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It also sets the foundation for Part B, where identified measures are analysed for risk reduction promise.","Answer",{"name":66,"@type":61,"acceptedAnswer":67},"How was the study conducted to identify derailment measures?",{"text":68,"@type":64},"The report uses consultation with infrastructure managers and railway undertakings to gather current measures, their effectiveness, and reliability experience. It then consults suppliers of technical measures for RAM performance, failure and false alarm information, and cost/lifecycle considerations, supported by regulatory and derailment research.",{"name":70,"@type":61,"acceptedAnswer":71},"What geographical scope and country coverage does the study use?",{"text":72,"@type":64},"The main scope covers EU-27 countries plus three candidate countries, Norway and Switzerland. 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Highbank House Exchange Street Stockport  \nCheshire  \nSK3 0ET Registered in England Company No. 1503799  \nSignature  \nSignature  \nSignature  \nProject No: BA000777  \n* Please use Project ID as reference in all correspondence with DNV  \nNo distribution without permission from the client or responsible organisational unit (however, free distribution for internal use within DNV after 3 years)  \nNo distribution without permission from the client or responsible organisational unit Strictly confidential  \nUnrestricted distribution  \nMaster-Final Rev 1.doc  \nReference to part of this report which may lead to misinterpretation is not permissible  \n21 July 2011  \nFreight Train Derailment: Part A Final Report Rev 1 European Railway Agency  \nPage i DNV  \n0.0 Executive Summary  \n0.1 Study Scope and Objectives  \nDet Norske Veritas is completing a study on behalf of the European Railway Agency (the Agency), the objective of which is twofold:  \n1. Part A has the objective of identifying all prevention and mitigation measures that exist today or could be implemented within the short term (before 1st of January 2013) or medium term (ready to be applied or to be introduced in EU regulation within 5 to 10 years) . This is to be achieved through the following schedule of activities:  \n• Task A.1- identification of existing operational and technical rules.  \n• Task A.2-description of the markets and technologies covered by the devices/systems in use or which may be used at medium term.  \n• Task A.3 - description of the rules (inc. specific devices/systems used) in generic functional and performance terms.  \n• Task A.4-advice on innovative longer term measures (unlikely to be available within 10 years) which might be considered in a future R&D project.  \n2. Part B has the objective of analysing the measures identified in Part A with a view to establishing those that show the most promise from a risk reduction viewpoint. Part B addresses such measures which are available at the short and medium terms.  \nThe geographical scope for this work is the EU-27 countries plus the 3 candidate countries, Norway and Switzerland. In addition, the USA and Japan are considered in the scope of safety measure identification, but limited to the most commonly used safety measures and to the foreseeable innovations at medium term.  \nThis document is the Final Part A report.  \n0.2 Methodology  \nPart A has involved a series of consultation exercises, in particular:  \n1. We consulted with infrastructure managers (IMs) and railway undertakings (RUs) to establish:  \n• The types of measures (technical, operational, organisational or human) they currently use to either reduce the frequency or mitigate the consequences of freight train derailments.  \n• The effectiveness of these measures.  \n• Their plans for introducing additional measures in the short term and beyond.  \n• Where an IM or RU had indicated the use of a technical measure, we asked them in a subsequent round of communication for their experience of the reliability performance and effectiveness of these measures.  \n2. Having established, from the consultation above, a full list of existing and potential future me","cbCaibjw9EO1UY5W","https://ap.wps.com/l/cbCaibjw9EO1UY5W","pdf",8384787,637,"English","# 0.0 Executive Summary\n# 0.1 Study Scope and Objectives\n# 0.2 Methodology\n## 1. Consultation with infrastructure managers and railway undertakings\n## 2. Consultation with suppliers of technical measures\n# 0.3 Results\n## 0.3.1 Measures to Reduce Freight Train Derailment Risk and Consultation","[{\"question\":\"What are the objectives of Part A in this report?\",\"answer\":\"Part A aims to identify prevention and mitigation measures that exist today or can be implemented in the short term or medium term. It also sets the foundation for Part B, where identified measures are analysed for risk reduction promise.\"},{\"question\":\"How was the study conducted to identify derailment measures?\",\"answer\":\"The report uses consultation with infrastructure managers and railway undertakings to gather current measures, their effectiveness, and reliability experience. It then consults suppliers of technical measures for RAM performance, failure and false alarm information, and cost/lifecycle considerations, supported by regulatory and derailment research.\"},{\"question\":\"What geographical scope and country coverage does the study use?\",\"answer\":\"The main scope covers EU-27 countries plus three candidate countries, Norway and Switzerland. The USA and Japan are also considered, but only for commonly used safety measures and foreseeable innovations at medium term.\"}]","Freight Train Derailment - Part A Final Report - Rev 1 | PDF",1605]