially viable option. Proceeding with a project on that scale would have meant doing nothing else – no extra money for hospitals, schools or other essential public transport."
However, the decision is one that seems to sharply contradict a strategic document created by the NSW Government in December 2005 that outlines a future vision of Sydney for the next 25 years. The Metropolitan Strategy is particularly focused on new growth areas such as those found in the north-west and south-west of the city.
"The Metropolitan Strategy remains a key government planning document," says Campbell. "The strategy's North West Subregion Plan is still in draft form, and in light of the mini budget process we are working with the Department of Planning to address changes in infrastructure investment. We know that north-west residents have concerns, which is why we will continue strengthening public transport infrastructure in the north-west."
"A $2.35bn link from Epping to Chatswood is scheduled to begin operations in February 2009."
On the rail front, a $2.35bn link from Epping to Chatswood is scheduled to begin operations in February 2009. The government hopes the new route - which will include three new stations and is expected to put about 12,000 extra passengers on the CityRail network each day - will provide more choice and flexibility for the people of the north-west.
The line, however, has also had its fair share of controversy. Originally intended to begin operations in 2006 and run between Chatswood and Parramatta, the project was delayed and shortened then beset with additional problems such as unacceptably high noise levels and land gradients too high for trains to use.
Large hope is now pinned on proposals for a $48bn CBD metro – a planned underground railway line designed to cater for growth areas in Sydney's Central Business District. The 9km track will run from Rozelle and Pyrmont to connect with Wynyard, Town Hall, Barangaroo and Central, with the possibility of another station at White Bay. Construction of the project is currently expected to begin in 2010.
"The NSW Government has allocated $1.8bn over the next four years to a Sydney metro system."
The CBD Metro is also seen as a potential replacement for the North-West Metro, with the NSW government eager to secure funding to extend the project to the west and north-west of the city. "The NSW Government has also allocated $1.8bn over the next four years to a Sydney metro system," says Campbell. "This money will be used to kick-start the CBD Metro, which will be the spine of a future metro system to the west. We will continue to negotiate with Infrastructure Australia for them to provide funding for the CBD and the Western Metro."
A tentative track forward
There is no denying that the future of Sydney's rail infrastructure now balances delicately with the alternate options the NSW Government have been forced to fall back on in times of grave financial uncertainty. With a long history of failed promises and costly errors, pressure is firmly mounted on local authorities to at least deliver the above solutions - which for much of the population already seem inadequate.
Source : www.railway-technology.com
Thursday, March 19, 2009
Railway Management and Engineering
Editorial Reviews
Product Description
In a rapidly changing world, with increasing competition in all sectors of transportation, railways are in a period of restructuring their management and technology. New methods of organization are introduced, commercial and tariff policies change radically, a more entrepreneurial spirit is required. At the same time, new high-speed tracks are being constructed and old tracks are renewed, high-comfort rolling stock vehicles are being introduced, logistics and combined transport are being developed. Awareness of environmental issues and search for greater safety give to the railways a new role within the transportation system. Meanwhile, methods of analysis have significantly evolved, principally due to computer applications and new ways of thinking and approaching old problems. Therefore it becomes necessary to come up with a new scientific approach to tackle management and engineering aspects of railways, to understand in-depth the origins and inter-relationships of the various situations and phenomena and to suggest the appropriate methods and solutions to solve the various emerging problems. This book aims to cover the need for a new scientific approach for railways. It is written for railway managers, economists and engineers, consulting economists and engineers, students of schools of engineering, transportation and management. The book is divided into three distinct parts: Part A deals with the management of railways, Part B deals with the track and, Part C deals with rolling stock and environmental topics. Each chapter of the book contains the necessary theoretical analysis of the phenomena studied, the recommended solutions, applications, charts and design of the specific railway component. In this way, both the requirement for a theoretical analysis is met, and the need of the railway manager and engineer for tables, nomographs, regulations, etc. is satisfied. Railways in Europe have separated activities of infrastructure from those of operation. In other parts of the world, however, railways remain unified. The book addresses both situation. Railways present great differences in their technologies. Something may be valid for one such technology, but not for another. To overcome this problem, regulations of the International Union of Railways (UIC) as well as European Standardization (CEN) have been used to the greatest extent possible. Whenever a specific technology or method is presented, the limits of its application are clearly emphasized.
About the Author
V. A. Profillidis is a Transport Consultant and Associate Professor at Democritus Thrace University, Xanthi, Greece. A consultant on many railway projects, with 25 years of research, teaching and professional experience in railway management and engineering, he has been published extensively in scientific journals and conference proceedings. Previously he was visiting professor at the Department of Management of the University of Macedonia, Thessaloniki, Greece and an advisor of the Greek Ministry of Transport, the Greek Railways and the Greek Ministry of Public Works. He has also been a research associate in the Research Department of the International Union of Railways (UIC) and in French Railways (SNCF). He gained diplomas in both Civil Engineering and Law & Economics at the University of Thessaloniki, D.E.A., and his Ph.D. from Ecole Nationale des Ponts et Chaussees, Paris.
Product Description
In a rapidly changing world, with increasing competition in all sectors of transportation, railways are in a period of restructuring their management and technology. New methods of organization are introduced, commercial and tariff policies change radically, a more entrepreneurial spirit is required. At the same time, new high-speed tracks are being constructed and old tracks are renewed, high-comfort rolling stock vehicles are being introduced, logistics and combined transport are being developed. Awareness of environmental issues and search for greater safety give to the railways a new role within the transportation system. Meanwhile, methods of analysis have significantly evolved, principally due to computer applications and new ways of thinking and approaching old problems. Therefore it becomes necessary to come up with a new scientific approach to tackle management and engineering aspects of railways, to understand in-depth the origins and inter-relationships of the various situations and phenomena and to suggest the appropriate methods and solutions to solve the various emerging problems. This book aims to cover the need for a new scientific approach for railways. It is written for railway managers, economists and engineers, consulting economists and engineers, students of schools of engineering, transportation and management. The book is divided into three distinct parts: Part A deals with the management of railways, Part B deals with the track and, Part C deals with rolling stock and environmental topics. Each chapter of the book contains the necessary theoretical analysis of the phenomena studied, the recommended solutions, applications, charts and design of the specific railway component. In this way, both the requirement for a theoretical analysis is met, and the need of the railway manager and engineer for tables, nomographs, regulations, etc. is satisfied. Railways in Europe have separated activities of infrastructure from those of operation. In other parts of the world, however, railways remain unified. The book addresses both situation. Railways present great differences in their technologies. Something may be valid for one such technology, but not for another. To overcome this problem, regulations of the International Union of Railways (UIC) as well as European Standardization (CEN) have been used to the greatest extent possible. Whenever a specific technology or method is presented, the limits of its application are clearly emphasized.
About the Author
V. A. Profillidis is a Transport Consultant and Associate Professor at Democritus Thrace University, Xanthi, Greece. A consultant on many railway projects, with 25 years of research, teaching and professional experience in railway management and engineering, he has been published extensively in scientific journals and conference proceedings. Previously he was visiting professor at the Department of Management of the University of Macedonia, Thessaloniki, Greece and an advisor of the Greek Ministry of Transport, the Greek Railways and the Greek Ministry of Public Works. He has also been a research associate in the Research Department of the International Union of Railways (UIC) and in French Railways (SNCF). He gained diplomas in both Civil Engineering and Law & Economics at the University of Thessaloniki, D.E.A., and his Ph.D. from Ecole Nationale des Ponts et Chaussees, Paris.
Railroad is awarded $200,000 in crash
Albuquerque A railroad company was found blameless and was awarded nearly $200,000 in damages stemming from a crash at a railroad crossing near Los Lunas that killed two people.
The drivers of a pickup truck and a dump truck were killed instantly Nov. 1, 2006, when a freight train over a mile long going about 63 mph hit their vehicles as they were parked on railroad tracks. Carol Duran, a dump truck driver, and Robert Valencia, a salesman for LaFarge Southwest Inc., apparently were talking beside the dump truck and could not see the train coming, investigators said.
BNSF Railway sued the victims' families and LaFarge Southwest, a company providing gravel for the construction site adjacent to the tracks.
A jury heard two weeks of evidence and was in the third week of trial before U.S. District Judge M. Christina Armijo when it returned a verdict March 10, finding LaFarge 75 percent at fault. Duran, an independent driver in a 46,000-pound, fully loaded dump truck, was found 25 percent at fault. The jury found Duran to have been acting on behalf of LaFarge.
The jury awarded damages of $197,863 — every penny the company had asked for, said John Thal, attorney for BNSF. The jury did not award damages against the estate.
Thal said LaFarge will be responsible for damages to the head-end locomotive and two trailing locomotives because the jury found the company failed to train its drivers on safety procedures.
The main engine was severely damaged by the impact of the crash, he said, which occurred as the freight train headed from Winslow, Ariz., to Belen and rounded a bend from an escarpment in the remote area. Squinting into the early morning sun, the engineer saw what he thought was an abandoned truck on the tracks, sounded a whistle and put on the brakes. It was too late to avoid a crash.
"It's a miracle it didn't derail the train," Thal said.
LaFarge and the estates of the victims' families filed counterclaims against the railroad and El Paso Natural Gas Co., which had contracted for the construction of a pipeline protection station by the tracks within the railroad right-of-way.
Armijo dismissed the claim against EPNG before trial. The Duran claims were settled prior to trial.
Thal said the railroad and its employees are "truly sympathetic for the losses of the families." He said it also has had an impact on the train crew.
Source : http://www.news-bulletin.com/
The drivers of a pickup truck and a dump truck were killed instantly Nov. 1, 2006, when a freight train over a mile long going about 63 mph hit their vehicles as they were parked on railroad tracks. Carol Duran, a dump truck driver, and Robert Valencia, a salesman for LaFarge Southwest Inc., apparently were talking beside the dump truck and could not see the train coming, investigators said.
BNSF Railway sued the victims' families and LaFarge Southwest, a company providing gravel for the construction site adjacent to the tracks.
A jury heard two weeks of evidence and was in the third week of trial before U.S. District Judge M. Christina Armijo when it returned a verdict March 10, finding LaFarge 75 percent at fault. Duran, an independent driver in a 46,000-pound, fully loaded dump truck, was found 25 percent at fault. The jury found Duran to have been acting on behalf of LaFarge.
The jury awarded damages of $197,863 — every penny the company had asked for, said John Thal, attorney for BNSF. The jury did not award damages against the estate.
Thal said LaFarge will be responsible for damages to the head-end locomotive and two trailing locomotives because the jury found the company failed to train its drivers on safety procedures.
The main engine was severely damaged by the impact of the crash, he said, which occurred as the freight train headed from Winslow, Ariz., to Belen and rounded a bend from an escarpment in the remote area. Squinting into the early morning sun, the engineer saw what he thought was an abandoned truck on the tracks, sounded a whistle and put on the brakes. It was too late to avoid a crash.
"It's a miracle it didn't derail the train," Thal said.
LaFarge and the estates of the victims' families filed counterclaims against the railroad and El Paso Natural Gas Co., which had contracted for the construction of a pipeline protection station by the tracks within the railroad right-of-way.
Armijo dismissed the claim against EPNG before trial. The Duran claims were settled prior to trial.
Thal said the railroad and its employees are "truly sympathetic for the losses of the families." He said it also has had an impact on the train crew.
Source : http://www.news-bulletin.com/
New Focus Placed On Development In E. Kalimantan
Vice President Jusuf Kalla and East Kalimantan Governor Awang Faroek Ishak met on Wednesday to discuss the speeding up of infrastructure projects aimed at boosting the economy and creating jobs in the resource-rich province.
After the discussion in Jakarta, Awang said Kalla had scheduled a meeting on March 13 with the concerned ministers to discuss the projects.
He said Kalla had expressed a willingness to tap into all possible fund sources to assist in the development of the country’s largest province by total area, which at about 245,237 square kilometers is one and a half times larger than Java and Madura islands.
Awang said funds for the projects would come from the central and provincial budgets, the private sector and state-owned enterprises, and would be used to develop roads, the power network, railways, airports and seaports.
“We in East Kalimantan are rich in natural resources like coal and natural gas, but ironically, we are short on electricity,” he said.
Awang said his meeting with Kalla had been timed to coincide with this week’s World Islamic Economic Forum in Jakarta, at which East Kalimantan signed a memorandum of understanding with RAS Al-Khaimah, a company from the United Arab Emirates, on the construction of a 150-kilometer single-track railway linking Wahau and Lubuk Tutung in the province.
'We in East Kalimantan are rich in natural resources like coal and natural gas, but ironically, we are short on electricity'
Awang Faroek Ishak, governor
“The track will carry coal from rural areas for export,” Awang said. The $900 million project is scheduled for completion in 2011.
He said East Kalimantan’s administration also planned to upgrade Balkipapan’s Sepinggan Airport, the country’s fourth-busiest airport.
Meanwhile, Awang said the central and provincial governments would continue to monitor Kalimantan’s forests to ensure the proposed development of economic zones along the 2,000-kilometer border between Malaysia and Kalimantan did not have a negative impact on the environment.
The Defense Ministry said on Monday it had proposed the government build a railway along the border. However, the proposal could be complicated by the joint “Heart of Borneo” declaration Indonesia, Malaysia and Brunei entered into in 2007 with the aim of managing the conservation of more than 220,000 square kilometers of equatorial rainforest on the island.
Nongovernmental environmental organization World Wildlife Fund for Nature said on its Web site the declaration, signed by President Susilo Bambang Yudhoyono, formally ended plans to create the world’s largest palm oil plantation along Indonesia’s border with Malaysia.
The country’s most senior ministers on security and defense affairs earlier this week insisted the government was still committed to the multilateral agreement.
However, Widodo AS, the coordinating minister for political, legal and security affairs, told the Jakarta Globe the country already had enacted a law mandating that the government establish an independent body to manage borders — including in Kalimantan.
“All points of agreement [dealing with the environment], including those in the Heart of Borneo, would be carried out through this body,” Widodo said.
Source : http://www.thejakartaglobe.com/
After the discussion in Jakarta, Awang said Kalla had scheduled a meeting on March 13 with the concerned ministers to discuss the projects.
He said Kalla had expressed a willingness to tap into all possible fund sources to assist in the development of the country’s largest province by total area, which at about 245,237 square kilometers is one and a half times larger than Java and Madura islands.
Awang said funds for the projects would come from the central and provincial budgets, the private sector and state-owned enterprises, and would be used to develop roads, the power network, railways, airports and seaports.
“We in East Kalimantan are rich in natural resources like coal and natural gas, but ironically, we are short on electricity,” he said.
Awang said his meeting with Kalla had been timed to coincide with this week’s World Islamic Economic Forum in Jakarta, at which East Kalimantan signed a memorandum of understanding with RAS Al-Khaimah, a company from the United Arab Emirates, on the construction of a 150-kilometer single-track railway linking Wahau and Lubuk Tutung in the province.
'We in East Kalimantan are rich in natural resources like coal and natural gas, but ironically, we are short on electricity'
Awang Faroek Ishak, governor
“The track will carry coal from rural areas for export,” Awang said. The $900 million project is scheduled for completion in 2011.
He said East Kalimantan’s administration also planned to upgrade Balkipapan’s Sepinggan Airport, the country’s fourth-busiest airport.
Meanwhile, Awang said the central and provincial governments would continue to monitor Kalimantan’s forests to ensure the proposed development of economic zones along the 2,000-kilometer border between Malaysia and Kalimantan did not have a negative impact on the environment.
The Defense Ministry said on Monday it had proposed the government build a railway along the border. However, the proposal could be complicated by the joint “Heart of Borneo” declaration Indonesia, Malaysia and Brunei entered into in 2007 with the aim of managing the conservation of more than 220,000 square kilometers of equatorial rainforest on the island.
Nongovernmental environmental organization World Wildlife Fund for Nature said on its Web site the declaration, signed by President Susilo Bambang Yudhoyono, formally ended plans to create the world’s largest palm oil plantation along Indonesia’s border with Malaysia.
The country’s most senior ministers on security and defense affairs earlier this week insisted the government was still committed to the multilateral agreement.
However, Widodo AS, the coordinating minister for political, legal and security affairs, told the Jakarta Globe the country already had enacted a law mandating that the government establish an independent body to manage borders — including in Kalimantan.
“All points of agreement [dealing with the environment], including those in the Heart of Borneo, would be carried out through this body,” Widodo said.
Source : http://www.thejakartaglobe.com/
Wednesday, March 18, 2009
Network Rail creates 1,000 vacancies — and calls for equality of apprentice schemes
WHILE unemployment in the United Kingdom continues to rise, Network Rail has said it is launching a campaign to fill 1,000 newly created vacancies around Great Britain. These are in addition to the 3,500 jobs filled last year.
Network Rail — which says it is one of the UK’s largest investors in vocational training — has also called for a reduction in the bureaucracy of apprentice training schemes “to stimulate the country’s economy and get people into work.”
Network Rail’s director of infrastructure investment, Simon Kirby — who will help perform the official opening the Railtex exhibition in London on 10 March alongside Transport Minister Andrew (Lord) Adonis — said: “It is widely accepted that this country suffers from a skills shortage in key industries.
“Whilst we support many of the proposals [in the Government’s Apprenticeship, Skills, Children and Learning Bill] we are highly concerned that in its present form it financially penalises companies from investing in the mature age apprenticeships that are absolutely crucial to this country’s future and to its economic recovery.
“All apprenticeships should be treated equally and receive the same level of funding and support afforded by the Government to build a sound skills base. Not having funding parity in place makes it very difficult for us to budget effectively.”
Mr Kirby said NR would be taking on thousands of high-calibre people as part of its plans over the next five years to invest over £20bn “in crucial projects all over the country.”
He said NR had “begun the first of several phases in an active recruitment campaign to fill 1,000 newly created vacancies around Great Britain.”
The new vacancies are for apprentices, professional and skilled workers — “primarily to support key enhancement programmes,” said Mr Kirby — such as new lines in Scotland, reconstruction of Birmingham New Street, London 2012 Olympics, Reading station remodelling, Crossrail and Thameslink.
In the next 12 months, Network Rail’s graduate intake would be doubled to approximately 210, said Mr Kirby, adding: “In addition, Network Rail is committing to its second stream of MSc post-graduates in project management. [Those selected] will be taught full-time at two world-class institutions — University College London and the University of Warwick.
“This year also sees a further commitment from Network Rail to its award-winning advanced apprenticeship scheme. No less than 220 apprentices will be given the opportunity to become railwaymen and women of the future.
Mr Kirby added: “In 2008 we took on 3,500 people at Network Rail. There has never been a more exciting time to work for the railway, as we demonstrate our commitment to great projects delivered by great people.
“Network Rail needs people who will play integral roles in each of our major projects and many others – whether it is from an operational, engineering, maintenance or financial perspective. From the smallest to the largest, each is of national importance.”
More positions are expected to be created during the year and Mr Kirby said interested candidates should visit the Network Rail stand at the Railtex exhibition from 10 – 12 March at Earls Court Two, London.
Source : http://www.railnews.co.uk/
Network Rail — which says it is one of the UK’s largest investors in vocational training — has also called for a reduction in the bureaucracy of apprentice training schemes “to stimulate the country’s economy and get people into work.”
Network Rail’s director of infrastructure investment, Simon Kirby — who will help perform the official opening the Railtex exhibition in London on 10 March alongside Transport Minister Andrew (Lord) Adonis — said: “It is widely accepted that this country suffers from a skills shortage in key industries.
“Whilst we support many of the proposals [in the Government’s Apprenticeship, Skills, Children and Learning Bill] we are highly concerned that in its present form it financially penalises companies from investing in the mature age apprenticeships that are absolutely crucial to this country’s future and to its economic recovery.
“All apprenticeships should be treated equally and receive the same level of funding and support afforded by the Government to build a sound skills base. Not having funding parity in place makes it very difficult for us to budget effectively.”
Mr Kirby said NR would be taking on thousands of high-calibre people as part of its plans over the next five years to invest over £20bn “in crucial projects all over the country.”
He said NR had “begun the first of several phases in an active recruitment campaign to fill 1,000 newly created vacancies around Great Britain.”
The new vacancies are for apprentices, professional and skilled workers — “primarily to support key enhancement programmes,” said Mr Kirby — such as new lines in Scotland, reconstruction of Birmingham New Street, London 2012 Olympics, Reading station remodelling, Crossrail and Thameslink.
In the next 12 months, Network Rail’s graduate intake would be doubled to approximately 210, said Mr Kirby, adding: “In addition, Network Rail is committing to its second stream of MSc post-graduates in project management. [Those selected] will be taught full-time at two world-class institutions — University College London and the University of Warwick.
“This year also sees a further commitment from Network Rail to its award-winning advanced apprenticeship scheme. No less than 220 apprentices will be given the opportunity to become railwaymen and women of the future.
Mr Kirby added: “In 2008 we took on 3,500 people at Network Rail. There has never been a more exciting time to work for the railway, as we demonstrate our commitment to great projects delivered by great people.
“Network Rail needs people who will play integral roles in each of our major projects and many others – whether it is from an operational, engineering, maintenance or financial perspective. From the smallest to the largest, each is of national importance.”
More positions are expected to be created during the year and Mr Kirby said interested candidates should visit the Network Rail stand at the Railtex exhibition from 10 – 12 March at Earls Court Two, London.
Source : http://www.railnews.co.uk/
Obama plans £9 billion for US high-speed rail
PRESIDENT Obama’s new economic recovery package for the United States includes and immediate $8 billion — over £5.5 billion — for high-speed passenger train services.
And in his next budget the President is expected to add $1 billion in each of the next five years, bringing the total for high-speed rail by 2013 to $13 billion (£9 billion).
Even before his election last November, Mr Obama had stressed the need to boost high-speed railways as part of his vision for rebuilding America.
Campaigning in Indiana, he talked of revitalising the Midwest by connecting cities with faster rail services to relieve congestion and improve energy conservation.
“The time is right now for us to start thinking about high-speed rail as an alternative to air transportation connecting all these cities,” he said. “And think about what a great project that would be in terms of rebuilding America.”
In October 2008, former President George W Bush signed a bill authorising up to $1.5 billion (£1 billion) for high-speed rail until 2013. But Mr Obama's total commitment in the same period will now amount more than eight times that.
US web site Politico says that big hurdles remain, however — with much depending on winning the co-operation of the Class 1 freight lines that control many of the tracks outside the Northeast, where Amtrak runs its Acela service.
But Politico says it is a landmark transportation investment and that Transportation Secretary Ray LaHood has been given 60 days to come up with a strategic plan for the funds.
White House chief of staff Rahm Emanuel said the economic recovery legislation gives Secretary LaHood discretion to assign “priority to projects that support the development of intercity high-speed rail service.”
• At the time of last November’s presidential elections, voters in California voted in favour of a $10 billion (£6.9 billion) bond to make a start on a planned 800-mile high-speed rail network across the state. Now the White House has said the Californian project will qualify for some of President Obama’s $13 billion (£9 billion planned for the next five years.
Source : http://www.railnews.co.uk/
And in his next budget the President is expected to add $1 billion in each of the next five years, bringing the total for high-speed rail by 2013 to $13 billion (£9 billion).
Even before his election last November, Mr Obama had stressed the need to boost high-speed railways as part of his vision for rebuilding America.
Campaigning in Indiana, he talked of revitalising the Midwest by connecting cities with faster rail services to relieve congestion and improve energy conservation.
“The time is right now for us to start thinking about high-speed rail as an alternative to air transportation connecting all these cities,” he said. “And think about what a great project that would be in terms of rebuilding America.”
In October 2008, former President George W Bush signed a bill authorising up to $1.5 billion (£1 billion) for high-speed rail until 2013. But Mr Obama's total commitment in the same period will now amount more than eight times that.
US web site Politico says that big hurdles remain, however — with much depending on winning the co-operation of the Class 1 freight lines that control many of the tracks outside the Northeast, where Amtrak runs its Acela service.
But Politico says it is a landmark transportation investment and that Transportation Secretary Ray LaHood has been given 60 days to come up with a strategic plan for the funds.
White House chief of staff Rahm Emanuel said the economic recovery legislation gives Secretary LaHood discretion to assign “priority to projects that support the development of intercity high-speed rail service.”
• At the time of last November’s presidential elections, voters in California voted in favour of a $10 billion (£6.9 billion) bond to make a start on a planned 800-mile high-speed rail network across the state. Now the White House has said the Californian project will qualify for some of President Obama’s $13 billion (£9 billion planned for the next five years.
Source : http://www.railnews.co.uk/
Bombardier may have been too expensive for £7.5bn contract
TRANSPORT Secretary Geoff Hoon has dropped a broad hint that the consortium, including Derby-based Bombardier, that missed out on the £7.5 billion Intercity Express Programme contract may have bid too high a price.
The contract — for a new fleet of trains to replace ageing HSTs on the East C0ast and Great Western lines, and maintenance of the trains for 20 years — was awarded last month to another consortium, Agility Trains, which has Hitachi as its major shareholder. The others are John Laing and Barclays.
Last week the Transport Secretary visited Bombardier’s Litchurch Lane, Derby, factory and afterwards met trade union representatives. They later said they had told Bombardier that the firm should include more British-sourced components in its bids to build new trains — not only to secure British jobs, but to keep costs down because of the reduced value of the pound.
Subsequently, Geoff Hoon answered questions put to him by the Derby Evening Telegraph, which has launched a campaign to get the Minister to change his mind and award the contract to the Rail Express Alliance, comprising Bombardier, Siemens of Germany, Angel Trains and Babcock & Brown of Australia.
He told the paper: “We have a process. That process depends on value for money. I know what the prices were. I can't tell you what they are because that would not be fair to Bombardier among others.
“But there was a significant difference between the two bids. And in the end, in the way in which we do these things, both legally in the UK and EU and indeed in the way these contracts are led, price is paramount.”
He added: “These are commercial contracts which are let on a strict value for money criteria and, therefore, price is always going to be a major consideration.”
Speaking of the Agility Trains’ bid and Hitachi’s long-term plans, the Transport Secretary said: “Bringing in a new railway factory, inward investment from one of the world's leading manufacturers of railway carriages, creating new manufacturing jobs does seem to me to help the economy, particularly when they are wanting to win orders across Europe, which is their ambition.”
And he explained: “The body shells are built from a very, very sophisticated welding system. Sadly, it is a welding system developed in the UK but it is now in Japan. They have invested in a plant so that you can push these shells through the plant, highly automated, highly sophisticated welding, which produces the body shells.
“Now, I would very much like that technology in the UK. They do use it at Litchurch Lane, but Bombardier can't invest in that kind of facility. But it's the shells we're talking about.
“The real value comes from the fittings, the electronics, all the things that go inside a railway carriage, which will be done in the UK. I accept that you are going to campaign vigorously for investment in the railways here [in Derby]. But, what's important is making sure Bombardier are in a position to win future orders.”
Mr Hoon said Bombardier had been chosen to build 120 new carriages for Stansted Express services. “They've got, incidentally, 2,000 orders currently. So that's going to provide work beyond 2010. There's also a major DMU train order [200 carriages] coming up. There's also an order for 1,200 Thameslink trains coming up.
“So the opportunities today for rail railway manufacturing could not be better,” he added.
‘Rotem pulls out’
ONE of the companies invited by the Department for Transport to tender for the construction of 200 additional coaches, Hyundai Rotem of Korea, is reported to have withdrawn.
Last week Rotem in partnership with Mitsui of Japan and Tokyu Car Corporation of Japan, was awarded a €140 million (£124 million) order by Irish Railways, Iarnród Éireann, for 51 new Intercity railcar carriages, making each carriage worth an average of more than £2.4 million.
The order will bring to 234 the number of Intercity railcars in the Irish fleet. Customer growth from the outer commuter routes from Dundalk, Longford and Kildare to Dublin — as well as the reopening of the Navan rail line in two phases — “necessitates an increase in rolling stock to satisfy the forecast growth in demand on new and existing routes,” said Iarnród Éireann.
The new fleet first entered service in late 2007 on the Sligo-Dublin line, and is currently rolling out across Ireland’s Intercity network.
Source : http://www.railnews.co.uk/
The contract — for a new fleet of trains to replace ageing HSTs on the East C0ast and Great Western lines, and maintenance of the trains for 20 years — was awarded last month to another consortium, Agility Trains, which has Hitachi as its major shareholder. The others are John Laing and Barclays.
Last week the Transport Secretary visited Bombardier’s Litchurch Lane, Derby, factory and afterwards met trade union representatives. They later said they had told Bombardier that the firm should include more British-sourced components in its bids to build new trains — not only to secure British jobs, but to keep costs down because of the reduced value of the pound.
Subsequently, Geoff Hoon answered questions put to him by the Derby Evening Telegraph, which has launched a campaign to get the Minister to change his mind and award the contract to the Rail Express Alliance, comprising Bombardier, Siemens of Germany, Angel Trains and Babcock & Brown of Australia.
He told the paper: “We have a process. That process depends on value for money. I know what the prices were. I can't tell you what they are because that would not be fair to Bombardier among others.
“But there was a significant difference between the two bids. And in the end, in the way in which we do these things, both legally in the UK and EU and indeed in the way these contracts are led, price is paramount.”
He added: “These are commercial contracts which are let on a strict value for money criteria and, therefore, price is always going to be a major consideration.”
Speaking of the Agility Trains’ bid and Hitachi’s long-term plans, the Transport Secretary said: “Bringing in a new railway factory, inward investment from one of the world's leading manufacturers of railway carriages, creating new manufacturing jobs does seem to me to help the economy, particularly when they are wanting to win orders across Europe, which is their ambition.”
And he explained: “The body shells are built from a very, very sophisticated welding system. Sadly, it is a welding system developed in the UK but it is now in Japan. They have invested in a plant so that you can push these shells through the plant, highly automated, highly sophisticated welding, which produces the body shells.
“Now, I would very much like that technology in the UK. They do use it at Litchurch Lane, but Bombardier can't invest in that kind of facility. But it's the shells we're talking about.
“The real value comes from the fittings, the electronics, all the things that go inside a railway carriage, which will be done in the UK. I accept that you are going to campaign vigorously for investment in the railways here [in Derby]. But, what's important is making sure Bombardier are in a position to win future orders.”
Mr Hoon said Bombardier had been chosen to build 120 new carriages for Stansted Express services. “They've got, incidentally, 2,000 orders currently. So that's going to provide work beyond 2010. There's also a major DMU train order [200 carriages] coming up. There's also an order for 1,200 Thameslink trains coming up.
“So the opportunities today for rail railway manufacturing could not be better,” he added.
‘Rotem pulls out’
ONE of the companies invited by the Department for Transport to tender for the construction of 200 additional coaches, Hyundai Rotem of Korea, is reported to have withdrawn.
Last week Rotem in partnership with Mitsui of Japan and Tokyu Car Corporation of Japan, was awarded a €140 million (£124 million) order by Irish Railways, Iarnród Éireann, for 51 new Intercity railcar carriages, making each carriage worth an average of more than £2.4 million.
The order will bring to 234 the number of Intercity railcars in the Irish fleet. Customer growth from the outer commuter routes from Dundalk, Longford and Kildare to Dublin — as well as the reopening of the Navan rail line in two phases — “necessitates an increase in rolling stock to satisfy the forecast growth in demand on new and existing routes,” said Iarnród Éireann.
The new fleet first entered service in late 2007 on the Sligo-Dublin line, and is currently rolling out across Ireland’s Intercity network.
Source : http://www.railnews.co.uk/
Thursday, March 12, 2009
A PIECE OF THE INDONESIAN RAILWAYS STORY
June 2007 in Kemijen, Semarang. one single track railway lengthwise from west easterly. Flanked marsh. Water rob suffuses this area. The morning some people angler sits to ballast, be awaiting bait is eaten by fish. In this place 143 years past, precisely June 17th 1864, Dutch East Indies Governor General L.A.J.W. Baron is Sloet Van Beele Broke sways a hoe to cleave ground apart. Forerunner, the morning the construction of first station and railway track in Dutch East Indies ( Indonesia) is started.
From kemijen, Dutch private enterprise Naamlooze Ve-nootschap Nederlandsch indische spoorweg Maatchappij ( NVNISM) which led by JP de Bordes spans railway track from countryside Tanggung (Grobogan) along the length of 26 Km. mobilizes hundreds of forced worker. Trees jungle of Jati that is close enough, starts from countryside Alastuwa ( Semarang) to countryside Tanggung must be chopped down is long with wide 10-15 meter, to unfold one railway single track with wide spoor ( gauge) 1.435 meter.
While hundreds of worker deforests from Alastuwa to Tanggung, hundreds of other forced worker keep eyes skinned in Jepara Harbour, main port in Central Java since a period of Demak kingdom. Bes Awaiting Steel with best quality delivered from Germany. Some steel rail bars is brought a number of workers, towards horse train which has stood by transports it to Kemijen. Around 60 road km, eats time all day long. One after another, rail bar is degraded. From Kemijen, rail bar is spanned to Alastuwa is aparting around 7 km, so reaching Tanggung ( 26 km).
the Dutch East Indies colonial Government intentionally chooses Semarang as development starting points railways in Indonesia. Non Jepara which in the early of century ke-18 is main port town and military town in Java. But only until the year 1708, defence of military in Jepara then is carried over to Semarang. At mid of 18th century, Semarang more and more writhes with growing of white colars of government Dutch East Indies, trade offices, and fortress region. Semarang also comes up as public administration town for Java upstate, commercial town, and military town. With three the faces, enters mid of 19th century, writhes Semarang to require supporting facilities for adequate transportation. Do not again enough with treading horse train takes the air stone built through via compulsory work (Rodi) during the Governor General Herman Willem Daendels (1808-1818). Based on recommendation from result of Stiejes’s research, supporting facilities for correct main transportation is railways.
to be continued...
From kemijen, Dutch private enterprise Naamlooze Ve-nootschap Nederlandsch indische spoorweg Maatchappij ( NVNISM) which led by JP de Bordes spans railway track from countryside Tanggung (Grobogan) along the length of 26 Km. mobilizes hundreds of forced worker. Trees jungle of Jati that is close enough, starts from countryside Alastuwa ( Semarang) to countryside Tanggung must be chopped down is long with wide 10-15 meter, to unfold one railway single track with wide spoor ( gauge) 1.435 meter.
While hundreds of worker deforests from Alastuwa to Tanggung, hundreds of other forced worker keep eyes skinned in Jepara Harbour, main port in Central Java since a period of Demak kingdom. Bes Awaiting Steel with best quality delivered from Germany. Some steel rail bars is brought a number of workers, towards horse train which has stood by transports it to Kemijen. Around 60 road km, eats time all day long. One after another, rail bar is degraded. From Kemijen, rail bar is spanned to Alastuwa is aparting around 7 km, so reaching Tanggung ( 26 km).
the Dutch East Indies colonial Government intentionally chooses Semarang as development starting points railways in Indonesia. Non Jepara which in the early of century ke-18 is main port town and military town in Java. But only until the year 1708, defence of military in Jepara then is carried over to Semarang. At mid of 18th century, Semarang more and more writhes with growing of white colars of government Dutch East Indies, trade offices, and fortress region. Semarang also comes up as public administration town for Java upstate, commercial town, and military town. With three the faces, enters mid of 19th century, writhes Semarang to require supporting facilities for adequate transportation. Do not again enough with treading horse train takes the air stone built through via compulsory work (Rodi) during the Governor General Herman Willem Daendels (1808-1818). Based on recommendation from result of Stiejes’s research, supporting facilities for correct main transportation is railways.
to be continued...
Tuesday, March 10, 2009
SAFETY PERFORMANCE ASSESSMENT
SAFETY PERFORMANCE ASSESSMENT
A railway company shall maintain records of the following information for the purpose of assessing its safety performance:
1) accident and incident investigation reports and a description of the corrective actions taken for accidents and incidents that meet the reporting criteria; and
2) accident rates expressed as follows:
(a) employee deaths, disabling injuries and minor injuries, per 200,000 hours worked by the employees of the railway company, and
(b) train and grade crossing accidents that meet the reporting criteria, per million train miles.
At the request of the Minister, a railway company shall collect, maintain and submit to the Minister specified performance or safety data for the purpose of monitoring the effectiveness of its safety management system and its safety performance.
A railway company shall maintain records of the following information for the purpose of assessing its safety performance:
1) accident and incident investigation reports and a description of the corrective actions taken for accidents and incidents that meet the reporting criteria; and
2) accident rates expressed as follows:
(a) employee deaths, disabling injuries and minor injuries, per 200,000 hours worked by the employees of the railway company, and
(b) train and grade crossing accidents that meet the reporting criteria, per million train miles.
At the request of the Minister, a railway company shall collect, maintain and submit to the Minister specified performance or safety data for the purpose of monitoring the effectiveness of its safety management system and its safety performance.
SAFETY MANAGEMENT SYSTEM
RAILWAY SAFETY MANAGEMENT SYSTEM
A railway company shall implement and maintain a safety management system that includes, at a minimum, the following components:
1) The railway company safety policy and annual safety performance targets and the associated safety initiatives to meets the targets, approved by a senior company officer and communicated to employees;
2) Clear authorities, responsibilities and accountability for safety at all levels in the railway company;
3) a system for involving employees and their representatives in the development and implementation of the railway company's safety management system;
4) systems for identifying applicable
(a) railway safety regulations, rules, standards and orders, and the procedures for demonstrating compliance with them, and
(b) exemptions and the procedures for demonstrating compliance with the terms or conditions specified in the notice of exemption;
5) a process for
(a) identifying safety issues and concerns, including those associated with human factors, third-parties and significant changes to railway operations, and
(b) evaluating and classifying risks by means of a risk assessment;
6) risk control strategies for the railway company;
7) systems for accident and incident reporting, investigation, analysis and corrective action;
8) systems for ensuring that employees and any other persons to whom the railway company grants access to its property, have appropriate skills and training and adequate supervision to ensure that they comply with all safety requirements;
9) procedures for the collection and analysis of data for assessing the safety performance of the railway company;
10) procedures for periodic internal safety audits, reviews by management, monitoring and evaluations of the safety management system;
11) systems for monitoring management-approved corrective actions resulting from the systems and processes required; and
12) consolidated documentation describing the systems for each component of the safety management system.
sumber : kementerian transportasi kanada
A railway company shall implement and maintain a safety management system that includes, at a minimum, the following components:
1) The railway company safety policy and annual safety performance targets and the associated safety initiatives to meets the targets, approved by a senior company officer and communicated to employees;
2) Clear authorities, responsibilities and accountability for safety at all levels in the railway company;
3) a system for involving employees and their representatives in the development and implementation of the railway company's safety management system;
4) systems for identifying applicable
(a) railway safety regulations, rules, standards and orders, and the procedures for demonstrating compliance with them, and
(b) exemptions and the procedures for demonstrating compliance with the terms or conditions specified in the notice of exemption;
5) a process for
(a) identifying safety issues and concerns, including those associated with human factors, third-parties and significant changes to railway operations, and
(b) evaluating and classifying risks by means of a risk assessment;
6) risk control strategies for the railway company;
7) systems for accident and incident reporting, investigation, analysis and corrective action;
8) systems for ensuring that employees and any other persons to whom the railway company grants access to its property, have appropriate skills and training and adequate supervision to ensure that they comply with all safety requirements;
9) procedures for the collection and analysis of data for assessing the safety performance of the railway company;
10) procedures for periodic internal safety audits, reviews by management, monitoring and evaluations of the safety management system;
11) systems for monitoring management-approved corrective actions resulting from the systems and processes required; and
12) consolidated documentation describing the systems for each component of the safety management system.
sumber : kementerian transportasi kanada
Tuesday, March 3, 2009
THE INTERPRETATION OF RAILWAY SAFETY MANAGEMENT SYSTEM REGULATIONS
RAILWAY SAFETY MANAGEMENT SYSTEM REGULATIONS
INTERPRETATION (s)
disabling injury
disabling injury has the meaning An injury causing death, permanent disability or any degree of temporary total disability beyond the day of the injury.
minor injury
minor injury has the meaning a personal injury that does not result in :
permanent serious disfigurement, a permanent serious impairment of an important bodily function caused by continuing injury which is physical in nature
reporting criteria
reporting criteria means :
(a) in respect of an accident, the criteria set out in the definition "reportable railway accident" in subsection Penyidikan Kecelakaan of the Directorate Generals of Railways Regulations; and
(b) in respect of an incident, the criteria set out in the definition "reportable railway incident" in subsection Penyidikan Kecelakaan of the Directorate Generals of Railways Regulations.
risk
risk means the chance of injury or loss measured as the probability and severity of an adverse effect on health, property, the environment or other things of value.
risk control strategy
risk control strategy means a course of action intended to reduce the frequency or severity of injury or loss, including a decision not to engage in or not to continue an activity.
INTERPRETATION (s)
disabling injury
disabling injury has the meaning An injury causing death, permanent disability or any degree of temporary total disability beyond the day of the injury.
minor injury
minor injury has the meaning a personal injury that does not result in :
permanent serious disfigurement, a permanent serious impairment of an important bodily function caused by continuing injury which is physical in nature
reporting criteria
reporting criteria means :
(a) in respect of an accident, the criteria set out in the definition "reportable railway accident" in subsection Penyidikan Kecelakaan of the Directorate Generals of Railways Regulations; and
(b) in respect of an incident, the criteria set out in the definition "reportable railway incident" in subsection Penyidikan Kecelakaan of the Directorate Generals of Railways Regulations.
risk
risk means the chance of injury or loss measured as the probability and severity of an adverse effect on health, property, the environment or other things of value.
risk control strategy
risk control strategy means a course of action intended to reduce the frequency or severity of injury or loss, including a decision not to engage in or not to continue an activity.
Design And Specification For Freight Car/Wagon (Part3)
Main Component of Freight Car/Wagon for Indonesian Railway
4.1 Under frame
1) The under frame shall be designed as steel construction with welded assemble in light weight but having both high strength and rigidity, without occur fix deformation
The under frame consist of :
• Body bolster
• End Sill
• Center Sill
• Cross beam
• Support for under floor equipment
• Web and Stiffener
3) The under frame divided into 3 types :
• The under frame with strengthen (Type A)
• The under frame without strengthen (Type B)
• The under frame with special design (Type C)
4) Load/Forces
The under frame getting force condition are as follow :
- Horizontal forces on central of coupler as 100 tons minimum (Compression Force)
Vertical force shall be calculated with formula are :
P = K (P1 + P2)
P = vertical force
K = dynamic coefficient
P1= tare weight
P2 = max load
4) Deflection
Maximum deflection is permitted as 3 0/00 from distance of bogie pivot
5) The under frame material are : mild steel
(SS41 – SS 400 – JIS G.3101)
4.2 Coupler
1) The coupling device shall be used tight lock coupler type
• Equipped with rubber draft gear
• Have 1 (one) special horizontal pin
• Contour of the coupler shall be AAR10A specification
• Material of coupler shall be made are AAR standard cast steel
1) The rotary coupler type shall be used for the freight car which is unloading process with rotary car dumper.
4.1 Under frame
1) The under frame shall be designed as steel construction with welded assemble in light weight but having both high strength and rigidity, without occur fix deformation
The under frame consist of :
• Body bolster
• End Sill
• Center Sill
• Cross beam
• Support for under floor equipment
• Web and Stiffener
3) The under frame divided into 3 types :
• The under frame with strengthen (Type A)
• The under frame without strengthen (Type B)
• The under frame with special design (Type C)
4) Load/Forces
The under frame getting force condition are as follow :
- Horizontal forces on central of coupler as 100 tons minimum (Compression Force)
Vertical force shall be calculated with formula are :
P = K (P1 + P2)
P = vertical force
K = dynamic coefficient
P1= tare weight
P2 = max load
4) Deflection
Maximum deflection is permitted as 3 0/00 from distance of bogie pivot
5) The under frame material are : mild steel
(SS41 – SS 400 – JIS G.3101)
4.2 Coupler
1) The coupling device shall be used tight lock coupler type
• Equipped with rubber draft gear
• Have 1 (one) special horizontal pin
• Contour of the coupler shall be AAR10A specification
• Material of coupler shall be made are AAR standard cast steel
1) The rotary coupler type shall be used for the freight car which is unloading process with rotary car dumper.
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