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<p>[quote user="BaltACD"]European freight is not 15K feet long and 20K tons.[/quote]</p> <p></p> <div><span lang="EN-US" style="font-size:12.0pt;line-height:115%;font-family:'Arial','sans-serif';">I think this argument isn’t valid. Why?</span></div> <div><span lang="EN-US" style="font-size:12.0pt;line-height:115%;font-family:'Arial','sans-serif';">No crashworthiness design can prevent death of crew or passenger under all accident condition. The FRA Tier 1 crashworthiness standard was never designed for a specified scenario. That was done late when Crash Energy Management (CEM) came into use abroad.</span></div> <div style="margin-bottom:.0001pt;line-height:normal;"><span lang="EN-US" style="font-size:12.0pt;font-family:'Arial','sans-serif';">In the meantime FRA has introduced <em><span>Appendix G to (49 CFR) <span> </span>Part 238—Alternative Requirements for Evaluating the Crashworthiness and Occupant Protection Performance of a Tier I Passenger Trainset</span></em></span><em><span lang="EN-US" style="font-size:12.0pt;font-family:'Arial','sans-serif';"> <br /></span></em></div> <div style="margin-bottom:.0001pt;line-height:normal;"><span lang="EN-US" style="font-size:12.0pt;font-family:'Arial','sans-serif';">The goal was to provide an alternative using CEM with the same safety level as the Tier 1 standard. </span></div> <div style="margin-bottom:.0001pt;line-height:normal;"><span lang="EN-US" style="font-size:12.0pt;font-family:'Arial','sans-serif';">As a measure for an equal safety level DOT published the Technical Criteria and Procedures for Evaluating the Crashworthiness and Occupant Protection Performance of Alternatively Designed Passenger Rail Equipment for Use in Tier 1 Service. <br /></span></div> <table class="MsoNormalTable" style="border-collapse:collapse;height:14px;" border="1" width="495" cellspacing="0" cellpadding="0"> <tbody> <tr style="height:30.7pt;"> <td style="width:332.3pt;border:none;padding:0cm 5.4pt 0cm 5.4pt;height:30.7pt;" valign="top" width="443"> <p><span lang="EN-US" style="font-size:12.0pt;font-family:'Arial','sans-serif';">Source: <a href="https://rosap.ntl.bts.gov/view/dot/9505">https://rosap.ntl.bts.gov/view/dot/9505</a></span></p> </td> </tr> </tbody> </table> <p> <span lang="EN-US" style="font-size:12.0pt;font-family:'Arial','sans-serif';">PDF-page 26: </span><em><span lang="EN-US" style="font-size:12.0pt;font-family:'Arial','sans-serif';">Superior crashworthiness performance of CEM equipment has been demonstrated with full-scale impact tests. In the train-to-train test of conventional equipment, the colliding cab car was crushed by approximately 22 feet (ft) and overrode the locomotive, eliminating the space for the engineer‘s seat and for approximately 47 passenger seats [15]. During the train-to-train test of CEM equipment, the front of the cab car was crushed by approximately 3 ft, and the crush was propagated back to all of the unoccupied ends of the trailing passenger cars. The controlled deformation of the cab car prevented override. All of the space for the passengers and crew remained intact [16]. The impact speed for both train-to-train tests was 30 mph.</span></em><span lang="EN-US" style="font-size:12.0pt;font-family:'Arial','sans-serif';"> </span></p> <div style="margin-bottom:.0001pt;line-height:normal;"><span lang="EN-US" style="font-size:12.0pt;font-family:'Arial','sans-serif';">One accident scenario for Alternative design equipment is the collision with a locomotive led conventional (Tier 1) passenger train at 20 mph. The reason for 20 mph: <br /></span></div> <div style="margin-bottom:.0001pt;line-height:normal;"><span lang="EN-US" style="font-size:12.0pt;font-family:'Arial','sans-serif';">PDF-Page 38: <em>Tier I-compliant equipment performance in the prescribed scenario is dependent on a number of factors, including train makeup—whether the equipment is push-pull or MU and the number of cars in the consist [26]. The maximum collision speed for which all of the space for the passengers and crew is preserved for single-level equipment ranges from about 10 mph for a long train pushed by a locomotive to about 18 mph for a short MU train. There is some uncertainty in this range, and actual performance may be somewhat better or worse. The 20-mile per hour speed used in the scenario criteria, then, is an upper estimate of what Tier I-compliant equipment may achieve in the prescribed scenario.</em></span><br /><em><span lang="EN-US" style="font-size:12.0pt;font-family:'Arial','sans-serif';"> <br /></span></em></div> <p><span lang="EN-US" style="font-size:12.0pt;font-family:'Arial','sans-serif';">So even when colliding with another passenger train the current Tier 1 standard provides only crew and passenger safety up to 20 mph. No mentioning of 20 Ktons trains.<br />Regards, Volker<br /></span></p> <p> </p>
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