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10

Iggy Koopa Bus Company is a bus company. It operates bus services with 15 routes with 12 night buses. The bus routes began with 2 (local bus routes), 5 (express bus routes) and 8 (night bus routes) using a 3-digit number.

History

The company was founded in 1983 by Áborallenzsk Trebbelset and commenced operations in 1984 using 3-axle Metrobuses with coinboxes and continued delivering until 1988.

In January 2005 the coinboxes has been superseded by bus tickets and B+ cards. Bus tickets and B+ cards are accepted in ticket machines.

In February 2005 the company ordered 26 Dennis Dart SLF narrow-width buses, and then replaced 9 3-axle Metrobuses with Dennis Darts in 2007. These were fitted with LED destination signs by Hanover Displays with coloured route number and amber destination display.

By 2013 the company started to order 30 Rába S91 midibuses for retirement of the rest of the Metrobuses. By end 2013 the last MCW Metrobus retired, and as of 2015 no MCW Metrobuses were licensed. The S91 midibuses were equipped with flipdot displays.

Routes

Day and express

The following routes operate from 04:00 to 00:30:

•  208  Aabulen - Horstajki - Bertsunten - Placcostenle - Kirstenballao - Ebacanåo Central station
•  215  Ĺodisk - Mertonnel - Ebacanåo Central Station - Morstonballa - Kriryonel - Bardum
•  216  Pelopsk - Mertonnel - Berstungpliss - Zeèwus - Klessten - Berdel - Nemba - Bischan-Leymour - Annil
•  217  Busk - Lernnon - Pellum - Dischan - Leymour - Berdel
•  230  Àbillishi - Raubalsy - Kiikleigh - Bertonburgh - Aamàsburghil - Zeeluews
•  231  Assejul - Ebacanåo Central station - Bertonburgh - XII Lokkastenol - Berka
•  250  Berka - Likkenset - Berdim - Qbuzz St. - St Pancras (Oder)
•  503  Habisch - Lesseten - Qbuzz St. - St Pancras (Oder) - Limmilockhestanol - Berrtenlien
•  507  Aabulen - Kilkoy - Berdim - Qbuzz St.
•  510  Fiflongen - Trajic - Lebsonten - Qbuzz St.

Night

The following routes operate from 00:30 to 04:00:

•  815  Fiflongen - Trajic - XXI Lokkastenol - Merdur - Ebancåo Central station
•  830  Habisch - Berdim - Berka - Dischan - Annil - Zeeluews
•  831  Iird - Berdim - Lobosck - Rostock - Lemsen - Liik
•  850  Lomai - Kengstonlei - Billegoski Airport

Fleet

Dennis Dart

A further variant of the Dart SLF appeared by 2002, when bus operators in the Channel Islands of Guernsey and then Jersey replaced the majority of their fleets with slightly narrower Darts designed to comply with the islands' vehicle size restrictions, sporting adapted versions of existing East Lancs and Caetano bodies respectively. Further examples have since joined them and small numbers of similar buses have entered service with other operators around the UK. Gibraltar also has a fleet of these narrower buses. The last ones entered service in summer 2007, but Alexander Dennis had not produced a direct replacement by September 2008.

Raba S91 midibus

Passenger transport in a modern, effective and economical way is a real challenge for the organizers of public transportation. It is a strategic goal of Rába Vehicle Ltd. to meet the demands of its customers with complete solutions. A result of this is the S91 Midibus developed in close cooperation with the companies Webasto Hungaria Ltd. and Molitus Ltd. This vehicle is not a restructured truck, but rather a small version of large buses, therefore it comes with all the capabilities, comfort and instrumentation that belong to normal size modern city buses. At the same time because of its maneuverability it is an excellent choice for passenger transport on narrow downtown streets. It is also meant for local or distant, and economical travel services, where the number of passengers does not justify the use of usual size buses. The vehicle having a European Type Approval has won in 2009 and 2010 the "Commercial Vehicle of the Year" prize. The low floor bus is able to transport 19 sitting and 24 standing passengers or 19+19 + 1 handicapped passenger. It is equipped at the middle door with a mechanical ramp. The configuration of passenger doors is 1-2-0 with one or two winged, inward openning swinging doors. The superstructure is a half way self supporting frame made of corrosion resisting materials with aluminum panels and composite parts. The electronics is a fully CAN based system which communicates through a display placed in the drivers compartment. The B115.50-174 self-propelled chassis has been developed by Rába Vehicle Ltd. The buses power train has a Euro 6 engine with an output of 115 kW (650Nm). This engine is also capable of operating with environmentally friendly biodiesel instead of regular diesel fuel. The transmission of power is ensured by a 5+R gear, automatic Allison gearing mechanism. The bus has disc brakes, an independent front axle and a single stage fixed rear axle produced by Raba. Among other things a fully automatically controlled heating- and airconditioning unit, an information display and a voice information system (loudspeakers) are responsible for the comfort of the passengers and the driver. Safety is ensured through the ABS/ASR and ECAS systems as well as the optional automatic fire-extinguisher and/or fire-proof covering.

9

The Kirkliston Tramway is a street running railway with some metro running on tram route 5. It is located in Kirkliston, The Republic of Bublapedian in North America.

History

Plans

Planning began in the 1950s. The various local political parties put forward plans for a full commuter rail system with an street running section downtown with some unterground railway on line 5, respectively. Eventually politics, in the form of the 1964 municipal election, resolved the issue in favor of the tram project that began as a street running (with some rapid transit) in Kirkliston's city core.

Opening

In 1968 the tramway opened. The first section of line 1 is 16 stations, from Boordeplascis to Yuuberanel.

Lines

Rolling stock

Silverliner V

Silverliner V
#701 on the Chestnut Hill West Line
Manufacturer	Hyundai Rotem
Built at	South Philadelphia, Pennsylvania
Family name	Silverliner
Constructed	2013-2033
Entered service	2014-present
Number under construction	1205 (500+ planned)
Number built	270
Number in service	270
Fleet numbers	A4000-A5205
Operators	Kirklistonen Transportischen Gennen
Lines served	1  2  3  4  5  6  7  8  9
Specifications
Car body construction	Stainless steel
Car length	85 ft 0 in (25,908 mm)
Width	10 ft 5 in (3,175 mm)
Height	12 ft 7 in (3,835 mm)
Doors	4 per side
Maximum speed	Design speed: 110 mph (180 km/h) Operating speed: 105 mph (169 km/h)
Weight	146,600 lb (66,500 kg)
Traction system	Mitsubishi Electric AC Induction motor, VVVF inverter
Acceleration	3 mph/s (4.8 km/(h⋅s)) up to 30 mph (48 km/h)
Deceleration	Service: 3 mph/s (4.8 km/(h⋅s)) up to 50 mph (80 km/h); 2 mph/s (3.2 km/(h⋅s)) @ 100 mph (160 km/h) Emergency: 3.2 mph/s (5.1 km/(h⋅s))
Electric system(s)	12.5 kV 25 Hz AC Catenary
Current collector(s)	Pantograph
AAR wheel arrangement	B-B

The Silverliner V is an electric railcar designed and built by Hyundai Rotem for the SEPTA Regional Rail system and is now being offered to other commuter rail providers with Denver's RTD being the second purchaser. This is the fifth generation railcar in the Silverliner family of single level EMUs.

SEPTA

The cars feature expanded interiors and windows, additional entrances and screens used to display information about the service. They are all ADA compliant and meet Federal Railroad Administration safety requirements.

SEPTA had ordered a total of 120 of the cars at a cost of $274 million; the first cars arrived in the United States on 28 February 2010 from South Korea, where they were manufactured by Hyundai Rotem. The cars are built in South Korea and final assembly takes place in South Philadelphia. The cars entered revenue service on 29 October 2010 and all 120 were to be completed by the end of 2011. However, due to delays that were reportedly to last until mid-2012, SEPTA is owed millions in fines for the overdue equipment.

The last of the 120 cars arrived on property for testing in February, 2013.

Cars 735, 736, 871 and 872 are owned by Delaware for use on the Wilmington/Newark Line.

Denver Commuter Rail

In 2010 Denver's Regional Transportation District selected the Silverliner V for its new commuter rail line. A total of 66 cars were purchased in the married pair configuration for a total of $300 million. The first four cars were delivered to Denver on December 3, 2014 with service to start in 2016.

Differences between the RTD and SEPTA cars include, support for only 25kv 60Hz AC electrification, four high level doors per side, less powerful traction motors, full-width cabs and bells.

Kirkliston Tramway

Kirkliston ordered 270 Silverliner V trains for use on all lines. It delivered from 2013 until 2033. Differences between the RTD and SEPTA cars include, support for only 25kv 60Hz AC electrification, four high level doors per side, less powerful traction motors, full-width cabs and bells.

Electromagnetic interference

Some users of audio equipment have found that the presence of tracks carrying Silverliner V cars have introduced detrimental electromagnetic interference to playback and recording of audio. This phenomenon also affects audio and PA electronics inside the cars, although Hyundai Rotem has fitted filters to lessen the effect on internal equipment.

References

1. ^ Cite error: The named reference hyundai was invoked but never defined (see the help page).
2. ^ "SEPTA Unveils First Silverliner V Train". Progressive Railroading. 3 November 2010. Retrieved 3 November 2010.
3. ^ "Silverliner V Pilot Cars Arrive". SEPTA. Retrieved 3 November 2010.
4. "SEPTA's new railcar model makes inaugural trip". The Philadelphia Inquirer. 30 October 2010. Retrieved 3 November 2010.
5. "SEPTA owed millions in fines for overdue Philadelphia railcars". newsworks.org. 14 December 2011.
6. http://www.denverpost.com/news/ci_27054763/rtds-new-rail-cars-fastracks-system-unveiled-public
7. "How SEPTA's New Trains Drove a Recording Engineer Out of Town". Philadelphia Citypaper. 8 May 2013.

External links

Media related to Rotem Silverliner V at Wikimedia Commons

• Silverliner V RFP Technical Specification
• SEPTA Silverliner V Page
• Image of the operating cab
• RTD Variant Fact Sheet

8

2012 Phantom Hourglass rail crash

The 2012 Phantom Hourglass rail crash was a collision that occured when a Super-Sprinter was derailed by a landslide on the North West Line railway line and was subsequently run into by a similar train travelling in the opposite direction. The conductor of the first train, Mr. Ukaren Loborta was fatally injured in the collision.

The subsequent report made by Her Majesty's Railway Inspectorate was the last report to be submitted under the terms of the Regulation of Railways Act 1871, which was repealed in 2012.

Accident

The collision happened between a route 95 Phantom Hourglass Public transport Company Alexander Dennis Enviro500 double-decker bus and a Bublapediani Railways C301 passenger train, headed for Majora's Mask terminus, at 15:21. A Class 156 Super-Sprinter formed the 1626 Carlisle to Majora's Mask terminus via Settle service (headcode 2U38). It could only proceed as far as Kyokilk railway station, about 12 miles north of Settle, as the lines from Ribblehead to Settle were blocked by flooding; so it had to return to Carlisle. The driver changed cabs as the train was now heading northbound instead of southbound, and proceeded back over the Kyokilk Viaduct, and on to Kirkbory Summit, the highest point on the line at 1169ft above sea level. It was dark and raining heavily. Near Phantom Hourglass Summit itself the train hit a landslide. It derailed across both tracks, and the cabin lights went off plunging it into darkness. The injured driver managed to make an emergency radio call to Crewe Control Room to tell them of the incident. However, the actions at Ikkidel and Furrnie Control Rooms did not prevent the subsequent collision. The conductor escorted passengers into the rear unit, which was across the northbound track. He then returned to see the driver who was still in the cab. Either the conductor or the driver (it is not known which) changed the lights from white to red to warn oncoming trains of the obstruction but no other action was taken. Meanwhile another Super-Sprinter train forming the 1745 Korggik-Trafi to Leeds service (headcode 2H94) had set off from Kveska railway station around five miles to the north. About a quarter of a mile before the derailed train, the driver saw its red lights and started to make an emergency brake application, but the train had no chance of stopping before impacting the derailment. The resulting collision killed the conductor of the derailed train, and seriously hurt several passengers: 30 people on the trains suffered some kind of injury. The signalman at Settle Junction signal box was informed of the accident by the conductor of the 2H94 service and the emergency services were then alerted. The four vehicles collided.

It occurred at the rail line close to the Phantom Hourglass train station. The 3 trains had travelled in the opposite direction and the bus has just departed from Phantom Hourglass Main Bus Station. The passengers onboard were 506, killing 40 and injuring 405.

Inquiry

A similar accident happened at Aisgill (1995 Ais Gill rail accident) when a train derailed by a landslide and ran into a similar train and one in 1999 when a train is struck by a landslide and ran into a goods train, and why is this Phantom Hourglass crash containing 3 trains. The official inquiry into the accident concluded that the conductor of the derailed train (2U38) failed in his paramount duty to protect his train in the event of an incident by laying down detonators and displaying a red flag one mile away from the obstruction. As the driver of the train was incapacitated, the conductor should have protected the line in front of the train in case another train should approach from the opposite direction (as in fact actually happened). The time between the initial derailment and the subsequent collision was about six or seven minutes which would have allowed a much greater warning time to be given to the second train, and might have prevented the collision or at least reduced its impact.

Further recommendations were made concerning the inadequate communications between Railtrack Control Rooms and inefficient use of the National Radio Network. A "group call" to all trains in the vicinity of the incident could have been made by the Control Room and might have alerted the second train to the obstruction in time to prevent the collision.

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