How to operate high-speed rail security system abroad?

Since the opening of the Tokaido Shinkansen in 1964, the Japanese Shinkansen has been creating a "security myth." The only mistake was the derailment accident that occurred in the earthquake in Japan in October 24, 2010, but it also maintained a history of zero casualties. What is it that keeps this myth so far?

Japan: How to do "the world's safest"

There will be a substation every 50 kilometers (32 miles) along the continuous supply high-speed rail. Inside it is a special phase-separation system technology that can automatically transfer the electricity from the substation to the moving train so that the train can be continuously obtained from the substation. Propulsion continues to advance.

This derailment prevention device is installed between the two railroad tracks of the Shinkansen Line. Once an earthquake or other impact disaster occurs, the escaped wheel will be controlled by this device and eventually return to the track to prevent it. The train derailed and subverted. In addition, an anti-escape device is installed in the center of the bogie of the Shinkansen carriage. In the event of a derailment, the carriage will not be significantly disconnected.

The system for preventing collisions with high-speed rails is called Automatic Train Control (ATC), which automatically controls the distance between trains to prevent collisions. The cab will display the maximum speed limit obtained after calculating the distance between the two vehicles, the distance from the next station and the track conditions.

The speed limit of high-speed rail is generally set at 0, 30, 70, 110, 160 and 210 km per hour. The specific speed decision power is given to the conductor, but when the speed exceeds the allowable limit, there will be a red signal to remind, if the driver is still rashly forward, "ATC" will ignore the presence of people and forced to stop automatically.

The Shinkansen can carry out almost no-driving. The reason why the driver is to be deployed is to enable the train entering the station to stop at a prescribed position on time according to the conditions inside the station, and to prevent the passengers from feeling uncomfortable because of the emergency brake. At that time, when the speed dropped to 30 kilometers, the train would send a signal that the conductor could stop by the stop.

The Japanese government promulgated the “Special Case Law of the Shinkansen” and has imposed severe penalties on various actions that hinder the operation of the Shinkansen.

In the railway safety culture in Japan, it must be checked thoroughly after an accident. Investigated by an independent railway accident investigation committee to ensure the impartiality of its investigation and evaluation results. Railway company staff can only assist in providing relevant data without intervening in the assessment. The assessment report is open to the whole society and can be downloaded online.

On the website of the JR East Japan Railways Corporation, people can also see a striking apology. On December 25, 2005, due to strong winds, the Yu Yue Bus Express train derailed. The post-flight aviation-railway accident investigation committee published a report on the railway accident investigation. The public can see on the homepage of the company’s website that from January 2006 to April 2008, the company’s response measures and implementation status for each year, the report was very specific, and technical drawings and anemometers were added to the scene of the accident. Location, number of units, front and rear control charts, etc.

Japan’s railway company also pays special attention to the driver’s safety awareness education. Once the driver of the Shinkansen train who was on the road and the driver who used the mobile phone to take photos was exposed by the media, the public would lose their jobs.

Germany: Returning to "the safest and most comfortable transportation"

If it is not a German high-speed rail accident in 1998, perhaps the German high-speed rail still retains the reputation of “the safest and most comfortable mode of transport”. In that accident, 12 trailers all derailed. The first carriage was thrown into the air like an ammunition, and then fell to the ground. The rear cars collided and twisted together. In just over 100 seconds, 101 passengers and 400 people were killed and 105 were seriously injured. After this accident, the German high-speed rails were redesigned. Since then, no major safety accidents have occurred in Germany's high-speed trains in the past 10 years. The attitude and practice of German high-speed rail self-reporting and error correction are exactly what we urgently need.

The accident investigation team determined that the 884 train would cause such a serious accident. First, because of the long-term high-speed operation, one wheel of the train broke. The train continued to run at a high speed. One end of the broken steel rim was suddenly inserted into the carriage from the bottom of the carriage. The other side, in turn, picked up an auxiliary track and caused the train to enter the wrong track.

But even so, the train should have been able to stop slowly by means of an automatic emergency brake; unfortunately, at this time, the second train of the train crashed into the support column of the bridge from the side, resulting in The roads and bridges collapsed, and several carriages behind the train also ran into uncontrollable collisions with the first few cars.

Since then, people have completely abandoned the double-bend steel hoop with steel bars, and used single-steel steel wheels cut from the whole steel; the engineers also changed the position of the steel wheels and moved them from under the car. Between two cars. According to calculations, such changes can reduce the wear of the steel wheel and make the high-speed rail more secure.

Severely punishing the responsible party and setting up the safety supervisor After the improvement of high-speed rail technology, German railway safety has another pillar, which is the relevant provisions of the German "General Railway Law," namely, the railway company has safe operation, safety construction infrastructure, vehicles and supporting facilities. Responsibilities and are responsible for maintaining it to operate in a safe state.

Railway companies must implement safety management in order to meet their statutory safety obligations, and in particular retain qualified and high-level corporate security managers. There is also a railway company safety manager regulation to specify the duties of the safety supervisor. Unlike corporate executive responsibilities, security chiefs enjoy special statutory rights and safeguard security interests rather than economic interests. Qualifications for security supervisors need to be obtained through special examinations in the country, and security officers hired by railway companies need to be officially confirmed by the railway regulatory authorities.

Emergency plans The German railway company has a set of emergency management plans. They have divided a number of emergency areas across the country. Each area has an emergency manager on standby, and arrives at the scene 30 minutes after the accident. Provide professional advice to rescue workers.

German Railways also has a training center in Kassel to train emergency managers.

According to the emergency management plan, the German railway company has set up seven dangerous control centers throughout the country to receive dangerous reports and inform rescue workers such as fire fighting and emergency managers. Deutsche Bahn also has six professional rescue locomotives on the main railway lines in Hannover-Würzburg and Mannheim-Stuttgart. In addition, the company supports the training of railway rescue teams in various community fire teams in the states along the route.

France: There is no accident at the first speed. The French TGV high-speed train never had a fatal accident in 30 years. France’s high-speed rail runs very fast and has set a world record of 515.3 kilometers per hour. The average speed has reached 300 kilometers per hour. The same high speed, why did not cause security doubt? Monitoring alarm system along the railway is not set up any separate driving signals, but the use of automatic safety signal system, the driver can track the low-frequency current conduction in front of road conditions. There is an uninterrupted radio communication system between the cab and the control center to ensure the high speed and safety of the train. In addition, the car also has a passenger alarm system, a driver to prevent the driver from falling asleep, a fire alarm system, and a road disaster alarm system.

Trial runs do not take people to experiment France's high-speed rail will usually conduct 6 to 9 months of trial operation, which is the run-in period. Because this may be a failure of this kind. Judging from past experience, the problem of exposure during the break-in period actually helps to improve the high-speed rail system to ensure safe and smooth operation after the end of the run-in period.

It is worth mentioning that in France, the train during trial operation is not equipped with passengers and is mainly used for debugging equipment and systems. It was not until the end of the trial operation that manning was started.

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