EP4320023A1 - Kit et procédé de mise en oeuvre d'un déploiement de voie ferrée de passager à faible densité sur une voie préexistante - Google Patents

Kit et procédé de mise en oeuvre d'un déploiement de voie ferrée de passager à faible densité sur une voie préexistante

Info

Publication number
EP4320023A1
EP4320023A1 EP22785656.4A EP22785656A EP4320023A1 EP 4320023 A1 EP4320023 A1 EP 4320023A1 EP 22785656 A EP22785656 A EP 22785656A EP 4320023 A1 EP4320023 A1 EP 4320023A1
Authority
EP
European Patent Office
Prior art keywords
track
kit
platform
shop
safety
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP22785656.4A
Other languages
German (de)
English (en)
Inventor
Henry POSNER, III
Bridget HODGSON
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Pop Up Metro LLC
Original Assignee
Pop Up Metro LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Pop Up Metro LLC filed Critical Pop Up Metro LLC
Publication of EP4320023A1 publication Critical patent/EP4320023A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems

Definitions

  • the disclosed concept relates generally to a railway installation and, more particularly, to a method of implementing onto a track a railway installation that includes providing a fully integrated package (or “kit”) comprising a number of standardized components including at least a Rail Vehicle (“RV”) component.
  • kit comprising a number of standardized components including at least a Rail Vehicle (“RV”) component.
  • RV Rail Vehicle
  • kits are directed to an improved method, that can be said to include providing a fully integrated package (or kit), that includes a number of preconfigured components for implementing a railway installation onto a track.
  • This kit is a product for enabling a light rail passenger railway vehicle or Rail Vehicle (RV) to be quickly and efficiently deployed to form a light-density passenger railway installation on an existing railroad branch line or secondary line.
  • An existing railroad branch line or secondary line is also referred to herein as a track installation, and it is understood that this is consistent with certain portions from the General Rail System (GRS).
  • GRS General Rail System
  • the track installation which may also be known as a railway installation, may include not only a track that is pre- existing but may also or alternatively include other track that is either at least partially pre-existing or not yet pre-existing, and none of which is considered to be a part of the GRS.
  • This improved kit in accordance with the disclosed and claimed concept is based upon a preconfigured Rail Vehicle (RV) and may consist of preconfigured systems including wayside systems that support and enhance the operation of the rail vehicle.
  • RV Rail Vehicle
  • the disclosed and claimed concept pertains to a kit that includes both a number of the rail vehicles that are preconfigured and a number of peripherals that support the operation of the rail vehicles in the railway installation.
  • kit may pertain to a method of putting together the kit and/or offering the kit for sale or lease to a customer and/or implementing the kit in whole or in part for the customer.
  • much of the kit is modular and is portable, meaning that nearly all of its various components can be removed from one railway installation and redeployed in another railway installation.
  • the disclosed and claimed concepts includes a number of methods that can be said to include the offering of a technical basis (that includes an engineering basis, a constructability basis, and/or an operational basis, by way of example) and a financial basis for the kit and at least a description of a fixed plant systems and a number of components that are suitable to serve as a basis for the railway installation.
  • the improved method and kit of the disclosed and claimed concept can advantageously be said to together and individually eliminate much of the engineering and integration variability and costs, significantly shorten deployment times, and reduce the potential for disputes and financial risks related to the project.
  • the prior design integration efforts have been previously known to be particularly problematic for conventional methods of providing railway installations.
  • SI Systems Integration
  • a strong and effective SI effort has been a prerequisite to the achievement of a well-engineered railway installation and to such a railway installation achieving its stated operational requirements.
  • This strong and effective SI helps to assure that, for example, station platform height, gauge, and canopy clearances are suitable for the rail vehicle that is being deployed.
  • This SI effort may be based at least in part upon a series of Interface Control Documents (ICDs) which can together or individually form an ICD component of the inventive kit.
  • ICDs typically consist of a series of drawings, specifications, and other parameters that are formally stated and which help to assure match-up, i.e., integration, of systems.
  • a method of implementing a railway installation onto at least one of a track that is pre-existing and/or another track that is either at least partially pre- existing or not pre-existing can be generally stated as including providing a kit that can be generally stated as including (1) a Rail Vehicle (RV) component comprising a number of RVs that are preconfigured for operation on at least one of the track and the another track.
  • RV Rail Vehicle
  • the kit that can be generally stated as further including (3) a shop component, sometimes referred to as a Vehicle Base Facility (VBS) that can be generally stated as including at least one of a shop plan that can be generally stated as including at least one of a shop design and an equipment guide, the shop design being usable to construct a shop in the vicinity of at least one of the track and the another track,
  • the equipment guide can be generally stated as including a description that can be generally stated as including a number of specifications of a set of equipment that is usable to service the number of RVs and a number of positions in the shop where the set of equipment can be situated, a preconfigured shop kit from which the shop can be constructed with the use of the shop design, and a set of equipment that can be positioned in the shop according to the equipment guide.
  • VBS Vehicle Base Facility
  • ICD Integration and Control Document
  • the kit can include (7) a configurable financial component utilizing sale or lease for the passenger rail system.
  • FIG. 1 is a schematic depiction of an improved method that is in accordance with the disclosed and claimed concept being used to provide to a customer or other recipient an improved kit that is likewise in accordance with the disclosed and claimed concept;
  • FIG. 2 is a schematic depiction of a portion of a platform component of the kit;
  • FIG. 3 is a schematic depiction of another portion of the platform component of the kit;
  • FIG. 4 is a schematic depiction of still another portion of the platform component of the kit;
  • FIG. 5 is a schematic depiction of yet another portion of the platform component of the kit;
  • FIG. 1 is a schematic depiction of an improved method that is in accordance with the disclosed and claimed concept being used to provide to a customer or other recipient an improved kit that is likewise in accordance with the disclosed and claimed concept;
  • FIG. 2 is a schematic depiction of a portion of a platform component of the kit;
  • FIG. 3 is a schematic depiction of another portion of the platform component of the kit;
  • FIG. 1 conceptually depicts an improved kit 4 that is in accordance with the disclosed and claimed concept, it further being noted that FIG. 1 additionally depicts an improved method 8 that is likewise in accordance with the disclosed and claimed concept and that is used for selling or otherwise offering and/or providing the kit 4 to a customer 12 or other type of recipient.
  • the kit 4 includes a number of components and is based upon the use of a component in the form of a preconfigured Rail Vehicle (RV) 16 component that includes a number of RVs 18, such as has been described, by way of example, in WO 2017/025751 and/or WO 2019/229479, the disclosures of which are incorporated herein by reference.
  • RV Rail Vehicle
  • the systems or components necessary to deploy a complete and operational passenger railway installation have advantageously been pre-engineered, i.e., preconfigured, and additionally have been integrated with one another and to conform to the physical and operational characteristics of light passenger rail. This includes, for example, pre-engineered, i.e., preconfigured, modular station platforms that are set forth in greater detail elsewhere herein.
  • kits 4 includes a component 20 that comprises a number of predefinition of critical interface parameters. This includes engineering ICDs which set forth various parameters such as clearance envelopes, etc., and that further include a concise statement of operational parameters such as, by way of example, allowable grades, allowable vertical curvature, maximum speeds, braking distances (braking rates), and the like.
  • a further element in the kit 4 is a pre-developed and standardized template component 24 for a safety case. Since the standardized safety case template component 24 is advantageously pre-developed, only site-specific and operation- specific hazards, i.e., hazards identified, evaluated, and means of management, are required to be treated in order to obtain a complete safety case for the railway installation.
  • the safety case provided by the component 24 is advantageous since it is necessary in order to obtain from the cognizant regulatory and/or safety oversight agency an actual authorization to operate the railway installation and to transport passengers.
  • the safety case includes verifications of design integrity (i.e., professional engineer design of modular station platforms, static and dynamic rail vehicle clearance diagrams, etc.), clearly defined and appropriate Operate and Maintain (O&M) practices, an operating safety program, and prepared packages for first responders that may include police, fire, and EMS personnel, by way of example.
  • the kit that is described herein addresses both FTA and FRA safety requirements, significantly reducing the risk of interpretation of these key safety requirements.
  • the safety case that is addressed to the FRA has material additional to that which would be included in the FTA safety case, and such additional material from the component 24 advantageously addresses items for which waivers are requested and the way in which "equivalent safety" is achieved for each item for which a waiver is sought.
  • the safety case typically addresses the various regulations and requirements that are applicable to the railway installation.
  • the safety case will state either i) that the railway installation actually meets the regulation or requirement, or ii) that is not feasible to meet the regulation or requirement, or iii) that special hazards exist that are site-specific and that require individualized mitigation.
  • mitigation can be in the form of, for example, a modification of a rail vehicle or, by way of further example, a number of written operating guidelines for the rail vehicle.
  • the CFR states that a railway installation must either meet each applicable regulation or provide an equivalent measure that shows equivalent safety, and this part of the safety case is provided by applications engineering that is performed with regard to the railway installation.
  • kit 4 which advantageously eliminates much if not nearly all of the initial professional engineering design services (i.e., design development, formulation of design criteria, and preliminary engineering) and will significantly reduce the design integration effort that would typically be required for a conventional railway installation. It is also noted that the installation of the kit and the execution of the Applications Engineering pursuant to the deployment of the railway installation will typically remain under the responsible charge of a Professional Engineer (PE).
  • PE Professional Engineer
  • the improved kit 4 thus advantageously reduces the sum total of services that are required to deploy the railway installation to be merely applications engineering. It is noted, however, that the improved kit 4 can itself advantageously include or make available such an advantageous amount of applications engineering 26. This is accomplished through a one-time effort of pre-engineering regarding the most critical elements of track, right of way, stations, shops/yard, and an amount of pre-integration engineering 30 of these designs based upon a preconfigured instance of the rail vehicle 18.
  • the applications engineering that is needed involves engineering effort only to the extent that is required to suit site-specific or operations- specific requirements and objectives.
  • the pre-engineering is done only once for RVs 18, an amount of pre-existing track 28, any rights-of-ways, stations, shops/yards, and is provided as part of the kit 4, which advantageously eliminates the need for custom engineering of these things at each individual railway installation. Rather, such pre-engineering results in a need for only applications engineering at the particular railway installation 28, which advantageously saves time and expense. Such reduced time and expense advantageously encourages the resultant deployment of a railway installation 32 on each such existing track installation 28, which is desirable.
  • the kit 4 includes the pre-developed template 24 for use in preparing a safety case.
  • a safety case that will be applied to an FRA-regulated property will typically be more extensive and technically complex than a safety case applied to a purely transit property.
  • a NUMBER OF COMPONENTS 36 OF THE KIT 4 A. Rail vehicles (RVs) 18: As noted, the kit 4 will include providing a number of preconfigured rail vehicles 18 such as are described in WO 2017/025751 and WO 2019/229479, the disclosures of which are incorporated herein by reference.
  • a number of platforms 40 may include a number of preconfigured platforms 44 that are sectionalized, modular, and fully engineered to meet applicable standards and to conform to the design of the pre-configured rail vehicle 18.
  • Platform modules 44 can be provided with or without canopies, walkways, etc.
  • additional platforms 44 can be provided as needed, such as if ridership increases and necessitates the use of additional platforms constructed to a standard design.
  • the platforms 44 are pre-drilled so that they can be bolted to one another with carriage bolts to form the relatively larger platforms 40.
  • the platform module 44 may include a set of pre-drilled timber and/or metallic components with all parts match-marked, meaning that they are very simple to assemble, and all components that are required to construct each platform are included.
  • Each platform module may be approximately 30 ft. in length. Modules can be connected together as required by train length. All framing for the platform structure is pre-engineered, as are modules for Americans with Disabilities Act (ADA) access, i.e., canopy and ramps. Some items may require applications engineering, and this would be provided as part of the kit 4 and executed by a Field Service Engineer without requiring a full design team, and could be a derivative of a site- or operational-requirements. Solutions are also pre-engineered. Site-specific requirements might relate to foundation requirements.
  • ADA Americans with Disabilities Act
  • the kit 4 may include an installation guide component 48 that includes a foundation design component 52 that includes instructions that is usable to install the platforms 40 adjacent the pre-existing track 28 in order to help to form the railway installation 32.
  • a foundation design component 52 that includes instructions that is usable to install the platforms 40 adjacent the pre-existing track 28 in order to help to form the railway installation 32.
  • two varieties of platform foundation are available in the foundation design component 52, by way of example.
  • One variety may employ screw piles for its foundation, however such screw piles might be problematic in a hard rock area.
  • the alternate variety may employ a Cast-In-Place (CIP) concrete slab for at least a portion of its foundation.
  • CIP Cast-In-Place
  • the decision as to which type of foundation is desirable for a particular site will be based upon the site’s geotechnical profile.
  • Another site-specific aspect might involve the depth of the frost line. This is governed by local building code.
  • the frost line depth requirement for southeast Pennsylvania is thirty-one inches, and Pittsburgh is typically required to be of a greater depth.
  • Operational requirements can vary with regard to whether or not freight trains are used on the track 28 of the railway installation 32 in addition to the passenger rail vehicles 18.
  • the paramount case is the presence of freight trains requiring a Plate ‘C’ (or greater) clearance envelope.
  • the rail vehicle has a nominal nine-foot four-inch (9’4”) width at the floor. Freight trains typically each have a nominal ten foot width. It is typically desirable for the floor of the rail vehicle 18 to meet the edge of the platform with minimal gap therebetween in order to facilitate passengers moving between the platform 44 and the rail vehicle 18 with minimal disruption and minimal risk of injury.
  • the solution provided with the improved kit 4 and method 8 is used to set the platform 44 back from the track installation a distance sufficient to accommodate the relatively-wider freight trains and to additionally install, for instance, a number of step plate assemblies 56 that are mounted on the floor of the rail vehicle 18 and that can be deployed to effectively extend the floor of the rail vehicle 18 an additional 4-6 inches, by way of example, to bridge the gap to the platform 44.
  • Applications engineering can additionally and optionally be provided to establish size if freight traffic includes loads wider than Plate ‘C’ and mounting of step plates.
  • side of the rail vehicle 18 includes one of the step plate assemblies 56 mounted thereto adjacent the base of the rail vehicle 18.
  • Step plate assemblies 56 can be said to include a base plate 57 that is affixed to the base of the rail vehicle 18, a connection plate 58 that is movably connected with the free end of the base plate 57 that is opposite the rail vehicle 18, and an extension plate 59 is movably connected with the connection plate 58 and is situated opposite the base rail 57.
  • the step plate assembly 56 is in a non-deployed condition, meaning that the base plate 57, the connection plate 58, and the extension plate 59 are movably connected together but are not in an extended condition.
  • step plate assembly 56 shows the base plate 57, the connection plate 58, and the extension plate 59 being in an extended condition that extends sufficiently to the base of the platform 40.
  • various plates of the step plate assembly 56 can be locked together in any of a variety of fashions employing structures such as removal and installable pins and any of a variety of other assembly methodologies without limitation.
  • these step plate assemblies 56 on each rail vehicle 18 are unique and advantageously eliminate a significant amount of complexity in the platform design, which also helps with obtaining commissioning, maintaining operations, and achieving safety inspections. Other advantages will be apparent.
  • platform modules 44 are one-half the length of a rail vehicle 18, or even shorter.
  • the platforms can be assembled off-site (like a modular home construction kit) and installed with a boom truck (depending upon the configuration of the platform 40) to meet the specific required length of the platform 44, that is required based upon the passenger load.
  • the preconfigured stations 40 provided with the kit 4 are standardized units of modular construction.
  • Their platforms are of simple construction and are portable.
  • the rail vehicle 118 is of a predetermined length, and the rail vehicle is configured with four doors or two doors per side, both of which are depicted in FIGS. 3 and 4, by way of example. The doors are at predetermined distance from each end of the car.
  • the modular platforms 40 are, in one exemplary configuration, designed so that each platform 40 is one-half the length of the rail vehicle 18.
  • each modular platform 40 will accommodate one door in the configuration wherein the car of the rail vehicle 18 includes two doors per side.
  • These modular platforms 40 can be assembled together via carriage bolts as one continuous platform of any desired length.
  • the rail vehicle platform floor is a predetermined distance above Top Of Rail (TOR), and the rail vehicle is of a predetermined width at the rail vehicle platform floor.
  • Platforms 40 can be equipped with a number of protections 60 that can take the form of a fence 62 on the platform 40, a number of canopy protections, as well as a number of ramp protections, or the like, any one or more of which can be provided and which can additionally be used to provide ADA access.
  • canopies, carriage bolts, ramps, and other such options are available as optional and as add-on modules that can be made to be a part of the kit 4.
  • a single platform module can be erected.
  • additional platform modules 44 can be added and the platform extended incrementally.
  • the customer 12 who is purchasing the kit 4 can effectively check various boxes of an order sheet to select the various components 36 that are desired to be provided as part of the kit 4.
  • the kit 4 can include a set of components 36 and a set of services that together fall anywhere along the full spectrum of deployment of the railway from the mere purchase of the kit 4, i.e., the kit 4 including a number of rail vehicles 18, or including Design and Build components 36, or including Design, Build, and Transfer components 36, or including Design, Build, Operate, and Manage components 36.
  • the extent of the components 36 and services 8 that are desired are individually selectable by the customer 12 to suit the specific needs of the customer 12 based upon a number of factors relevant to the customer 12.
  • the kit 4 might include only a number of rail vehicles 18, a platform 40, a shop component 64 that can include a plan for a shop, a number of specified standard Interface Control Documents (ICDs) 72, and the template safety case 76, by way of example.
  • the shop component 64 might include a shop plan 68 that may include an equipment guide 70, by way of example.
  • the equipment guide 70 might include a description of a number of sets of specifications of a set of equipment that is usable to service the number of RVs 18 and might depicts a number of positions in the shop where the set of equipment can be situated.
  • the kit 4 can optionally additionally include a set of services as part of the applications engineering services 26 or other services to build and install the platform and the shop, and can still optionally additionally include a set of services 80 to operate the railway installation.
  • the kit 4 can optionally additionally include as part of the services 80 additional services to manage the railway installation on an ongoing basis.
  • the versatility of the kit 4 thus advantageously enables a customer 12 to choose only those components 36 and services 26 that are needed in order to deploy the desired railway installation. Since the optional components typically are pre-configured or are at least established in advance to suit the pre-configured rail vehicle and platform, the cost of each optional component is typically going to be less than that of what would be required of any custom engineering of each such component.
  • FIG. 2 includes a depiction of one such component 36 that itself depicts a platform 40 that can be formed of a plurality of smaller platform modules 44 assembled together, or it may be formed of a single module 44. More specifically, FIG. 2 shows an example of a platform component 84 that includes a platform plan 88 which, itself, includes and depicts a platform design 92 that is usable to construct a number of platforms 40. Individual platform modules 44 are sized to accommodate one-half car (RV 18) lengths, thereby allowing one or two doors on the platform depending on RV configurations of either suburban or urban door spacing.
  • RV 18 right-half car
  • each additional module 44 will accommodate an additional half RV 18, either one or two additional doors.
  • Some specific engineering/design attributes thereof include the floor being configured to accommodate a predetermined loading, to accommodate live loads.
  • the platform includes a non-skid floor with a 1% pitch to resist the formation of standing water and to likewise avoid any possible resultant formation of ice thereon.
  • Locations are pre-designed for signage, such as safety and travel information, and the platforms 40 are equipped with a platform edge warning strip at the edge adjacent the track. The other edges of the platform have a handrail.
  • Platforms are to be set and bolted upon a Cast In Place (CIP) foundation or, if applicable, onto screw piles, by way of example.
  • Foundation slabs are pre-designed reinforced concrete and are set at grade level or screw piles.
  • the only site-specific variable is depth of the slab that is required to accommodate the local standards for frost line depth.
  • Individual modules can be equipped with ramps for ADA access as well as with canopies.
  • Platforms can be removed from the foundation, disassembled, and relocated as needed. Assembly of the platform 40 is by the bolting together of pre-cut, pre- drilled timbers and applying pre-cut decking to the top thereof.
  • An assembled platform 40 module can be lifted into place using a boom truck or small crane. That is, the assembled platform 40 can be lifted by the boom truck or small crane (depending upon the configuration of the platform) and positioned onto the foundation. Customer-supplied signage will be installed at pre-established locations.
  • the length of the overall platform assembly 40 can be increased by adding platform modules 44 and foundations for them to be positioned thereon, and by connecting the platforms modules 44 to one another by carriage bolts through pre-drilled holes formed in the platform modules 44.
  • ICDs Interface Control Documents
  • These ICDs will become the basis for integrated testing (as well as sub-system testing) and will be represented by drawings and/or dimensional specifications. With conventional rail installations, each of these parameters would generally be custom engineered for new rail system.
  • kit 4 and method 8 advantageously involve performing the engineering only once for use with all kit-based railway installations. At most, only slight modifications are needed to be added to the kit 4 and method 8, and this would involve engineering, safety oversight, and an operation practices group which, in other installations, typically would require months of effort and is iterative but, based on the template provided with the improved kit 4, it is offered if the customer 12 wants it.
  • the ICDs 72 include, for instance, drawings, specifications, or other parameters for platform height and gauge, canopy height and clearance to the rail vehicle, platform surface material, platform pitch, foundation design, platform structural strength, platform superstructure attachment to its foundation, methods of joining together platform modules to effect platform extension, and train stopping locations required to achieve designated door locations, by way of example.
  • the template ICDs 72 are part of the template ICDs 72 and need to be established only once, meaning that the template ICDs 72 can be used repeatedly in multiple railway installations.
  • the appended drawings of the template ICDs 72 advantageously provide details on the platforms 40 and represent elements that will be set forth in the ICDs for the platform 40 with respect to the rail vehicle 18. Moreover, the following details provide specifications and descriptions that will be included in the ICDs 72. For extremely lightly travelled stations one such platform 40 module will suffice; a second can be easily attached if ridership increases.
  • the platform 40 modules are configured for ease of assembly using standard carpentry and masonry tools and materials.
  • the platform 40 design also permits easy disassembly, but is not necessarily intended to sustain repositioning of the module as a unit. However, the platform can be preconfigured to accommodate such repositioning as a unit if so desired as this would add weight.
  • leveling screws and shim plates are provided as part of the platform module in order to make available field adjustments that allow for a 0.5-1% transverse (across the width of the platform) gradient for drainage. Levelling will also apply in the longitudinal direction as may be required to achieve level boarding in accordance with ADA standards for the rail vehicle floor step-height.
  • FIG. 5 generally indicates the platform setback distance of the platform 40 from the track and its center line.
  • Adjustments such as this may be required for freight train clearances, either Plate “C” or Dimensional.
  • a combination of a number of step plate assemblies 56 on the rail vehicle 18 are collapsible and extended as needed to desirably achieve a nominal 9 feet, 4 inches frame width of the rail vehicle 18, by way of example. This width is sufficiently extended by adjustment of the step plate assemblies 56 for the purpose of meeting the floor of the platform 40.
  • These portions of the platform 40 have been positioned at a location spaced a distance away from the track 28, and the use of levelling screws have also been used for certain purposes, and all of this is useful in achieving the ADA Standards for platform step- height and gap without the use of gauntlet tracks.
  • Local building code will specify depth of CIP concrete below top of grade, generally based upon depth of frost line.
  • Platform surface is of 3 ⁇ 4 inch plywood, painted with non-skid coating, with a pitch to allow drainage. All wood is typically to be exterior rated/pressure treated, and secondary framing of beams, twelve inch on center, will be provided to support the floor. End handrails are cut back from the platform edge at a Tactile Strip in order to provide clearance for operating personnel (freight and passenger). Stairs, optional ADA access ramps, and optional canopy features are available as options that can be selected to be provided as part of a component 36 of the kit 4. C.
  • the shop component 64 of the kit 4 can be said to include at least a listing of equipment and a pre-determined layout of the equipment within a commercially available structure such as a pole barn or Butler Building having a standard building footprint to form a shop 66.
  • the shop component 64 of the kit can include the building itself and/or can include the equipment itself. This could be done by including as a part of the shop component 64 a preconfigured shop kit 96 from which the shop 66 can be constructed with the use of the shop plan and/or design 68.
  • the shop component 64 can include a set of shop equipment100 which would be capable of being arranged in a pre-determined layout that is included as a part of the shop component 64.
  • the shop 66 is a vehicle support facility that is capable of supporting a revenue demonstration and/or temporary (i.e., perhaps three years) service of the railway installation. This portion of the kit 4 will support the operation of from one to six cars for a period of up to approximately three years.
  • the building itself of the shop 66 will be based in a commercially available pole building or Butler building.
  • the most basic shop unit will support simultaneous servicing, repair, and cleaning of a two-vehicle train, with one rail vehicle 18 being situated in each of the two designated locations.
  • the fundamental service plan is based upon component removal and replacement, with off-site vendors performing repairs on the components of the rail vehicles 18 that have been removed.
  • the shop 66 is a base facility that is, of necessity, tailored to the rail vehicle 18, i.e., it is integrated to the specific requirements thereof.
  • certain aspects are functions of the types of rail vehicles (such as hybrid, diesel, or battery) and configurations of the rail vehicles (such as involving use of semi-permanent married pairs of rail vehicles, optional toilet facilities, and/or bistro preparation equipment, by way of example).
  • a set of rail vehicles 18 under multiple unit control is referred to as a “consist” in the United States.
  • Support modules can be added or deleted to support specific service and rail vehicle requirements.
  • FIG.6 is intended the depict the shop 66 performing the servicing of a married pair, i.e., a consist, or of two single rail vehicles 18 simultaneously.
  • a third rail vehicle can at the same time, be worked and receive interior cleaning at an optional service (outside) bay that is depicted in FIG. 7 as being formed on a wash and clean-out apron 104 that is depicted as being situated on the ground at the exterior of the shop 66.
  • the typical functions required to support a small fleet of rail vehicles 18 can include inspection and servicing of mechanical, electrical, control subsystems thereof.
  • the providing of these functions and services can include activities such as bogey removal (which requires a turntable), traction motor replacement, battery charging/storage, wheel truing (which typically is outsourced), HVAC repair (which typically involves replacement of components), rail vehicle lighting (such as interior and/or exterior), repair and replacement of invertors and related electrical equipment, and repair of the braking system, by way of example.
  • This work requires jacks and/or jack stands, a small crane (jib or other type) and/or forklifts, a bogey turntable, a pit (which may be optional), and electronic controls.
  • Repair of the body and interior of the rail vehicle 18 can include work being done on seats, cosmetic repair, maintenance of interior lighting, spot repairs, spot painting (paint booth is not required), diesel engine and peripheral replacement and fueling (if rail vehicle is so equipped), washing of exterior, sweeping down and cleaning of interior, window glazing replacement, and optional toilet emptying.
  • Administration and support activities will be enabled by providing office space and computers, plan files/rail vehicle book storage, storeroom, commissary truck (if rail vehicle is Bistro equipped). Crew comfort is enhanced with toilets, washroom, lockers, and rest area. Configuration of the shop involves consideration of the site.
  • Multiple-unit train control is a method of simultaneously controlling all the traction equipment in a train from a single location, whether it is a multiple unit comprising a number of self-powered passenger cars or a set of locomotives, with only a single control signal being transmitted to each unit that includes a pair of combined rail vehicles 18. This contrasts with arrangements where electric motors in different units are connected directly to the power supply and are switched by a single control mechanism, thus requiring the full traction power to be transmitted through the train.
  • the wash and clean-out apron 104 is depicted schematically in FIG. 7 as being located alongside the shop 66, and whose track can serve as a ready track. Storage tracks are not necessarily additionally shown as the length and number of these tracks depends directly upon the (vehicle) fleet size.
  • the shop building has a twenty foot concrete approach apron on either side. For single rail vehicle service, the shop length potentially could be reduced to sixty feet.
  • the primary equipment for the shop 66 typically includes jacks and jack stands, turntable for bogey, job crane, portable crane, electronic equipment, battery storage/batter charging, and a diesel rack which can be provided if the rail vehicles 18 are equipped with diesel equipment. D.
  • the kit 4 includes a number of ICD components 108 that can be specifically said to include a number of specifications 112 that pertain to a number of interactions between the number of RVs 18 and the track 28.
  • the number of ICD components 108 can be said to include a number of established values for integration parameters i) between the rail vehicle 18 and the track 28, ii) between the rail vehicle 28 and a right-of-way, iii) between the rail vehicle 18 and a number of structural elements such as bridges, and iv) with regard to a number of signals.
  • the rail vehicle 18 is intended for operation on standard railway track, such as is used in the general railroad system.
  • the various interface values in some of the ICD components 108 are parameters that relate to the rail vehicle 18 to track integration and other parameters related to alignment integration of the rail vehicle 18. Some of these parameters are design-related, and others pertain to maintenance. There are two primary reasons why these particular parameters are of interest. The first reason is that certain portions of a potential alignment may be designed differently, i.e. with more “forgiveness” than is the normal FRA /AAR interchange railroad. An example is the minimum length of tangent track required between reversed curves. These “relaxed standards” would be relevant where the route may leave an existing freight line, such as for access to a downtown area. More “forgiveness” would also apply to yard and shop track design, thereby allowing the purchase of relatively smaller parcels of land.
  • the second reason pertains to quirks in the vehicle/track dynamics.
  • An example is the Hudson-Bergan rail vehicle, which cannot operate over certain standard track components such as self-guarded frogs, on account of the low-floor design.
  • the new BREDA supplied Light Rail Vehicle (LRV) on the Boston MBTA’s Green Line experienced a number of derailments due to a combination of track warp and variation in gauge, both of which nevertheless individually met the existing track standards. These locations of combined anomalies were acceptable to the operation of the prior fleet of LRVs. A number of derailments initiated a revision to the track maintenance standards.
  • various items such as these are identified in advance to the customer 12.
  • the kit 4 further includes a number of special cases 110 that advantageously communicate a number of compatibility issues 114 of the rail vehicle 18 that are not related to federal regulations, such as geometry parameters, horizontal curves, specifications, etc. While these compatibility issues 114 of the rail vehicle 18 are not defect issues of the rail vehicles 18, these compatibility issues 114 are nevertheless provided as a part of the kit 4 for the customer 12 to ensure consistent operations of these items.
  • a meaningful parameter is shunt sensitivity. This value will be of great interest to FRA with regard to grade crossing protection. Shunt sensitivity refers to the ability of the rail vehicle 18 to actuate grade crossing protection as well as to initiate any other signal functionality that may be desired.
  • the ICDs 112 that relate to track and right of way can be said to include a number of established values for integration parameters such as i) static and dynamic clearance envelopes, ii) specialized track standards that are above or are supplemented to FRA, i.e., warp, iii) curving ability such as horizontal, reverse horizontal curves, end excess, center excess, etc., and iv) vertical, such as grade capability, vertical curves, grade compensation for safe braking distance, etc.
  • integration parameters such as i) static and dynamic clearance envelopes, ii) specialized track standards that are above or are supplemented to FRA, i.e., warp, iii) curving ability such as horizontal, reverse horizontal curves, end excess, center excess, etc., and iv) vertical, such as grade capability, vertical curves, grade compensation for safe braking distance, etc.
  • the number of ICDs 112 typically also include a Structural Portion that includes equivalent bridge ratings and/or a Signals Portion that includes braking and acceleration rates.
  • a non-conclusive summary list of the ICD components 108 that are included in the kit 4 include three groups or systems which include a track/right of way, a number of signals, and a number of structures such as bridges.
  • the ICD components 108 further include two other groups or systems that include a shop facility component 108 and a station and/or platform component 108.
  • An optional group of ICD components 108 includes a North American safety package for FRA concurrence, which is provided if the railway installation is to include operation that will be used at least in part on the general railroad system. E.
  • ICDs 112 The various ICDs 112 include integration parameters for rail vehicles 18 to track and rail vehicle 18 to right of way. Regarding right of way, the relevant ICD 112 includes a number of established values for integration parameters such as i) a static clearance envelope, ii) a dynamic clearance envelope, iii) a maximum allowable gradient, iv) an allowable vertical curvature, i.e., positive to negative grade, v) an allowable vertical curvature, i.e., negative to positive grade, and vi) a minimum allowable radius for horizontal curves.
  • integration parameters such as i) a static clearance envelope, ii) a dynamic clearance envelope, iii) a maximum allowable gradient, iv) an allowable vertical curvature, i.e., positive to negative grade, v) an allowable vertical curvature, i.e., negative to positive grade, and vi) a minimum allowable radius for horizontal curves.
  • the right-of-way ICD 112 includes an established value for each of these integration parameters, as well as other integration parameters that would be determined based upon the pre-configured rail vehicle 18 as applied to the pre-existing rail installation.
  • Providing this ICD 112, along with other such ICDs 72 and 112, saves expense for deployment of the railway installation 32. That is, since the rail vehicle 18 is pre-configured, its various operational parameters and other parameters are known.
  • each ICD 72 and 112 typically includes many integration parameters that have already been established based upon the pre-configured rail vehicle 18, which avoids the need to customize the determination of each such integration parameter, which advantageously saves time and expense.
  • the structural ICD 112 includes a set of equivalent bridge ratings (AASHTO or COOPER, for example), and further includes values for maximum weight and wheel spacing.
  • the track ICD 112 includes a number of established values for integration parameters such as maximum allowed super-elevation, also known as cant, a maximum allowable cant deficiency.
  • the track ICD 112 further includes a minimum distance between reverse curves which, for FRA railroads, generally is one hundred feet, which is well above rapid transit requirements, but less of an amount will be allowed for a light railway.
  • the track ICD 112 additionally includes a type of wheel including a diameter of wheel, a tread profile such as whether it will it be AAR-1B, etc., a number special track geometric standards that may apply to warp or twist, by way of example, and an allowable run- off rate of curve super-elevation on tangent track. It is noted that the FRA sets standards based upon differences in cross-level for any two points up to sixty-four feet apart.
  • ICDs 112 are a function of how the rail vehicle 18 is configured, e.g., hybrid or pure battery, a single unit or part of a married pair etc. As would be expected for a rail vehicle designed for rapid transit use, the geometric standards are more flexible than FRA allows, as in the example of minimum length of tangent between reverse curves.
  • Safety and Operational Component 116 is a package that is provided for first responders, operator training, and qualification, by way of example. This can include the safety case component template 24 noted elsewhere herein and is a component 36 of the improved kit 4 and is provided via the improved method 8.
  • the safety and operational component 116 includes a number of safety case documents 120 that are related to the railway installation, with the number of safety case documents 120 being advantageously usable as at least a portion of a basis for obtaining approval from a number of governmental entities to operate the railway installation. G.
  • the FRA component 124 for use of the Rail Vehicle on the General railway System (GRS):
  • the FRA component 124 is an optional component 36 of the kit 4 and supports use of the rail vehicle 18 on the GRS.
  • the GRS refers to the railroad system of the U.S. (and, by implication, Canada) wherein cars and locomotives are built to specific standards and where interchange between different railroad properties or lines is practiced.
  • the GRS is separate and distinct from so-called “captive” rapid transit, light rail, and street-rail vehicle systems.
  • the GRS is therefore different from the aforementioned actual track 28, for example, that is pre-existing, as well as the potential other track that is either at least partially pre-existing or not yet pre-existing.
  • the interchange of freight cars does occur, private industrial railroads are not considered to additionally be a part of the GRS.
  • the GRS is subject to the regulatory jurisdiction of the FRA, whose primary reason for existence is railroad safety.
  • the FRA does not generally exercise jurisdiction over transit systems, such as rapid, light rail, streetcar, or the aforementioned actual track 28 that is pre-existing as well as the potential other track that may or may not yet be pre-existing.
  • the rail vehicles 18 are transit vehicles that do not conform to the FRA’s mandatory Standards for rail vehicle design or construction.
  • the FRA can permit limited use of transit rail vehicles 18 on the GRS subject to very specific conditions, and this is permitted only under the authority afforded by a number of location-specific and operation- specific waivers to certain of the Standards.
  • a waiver may be granted by the FRA in response to a Petition For Waiver that is submitted by the operating entity.
  • the waiver process which is described in 49 CFR, can be complex, time consuming, and relatively expensive. This is due in part to the wide variety of transit rail vehicles that are in use, including non-FRA-compliant vehicles, the variations in operating practices, and the peculiar desires of specific operators.
  • the petition for waiver must include (among a host of other items): -a list of specific standards for which a waiver is requested, and reasons for the request; -how a level of safety “equivalent” to that achieved by each Standard that is sought to be waived will be accomplished; and -a full Safety Case.
  • This FRA component 124 of the kit 4 advantageously provides a standardized and cost-effective package of vehicle modifications and/or so-called “equivalent safety measures” that will greatly ease the challenges associated with obtaining a waiver for use of the GRS by the RVs 18.
  • the FRA component 124 of the kit 4 includes a set of specifications 142 of the rail vehicles 18, a safety case 144, and a pre-written waiver package in the form of a petition 128.
  • the FRA component 124 is not an Interface Control Document (ICD) in the classic sense, such as would typically describe the interface parameters between two or more engineering systems. Rather, the FRA component 124 may be considered as a document which delineates an interface to the FRA’s safety Standards for rail vehicles. These Standards carry the weight of administrative law. A rail vehicle 18 that does not meet all of the Standards pertinent to that class of equipment, which typically can be multiple-unit-connected rail vehicles 18, is prohibited from operation on the GRS unless a vehicle- and property-specific waiver is granted.
  • ICD Interface Control Document
  • the methodology whereby a petition may progress such a waiver is delineated in 49 CFR ⁇ 238.
  • the FRA component 124 of the kit 4 advantageously addresses some of the specific FRA design and/or construction Standards and their treatment for a rail vehicle that is intended for use on the GRS.
  • the items included in the FRA component 124 of the kit 4 allowing ease of modification of the basic rail vehicle 18 in accordance with a package 126 of specific GRS design modifications. These modifications are not intended for use on the base vehicle and are over and above the design for the rail vehicle 18.
  • the most relevant sections of the Standards are described in 49 CFR ⁇ 231, 238, and 239.
  • the North American practices regarding rail vehicle safety differ somewhat from those of European countries in that those of North America are quite prescriptive, and the European practices are somewhat based upon performance requirements.
  • the FRA component 124 of the kit 4 advantageously forestalls these issues by delineating the specific items that would be modified on a general use pre- configured rail vehicle 18 in a railway installation 32 to be deployed at least in part on the GRS. For other items that might not be installed due to costs or feasibility, this FRA component 124 of the kit 4 indicates how the “equivalent level of safety” is achieved. This equivalent level of safety is required to be addressed during the waiver process and to be included in a comprehensive safety case. As previously noted, there are in excess of one hundred specific FRA safety standards, most of which apply to the rail vehicle 18, and all of which carry the weight of Administrative Law.
  • i) compliance is achievable; ii) compliance is not reasonably achievable or is not feasible; and iii) or equivalent compliance as a result of site- specific safety considerations.
  • the Port Authority Trans-Hudson (PATH) service now in operation has been allowed a reduction in Buff Strength.
  • examples of compliance would include the triangular headlight pattern, rear marker lights, reflective paint, etc.
  • examples of this would include the 800,000 pound Buff Strength Standard, collision posts, etc.
  • alternate safety measures may be combined with “partial” compliance, and waivers may be sought from the specific standard.
  • the optional FRA component 124 of the kit 4 advantageously may include, for instance, a package 126 of specific GRS design modifications and/or the aforementioned petition 128, provided in a draft form, that is usable to seek a waiver.
  • the draft petition 128 typically will include one or more of a number of standards 132 for which a waiver is capable of being requested, a number of reasons 136 for the requesting of the waiver, a number of explanations 140 of how a level of safety equivalent to that achieved by the at least first standard will be accomplished, the aforementioned set of specifications 142 of the rail vehicle 18, and the aforementioned safety case 144 in at least draft form.
  • the safety case 144 might itself include a verification 148 of a design integrity, an Operate and Maintain (O&M) practice or program 152, an operating safety program 156, and a package for a number of first responders 160.
  • O&M Operate and Maintain
  • Handholds (Safety Appliances); paragraph 231.14, comply (add to rail vehicle body); 3. Strengthened operator compartment (corner and end parts); compliance would be achieved by temporal separation of the rail vehicle with freight vehicles, and/or by strengthening of rail vehicle body and structure; 4. FRA window glazing; paragraph 238.221; comply (add to rail vehicle); 5. Pilot; compliance achieved by adding a “cow-catcher”.
  • C Other 1. Fire Extinguishers – paragraph 238.103; comply by providing; 2.
  • Safety Case 144 Each New Start Passenger Operations requires a safety case to be submitted, and the aforementioned draft safety case 144 is thus provided. The submitted safety cases will differ depending upon whether the FRA has jurisdiction.
  • the safety case 144 is thus a general template having numerous features that make it usable for a number of safety cases, and the kit 4 has safety case 144 as a specific and pre-written template. Items which lend themselves to this safety case 144 template include the aforementioned package 160 for a number of first responders who would potentially provide emergency access and methods of emergency evacuation of a rail vehicle 18. Pre-written items thereof also pertain to fire suppression and fire safety as part of the operating safety program 156, for example, and additionally refer to rail vehicle inspection and maintenance in the Operate and Maintain (O&M) practice document 152. All safety cases provided via the safety case 144 template begin with a series of Hazard Analyses, one of which is an Operating Hazard Analysis or OHA.
  • OHA Operate and Maintain
  • the OHA is based upon the operation as well as the design of the railway installation.
  • the safety case addresses factors such as urban environment, presence of schools or parks, recognized locations of trespass, and other factors.
  • the safety case 144 template includes a discussion for each (i.e., on an individual basis) regulation or standard for which a waiver is requested, and also included therein is the fashion of achieving “equivalent safety” for the standard for which the waiver is sought.
  • the content of the safety case 144 template is the source of what is ultimately included in a formal System Safety Plan or Safety Management Plan. Such a formal System Safety Plan or Safety Management Plan is required of all transit operations and thus will be required of the railway installation that will be deployed as a result of providing the kit 4.
  • SSO State Safety Oversight
  • PENNDOT PENNDOT
  • PUC State Public Utilities Commission
  • the following is an exemplary outline of a portion of the safety case 144 template that is provided as part of the kit 4 and which serves as the basis for the formal System Safety Plan or Safety Management Plan. It can also serve as the core of a Safety Case intended for superimposing the deployed railway installation on an FRA-regulated railway.
  • An Introduction and Summary Information portion of the formal System Safety Plan or Safety Management Plan includes the name, location, and length of the proposed railway installation and the responsible operating entity, the expected ridership type and estimated counts, the hours of service and type of rail vehicle, whether or not there is actual or potential FRA jurisdiction and why, the name and locations of SSO, and the name and location of General Manager of the proposed railway installation.
  • a General Information portion of the formal System Safety Plan or Safety Management Plan includes the regions or areas served, the types of ridership such as commuter, local transit, feeder line, school, a route description and a general layout, the station types and locations, and a route map. Special features such as tunnels are also included.
  • An Engineering Elements portion of the formal System Safety Plan or Safety Management Plan is in the form of a brief summary and includes the type of track, type of rail vehicle, the signals and their locations, and the type of dispatch center and shop.
  • a Summary of a Service Plan portion of the formal System Safety Plan or Safety Management Plan includes the days and hours of operation, the approximate service frequency, and any service to special venues.
  • An FRA Jurisdiction portion of the formal System Safety Plan or Safety Management Plan explains the basis for FRA jurisdiction, such as a shared track, a shared corridor that employs separate tracks, a crossing a railroad at grade, etc.
  • An Organization portion of the formal System Safety Plan or Safety Management Plan describes the organization that is deploying and/or building and/or operating and/or managing the railway installation, the role of each department, and each department’s responsibilities under the formal System Safety Plan or Safety Management Plan, along with the general management, BOC, and administration. Also provided are the transport and service delivery, the maintenance of equipment, the maintenance of the fixed plant or shop 66, safety, and services such as training, human resources, security, police, and first responders.
  • An FRA Regulations portion of the formal System Safety Plan or Safety Management Plan is provided only if applicable, and it includes the specific regulations for which any waiver is requested. For each requested waiver, it will include a description of the alternate fashion of achieving equivalent safety.
  • a Hazard Management portion of the formal System Safety Plan or Safety Management Plan includes a Preliminary Hazard Assessment (PHA), an Operating Hazard Assessment (OHA), any Special Hazards such as operation by schools or in a flood plain, through tunnels, and/or operation near TIH facilities, and Hazards due to freight trains, if applicable.
  • PHA Preliminary Hazard Assessment
  • OHA Operating Hazard Assessment
  • This process begins with an identification of any hazards, which is followed by a classification of hazards as to likelihood in terms of frequency of expected occurrence and severity in terms of loss or damage that accrues from the occurrence of an incident.
  • Hazards that fall into an unacceptable zone of a Hazard Matrix (as per mil STD 882) require mitigation. Methods of mitigation are described below in order of desirability.
  • An example is that of an experience with operation of one car, specifically DMU trains during a leaf season.
  • the trains were relatively lightweight and were equipped with dynamic and disc brakes, but the trains lacked wheel-tread brakes, and the track circuits were prone to a loss of shunt condition under certain conditions.
  • Elimination of Hazard by Design Changes which could be referred to as a “Design Out”, was infeasible.
  • Mitigation by Design Changes involved installing brush-based wheel tread cleaners on all rail vehicles.
  • Mitigation by Operating and Maintenance Practices that involved exercising careful management of track circuit energy and instituting a high pressure water-spray cleaning of the rail on a bi-weekly basis were incorporated.
  • the resultant Safety Management Plan ultimately is a relatively standardized plan that is based upon the pre-configured rail vehicle, the standard station and shop layout, and the track and way integration parameters.
  • SMP Safety Management Plan
  • the major differences in the various SMPs that are developed from the template version of the formal System Safety Plan or Safety Management Plan that is provided as part of the kit 4 will be in content, but not in format. Moreover, those major differences are between those aspects applied when operating on the General Rail System under FRA jurisdiction and those aspects applied when operating in a pure transit system that is a non-FRA environment.
  • This SMP procedure consists of providing a formal written delineation of the SMP, including a comprehensive section on Hazards and Hazard Management on FRA properties, and by further providing a number of clearly defined proposals for achieving Equivalent Safety for waived Standards and methods by which any new hazards are identified and managed.
  • the SMP procedure also includes a formal statement of the processes and authorities of the System Safety Committee and its membership.
  • the SMP procedure further includes methods by which the Safety Case and the SMP are kept current.
  • the SMP procedure will further include the process of change control, and will set forth the requirements for internal and external audits.
  • the kit 4 also advantageously includes a financing component 164 by which advice is provided as part of the kit 4 to obtain financing for purchase or lease of the kit 4.
  • This advice can include financing options 168 including the providing to the customer 12 of a number of instructions 172 for one or more of, for instance, an offering of a number of municipal bonds 176, the obtaining of a number of loans 178, the obtaining of grants 180, etc., for example and without limitation.
  • the improved kit 4 and the improved method 8 advantageously permit a railway installation 32 to be easily deployed on an existing track installation 28 or on track that is not yet existing with far less cost and time than typically would be the case.
  • Such advantages in cost and time result from the pre- configured rail vehicle 18, the pre-configured stations 40, and the other components of the kit 4 including numerous components that are collectively referred to herein with the numeral 36 and that are set forth herein.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
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Abstract

La présente invention concerne un procédé de fourniture d'un kit amélioré qui est basé sur un véhicule ferroviaire (RV pour Rail Vehicle) préconfiguré et qui peut se composer de systèmes préconfigurés comprenant des systèmes en bordure de voie qui prennent en charge et améliorent le fonctionnement du véhicule RV. Les concepts se rapportent à un kit qui comprend à la fois un certain nombre de véhicules RV qui sont préconfigurés, et un certain nombre de périphériques qui prennent en charge le fonctionnement des véhicules RV dans l'installation de voie ferrée. La présente invention peut également se rapporter à un procédé de mise en place du kit et/ou d'offre du kit pour la vente ou la location à un client et/ou de mise en œuvre du kit dans son ensemble ou en partie pour le client. L'étendue de la mise en œuvre du kit dans son ensemble ou en partie pour le client est elle-même avantageusement personnalisable pour le besoin particulier du client, ce qui peut optimiser de manière avantageuse la synchronisation, les frais et la minimisation des risques pour le client.
EP22785656.4A 2021-04-08 2022-04-08 Kit et procédé de mise en oeuvre d'un déploiement de voie ferrée de passager à faible densité sur une voie préexistante Pending EP4320023A1 (fr)

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PCT/US2022/071614 WO2022217266A1 (fr) 2021-04-08 2022-04-08 Kit et procédé de mise en œuvre d'un déploiement de voie ferrée de passager à faible densité sur une voie préexistante

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US5740547A (en) * 1996-02-20 1998-04-14 Westinghouse Air Brake Company Rail navigation system
ITTO20070396A1 (it) * 2007-06-06 2008-12-07 Oclap Srl Barriera di accesso per banchine di stazioni ferroviarie
EP2832579B1 (fr) * 2012-03-28 2021-02-17 Mitsubishi Electric Corporation Système de véhicule ferroviaire
PL2740842T3 (pl) * 2012-12-07 2018-04-30 Sonneville Ag Sposób przebudowy torowej nawierzchni podsypkowej na nawierzchnię bezpodsypkową
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