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Rail Accident Report. Derailment at Trooperslane near Carrickfergus, Northern Ireland 23 April 2006
- Meghan Reed
- 2 years ago
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1 Rail Accident Report Derailment at Trooperslane near Carrickfergus, Northern Ireland 23 April 2006 Report 25/2007
2 This investigation was carried out in accordance with: the Railway Safety Directive 2004/49/EC; the Railways and Transport Safety Act 2003; and the Railways (Accident Investigation and Reporting) Regulations Crown copyright 2007 You may re-use this document/publication (not including departmental or agency logos) free of charge in any format or medium. You must re-use it accurately and not in a misleading context. The material must be acknowledged as Crown copyright and you must give the title of the source publication. Where we have identified any third party copyright material you will need to obtain permission from the copyright holders concerned. This document/publication is also available at. Any enquiries about this publication should be sent to: RAIB The Wharf Telephone: Stores Road Fax: Derby UK Website: DE21 4BA This report is published by the, Department for Transport.
3 Derailment at Trooperslane near Carrickfergus, Northern Ireland 23 April 2006 Contents Introduction 5 Summary of the report 6 Key facts about the incident 6 Immediate cause and contributory factors 7 Severity of consequences 9 Recommendations 9 The Incident 10 Summary of the incident 10 The parties involved 10 Location 11 External circumstances 13 Events preceding the incident 14 Events during the incident 14 Events following the incident 16 The Investigation 17 Investigation process 17 Sources of evidence 17 Key facts 17 Previous occurrences of a similar character 28 Analysis 29 Identification of the immediate cause 29 Identification of casual factors 29 Identification of contributory factors 33 Response of others 33 Other factors for consideration 34 Report 25/2007
4 Conclusions 35 Immediate cause 35 Causal and contributory factors 35 Other factors affecting the consequences 35 Additional observations 35 Actions reported as already taken or in progress relevant to this incident 37 Recommendations 39 Recommendations arising from the conclusions 39 Recommendations to address other matters observed during the investigation 39 Appendices 40 Appendix A: Glossary of abbreviations and acronyms 40 Appendix B: Glossary of terms 42 Appendix C: Key standards at the current time 45 Appendix D: Plasser & Theurer USP 3000 Ballast regulator Operations and Maintenance manual 46 Appendix E: National Incident Report No. 2155/ Report 25/2007
5 Introduction 1 The sole purpose of a (RAIB) investigation is to prevent future accidents and incidents and improve railway safety. 2 The RAIB does not establish blame, liability or carry out prosecutions. 3 Access was freely given by Plasser & Theurers and Northern Ireland Railways to their staff, data and records. 4 Appendices at the rear of this report contain glossaries: acronyms and abbreviations are explained in Appendix A; and certain technical terms (shown in italics the first time they appear in the report) are explained in Appendix B. 5 The RAIB found slight discrepancies between the time recording systems in the track circuit records and the mobile phones. All times have been reconciled and are given in British Summer Time (BST). 6 Distances are quoted in miles and metres as is the convention on Northern Ireland Railways. 5 Report 25/2007
6 Summary of the report Key facts about the incident 7 On Sunday 23 April 2006, a Northern Ireland Railways (NIR) engineering train, head code 1C93 departed York Road depot in Belfast on the down Larne line en route to a planned possession at Whitehead (Figure 1). 8 The train consisted of a Plasser & Theurer 08 series tamper towing a Plasser & Theurer USP Type 3000 ballast regulator. 9 At approximately 09:17 hrs whilst travelling at 33 mph (54 km/h), the train travelled over Trooperslane Manually Controlled Barrier (MCB) crossing located immediately prior to Trooperslane station (Figure 1). The torque arm of the ballast regulator, which had become partially detached, hit the road surface panels of the crossing, causing the derailment of the ballast regulator. 10 The tamper did not derail but suffered major damage during the incident. N Ballyclare Ballynure Location of incident 5 1 Trooperslane Carrickfergus 4 Greenisland NEWTOWNABBEY 2 1 M5 BANGOR BELFAST A6 1 M2 A2 Figure 1: Extract from map showing location of incident at Trooperslane 11 The ballast regulator had just emerged from a 3-month maintenance program which also included some refurbishment at York Road depot (Figure 2). The incident journey was its first operational use since that work had been completed. Report 25/2007
7 Dhu Varren University Coleraine Castlerock Bellarena Londonderry Portrush Ballymoney Larne Harbour Culleybackey Ballymena Antrim Ballymena Larne Town Glynn Magheramorne Ballycarry Whitehead Whiteabbey York Road Depot Yorkgate Jordanstown Greenisland Trooperslane Clipperstown Carrickfergus Downshire Belfast Central Bangor City hospital Botanic Bridgend Sydenham Holywood Marino Cultra Seahill Helen s Bay Carnalea Bangor West Figure 2: Belfast to Larne harbour showing York Road depot Immediate cause, causal and contributory factors Immediate cause 12 The immediate cause of the derailment was the torque arm lifting the ballast regulator off the track after it hit Trooperslane level crossing deck. Causal and contributory factors 13 The omission of the split pin from the upper torque arm securing pin is the sole causal factor in the derailment. 14 The lack of a check process on the torque arm security is a contributory factor to the derailment. 15 The lack of a cross reference to the Plasser & Theurer Operations manual within the Vehicle Maintenance Inspection (VMI) process and the lack of a specific VMI document relating to ballast regulator 315, and particularly the lack of reference to the torque arm, is a contributory factor to the derailment. 16 The installation of two bolts, where the torque arm meets the headstock, where a single failure could cause a catastrophic result, is the underlying cause of the derailment. 7 Report 25/2007
8 Figure 3a (above): plan view of underside of ballast regulator showing the torque reaction arm assembly attached to the front axle and headstock bracket Figure 3b (below): Assembly diagram of torque reaction arm anchor fixings. The pin (4), castellated nut (10) and split pin (6) arrangement is duplicated at the top and bottom of the fishplates (2) Report 25/2007
9 Figure 4: Trooperslane crossing with rear aspect of ballast regulator 7003 Figure 4a: Point of Derailment (POD) showing sleeper zero Severity of consequences 17 There were no serious injuries but the guard suffered shock and bruising to his body. 18 The tamper, ballast regulator, track and sleepers leading to the crossing and the level crossing itself were damaged. 19 The Environmental Agency attended the site as a result of diesel spillage which had leaked due to the puncture of the tamper and ballast regulator fuel systems by material from the crossing. 20 Train services were disrupted on the day of the incident; single line working was introduced the following morning. Recommendations 21 Recommendations can be found in paragraph 229. They relate to: NIR maintenance procedures; fitting restraining systems to all operational vehicles with a torque reaction arm of the incident type; issue of operational documents; the training and development of NIR engineering and infrastructure staff, in particular on methods of communication; towing on track plant; fitting of on train monitoring and recording systems to on track machines; issues relating to NIR relations with the RAIB after an incident; and access rights for Plasser & Theurer to the National Incident Reporting database to ensure safety information is briefed efficiently. NIR have already begun to address and completed many of the above points (paragraph 227). Report 25/2007
10 The Incident Summary of the Incident 22 On Sunday 23 April 2006, a Northern Ireland Railways (NIR) engineering train, head code 1C93 departed York Road depot in Belfast on the down Larne line en route to a planned possession at Whitehead (Figure 2). 23 The train comprised of an 08 series tamper number 2673 towing a USP Type 3000 ballast regulator, number 315 (Figure 5). The train was crewed by a driver in the tamping machine and a guard in the ballast regulator. 24 At approximately 09:17 hrs whilst travelling at 33 mph (54 km/h) the train travelled over Trooperslane MCB crossing located immediately prior to Trooperslane station. The torque arm of the ballast regulator, which had come partially detached, hit the road surface panels of the crossing causing the ballast regulator to derail. Figure 5: Ballast regulator 315 at Trooperslane station following derailment. The headstock on which both the towing brackets and anchor bracket are mounted is painted black (insert). A displaced road crossing block originating from the level crossing is shown in the background wedged beneath the vehicle The parties involved Northern Ireland Railways 25 NIR was formed in It is a subsidiary of Northern Ireland Transport Holding Company (NITHC) and the owner, maintainer and operator of the ballast regulator and tamper. The driver, shunter and guard are employed by NIR. 10 Report 25/2007
11 26 NIR is made up of a number of sub divisions, two of which are: rail operations; infrastructure and property (maintenance and renewals, including infrastructure staff). Plasser & Theurer 27 Plasser & Theurer Export von Bahnbaummaschinen Gesellschaft mbh is an international company specialising in supplying on track plant (OTP) and machinery. They manufactured and supplied the tamper and regulator involved in this incident. 28 Plasser Machinery Parts and Services Ltd supply parts and offer a maintenance service to track and civil engineering companies. They archive records relating to OTP at their branch in West Ealing, London and also with the parent company in Austria. They provided these services to NIR for the tamper and regulator involved in this incident. Location 29 The current NIR network is 210 track miles (342 km) long. The locations on the railway are measured in miles and metres from Belfast Great Victoria Street station. 30 The Belfast Great Victoria Street to Larne line passes through Belfast Central station and heads towards Larne. Small but frequently used stations are located along the route (Figure 6). 31 Greenisland station is 6 miles 1004 metres, Trooperslane station 7 miles, 1370 metres and Trooperslane level crossing 7 miles, 1362 metres from Belfast Central station, all on the Larne line. 32 The alignment east of Greenisland station is straight, transitioning into a large radius right hand curve as the line heads towards Trooperslane. There are three UWC crossings on the approach to Trooperslane station. These are: UWC crossing X301 (7 miles 163 metres) also referred to by witnesses as Wilson s or Sammy Steel s crossing. UWC crossing X304 (7 miles 799 metres) also referred to by staff as Barrs 1 crossing. UWC crossing X305 (7 miles 1078 metres) also referred to as Barrs 2 crossing (refer to Figure 7). 33 Trooperslane level crossing is an MCB crossing controlled remotely by a signaller at Belfast Central station. 34 The crossing is interlocked with the crossing signals. It is not possible to clear the protecting signals unless the barriers have been lowered or to clear the signals until the barriers have been raised. The barriers extend across the full width of the road. The crossing is monitored by CCTV cameras from Belfast Central Signalling Centre to allow the signaller to check that the crossing is clear prior to the passage of trains. The CCTV does not record images. 35 The crossing is constructed of rubber road surface panels inset between the rails with galvanised steel restraining frames at each end. Outside of the restraining frames and in common with other level crossings in this area, longitudinal triangular section timbers are provided to act as a cattle grid to prevent animals and discourage trespassers from entering onto the line from the crossing. 11 Report 25/2007
12 To Antrim York Road Depot Yorkgate Whiteabbey Fortwilliam Train Depot Jordanstown To Bangor To Larne Carrickfergus Trooperslane Whitehead Greenisland Clipperstown Downshire Route simplified for illustration purposes Figure 6: Track diagram showing York Road depot and route taken by Tamper and regulator 12 Report 25/2007
13 Torque bolt found on sleeper DOWN line Cattle grid damage Sleeper damage within five foot Derailment initiating point Trooperslane USP 3000 XR301 UWG XR304 UWG XR305 UWG Derailment point UP line Cattle grid and first impact mark with sleeper Wilson s Crossing/ Sammy Steel s UWC Figure 7 Detailed diagram showing immediate incident route prior to derailment Solid State Interlocking (SSI) Barr s No 1 Crossing Barr s No 2 Crossing Trooperslane MCB Crossing 36 The line has three aspect signalling and is controlled by solid state interlocking (SSI) operated under track circuit block rules. The signallers and line controllers are located at Belfast Central station (paragraph Track circuit data analysis). Track 37 The double track is constructed of British Standard 113A flat bottom rail on concrete sleepers in the vicinity of the derailment. 38 The track between Bleach Green Junction (4 miles 1250 metres) and Greenisland was renewed during 2005 with new sleepers and ballast. 39 There is no evidence that the condition of the track contributed to the derailment. External circumstances 40 There were no geographical or environmental factors which had any effect on the incident. The weather at the time of the incident was clear, warm (65 degrees Fahrenheit / 18 degrees Celsius), dry and bright with patchy cloud. 13 Report 25/2007
14 Events preceding the incident 41 Prior to the incident the ballast regulator had not been in operational use for approximately 12 months, having been laid up at Larne Harbour following a clutch and gearbox failure. Following initial gearbox and attempted clutch repairs, it was transferred to York Road depot in Belfast on the 12 January Maintenance work commenced on 20 January 2006 which included the renewal of the clutch and repainting of the unit. 42 Maintenance work on the ballast regulator was completed on the 20 April On 21 April 2006 the tamper and ballast regulator were coupled together on number 5 road in the diesel shed. Other types of rolling stock were later stabled within the depot effectively blocking the tamper and regulator s exit from the depot. This blockage caused a delay on the day of the incident. 44 The tamper and ballast regulator were due to be used on a planned possession at Whitehead on the 23 April Ballast regulator no. 315 was to be used because of its small size and manoeuvrability on the permanent way. Events during the incident 45 The tamper driver had previously been on a period of annual leave followed by a rest day on Saturday 22 April On Sunday 23 April 2006 the tamper driver was scheduled to work a 12 hour duty. At 07:00 hrs he allegedly met the guard at Larne and travelled by road vehicle to Coleraine. He picked up his copy of the Weekly Operating Notice (WON) and together they made their way to the depot at York Road to prepare the train. 47 The guard had been on night duty the previous week followed by a rest period prior to working his rest day on the 23 April He was scheduled to work a 10 hour duty and was in possession of the WON. 48 The guard and the tamper driver are alleged to have arrived at York Road depot at approximately 07:30 hrs. The train was due to leave the depot at 08:00 hrs for the possession to commence at 08:30 hrs. The tamper driver found the train s exit route out of the depot blocked by three other units. 49 Prior to the tamper driver s arrival at the depot, a shunter coupled the tamper and ballast regulator together, using a draw bar, to form engineering train 1C The guard and tamper driver were joined by the driver of the ballast regulator and together they checked the oil, water, fuel, brake system, tamper clearance indicators and handbrake on both units. Although this was carried out there was no documented process to show these checks were completed. 51 The three units stabled in front of the tamping machine and ballast regulator were shunted from number 5 road to enable the train to leave the depot. The crew then removed the wheel scotch from the rails and the train was then taken to the fuel point within the depot. 52 The brakes on the ballast regulator were operational but there was no through air brake from the brake system of the tamper. The ballast regulator was effectively being towed without continuous brakes to the possession, using the draw bar. 53 The ballast regulator driver then left the tamper driver and guard at the depot and travelled by road vehicle to the possession location at Whitehead. 14 Report 25/2007
15 54 The obstruction of the train caused by the presence of the other units and the time taken for train preparation delayed the train from leaving the depot by approximately minutes. It was therefore late for the planned start time of the possession. 55 NIR rule book, instruction 104a, mandated a radio test message to the signaller to be completed by the driver prior to the use of any rolling stock on the network. The tamper driver maintains he made a test call from the tamper whilst en route to Whitehead with no response. There was no record of a radio communication test call on the systems that record all telephone and radio conversations to the signaller and controller. The radio communication centre equipment was investigated and tested after the incident and found to be working correctly. 56 The tamper and ballast regulator both had cab radio systems to contact the signaller, controller and other train units. However, there was no process that required the radios between the units to be tested. The cab radio in the regulator was not working, but this was not discovered as there was no test. 57 No formal arrangement for communication for the journey was agreed between the driver and the guard. This arrangement is not specified in the NIR rule book. 58 The tamper driver was in possession of a mobile telephone supplied to him by NIR. The guard was in possession of his personal mobile telephone. 59 The tamper driver telephoned the signaller at 08:58 hrs to request permission to leave the depot and enter the down Larne line. After receiving permission and the proceed aspect on the exit signal, the train departed York Road depot at approximately 09:00 hrs. On exit, it proceeded onto the down Larne line en route to Whitehead. 60 The tamper driver was in the leading cab of the tamper and the guard was riding in the ballast regulator cab. The guard s duties, as specified in his job description, included the operation of the hand brake of the ballast regulator as required. 61 The train passed through Greenisland station travelling at an estimated speed of 25 mph (40 km/h). The tamper driver observed a single yellow aspect at signal CL 455 on the approach to X 301 UWC and received a single yellow aspect, which changed to a green aspect, as he approached signal CL 457 on the approach to Trooperslane station. 62 As the train passed over crossing X301 (7 miles 163 metres) (Figure 7) the guard became aware of bad riding of the regulator. Ballast and chippings from the crossing sprayed out and upwards from around the front axle towards the ballast regulator cab. He initially thought this had been caused by person(s) unknown throwing stones at the cab. 63 The train passed over UWC crossing X304 (7 miles 799 metres). The guard and tamper driver were not aware of any bad ride taking place here. 64 As the ballast regulator passed over UWC crossing X305 (7 miles, 1073 metres) the guard was thrown out of his seat onto the cab floor. At 09:14 hrs he attempted to contact the tamper driver using his personal mobile telephone. The call lasted 9 seconds as the call request was registered but the connection was unsuccessful. This was due to the poor signal strength in the area when the mobile telephone call was made. 65 The driver continued towards Whitehead unaware of the above incident taking place. The guard did not use the horn to alert the tamper driver or apply the handbrake on the ballast regulator because he did not feel confident, and because he felt that the application of the handbrake may cause a risk of derailment (paragraph 172). 15 Report 25/2007
16 66 At Trooperslane crossing the regulator once more was subject to a violent impact, and derailed towards the six foot. At this point the tamper driver recognised that something was amiss because of the very bad ride and applied the emergency brakes. The tamper travelled a further 9 metres. The rigid towing bar between the tamper and the ballast regulator was wrenched free distorting the link pin and bracket (Figure 5). 67 The guard made a successful mobile telephone call at 09:17 hrs to the tamper driver advising him that the train had derailed. 68 The tamper, ballast regulator, track and sleepers leading to the crossing and the level crossing itself were damaged. Events following the incident 69 Following the incident at 09:17 hrs the tamper driver implemented emergency procedures and took charge of protecting the down line. He instructed the guard to protect the line using detonators. The tamper and derailed ballast regulator did not obstruct the up line. 70 The tamper driver used his mobile telephone at 09:17 hrs to speak to the on-call Permanent Way Inspector. No radio or telephone communication to protect the line was made or recorded between the driver and signaller at this time. 71 The signaller, who had no knowledge of the incident, raised the crossing barriers for road vehicle access. No motor vehicles were present when the barriers were raised. 72 At 09:19 hrs the tamper driver used his mobile telephone to contact the duty controller in the control office at Belfast Central station. The tamper driver was unable to contact the duty controller. A message was left with a person acting as a second line controller who at the time of the call did not introduce or identify himself. The tamper driver did not state it was an emergency call and safety critical communication methods were not adopted. 73 At 09:19 hrs the tamper driver telephoned the signaller at Belfast and advised him of the incident and location of the vehicles. The incident was recorded on the signalman s register at 09:22 hrs. All lines were blocked. Safety critical communication methods were not followed. 74 No emergency services were called or responded. NIR appointed a Rail Incident Officer (RIO) and investigation team to manage the incident. 75 On call duty staff were appointed to introduce single line working by the use of a pilotman on 23 April The Larne line was fully reopened on the 24 April 2006 at 14:20 hrs 76 The tamper and ballast regulator were recovered to York Road depot on 24 April The torque arm was removed from the front axle for detailed examination and analysis by the RAIB. 16 Report 25/2007
17 The Investigation Investigation process 77 The investigation process examined the following issues; operational issues during and after the incident; maintenance and refurbishment of the ballast regulator prior to its operational use; and the design of the ballast regulator gear box torque arm. Sources of evidence 78 Evidence was gathered from a number of sources: examination of the site, rolling stock, the point of derailment and damage preceding the point of derailment from Greenisland station to Trooperslane; interviews with NIR and Plasser and Theurer staff; examination of the rolling stock and review of maintenance and refurbishment works of the ballast regulator at York Road depot; image data from the last passenger train preceding the incident; signalling data; voice recordings; NIR s operational and incident management procedures; examination of the damaged torque arm and the securing pin found on site; chemical analysis of the oil, grease and debris recovered between Greenisland and Trooperslane MCB, the torque arm, the headstock bracket and the securing pin; and examination of the Plasser & Theurer Machinery and Parts Ltd design processes and documentation relating to the torque arm on the USP 3000 ballast regulator. Key facts Rolling stock Tamper SH no The leading vehicle was tamper SH number 2673, manufactured by Plasser & Theurer. 80 The train-radio on the Tamper was working correctly. 81 The tamper suffered consequential damage from the incident. Several parts of the road surface panels became embedded in the tamper under frame. Wooden cattle grid stakes that had lifted and spilt and were also found within the tamper under frame and hanging beneath the vehicle bodywork. 82 The tamper had its torque support arm bent, its hydraulic tank, hydraulic pipes and fuel pipes ruptured and its alternator and pneumatic pipe work damaged as a result of this incident. 17 Report 25/2007
18 Ballast Regulator 7003 USP 3000 C. number The derailed vehicle was ballast regulator 7003 type USP 3000C machine number 315 manufactured in 1978 by Deutsche Plasser, Freilassing, now Plasser & Theurer of Linz, Austria. The machine was purchased by NIR from the manufacturers in The USP 3000 regulating machine was the first ballast regulator designed and manufactured by Plasser & Theurer. The machine was designed to pick up or sweep excess ballast from the track, which is stored in a hopper for distribution in areas where it is required. 85 The machine is self propelled, running on two axles with a welded steel body. The driver s cab is mounted on the chassis. The driver s chair is fixed so that it faces to the left as viewed facing the direction of travel. The machine can be towed with the clutch and gearbox disengaged. 86 A mechanical drive with six speed gear box allows for speeds of 47 mph (75 km/h) to be attained. A hydrostatic drive powers the machine whilst working. The machine has air activated disc brakes on all wheels. There is a handbrake which acts upon two wheels, and this is also used as a parking brake. 87 The regulator s radio was found to be faulty after the incident. No record relating to a fault report for the radio had been submitted whilst the machine was being maintained and overhauled at York Road depot. 88 There is no visual contact between the ballast regulator and tamping machine cabins when coupled as on the 23 April The ballast regulator was found to have suffered substantial damage after the incident. The torque arm was severely bent, the hydraulic tank and pipe work were ruptured, and several other components were bent by the derailment. History of Approval and records 90 Plasser & Theurer retain records of machines that they have built, in accordance with the Product Liability Directive ( EEC 374/85 as amended by EEC 34/1999 issued on 4 June 1999). Records are retained for ten years after manufacture of a product has ceased. Archived records after this 10 year period are only retained by Plasser & Theurer if a machine type is known to be operational. This additional process is dependant on details published within recognised on track plant almanacs, published by independent bodies, and company records relating to clients order requirements for spare parts and maintenance. 91 Plasser & Theurer machinery is sold and resold by other companies in the UK and worldwide. 92 USP 3000 regulators were designed and manufactured in the 1970s and Plasser and Theurers considered that they had an operational lifespan of 10 years, although no published documentation to support this has been forthcoming. Current plant has a much longer lifespan if manufacturer s recommendations for maintenance is followed. 93 It is not clear if any other USP 3000 regulators have operated in the rest of the UK, but there have been none in service there for at least twenty years. 94 At the time that NIR acquired the regulator in 1978 there were no vehicle approval processes equivalent to the Vehicle Acceptance Board (VAB) approval process, introduced into the UK from 1994 onwards. Although NIR have now introduced such processes, in common with other UK Railways, they were not applied to stock already in service and the ballast regulator was being operated on NIR under Grandfather Rights. 18 Report 25/2007
19 95 Plasser & Theurer stated that they did not know that any USP 3000 regulators remained in operational use; they thought them to be extinct. 96 During 2004 NIR ordered parts specifically relating to the USP 3000 ballast regulator from Plasser & Theurer, and Plasser & Theurer responded to the orders in writing. Torque arm design 97 The gearbox drives the rotation of the regulator s wheels. This creates an opposing torque, and this is resisted by a torque arm that prevents the gearbox from rotating (Figure 8). 98 The torque arm is attached to the axle of the ballast regulator which was leading in the direction of travel on 23 April The torque arm extends forward from the axle to the front of the machine where it is held by the headstock (Figure 9). Torque reaction arm Anchor bracket Direction of travel Axle Single point fixings Figure 8: Schematic cross-section through regulator viewed from right in direction of travel. The torque reaction arm is shown in position linking powered axle to anchor bracket mounted on headstock Direction of travel Upper pin displaced Figure 9: Schematic cross-section through regulator viewed from right in direction of travel showing torque reaction arm impacting on a sleeper following loss of the upper pin. 99 The headstock end of the arm is retained by two securing pins which pass through the torque arm and the headstock bracket. Each securing pin is secured by a castellated nut. The nut is in turn prevented from working loose by a split pin through the castellation of the nut and the securing pin (Figures 12, 15 & 16). 19 Report 25/2007
20 100 Later designs of machine either have a wishbone type end to the torque arm, the sides of which are on either side of a fixed stop on the chassis; or the torque arm is designed to be much shorter in length. Should either type become detached, its movement is restricted by the bogie or the underframe, so the torque arm cannot drop and cause a derailment. Torque arm examination 101 When the ballast regulator was examined after the derailment on 3 April 2006, the upper securing pin and associated castellated nut and split pin were missing. 102 Failure of the securing pin, headstock bracket, fixings or torque arm will lead to the partial detachment of the arm, thus posing a derailment risk. There is no secondary restraint for this arm to mitigate this risk. 103 The headstock of the machine, on which the anchor bracket is mounted, was originally painted yellow in colour and was repainted black one week before the end of the maintenance work on the 20 April NIR have no record or knowledge of the presence or loss of the upper split pin and castellated nut at this time. 104 Samples of paint and grease were taken from the damaged area of the torque arm and headstock bracket to enable positive identification of the relationship between components. The previous yellow coloured paint was still visible on the headstock and the head of the lost pin recovered from site. 105 A pin similar to the securing pin was found in the track at 7 miles 46 metres on the approach to UWC crossing X 301, where the poor riding commenced (paragraph 124). 106 The recovered pin was to specification and identified as the correct type for the torque arm assembly. Forensic examination of the site debris, the pin and the evidence recovered from the damaged torque arm found similar materials in all three, and indicated that this was the missing upper securing pin (Figure 10). 107 Neither the castellated nut nor the split pin were found despite an extensive search between Trooperslane and York Road. 108 The torque arm and the lower securing pin were heavily damaged, with ballast, wood, grease and concrete debris visible on the end of the arm. The lower securing pin and castellated nut were damaged but secure and were to the correct specification. The split pin was in place and visible; it had been spilt in the correct fashion around the castellated nut. 109 Wood debris from the cattle grid stakes was visible in the crown of the lower castle nut. Fresh marks were visible around the mating surface of the holes of the upper bracket. The securing pin is slotted through the bracket and the headstock to secure the torque arm. The marks (Figure 10) indicated that the mating surfaces of the pin and castle nut had been in position for sometime before the incident and corroborate the pin being released just prior to UWC crossing X The recovered upper securing pin has a thread diameter of 20 mm and was to specification. Visible chatter and rocking witness marks in grease were present in the as found condition. The varying frequency of the witness marks on the shaft of the bolt indicate an initial slow release and rocking motion between the torque arm and the headstock. This is likely to have occurred at low speed as the train left the depot. 20 Report 25/2007
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|Message view
|« Date » · « Thread »
|« Date » · « Thread »
|"Jeff Levitt (JIRA)" <derby-...@db.apache.org>
|[jira] Commented: (DERBY-278) Document INTERSECT and EXCEPT operations
|Mon, 16 May 2005 17:13:19 GMT
[ http://issues.apache.org/jira/browse/DERBY-278?page=comments#action_65517 ] Jeff Levitt commented on DERBY-278: ----------------------------------- Could someone possibly review this so we can commit if all is OK? Thanks! > Document INTERSECT and EXCEPT operations > ---------------------------------------- > > Key: DERBY-278 > URL: http://issues.apache.org/jira/browse/DERBY-278 > Project: Derby > Type: Task > Components: Documentation > Environment: All > Reporter: Jeff Levitt > Assignee: Jeff Levitt > Priority: Minor > Fix For: 10.1.0.0 > Attachments: intersectdocs.zip > > Currently the documentation does not discuss using INTERSECT and EXCEPT in queries. We just added the DISTINCT keyword recently to those operations as well as to the UNION operation, so I will attempt to document the DISTINCT keyword for UNION, and add the INTERSECT and EXCEPT syntax as I go along. -- This message is automatically generated by JIRA. - If you think it was sent incorrectly contact one of the administrators: http://issues.apache.org/jira/secure/Administrators.jspa - For more information on JIRA, see: http://www.atlassian.com/software/jira
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About the Book
A series of images taken during a spring time photo tour of the Canadian Rockies
Features & Details
- Category Arts & Photography
Large Format Landscape, 13×11 in, 33×28 cm
66 Pages
- Publish Date Jul 11, 2010
- Tags Canadian Rockies, spring time, photographs, landscape, Canada, Rockies, spring, nature, mountains
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About the Creator
Graham Sher
Ottawa, ON, Canada
An avid amatuer who struggles to find anywhere near enough time to indulge in, improve at and learn more about photography. My interests have mostly been in architectural photography, but am slowly expanding out to other aspects too. I welcome any feedback at any time!
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text: Sportsbook.com warning: Payouts taking six to eight weeks By SBR Friday, October 25, 2013 Share with: A Sportsbook.com (SBR rating D-) player has written in with a general payout complaint. The player discovered that Sportsbook.com is currently advertising a six to eight week time-frame to receive payouts via certain methods. He requested to be paid just under $7,000 and expected that the payout would be processed in a standard window. Sportsbook.com is one of the world's largest online sportsbooks serving the North American market, but many players are seemingly unaware of the organization's checkered past and extended payout times. Sportsbook.com is rated by SBR at D-, good enough for entry on the sportsbook blacklist. The Sportsbook.com review page lists their long history with player disputes from cold cases to payout issues along the week. Just recently, a batch of over $80K in delinquent Sportsbook.com withdrawals were filled as the 2013 football season approached. While Sportsbook.com is reported to be maintaining their six to eight week time-frame, the excessive waiting time is inconsistent with the industry's better online sportsbooks. Management has pinned the blame on third party processors in the past and has not provided an update on when the payout speed should improve. As of late, Sportsbook.com has addressed player complaints that have been filed. Players should still proceed with caution and opt for an online sportsbook with a better history. The sportsbook ratings guide is a directory of sportsbooks complete with features and detailed information to aid bettors in making the soundest decision on where to send their hard-earned funds. SBR invites Sportsbook.com players with feedback to write to SBR. Follow SportsbookReview.com on twitter. SBR has been the leading online sportsbook industry watchdog since 1999. Players in need of assistance should submit a sportsbook complaint form. Players with general questions may also contact SBR by writing to email@example.com.


text:
Unisom and Tylenol PM are brand-name medications that can help you fall asleep. Unisom is made by Chattem, Inc., and Tylenol PM is produced by McNEIL-PPC. They are both sold over the counter without the need of a prescription. The difference between Unisom and Tylenol PM is in one ingredient.
Diphenhydramine HCL, an antihistamine, is the ingredient in both Unisom and Tylenol PM that induces sleep. Diphenhydramine is used in allergy medications. The most common side effect is drowsiness, and the pharmaceutical manufacturers have used this as an advantage to produce over-the-counter sleep aids. The difference between Unisom and Tylenol PM is that Tylenol PM also contains acetaminophen, an analgesic.
Unisom, which actually contains the same exact ingredients as Benadryl Allergy, helps to promote sleep through its sedating effect. Tylenol PM also acts as a sleep aid, but it has the added ability of the analgesic (pain reliever). Tylenol PM can ease muscle aches and pains, help headache and, if necessary, reduce fever during illness.
Products & Dose
Unisom is available in SleepTabs, SleepGels and SleepMelts. Tylenol PM sells as Caplets, Geltabs--and Rapid Release Geltabs--and in a vanilla liquid form. All the Tylenol PM formulas come with 500mg of acetaminophen (the dose in Extra Strength Tylenol) and 25mg of diphenhydramine HCL. Unisom SleepTabs and SleepMelts contain 25mg of diphenhydramine HCL, but Unisom's SleepGel has 50mg which, according to their product information, helps you "start sleeping faster."
Side Effects
The drowsiness side effect of diphenhydramine is a positive one in a sleep aid. Other common problems include dry mouth, nausea and dizziness. Some have reported a drop in blood pressure, heart palpitations, vision disturbances and irritability. More serious side effects have occurred in those with an enlarged prostate, glaucoma, asthma, hyperthyroidism or heart disease. The added acetaminophen in Tylenol PM does have a risk of liver problems if it is taken long-term or in more than the recommended dose.
Unisom and Tylenol PM both contain the same sleep aid. Tylenol PM is a better choice if there is pain accompanying sleep difficulties. If it is just help falling asleep you are looking for, there is no need to take the added acetaminophen that Tylenol PM contains. Be aware that not everyone reacts to the sedating effect of diphenhydramine HCL, so there is no guarantee either medication will put you to sleep.
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If you suffer from insomnia, a common side effect of pregnancy, many health care providers recommend Doxylamine Succinate, an antihistamine marketed in...


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Julia's German Restaurant
- 4341 Fort Jackson Boulevard
- Columbia, SC 29205
- Phone: 803-738-0630
- Hours: Lunch: Tuesday - Friday 11 am - 2 pm; Dinner: Tuesday - Saturday 5 - 9 pm
- Visit Website
When you visit Julia's German Stammtisch, you're in for a treat. This family owned and operated business has a reputation for serving the best schnitzel you will ever get, short of going toGermany! Experience the wonderful flavors of German Cuisine.
Our warm and charming atmosphere will instantly relax you. Julia's German Stammtisch is the perfect destination for your next night out.
- Price Range Maximum: $ - Less than $100


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A supreme showman, Simon Charlesworth is the picture of elegance, but he credits much of his success to a rather wayward 13.2hh show pony called Ainthorpe Treasure Hunt.
"I had him when I was a kid," recalls Charlesworth. "I'd had other ponies, he was about the fourth or fifth one I had, but he was the first I had for a length of time — about five seasons altogether.
"I was very young when I got him — there's a video somewhere of me on him at HOYS and my feet just came past the saddle flaps. It was at Wembley, so would have been the mid-1990s. He won his class then at HOYS but in the championship when I came to change the rein, something flew into my eye. I dropped the reins, trying to get the thing out of my eye, and lost the championship. I trotted across the middle with no reins. I could do that now easily, and it would be planned," he jokes.
Charlesworth's showmanship is now legendary, his partnership with the large hack Pearly King — supreme horse at both HOYS and the Royal International — one of the all-time greats. But it was the tricky Treasure who showed him the ropes.
"He was very bad in his mouth and he fiddled constantly with the bit," says Charlesworth. "He taught me how to have good hands.
"When I was really small he would look after me. As I got older and started asking more questions and dictating what how we went, he was like, 'Nah, I want to do it my way'. He would never ever dream of hurting you but he would push the limits in every way he could. It was a constant battle with him."
At the time, Charlesworth and his parents, Alan and Andrea, were based at Jerome Harforth's Stanley Grange Stud in North Yorkshire, so there were plenty of ponies, but he says that Treasure was the last one that was "done" for him.
"I was 12 when I finished on him," he recalls. "The first one I did myself was Westhill Chatterbox. He had been backed and they [Harforth and Charlesworth's parents] thought, 'Well, if it decks him, it's not going to kill him'. I'd got to that stage where I pretty much thought that I knew more than anyone else. Jerome had got fed up with me answering back. So he said, 'You think you know what you're doing, you can do it yourself.'"
That early grounding paid off and in 2012, aged 29 Simon became the youngest rider ever to win the supreme horse accolade at HOYS with Pearly King. The following year, they were supreme at the Royal International.
Now based in Newmarket with Steve Pitt and Vicky Smith, this season Simon has some young horses that are well worth watching, not least Romanno Royale, last year's Cuddy supreme at HOYS. Now aged four, he won his middleweight hunter section at the Great Yorkshire. Simon also rides Formula 1, a four-year-old lightweight hunter who won at Royal Bath & West, the novice heavyweight Man of the Moment, and the riding horse Boston Legal.
Image: Simon Charlesworth and Romanno Royale at the 2015 Horse of the Year Show, by E.S. Photography, courtesy of the Horse of the Year Show


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Olivia - Olivia's Fashion Show
Children'sRepeatClosed Captions AvailableRated: G10 mins
3:05pm Tuesday, October 16 2012
Olivia, Episode 17 - Olivia's Fashion Show
Series Synopsis
Olivia is a 6-year-old pig with a boundless imagination. Whether at home or at school with friends, you never know what she will think of next!
Episode Synopsis
Episode 17 - Olivia's Fashion Show
After attending a disappointing fashion show with Grandma, Olivia designs some fabulous clothes and is determined to put on her own show.
Future Episodes
- 3:05pm Thursday, October 11 (R)
- 3:05pm Friday, October 12 (R)
- 3:05pm Saturday, October 13 (R)
- 3:05pm Sunday, October 14 (R)
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If an item you ordered from TextbookRush does not meet your expectations due to an error on our part, simply fill out a return request and then return it by mail within 30 days of ordering it for a full refund of item cost.
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Description: - A breakout book from a writer increasingly celebrated as the 21st-century bard of the American Southwest--a writer in the tradition of Barry Lopez, Peter Matthiessen, Terry Tempest Williams, among others. - In March 2003, Craig Childs received the Spirit of the West Literary Achievement Award, given to a writer whose body of work captures the unique spirit of the American West. - As a chronicle of adventure, as emotionally charged human drama, as confessional memoir, The Way Out is a transcendent book, a work destined to earn a lasting place in the literature of extremes. - Not since John Krakauer's bestselling Into the Wild has a book so compellingly explored the boundary between wilderness adventure and madness.
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All the information you need in one place! Each Study Brief is a summary of one specific subject; facts, figures, and explanations to help you learn faster.
List price: $16.00Copyright year: 2006Publisher: Little Brown & CompanyPublication date: 3/8/2006Binding: PaperbackPages: 304Size: 5.50" wide x 8.50" long x 1.00" tall Weight: 0.594Language: English
Craig Childs is a river guide, a field instructor in natural history, an adventurer, & a writer. His other books include "Crossing Paths: Uncommon Encounters with Animals in the Wild" (Sasquatch). He camps in the backcountry of the American West at least nine months of the year, usually living in the back of his truck, out of a river vessel, or from his backpack. He hasn't had a phone in ten years.
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SPORTS PEOPLE: BASEBALL; Good News, Bad Team
Published: February 2, 1992
He led his team in hits, runs and games played and was second in batting, home runs and runs batted in among the regulars. Indeed, if his team were, say, the Minnesota Twins or even the Toronto Blue Jays, second baseman CARLOS BAERGA might find himself being toasted during the off season as a future Hall of Famer.
Alas, he plays for the Cleveland Indians, so Baerga, who hit .288 with 11 home runs and 69 runs batted in, has had to settle for being named the best player on the worst team in the major leagues.
In a speech before accepting the award as the Indians' most valuable player, Baerga didn't exactly promise a pennant next season. "I know this year is going to be hard for us," he said. (AP)
Photo: Michael Nunn, who posted a $50,000 bond for a misdemeanor charge of assault and spousal abuse, fighting against James Toney last May. (Associated Press)


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Private emails
When someone comments, and I try to email them privately using their email address shown in the comments, I constantly get emails telling me my email could not be delivered. Why is that?
I also get a lot of emails coming back with the gmail in the address. Is this some kind of a span engine?
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The Kanger Pangu PGOCC Coil 5 Pack is made of 316L stainless steel wire. This atomizer head is rated 15W to 50W and is designed for temperature control or variable wattage vaping. Coil resistance of 1.0Ω and 1.5Ω mouth-to-lung.


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text: 1993 Corvette Coupe, Ruby Red with Burgundy leather interior. Automatic Transmission. Power steering, Power windows, Dual power seats, A/C, removeable targa top.Tilt wheel, cruise control. AM/FM Stereo. This car only been driven 2,300 miles per year! This vehicle qualifies for our exclusive 84 month VIP financing plan. Carfax Certified! We ship directly to your door in 48 contiguous states for only $489! Sale $12,850/$169 Mo VIP. Call for details. Celebrating 50 years! Toy Store, Largo, Fl. 727-585-6000, toll free 888-655-9577, Open 7 days, Trades considered. WE BUY CLEAN CORVETTES!


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Enter our music contest competition & win award. Click to join music contest & get awarded with best music competition. Do you play any musical instruments? Is singing one of your hobbies? Now is your time to shine and show the world your talent by taking part in our Music Talents Contest. Join now for the chance to win free WINGS which later you can use to buy different features at VOUBS like: entry fees, video and photo promotions, buying extra votes, or promoting your own contest. Join now and follow VOUBS for many future contests with great cash prizes! Participating in this contest will help us to develop the Music category. If there is enough interest for that category we will start running great Music contests with cash awards for the winners and famous professional jury members. Welcome to the Music category at VOUBS!
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I recorded this music video in one of main events of the evening. On the left side we have instrumentalists playing in their instruments and on the right side we have dancers who followed the rhythm and danced. Choreography was traditional.
Sorry for my previous upload of cover song made from my friend but designed and made video by me. This version is better quality for upload.


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you'll love our stunning city in the Empire State...welcome to the Hampton Inn & Suites Binghamton/Vestal.When you stay at the Hampton Inn & Suites? hotel in Binghamton/Vestal, you'll be on the border between the cities of Binghamton and Vestal. Our location puts you just four miles from downtown Binghamton and seven miles from the Binghamton Regional Airport. Our hotel in Binghamton is close to the museums, parks and major destinations of the city.Feel like you're going around in circles? Well, then you must be in Binghamton. Our county is home to six major carousels, which are all free to ride every summer. Near our hotel in Binghamton, you'll find more than carousels, however. There's also a great deal of fine art, theater and sports. So come check into the Hampton Inn & Suites hotel in Binghamton/Vestal. You'll love our stunning city in the Empire State.services & amenitiesHere at the Hampton Inn & Suites Binghamton/Vestal, we're passionate about taking good care of you. That's why we offer a broad range of services and amenities to make your stay exceptional.Whether you're planning a corporate meeting or need accommodations for a family reunion or your child's sporting group, we're delighted to offer you easy planning and booking tools to make the process quick and organized. * Meetings & Events * Local restaurant guide
This hotel is located just four miles from Binghamton, NY. Discover the collection of six antique carousels donated to city parks by George F. Johnson between 1919 and 1934. During summer, ride these six merry-grounds, for free. From antiquing on Clinton Street to buying local produce at an area farmers market. Press cider and enjoy candy apples or baked donuts at The Cider Mill. Visit Kopernik Observatory & Science Education Center or enjoy a game of golf at Enjoie Golf Course. Treat the kids to a fun day at Ross Park Zoo and Discovery Center or join Binghamton locals and visitors at the annual Spiedie Festival and Balloon Rally held each August.
This spacious non-smoking room features a king-sized bed, comfortable easy chair with ottoman, 25" color television, easy to operate alarm clock/radio and large work surface. Enjoy the convenience of having high speed internet, a coffee maker and iron/ironing board in the room. In the bathroom, enjoy fluffy towels, a WaterPik showerhead and curved shower rod that allows more light and space in the shower.
Enjoy a workout in the fitness center or a refreshing swim in the indoor pool.
Complimentary breakfast is served daily.
From Route 17 (future 86), take Exit 70 South onto Rte. 201 South. Follow Rte. 201 South approximately one mile to Vestal Exit Route 434 West. Hotel is 1/2 mile on left on the hill behind IHOP Restaurant. Drive past hotel and take first available U-turn. From I-81, take I-81 to Binghamton area, merge onto Route 17 West. Follow above directions from Rte. 17. From I-88, take I-88 to Binghamton. Follow signs for Rte. 17. Get on 17 West and follow above directions from Rte. 17.
Room Facilities:
Direct dial telephone
Satellite cable TV
Internet access
Tea Coffee
Iron and board
Individual airconditioned
Individual heating
Wheelchair accessible
Disabled bathroom


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LAKE CHARLES — It appeared to be one of those fights-to-the-finish in the making. Top-seeded Ponchatoula used its fourth-quarter free throw shooting to finish off No. 4 Destrehan.
The Green Wave made 12 of 16 from the free-throw line in the final period to notch a 47-41 victory over Destrehan in the first Class 5A semifinal game played at the Allstate Sugar Bowl/LHSAA Girls Top 28 tournament Thursday.
Arianna Hamilton, who finished with a game-high 21 points, made four free throws in the final minute to propel Ponchatoula to a girls basketball title game for the first time since 1977.
Hamilton was 7 of 13 from the floor. Jyar Francis added 14 points and a game-high 14 rebounds for PHS (31-3) in the game played at Burton Coliseum.
Krysten Kenner led Destrehan (26-3) with 15 points. Ponchatoula limited DHS sophomore standout Cara Ursin to just seven points on 1-of-9 shooting from the field.
Ponchatoula led by five points at halftime. A layup by Kenner gave Destrehan a 34-33 lead with 4:32 left in the game. Two free throws by Hamilton at the 4:02 mark gave Ponchatoula the lead for good.
Class 2A
NORTH CADDO 59, ST. THOMAS AQUINAS 57: Seventh-seeded NCHS (23-11) withstood some key miscues in the final seconds to earn a shot at its second straight state title. The Rebels play Pickering in the final at 4 p.m. Saturday.
St. Thomas Aquinas had a three opportunities to score while trailing by two in the final 15 seconds after North Caddo turned the ball over. But the Falcons turned the ball over on those possessions.
Sumer Williams had 20 points and 13 rebounds, while Keyarrea Easter had 17 points and 13 rebounds and Jasmine Thomas added 16 points. Regan Bolton tallied a game-high 26 points for STA (25-9).
The two teams battled back and forth for the remainder of the second half until, with the game tied at 48, North Caddo's Thomas made a three-point play with 3:08 remaining that put the Rebels ahead for good.
Class 4A
WARREN EASTON 47, CABRINI 39: Easton (32-1), the No. 1 seed, made it back to the championship game by pulling away from No. 5 Cabrini (27-6) in the second half.
Easton will play No. 2 Salmen at 6 p.m. Saturday in a rematch of last year's title game. It will be the fourth meeting of the season between the Eagles and Spartans, with Easton having won two of the three. Salmen has won the past two 4A titles.
Kechelle Figueroa and Shaniqua Tobias scored 13 points apiece to lead WEHS.
Figueroa, a junior guard, scored all of her points in the second half. Rakell Spencer scored a game-high 24 points and was the only double-figures scorer for Cabrini.
The game was tied at 21 at halftime, but Easton started the third quarter on an 8-0 run and outscored Cabrini 14-7 in the quarter.
Cabrini went the almost the entire third quarter without a field goal. Spencer ended the drought with a bucket in the lane with 33.1 seconds left in the quarter. By that time Easton had built a 35-27 lead.
SALMEN 66, KARR 57: Guards Tiara Warren and Arianna Cooks combined for 37 points, including six 3-pointers to lead second-seeded Salmen past No. 3 Karr.
Warren made 7 of 13 shots from the floor, including four 3-pointers and finished with a game-high 19 points for two-time defending 4A champion Salmen.
Cooks added 18 points on 6 for 14 shooting with two 3-pointers.
Baylor singee Kalani Brown scored 12 second-half points and finished with 16 points and also had a game-high 11 rebounds. Destiny Collins led Karr (29-4) with 16 points, while Rehema Franklin (12) also scored in double figures.
Cooks and Warren heated up in the second quarter. A 3-pointer from the right corner by Cooks gave Salmen a 14-12 lead at the 7:05 mark. She added a second 3-pointer 90 seconds later, and Warren made another at the 1:45 mark.
, which extended the Spartan lead to 12 points.
Salmen led led by as much as 16 in the third quarter and 19 in the fourth quarter. Karr battled back to within seven at 60-53 but got no closer.


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Henry Lee eBooks
eBooks found: 1
Fantasy Baseball Strategy: Advanced Methods for Winning Your League
Henry Lee
Squeaky Press, January 2004
Format: PDF
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