The Croydon disaster tram was being driven at almost four times the permitted speed when it crashed killing seven passengers, investigators revealed today.
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Speed indicators are displayed along a route to ensure a train does not go faster than the maximum permitted speed.
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The highway has three different speed zones. Between Drayton in Toowoomba to Westbrook the speed limit is . From Westbrook to Millmerran ( south west) it is . Between Millmerran and Goondiwindi the maximum permitted speed is .
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Data from Sailplanes 1965-2000 unless excepted. ;SB-8 V1:Original aircraft, empty weight of and a maximum take-off weight of . Flutter restricted maximum permitted speed to . ;SB-8 V2: Stiffened wing, weights increased by .
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Near Jindřichův Hradec there is a section of dual gauge track on the České dráhy line between Veselí nad Lužnicí and Jihlava. The maximum permitted speed today is and the steepest gradient is 2.6% near Kamenice nad Lipou.
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Maximum permitted speed is , though there are few places along the Gjøvik Line that allow such high speeds. Due to restriction on the catenary north of Roa, only one train can be on the northern section at any given time.
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Trains take 44 minutes today to work the 27 kilometre long line. This requires an average speed of just under 37 km/h. The highest permitted speed on the railway is 60 km/h. The route is operated by DB Regio Oberfranken.
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The maximum permitted speed was . The financial performance of the line was always poor, with the dividend never exceeding 1.5%. When the burgh of Wick voted to prohibit the sale of alcohol, some passenger traffic was generated by drinkers who travelled to Lybster to do so.
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The train can run up to between two periods. The rakes have a maximum permitted speed of on broad gauge tracks. The motorcoaches use DC traction motors. In 2017, ICF flagged off an LHB hybrid AC-AC MEMU rake based on the 1600 HP Medha DEMU architecture.
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The maximum permitted speed throughout the entire L101 railway is . The route was built in 1889 as Zalaegerszeg-Čakovec railway, but in 1945, after World War II, the route was dismantled between Lendava and Rédics. Slovenian Railways plans to rebuild the section between Lendava and Rédics.
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On arrival at Lunderskov the train had made up three minutes of its delay and seemed likely to make up the rest without running too fast. The maximum permitted speed through stations was 75 km/h (roughly 47 mph), and on open track 90 km/h (roughly 56 mph), but statements from passengers and from staff suggested that the speed pace was much faster than usual – perhaps up to 120 km/h. The inspector's report states that the maximum permitted speed was probably exceeded (up to 105 km/h (roughly 65 mph)), but not irresponsibly. When the train had passed Bramming station, the fireman on the leading locomotive saw a small sharp curve on the track ahead.
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Single units retained all 4 powered axles with a total of 750 hp. After the rebuild was completed, problems were encountered with both traction motor and axle bearing overheating which lowered the maximum permitted speed in service to 90 mph from 100 and then ultimately to 80 mph as the problems persisted.
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The line is divided into signal block sections of about 1,500 metres (~1 mi), the boundaries of which are indicated by blue square signs printed with a yellow- on-white triangle. A digital display on the train driver's dashboard shows the maximum permitted speed for a train's current block, as well as a target speed based on the status of the line ahead. The maximum permitted speed is based on factors such as the proximity of trains ahead (with steadily decreasing maximum permitted speeds in blocks closer to the rear of the next train), junction placement, speed restrictions, the top speed of the train and distance from the end of LGV route. Trains at high-speed take several kilometres to stop.
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As a train approaches a crossover to a normally opposite direction track the display will flash the "E/40" light. The driver confirms the indication and the permitted speed drops following the braking curve to . When the crossover section is reached the displays are switched off and the driver can proceed through the crossover at .
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A follow up report on the project stated; "The tunnel, including the shotcrete walls, the unshotcreted walls, the portals, and rigid track structure appeared in excellent condition."Burlington Tunnel Emergency Repairs: A Case History, Pidgeon, K.A., Boscardin, M., Riehl, W.S., February 2011 The current permitted speed limit for trains operating through the tunnel is less than .
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Provision for water ballast, maximum permitted speed increased to ;SB-9 Stratus: The SB-8V2 modified with a four-part wing of span, fitted with elastic flaps. SB-9 Stratus was first flown January 1969. It is Empty weight, , maximum in flight weight, ballasted, . Flutter problems tackled with a span reduction to and mass-balancing the ailerons.
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On 26 November 2015, it was reported that one of the ETR 400 eight-car sets reached during testing; however, under normal initial conditions, the trains will be limited to as this remains the maximum permitted speed on the Italian high-speed network.Chiandoni, Marco and Keith Fender. "ETR 400 sets new Italian rail speed record." Rail Journal, 26 November 2015.
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In the 1950s the number climbed to seven with four on Sundays. From the 1950s crude oil was loaded and transported and, for periods of time, an entire oil train called daily. In 1959, after a thorough renovation, the maximum permitted speed on the line was raised to 60 km/h. From 1959 passenger trains to Celle called at the Deutsche Bundesbahn station.
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They could be worked hard and were a favourite with crews. Although restricted to a maximum permitted speed of 60 mph (96 km/h), the D3s were known to be capable of up to 75 mph (120 km/h). With their ability to travel at relatively high speed and their low axle load, the D3 helped to speed up passenger services on many lightly laid branch lines.
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Further to the southeast, the line links to the R102 at Sunja. At the eastern terminus, in Novska, the railway links to the M103 (to Zagreb via Dugo Selo) and the M104 to Vinkovci and Belgrade. The M502 railway is electrified using a 25 kV 50 Hz AC overhead line system and it is single-tracked. The maximum permitted speed along the M502 varies considerably.
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The locomotive, PKP class EU07, number 1034, and all four carriages derailed. The first carriage turned over. The train was full, carrying almost 280 passengers, as the accident happened on the Friday before the long weekend of the Assumption Day holiday. After the accident, it was reported that the train had been travelling at on a section of line where the maximum permitted speed was only .
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Construction of the line from Landshut to Neumarkt a. Rott (now Neumarkt St. Veit) was authorised on 1 February 1880 and the 38.88 km long route was opened on 4 October 1883. Initially the permitted speed on the route was just 30 km/h. On 1 June 1889 the railway was designated as a main line and its top speed raised to 50 km/h.
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B-series train at Trollhättan Station on the Norway/Vänern Line in Sweden Class 73 is a four-car electric multiple unit built by Adtranz. Each four-car train has eight bogies—of which three are powered—with a total power output of . The trains have active tilting, which allows speeds 20 to 30 percent higher than conventional trains through curves on conventional lines. Maximum permitted speed is .
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The system is designed for a maximum train speed of 80 km/h. However, the Research Design and Standards Organization (RDSO) fixed the speed at which trains are allowed to commercially operate at 67.50 km/h on straight sections, 35 km/h on curves, and 45 km/h in stations. The maximum permitted speed on the underground section is 40 km/hr. Purple Line trains usually operate at speeds of 38–40 km/hr.
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The first variant, called the T 1, emerged from a joint project with the firm of Krauss in their railway company's own workshop. The 12 locomotives built between 1871 and 1873 belonged to the few engines that were developed specifically for the Oldenburg railways. They had a boiler pressure of 98.1 kN and maximum permitted speed of 40 km/h. These engines had already been retired on the formation of the Deutsche Reichsbahn.
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The tunnel is a two-track concrete tunnel with a maximum permitted speed of 250 km/h. There is an emergency exit about halfway through the tunnel, at km 127 (), which is accessible through a 15 metre deep staircase. The maximum depth of the tunnel is 175 metres. Originally, two separate tunnels were planned, the Mündener Staatsforst tunnel (5,580 m) and the Lutterberg tunnel (4,440 m), to be joined by a bridge over the Wandersteinbach.
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Wagstaff recalled Spencer moving the power levers back "quite quickly." Shortly after the power levers had been moved back, both propellers oversped simultaneously, exceeding by over 60% their maximum permitted speed of 1,200 rpm and seriously damaging both engines. The noise in the cockpit became deafening, rendering communication between the pilots extremely difficult, and internal damage to the engines caused smoke to enter the cockpit and cabin through the air conditioning system. The emergency caught both pilots by surprise.
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In the Salisbury rail crash of 1 July 1906, a London and South Western Railway (LSWR) boat train from Plymouth Friary railway station to London Waterloo station failed to navigate a very sharp curve at the eastern end of Salisbury railway station. The curve had a maximum permitted speed of , but the express had been travelling at more than . The train was completely derailed and smashed into a milk train and a light engine, killing 28 people.
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Around year 2020–2030 a new high-speed line for 300 or 320 km/h is planned to be opened between Linköping and Södertälje. It is called Ostlänken and will cut travel time by 40 minutes. There are also plans to increase the permitted speed to between Nässjö and Hässleholm around 2020. Both plans are delayed until further notice by the government, both for cost reasons, and awaiting the political discussion of how to improve the railway network.
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The Cudgewa line was one of Victoria's steepest, and runaway vehicles were frequent leading to some of the KCC fleet being scrapped after only a year or two in service. One such train was recorded at twice the maximum permitted speed around a curve before derailing. Written-off KCC wagons were replaced with other conversions taking on the same number. As the cement traffic reduced the KCC wagons were stored, then modified for other uses as required.
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An unscheduled pit stop may see other services performed; because unscheduled stops are often due to damage or mechanical problems, they may include emergency repairs and replacement of parts. In some forms of racing, a team may be ordered to bring a vehicle into the pits as a penalty and either drive through the pit lane at the maximum permitted speed or remain stationary in their pit box for a specified period of time. During this time no services can be performed.
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Headed by a LMS Class 5 4-6-0 steam locomotive No 45274, the 12:15 York to Bristol express, consisting of ten carriages, approached Sutton Coldfield railway station at about 55-60 mph (88-96 km/h) — twice the permitted speed of 30 mph. When it reached the sharp curve immediately before the station, the train derailed, colliding with the platforms. The carriages, engine, and station buildings were severely damaged. The first carriage was crushed between the engine and the second carriage.
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After the accident, four persons were put on trial charged with "alleged involuntary manslaughter" (fahrlässige Körperverletzung mit Todesfolge) – the train driver, the editor of the drivers' bulletins, and two persons from the construction planning service. The station director was not charged. The train driver testified that his interpretation of the driving info and the actual signalling suggested a maximum permitted speed of 120 km/h. One of the construction planning coordinators testified that he did mention a possible misinterpretation in a meeting allowing for a potential danger.
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Mechanical distant signal A distant signal is one that cannot display a 'danger' aspect. However, it is able to display a 'caution' aspect, which gives the driver advance warning that the stop signal ahead may be displaying 'danger'. The distant signal is installed at roughly full braking distance on approach to the stop signal to which it applies, taking into account the gradient, the permitted speed, and the braking performance of trains. On sighting a 'caution' aspect, the driver must prepare to stop at the signal ahead.
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The maximum permitted speed along the Dugo Selo–Moslavačka Gračenica section is , while the maximum speed along Moslavačka Gračenica–Novska section . At its western terminus in Dugo Selo, the railway connects to the M102 and M201 railways connecting Zagreb and Budapest (via Koprivnica) respectively. In Banova Jaruga, the railway connects to the L205 railway extending north towards Lipik. At the southern terminus of the railway, located in Novska, the railway links to the M104 railway connecting Zagreb via Sisak as in addition to the M105 railway.
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The line was opened in 1998, at the same time as the airport that gave the line its name. It is used by the Flytoget airport express train service as well as express trains by Vy. It is the only high-speed railway in the kingdom, with a maximum permitted speed of . Most of the line between Oslo and Lillestrøm is through the Romeriksporten tunnel—the longest railway tunnel in Norway. The decision to build the line was made in 1992; construction started two years later.
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The Drivers Cabin of a 29000 Class unit Each set comprises two driving end cars (DM1 and DM2) and two intermediate cars (MDT and MT) They are capable of operation as two sets of their own class or in formations of up to 10 cars with either 2600 Class or 2800 Class DMUs. Each car is fitted with a 294 kW MAN traction engine and a Cummins generator engine, both mounted underfloor. Each 4-car set is long, high and wide. They have a maximum permitted speed of 120 km/h (75 mph).
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ATP switchboard in a Taiwan Railways Administration DR2700 series carriage Automatic Train Protection notice on a First Great Western InterCity 125 Automatic train protection (ATP) is a type of train protection system which continually checks that the speed of a train is compatible with the permitted speed allowed by signalling, including automatic stop at certain signal aspects. If it is not, ATP activates an emergency brake to stop the train. ATP systems are now a legacy, defunct technology that has been superseded throughout Europe and internationally by the European Rail Traffic Management System.
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The line underwent upgrades from 1910 through 1940 in which the section from Oslo to Ski received double track, the permitted weight and speeds were increased and the line was electrified. From 1989 to 1996 the section from Ski to Sandbukta received double track and the maximum permitted speed increased to . Work since 2015 been under way to upgrade most of the line to high-speed. This includes the Follo Line which should offer a direct route from Oslo to Ski by 2021, and new tracks at least as far as Halden by 2030.
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The Eltham Well Hall rail crash was an accident on the British railway system that occurred on 11 June 1972 at approximately 21:35. An excursion train from Margate to Kentish Town derailed on a sharp curve at Eltham Well Hall station, Eltham, London. The curve had a Maximum permitted speed to be taken at but the train was estimated to have been travelling at resulting in the locomotive and all but one of the ten carriages derailing. The driver Robert Wilsdon and five passengers were killed, and 126 people were injured.
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When slightly opened the upper brakes will spoil the lift, but when fully opened will present a large surface and so can provide significant drag. Some gliders have terminal velocity dive brakes, which provide enough drag to keep its speed below maximum permitted speed, even if the glider were pointing straight down. This capability is considered a safer way to descend without instruments through cloud than the only alternative which is an intentional spin. ;Flaps: Flaps are movable surfaces on the trailing edge of the wing, inboard of the ailerons.
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The tailplane carries a conventional single piece elevator and the rudder is fabric covered. On the groung the SB-8 is supported by a retractable, unsprung monowheel undercarriage, assisted by a tail bumper. The first flight was made from Brunswick airport on 25 April 1967; testing confirmed that the glass fibre structure was too flexible and at high speeds the SB-8 exhibited wing flutter, limiting its maximum permitted speed to . The low wing loading also limited its smooth air cross country speed as there was no provision for ballast.
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The old stations at the Roten Tor (Red Gate) and in Oberhausen were abandoned. Between 26 June 1965 and 3 October 1965, two pairs of trains per day using Class E 03 locomotives ran at 200 km/h on the line for the 1965 International Transport Exhibition in Munich, taking 26 minutes to complete the run. From May 1968 two trains, "Blauer Enzian" and "Rheinblitz", ran on the same route at a scheduled speed of 200 km/h. In 1977 the 42.7 km long section between Lochhausen and Augsburg-Hochzoll, was put into operation with a regular permitted speed of 200 km/h.
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Freight train passes to new work at Mammendorf, February 2010. New work near Hattenhofen New line being built on sand embankment at Haspelmoor The 43 km section between Augsburg and Olching line was rebuilt to four-tracks between 1998 and 2011 to carry significantly more traffic. One pair of tracks was dedicated to regional services (RB, RE) and goods traffic and the other to (IC/EC) and high-speed traffic (ICE) services. Heavy and more slowly running freight trains no longer obstruct the passage of faster ICEs. The permitted speed on the high-speed tracks is now 230 km/h.
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The state border–Čakovec–Kotoriba–state border railway (), officially designated as the M501 railway, is a railway line in Croatia that connects the towns of Čakovec and Kotoriba to Slovene railway network via Pragersko and the Hungarian capital city Budapest via Murakeresztúr. The line is single-tracked and non-electrified. The maximum permitted speed along the Slovene border–Čakovec section is , while the maximum speed along the rest of the line is . The M501 railway connects to the rest of the Croatian railway network in Čakovec, where the R201 line extending south to Varaždin forms a junction with the M501.
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The general permitted speed on the line is 40 mph (64 km).Network Rail, Scotland Route Sectional Appendix, 2015 All the stations on the route had island platforms, "a successful innovation which reduced staff costs and gave effective control of passenger flow".Colin Johnston and John R Hume, Glasgow Stations, David & Charles, Newton Abbot, 1979, Pollokshields East was closed from 1 January 1917 to 1 March 1919 and Crosshill station was closed from 1 January 1917 to 1 June 1919 as a wartime economy.According to Kernahan and Butt; Quick says Pollokshields East and Crosshill reopened on 1 April 1919.
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The Flåm Line starts at Myrdal Station, where it connects with the Bergen Line. The Flåm Line runs from Myrdal on the Bergen Line to Flåm. Myrdal Station is located in a mountain pass at above mean sea level (AMSL), while Flåm is located at AMSL. The line's maximum gradient is 5.5 percent, and of the line's have at least 2.8 percent gradient. The line has standard gauge and a minimum curve radius of ,Gubberud & Sunde (1992): 125 and is the steepest standard-gauge railway in Europe.Thue (2002): 10 Maximum permitted speed upwards is , while it is downhill.
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Pressed Metal Corporation South Australia bodied Mercedes- Benz O305G on the O-Bahn Bus in 1997 The Adelaide Metro's most frequented route is the O-Bahn guided busway to Modbury carrying around 9 million passengers a year. It is the world's fastest and until 7 August 2011 the world's longest guided busway, with a maximum permitted speed of 100 km/h (62 mph) and a length of . It has three stations, Klemzig Interchange, Paradise Interchange, and Tea Tree Plaza Interchange at the Modbury end. Buses leave the track at Paradise or Tea Tree Plaza to continue services on normal roads, eliminating the need for passenger transfer.
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The aim of ATP was to prevent trains from both exceeding speed restrictions, and from passing signals at danger . The system was beacon based, with information transmitted to the train at fixed beacons. The on board computer takes track and signal information from the beacons, and calculates the maximum speed of the train . When the maximum permitted speed decreases, such as when approaching a signal at danger, three braking curves are calculated: the indication curve, which is the ideal deceleration to the new limit; the warning curve, above the indication curve, which causes a warning to the driver; and the intervention curve, above the indication curve.
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Despite their moderate size compared to American and Canadian-built 2-8-4s, the Soviet 2-8-4 was a good example of a Berkshire type designed for heavy express and passenger train service. It had a grate, boiler pressure, boiler heating surface of which was superheated, and only 20 to 21 tons maximum axle load. Their diameter coupled wheels and cylinders of bore and stroke, with a total weight of 133 tonnes of which 80.7 tonnes were adhesive weight, enabled the locomotives to easily reach the maximum permitted speed of with 700 to 800 tons behind the tender. The usual maximum speed was about , with an occasional need of .
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Seven high speed lifts, travelling at the maximum permitted speed of 600 feet (182 metres) per minute were installed. This was amongst the largest lift installations in any Sydney office building during the interwar period. Some of the innovations to be found in the building included the largest mechanical ventilation system installed in any Australian building of the time, (no doubt due in part to there being three floors constructed below the level of Phillip Street) while the exhaust fan in the system was the largest that had yet been installed in any Australian building up to that time. The basement levels contained the printing machinery and heavy storage.
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The dynamic behaviour of the wagons was the problem, but the solution adopted was to reduce the permitted speed of the wagons to 45 mph, and to reduce the track gauge by one-eighth of an inch, to 4 ft 8⅜in (1432mm) for new installations of continuously welded track on concrete sleepers. Of course the long life cycle of the track meant that this conversion process would take 30 years or more to complete. However, the basis of the gauge narrowing was mistaken. The idea seems to have been to reduce the free space for lateral movement of the wagons, so that they would be "contained" to run in a straight line.
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Dashboard instruments show the maximum permitted speed for the current block and a target speed based on the profile of the line ahead. The speeds are based on factors such as the proximity of trains ahead (with steadily decreasing speeds permitted in blocks closer to the rear of the next train), junction placement, speed restrictions, the top speed of the train and distance from the end of the LGV. As trains cannot usually stop within one signal block, which can range in length from a few hundred metres to a few kilometres, drivers are alerted to slow gradually several blocks before a required stop. Two versions, TVM-430 and TVM-300, are in use.
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In 1994 AVE trains on the Madrid–Seville line began to run at 300 km/h, cutting journey times by at least 40 minutes and covering the 471 km in hours, though it is unlikely that much of a saving came from the increase in maximum speed, because only a small section of the line near Los Yébenes has the alignments for 300 km/h operation. The maximum permitted speed is 270 km/h between Atocha station and Brazatortas, save for the approaches to the intermediate stations (Atocha, Ciudad Real and Puertollano). Beyond Brazatortas, the line is only authorised for 250 km/h operation, which drops to 215 km/h in the Sierra Morena mountains and 90 km/h around Córdoba station.Ferropedia.
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The derailment was found to be due to a broken rail at a rail joint, where a fatigue crack through the first bolt hole in a running- on rail had progressively developed and a triangular piece of rail had broken out. The sleeper at the joint had previously failed and been replaced with a shallower timber replacement. This replacement had not been well packed, was on a shallow layer of clean ballast and the rubber pad supporting the rail on the adjacent concrete sleeper was missing. After the derailment passengers commented about trains running at excessive speed, but British Rail routinely monitored this and the number of trains running in excess of the permitted speed was small and normally only by a small amount.
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For over forty years, the A2was the main express passenger locomotive on the VR, hauling intrastate and interstate services. With a maximum permitted speed of Pearce et al., p. 21 the A2was instrumental in the acceleration of timetables on many lines in the years following its introduction. They famously ran the Geelong Flier service (the first "named" train in Victoria) slashing journey times between Melbourne and Geelong from 90 minutes to 63 and finally 55 minutes, a time not significantly improved upon until the introduction of 160 km/h Regional Fast Rail services in 2006. A2s were also used to haul a number of special services, such as the Royal Trains for the Prince of Wales' and the Duke of York's Australian tours in 1920Public Record Office Victoria Series VPRS 12800/P1 Item H 1027 retrieved 2 October 2006 and 1927 respectively.
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In the case of driver-only operated trains, a dead-mans hold over button was provided, so the driver could exchange the token without the emergency brake being applied. A large staff could be handed over without any special apparatus, but if the system in use employed miniature staffs, tablets or key tokens, these were usually placed in a leather pouch attached to a hoop, and the fireman could put their arm through the hoop held up by the signalman, and vice versa as the locomotive ran past. In UK practice the permitted speed for this was in daylight, but there are stories of drivers anxious to make up lost time when running late, and passing the exchange point at much higher speeds; bruised upper arms were common among signalmen and firemen on such lines. Fixed token exchange apparatus was used on some railways.
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