At least at the stations, I don't know about between. Either way I wouldn't
be surprised, considering most of the original security system was
Israeli-designed and built - and about El Al security I'll say no more! I
imagine Israeli passenger trains must have some stiff security.
[mailto:Canadian-Passenger-Rail@yahoogroups.com] On Behalf Of Jon Calon
Sent: Sunday, April 14, 2013 11:52 AM
Subject: Re: [CanPassRail] PTC was Perceived Risk on Various Modes
Is that for the entire line, or just at the stations? I don't recall seeing
any plates between the rails between stations...Is there some other means of
detecting unauthorized persons on the tracks between the stations, or are
they just relying on the fencing and grade separation?
It's also quite necessary for the intrusion detectors as the SkyTrain is
completely automated...If it wasn't for the intrusion detectors at the
stations, the train would plaster whatever was on the tracks and just keep
going, to the horror of everyone in and out of the train.
On 2013-04-14, at 9:04 AM, Mark W. Walton wrote:
> That's what I had in mind. Vancouver's Sky Train and TTC's Scarborough
> RT both have track intrusion detectors that shut everything down if an
> unauthorized person is detected at track level.
> Mark Walton
> -----Original Message-----
> From: Canadian-Passenger-Rail@yahoogroups.com
> [mailto:Canadian-Passenger-Rail@yahoogroups.com] On Behalf Of David
> Sent: Saturday, April 13, 2013 8:52 PM
> To: Canadian-Passenger-Rail@yahoogroups.com
> Subject: Re: [CanPassRail] PTC was Perceived Risk on Various Modes
> --- In Canadian-Passenger-Rail@yahoogroups.com, "Mark W. Walton"
> <mark.walton@...> wrote:
>> Might PTC give advance warning of a vehicle stuck on a level
>> the TTC bus that stalled on the St. Clair and Laurel crossing in 1975?
>> Whether the train would still have time to stop is another matter, of
> On 13 Apr, 2013, at 20:24, R L Kennedy wrote:
>> No. The bus did not interfere with the signals or track.
> However, when Sweden introduced the X-2000 high-speed train, they
> increased the speed allowed at level crossings to 200 km/h by placing
> trapped vehicle sensors into the road surface, by linking these
> sensors to the PTC system that Swedish Railways already had, and by
> installing magnetic track brakes on the X-2000, (subsequently also
> used on the German ICE trains), so that the trains could stop in time.
> The most serious accidents involving the TGV trains in France have
> also occurred at grade crossings where heavy road vehicles were
> disabled on grade crossings, (not on the high-speed lines).
> David Jeanes
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