Morningside Report and Summary Here - KiwiRail

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Design and Construction of Crossing What do the codes and standards require in terms of design and construction of pedestrian crossings? There are a number of designs used by KiwiRail for level crossings which involve different construction techniques. These include rubber level crossing systems, prefabricated concrete slabs, asphalt without runners and asphalt with runners. In some cases specific pedestrian design plans were available, but for asphalt crossings, road crossing designs were used. For asphalt crossings two design plans were available, one for asphalt road crossings without wooden runners and one with wooden runners. For level crossings constructed using asphalt with wooden runners, the wooden runners were inserted parallel to the outer edge of each rail. The purpose of this was to deflect road vehicles from impacting on the head of the rail as they passed over. In crossings of this type, the field gap between the runner and the rail in the design was 75mm wide and was required to be completely filled with asphalt. The design also included a 75mm flange gap between the inside of each rail and the adjacent runner. The flange gap was necessary so that the wheel flanges of rail vehicles could pass without striking the crossing surface. The depth of the flange gaps for the type of crossing used at Morningside Drive varied from 30mm to 37mm, depending on the size of the rail so that even with wear, the depth could not exceed 50mm if the crossing was built to plan. The floor of the gaps required 120mm of asphalt fill down to the supporting sleeper and fastenings. Designs existed for level crossings using the rubber level crossing systems. Where these were to be used, the Track Engineering Office in Wellington was required to be involved and arranged for specifications of the level crossing to be sent to the manufacturer who designed and submitted a drawing specification for the crossing for approval prior to supply of the rubber panels. In these cases the design drawing was specific to the particular level crossing they were being designed for. The rubber panels came in lengths of 600mm up to a maximum of 1800mm. The design flange gap for rubber level crossings was 70mm wide and 50mm deep. Examples of these crossings had been installed in the Wellington Metro area. A prefabricated concrete panel design was also available and there were several examples of these in the Auckland Metro area. These designs did not make provision for the filling of the flange gaps which are consequently full depth. Construction of the Morningside Crossing The Morningside Drive pedestrian crossing had originally been part of the vehicle level crossing. In 2011 prior to the Rugby World Cup and during the Auckland Rail Network preparation stage leading up to the Cup, the existing Morningside pedestrian crossing layout was considered to be inadequate for large crowd access / egress. It was decided that it be upgraded, including the maze layout, to provide more flexibility. Part of that upgrading included the separation of the pedestrian crossings from the vehicle level crossing. The crossings were installed over the weekend of 5, 6 and 7 June 2011. The Morningside pedestrian crossing was constructed using the asphalt and runner road crossing design. Alternatives of using either rubber panels or concrete slab inserts were considered. Concrete slabs were considered unsuitable because of the angle of this pedestrian crossing to the track (67 degrees) which meant that the three panels required for each of the six Report on Collision Train 126 with Power Wheelchair, Morningside, 25 February 2013 Page 10
individual crossings would be staggered which would result in a restricted width pathway in parts. Continuous pour concrete was not considered as a suitable construction method because of its tendency to crumble with movement from passing trains and the longer installation period required, over 24 hours. A rubber panel crossing was considered for the Morningside level crossing, however, the time to procure including design (4 months) was too long to meet the construction timeframe. The crossing at Morningside was therefore built to the specifications applicable to the construction of an asphalt road crossing as per Track and Structures Engineering Group Wellington Asphalt Road Crossing Drawing CE No 100 405. The project team had selected this standard because of its use in other existing pedestrian crossings in Auckland. Figure 6 Morningside Drive pedestrian crossing after completion of upgrading June 2011 Report on Collision Train 126 with Power Wheelchair, Morningside, 25 February 2013 Page 11
Page 1 and 2: Summary of KiwiRail’s Report into
Page 3 and 4: a. Consideration of whether (and if
Page 5 and 6: • 35 collisions between pedestria
Page 7 and 8: COLLISION TRAIN 126 WITH POWER WHEE
Page 9 and 10: Glossary Asset Data Base (ADB) At-g
Page 11 and 12: Figure 1 shows the layout of Mornin
Page 13 and 14: What caused the wheelchair to becom
Page 15: 83mm 75mm 72mm 92mm Field gap Direc
Page 19 and 20: Figure 7 Condition of Morningside D
Page 21 and 22: Undertaking the Work What do the Co
Page 23 and 24: No specific consideration was given

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