TransCore - Rail and Intermodal Automatic Equipment Identification

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With installations in more than 24 countries, TransCore is the leader in Automatic Equipment Identification (AEI) for the rail industry. We set the standards by which all AEI is measured. On all five continents, TransCore has installed more than 8.9 million tags and 30,350 readers throughout the rail and intermodal industry.

Wireless radio frequency identification systems

In 1991 the North American rail industry adopted a mandatory standard based on TransCore's Amtech wireless Radio Frequency Identification (RFID) technology. TransCore's RFID rail tags (available in 902MHz to 928MHz, 865MHz to 870MHz, and 2,450MHz bands) are designed for years of continued, reliable use in the harshest operating environments. All railcars in interchange service in North America are required to be equipped with our radio frequency tags, allowing railroads to manage cars and locomotives nationwide. TransCore's tags are also encoded per the ATA standard for trucking applications.

Rail and intermodal equipment tracking and monitoring

TransCore's products electronically identify and monitor rail and intermodal equipment. This allows rail, port, marine and trucking companies to track and monitor equipment effectively, resulting in increased equipment utilization and reduced re-handles, dwell time and overhead.

Transportation tag and reader system

Our transportation tag and reader system provides an easy and inexpensive way to improve productivity and reduce costs. Transportation tags are mounted on railcars, locomotives, trailers, chassis, containers, and truck cabs with readers installed at strategic points, such as railroad interchange points and yards, gates, fuel tracks lanes, and maintenance facilities.

As tagged equipment passes a reader, the tag identifies the equipment and the reader relays the time, date, or other programmed information to a host computer. Intermodal and trucking companies also use TransCore readers and tags to track chassis, containers and other equipment as soon as it enters the terminal gates: for example, the serial number, time and date of transaction is sent to the host computer the moment the tagged equipment passes a reader.

Our system also helps ensure timeliness and accuracy and improve scheduling. Hands-free and wireless, these systems improve equipment and inventory accuracy, eliminate paperwork and increase employee productivity by automating equipment tracking procedures at the terminal.

RFID rail tags

RFID tags are attached to locomotives and wagons and encoded with equipment-specific information. Readers are placed at strategic junction points along each line, and as tagged equipment passes a reader, asset data stored in the tag is recorded in real time.

The data is then transmitted to your host computer, automating and simplifying system management functions while providing perpetual inventory control.

Railcar RFID rail tags

TransCore's RFID rail tags (available in 902MHz to 928MHz, and 2,450MHz, bands) are designed for years of continued, reliable use in the harshest operating environments.

RFID tags affixed to railcars are subjected to every imaginable harsh environmental exposure (heat, cold, snow, ice, dirt, rain, oil and – in certain cases – temperatures over 350°F), yet they are required to be installed once and operate indefinitely with 99%+ reliability.

Our new tag technology features high-speed reading and writing capability, greatly enhanced data rate, memory capacity, and on-the-fly programming with security.

TransCore provides two general classes of readers depending on application requirements – single and multi-protocol, and fixed mount or portable (i.e. handheld). Performance and selection of an individual TransCore reader is wholly dependent on the application environment in which the reader is to be deployed.

TransCore also manufactures and distributes a variety of antennas to support rail and intermodal applications, and a satellite GPS (GlobalWave®) system which complements the RFID solution.

Full-distribution chain-management solutions

We provide logistics management and integrated supply-chain tracking systems to customers on five continents. From rail to truck, we offer full-distribution chain-management solutions.

Reliable AEI solutions

TransCore offers reliable AEI solutions for automating electronic data capture and transmission.

TransCore's Global Absolute Positioning System (GAPS) transponders and interrogators are also used by trainborne systems to identify a train's absolute position.

This reference location information is used by other train control and information systems such as Computer Based Train Control (CBTC), Automatic Train Protection (ATP), Automatic Train Location (ATL), and Automatic Train Separation (ATS) systems, door control systems, and audio and visual annunciation systems.

Contact Details

TransCore
3410 Midcourt Road
Suite 102
Carrollton
Texas 75006
United States of America
Tel:             +1 214 461 6443      
Tel:             +1 800 923 4824      
Fax: +1 214 461 6445
Email: Contact.Us@TransCore.com
URL: www.transcore.com 

With installations in 24 countries, TransCore is the leader in Automatic Equipment Identification (AEI) for the rail industry, and has set the standards by which all AEI is measured.

TransCore's Radio Frequency Identification systems (RFID) allow for seamless and efficient tracking of rolling stock, eliminating error-prone manual data-entry systems.

The AT5831 location transponder is a trackbed-mounted location device; the trainborne AI1831 interrogator receives the customer-specified, fixed data stored in the AT5831 transponder and transfers the data to an external host-system.

The AT5118 rail tag beam-powered, field disturbance device is packaged in a factory-sealed case, making it ideal for mounting on railcars, vehicle chassis, intermodal containers, or in environments requiring a durable, weatherproof tag.

The Multiprotocol Rail Reader (MPRR) is a fully integrated, self-contained wireless radio frequency identification (RFID) reader that is specifically designed for rail applications. Provides unparalleled flexibility by offering a real-time clock; expanded tag read buffering; programmable RF output power, programmable frequency range from 860.00 to 930.00 MHz, system integrity checking and programmable group select.

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BlackBox Control - GPS Vehicle and Real-Time Business Intelligence Reporting for the Railway Industry

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BlackBox Control provides integrated telematics solutions from field hardware through to dedicated software or web browser environment. We collaborate with clients to define their requirements and rapidly deploy a customised solution integrating hardware, firmware, data centre and reporting modules to meet real-time, near real-time or store and forward needs.

BlackBox Control is being embraced by astute businesses in the railway, mining and government sectors that need real-time information on their business operations.

A range of railway-related features have been developed for customers over the years. Leveraging hardware specifically for remote area based GPS tracking and telemetry applications, BlackBox has developed hardware specific to the needs of rail operators.

Our special projects division has assisted with purpose-engineered mounting brackets, housings, dual cab solutions, antenna and other cabling requirements to meet the needs for different locomotive types, track maintenance equipment, HiRails and work gangs.

Tracking reporting for the railway and transport industry

You can use the standard BlackBox features to access data, produce reports or send data into your existing management applications. Very little training is required to use BlackBox. BlackBox solutions can be personalised around your preferred communication options. This includes Telstra Next G cellular, GSM, satellite, and long and short range radio options.

You could even mix and match to meet challenging site conditions and requirements for duplication. Other options available include incident notification, asset utilisation, RAG reports, speed compliance, fatigue management, and job reporting applications.

BlackBox has options ideal for tracking, telemetry reporting and hour metre reporting. You can readily personalise the solutions to suit your needs and BlackBox can provide specialist consultation.

Once installed in your vehicles and assets you will receive a report at the nominated intervals that allows you to get your finger on the pulse of your business.

At your office the control centre software is used to produce reports and monitor your selected business rules. You can also view the asset's location and activity on detailed maps.

GPS tracking solutions for the railway industry

Key rail-related features include:

• Live information
• Monitor activity by asset or train ID
• KM location display options to aid operators with location on track
• On / off rail detection for HiRails, with auto-adjustment of reporting frequency
• Permission to enter railway options
• Status input options: e.g. locomotive needs fuel, maintenance equipment operating mode and HiRail driver is alert
• Locomotive stopped detection with auto-reporting rate adjustment
• Simple to use application
• Proximity reporting
• Proactive alerts through in-built events manager
• Filtered access: display location to your users or customers by train number relevance
• Flexible and adaptable to your evolving needs

Enterprise asset management solutions for the railway industry

In addition to the enterprise control centre software application, a browser module is also available for corporate deployment and this includes the following features:

• Google maps
• Personalised features
• User-friendly
• Reporter module
• Local administrator control

BlackBox is positioned as an enterprise asset management solution provider in Australia. The company has specialised in the provision of personalised solutions that have been readily deployed across a large range of asset types. By controlling the entire solution from hardware to firmware, the company is able to readily adapt the solution to meet the needs of corporate and large business customers.

The solution's positioning as a platform for location requirements and telemetry has seen BlackBox secure large contracts with organisations with diverse fleet needs. Sub-fleets can be added at any desired rate as contracts and needs dictate. Subcontractors can operate through a simple Google Map based browser and can also deliver data to a corporate system if all parties are in agreement. By collaborating with a team of technology partners, BlackBox is able to introduce companies with experience and knowledge to expedite further development and integration requirements.

Contact Details

BlackBox Control (Pty) Ltd
2/12 Kewdale Road
Welshpool
WA, 6106
Western Australia
Australia
Tel:             +61 8 9365 3914      
Tel: 1300 766 764 (within Australia)
Fax: +61 8 9258 4222
Email: info@blackboxcontrol.com.au
URL: www.blackboxcontrol.com.au 

Rules ignored causing worst ever accident

The Kandy-Colombo Intercity Train follows Newton’s Law of Gravity

November 24, 2012, 5:22 pm 

by D.C.Lelwela.

The Intercity Train service from Colombo to the provincial capitals of Kandy, and Anuradhapura were introduced by Sri Lanka Railways in the early 1980s as the new government thought it a long felt need to provide an improved service to the general public. It primarily served the business community and any other travelers of these main cities who could afford the highly priced ticket and wished to travel to the metropolitan city and back speedily in comfort and spending less time on the journey ( by virtue of the lesser number of stops on the way.)

The Kandy intercity, for example stopped only at the intermediate stations of Veyangoda and Peradeniya Junction. Piped music was provided in the train throughout the journey for passenger entertainment. Refreshments could be ordered to one’s seat. The train also occasionally carried families with children who were ‘served by nature’ with a panoramic view, from Rambukkana to Kadugannawa, of lush green hills on both sides of the railway track planted with tea, well kept by teams of women, who would be seen garbed in their special aprons, plucking the tender two leaves and bud of each shrub every morning, rain or sun. There were also the yonder mountain ranges cascading against the deep blue skyline providing a backdrop to the scenery. A train full of people therefore is, very often, certainty.

The two up and down intercity Express trains between Colombo and Kandy were timed to run on a schedule convenient to the people. Only experienced and competent crew members would be selectively ‘booked’ to work the train in order to ensure its reputation. The department was quite keen that no officer on board would make any error that would negate departmental efforts in achieving best results. They had to make sure that they gave of their best under all circumstances. But on this day the inThe railway track from Colombo to Kandy which is a part of the Main Line of the railway system consists of the section up to Rambukkana that permits a maximum speed of 55 mph on straight track in flat country. From Rambukkana to Kadigamuwa is the most treacherous section in the entire railway system- where the gradient is very steep – in fact the steepest (1 in 44) and the curvatures are continuous reverse curves of five and 10 chains all the way. Such track geometry between Rambukkana and Kadugannnawa cannot permit a maximum speed of more than 20 mph.

In the design stage of locomotives and rolling stock for special use on the upcountry beyond Rambukkana, the important features mentioned above have to be carefully gone into by the design engineers. And the manufacturer has to comply strictly with such specifications; and the driver, when ascending the slopes such as those mentioned must use extra power and special features have to be availed of as needed. The horse power of the locomotive had to be adequate. Slipping of the driving wheels of the locomotives should be reduced by using sand in the sand boxes provided above the rail wheel contact.

On the day of the journey, the crew have to report to the locomotive shed and go through a check list of the condition and the needs of the locomotive and rolling stock, bring any shortcomings to the notice of the Locomotive Foremen and not leave on the journey until and unless they are completely satisfied that defects if any are attended to. They should also familiarize themselves with the details of the track layout by having thorough ‘road learning’ over the area he will traverse and be aware of any information about temporary speed restrictions before they take charge and leave on the journey.

On January 13 2002, the intercity train started on schedule from Kandy with the hope of reaching Colombo safely and on time. It had left Kandy railway station at 6.30 am as scheduled. Everything on the check list was cleared by the crew and all seemed to be in order before they left Kandy. The train arrived at Peradeniya railway station at 6.42 am, and left after a minute’s stop on the next lap of its journey to run express all the way up to Kadugannawa which they passed non stop at 6.57 am and began the descent down to Balana reaching the down outer home signal of the Balana railway station at 7.05 am. with the train still in good control of the driver. This was however a non-scheduled stop.

It resumed its journey from the temporary stop at the down outer home signal at Balana, and passed the Balana railway station at 7.08 am. Having entered the section between Balana and Ihala Kotte, it was passing the village of Makehelwewa, when the driver noticed that the speed of the train was unusually high and the vacuum reading had dropped to zero. He began to worry that the permissible speed may have been exceeded already. However he was unable to determine the exact speed of the train since a speedometer was not available.

He has immediately instructed his assistant to apply the hand brake. The locomotive hand brake was applied by the driver’s assistant. The guard and the under guard have also duly applied their handbrakes in the two brake vans, with the hope of bringing the train speed under control. The panic stricken driver then had applied the hydro dynamic brakes as well. That too seemed ineffective. All attempts made to slow the train were of no avail. The train, by then, was running out of control and was galloping down the slopes. There was only one thing left for them to do. That was to pray.

This was the moment when the Kandy intercity train seemed to ‘defy’ the best efforts of the driver and his assistant at maintaining its speed within limits considered safe. Instead, the train seemed to have ‘opted’ to follow the Newtonian Laws of Gravitation, and rushed down the rail track along a very steep 1 in 44 gradient with increased acceleration. The only resistance acting against the speeding train was the wind, frictional resistance created by the application of the hand brakes, friction at the rail wheel contact and any resistance at the wheel bearings (negligible).

The train continued to ‘run away’ in this erratic manner until it passed the Kadigamuwa railway station at 7.22 am. The speed of the train then was so high that the train crew while passing Kadigamuwa railway station could only throw the tablet (with pouch) they had with them for the preceding section on to the platform and with the greatest of difficulty pick up the tablet for the section ahead from the station staff standing on the platform ready but with utmost care to see that he was standing at a safe distance from the speeding train.

The driver, fearing that a major calamity was awaiting in that tablet pouch bringing a message about an obstruction in forward section, could only breathe a sigh of relief when he got the tablet to proceed into the section with the best hopes so that the possibility of an obstruction ahead was totally eliminated.

Passing Kadigamuwa, whilst the momentum gathered so far up was pushing the train significantly, the situation did not seem to change. When it reached a point on the track where the track geometry could no longer sustain such a speed well beyond the permitted limit and hold its dynamic stability together. Thus, when negotiating a very sharp reverse curve of ten chain radius at 53 m 05 ch, near the village of Kirivallapitiya the train derailed at a speed far in excess of the permitted speed for the section. The point of derailment was 2 miles 37 chains away from the Kadigamuwa railway station

According to the details that emerged about the journey on this day from the moment the train crew took over the empty train set at Kandy up to the time of the derailment, the primary cause of the derailment was found to be over speeding at the point of derailment while there was evidence that the train was over speeding all the way from Balana railway station. Other contributory factors were the defects in the brake system in the locomotive and the passenger cars, the consequent inadequacy of the brake power on the train, and the lack of a speedometer in the cab of the locomotive for the guidance of the driver and the consequent inability of the driver to apply the brakes and use the available brake power in time so as to keep the speed under control.

The train formation consisted of a M6 Type Diesel Electric Locomotive, made by Henschell of West Germany suitable for use in the up country and imported in the nineteen eighties and six passenger cars along with two brake vans. All vehicles have been designed for special use with the rigid wheel base as specified and other requirements satisfied. However, four of the passenger cars used on the train had been `overdue’ for ‘heavy’ repairs. Of these, one car had been overdue for more than three years. The train set had not been ‘vacuum tested’ in the Kandy locomotive shed before the empty set left on the journey that morning. The brake system too has not been tested.

Among the wreckage were several twisted bogies and cars totally damaged beyond use. Brake blocks on several cars have been observed, soon after the accident, to be shattered and the surface of some others blackened showing that the brakes applied had not been sufficiently effective.

The derailment of this runaway train was one of the most serious accidents seen in the Sri Lanka railways since Independence. 15 passengers were killed while over 200 were injured, most of them very seriously. The accident was reported over a public telephone to the Rambukkana railway station by an outsider who saw it.

For the upkeep of the regular train services every day, it goes without saying that the various sub departments of the railway have to play their part in ensuring that they feed the necessary inputs such as carriages and locomotives that are repaired and in good order to the operating department to enable them to run the daily service efficiently and without the risk of accidents. That was possible only if these vehicles have gone through the repair schedules on due dates. If not either trains have to be cancelled for want of passenger cars or risks have to be taken in using such vehicles.

(The writer is a former General Manager of Railways)

First container train despatched from China to Europe

6 November 2012

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Russian Railways Logistics (RZDL), together with YuXinOu (Chongqing) Logistics, has despatched its first container train from China to Europe using the CIM/SMGS Common Consignment Note.

The train left Chongqing in China for Poland and Germany carrying 42 forty-foot containers for customers including Acer, ASUS and others.

Kazakhstan's Kaztransservice and Belarus-based firm Belintertrans have coordinated with RZDL in the forwarding project.

Russian Railways Logistics CEO Pavel Sokolov said that the introduction of CIM/SMGS Common Consignment Note is a result of work that has taken two years.

"Shippers save transit time due to container demurrage decrease at the border stations," Sokolov said.

"Kazakhstan's Kaztransservice and Belarus-based firm Belintertrans have coordinated with RZDL in the forwarding project."

The CIM/SMGS Common Consignment Note reduces extra costs on freight forwarding to shippers, who are usually charged for re-issuing the CIM consignment note in place of the SMGS note for each shipment at border stations.

According to RZDL, the common consignment note is a customs document provided in paper and electronic form based on the EU requirement concerning the previous authorisation.

RZDL is also working to accelerate traffic through the breaks of gauge at Dostyk Station in Kazakhstan and Malaszewicze in Poland.

The development of the Chongqing - Duisburg corridor will help speed-up the process by two days and further expand the potential client base along the route.

RZDL owns a 16.3% stake in the joint venture Chongqing Logistics, which was founded by the Transport Holding Chongqing (CQCT), China Railway International Multimodal Transport (CRIMT), JSC Russian Railways Logistics, Schenker China and JSC Kaztransservice.

November 2012: Mr. Nimal Mangala Perera

During the recent research tour of Mr. Perera, he was interviewed and he was offered a cab ride  the Swiz Federal railways, which is very rear chance to any body traveling Switzerland  His interview was published in the Swiz Federal Railways Magazine and following images were extracted from it.

Alstom receives EU funding to expand HESOP energy recovery system

31 October 2012

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Alstom has received funding from the European Commission for a research and development project to expand its HESOP braking energy recovery system.

The expansion will extend HESOP for use on metro networks and install it at a pilot site.

HESOP recovers 15% of the energy generated by trains during braking and re-injects it into the public grid, which reduces CO2 emissions by 15%.

The grant is part of the LIFE + Programme of the European Commission, which financially supports environmentally friendly initiatives.

"The expansion will extend HESOP for use on metro networks and install it at a pilot site."

The HESOP 750V system, which has been in operation in Paris, France, on the T1 tram line at Pablo Picasso station, will be developed into a 1,500-volt version for metro and suburban trains.

Following the development, the HESOP 1,500V will initially be installed on Subway Line 3 of the Milan metro in early 2015.

Usually in the braking phase, the electric engine in a train behaves like a generator, transforming movement into braking energy, 70%-75% of which is used by the train while the rest is lost.

HESOP is particularly suited for tram, metro and suburban trains, and allows for the recovery of around 99% of braking energy.