ISRAEL RAILWAYS LTD.

RAILWAY BUFFER STOPS PLANNING GUIDELINES

JULY 2009

YENON PLANNING CONSULTING & RESEARCH LTD.

Civil engineering, roadways, steel tracks, traffic, imaging, Landscape architecture,
constructions, measurements and project management

RAILWAY BUFFER STOPS PLANNING GUIDELINES Page 1

 ISRAEL RAILWAYS LTD.

RAILWAY BUFFER STOPS PLANNING GUIDELINES

Members of the Steering Committee:

Dr. Arkadi Rabinovich Engineering Branch Supervisor, Planning Division, Israel Railways Ltd.

Edited By:
Eng. Selva Kaplanovich YENON PLANNING CONSULTING & RESEARCH LTD.
Eng. Alex Lerner YENON PLANNING CONSULTING & RESEARCH LTD.
Eng. Imad Zidan YENON PLANNING CONSULTING & RESEARCH LTD.

YENON PLANNING CONSULTING & RESEARCH LTD.

Civil engineering, roadways, steel tracks, traffic, imaging, Landscape
architecture, constructions, measurements and project management
4 HaYozma st., Tirat HaKarmel, P.O. Box 444, 30200
Tel: 04-8569000 Fax: 04-8569010
Email: yenon@yenon.co.il
http://www.yenon.co.il

RAILWAY BUFFER STOPS PLANNING GUIDELINES Page 2

 Table of Contents
1.Introduction............................................................................................................................................5
2.General....................................................................................................................................................5
3.Classification of Buffer Stops...................................................................................................................6
3.1.Arresting Devices........................................................................................................................6
3.2.Fixed Buffer Stops.......................................................................................................................7
3.3.Friction Buffer Stops...................................................................................................................7
3.4.Hydraulic Buffer Stops..............................................................................................................11
3.5.Wheel Stops..............................................................................................................................12
3.6.End Impact Walls......................................................................................................................13
4.Braking Distances..................................................................................................................................16
5.Collision Speeds.....................................................................................................................................17
6.Geometric Conditions...........................................................................................................................18
7.Calculation of Kinetic Energy and Braking Work...................................................................................19
7.1.Kinetic Energy...........................................................................................................................19
7.2.Braking Work............................................................................................................................20
8.Criteria for the Design and Placement of Buffer Stops.........................................................................22
8.1.Designing of Buffer Stops.........................................................................................................22
8.2.In-station Buffer Stops..............................................................................................................22
8.3.Special Areas.............................................................................................................................23
8.4.In-tunnel Buffer Stops...............................................................................................................23
8.5.Temporary Arrangements.........................................................................................................24
9.Buffer Stop Requirements.....................................................................................................................25
9.1.Adjustment of Buffer Stops for Rolling Stock bumpers............................................................25
9.2.Buffer Stop Markings................................................................................................................25
9.3.Buffer Stop Color......................................................................................................................26
10.Buffer Stop Risk Assessments.............................................................................................................27
10.1.Definition of Risks to which Buffer Stops are Exposed...........................................................27
10.2.Calculation of Weighted Coefficients (Table 2).......................................................................27
10.2.1.Integrated Collision Potential Coefficients (Table 3)...........................................................28
10.2.2.Integrated Buffer Stop Coefficients (Table 4)......................................................................29

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 10.2.3.Integrated Train Type Coefficients (Table 5)........................................................................29
10.2.4.Integrated coefficients for Areas Located Behind Buffer Stops (Table 6)............................29
10.3.Undertakings for reduction of Risk Levels..............................................................................30
10.4.Reassessment of Risk..............................................................................................................30
11. List of Place-markers .........................................................................................................................37
12. List of Appendices.............................................................................................................................38

List of Figures
Figure 3.1: An arresting device .............................................................................................. 6
Figure 3.2: Fixed buffer stop for marking of track end …......................................................... 7
Figure 3.3: Friction buffer stop without additional brake ….................................................... 8
Figure 3.4: Friction buffer stop with additional brake …......................................................... 9
Figure 3.5: Length of profile designated for reinforcement of track ….................................... 10
Figure 3.6: Hydraulic buffer stop ….......................................................................................... 11
Figure 3.7: Stop wheel with arresting device …....................................................................... 12
Figure 3.8: End impact wall of passenger train track …........................................................... 13
Figure 3.9: End impact wall for freight trains …....................................................................... 14
Figure 4.1: Braking distance …................................................................................................. 15
Figure 9.1: Marking of buffer stops with light reflectors …...................................................... 24

List of Tables
Table 1: Calculated Kinetic Energy Values E [kJ] of Colliding Trains …...................................... 18
Table 2: Assessment of Buffer Stop Collision Risk …................................................................ 30
Table 3: Assessment of Integrated Collision Potential Coefficient …....................................... 32
Table 4: Assessment of Integrated Buffer Stop Coefficient ….................................................. 33
Table 5: Assessment of Integrated Train Type Coefficient ….................................................... 33
Table 6: Assessment of Integrated Coefficient for Areas Behind Buffer Stop …....................... 34
Table 7: Recommendations for Execution of tasks to Reduce Risk Level ….............................. 35

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  Introduction
The Israel Railways Planning Division instructs its planners to design tracks in accordance with
“Guidelines for Planning of Steel tracks”
This document, “RAILWAY BUFFER STOPS PLANNING GUIDELINES”, constitutes an important
part of the instructions for planning of steel tracks and focuses on the design of different buffer
stop types in optimal locations as a derivative of the required safety level.
The instructions for placement of buffer stops shall serve both the planners and Israeli Railways
employees as a guiding document when determining buffer stop location and type.
The guidelines for placement of buffer stops are based on European standards such as :
German DS 800 01, English GC/DT 5033, Italian, Austrian and Greek.
All manufacturer names, supplier names and the names of any other equipment specified
herein are provided for convenience purposes only.

 General
Buffer stops are placed at the end of steel tracks for:
- Marking of track ends (terminus).
- Prevention of railroad car derailment and rolling.
- Stopping of trains in order to prevent injury, protect nearby structures and prevent damage
to rolling stock.
Buffer stops are not designed to replace the normal braking process of trains.
The braking work of buffer stops is limited due to technical and economic reasons.
Buffer stops must be designed such that they are able to absorb the kinetic energy of the train
running into them.

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  Classification of Buffer Stops
31
. . Arresting Devices
Buffer stops include several subsystems. Of these, arresting devices are one of the most
important.
Arresting devices hold the track rail head for braking and it is this part which connects
the buffer stop to the track rails.
Arresting devices include the following components:
1. A plate for holding of the arresting material and track rail,
2. A nut for holding of the arresting material, the holding plate and the track rail on
which the buffer stop is installed,
3. Arresting material,
4. An arresting rod,
5. A track rail,
6. and the track rail on which the buffer stop is installed.

These components hold the rail as illustrated in Figure 3.1 below.

Figure 3.1: An arresting device

All arresting device components are adjusted in accordance with the height and type of track
on which it is installed.
The braking force of arresting devices changes according to the type of device in place. The
forces fluctuate between 32 kN and 40 kN per device. The final braking force of all arresting
devices installed on the buffer stop depends on the braking distances [1].

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 32
. . Fixed Buffer Stops
Fixed buffer stops are placed at track ends before the end-loading platform in locations
such as factory complexes, ports, train yards, terminals, tail flank protections, etc.
There are two types of fixed buffer stops – those of steel and those of concrete.
Steel fixed buffer stops are placed on track ends in fixed form and do therefore not
create braking work. Such buffer stops only serve as track end indicators and are
equipped with red signal lights which work on a permanent basis (see Figure 3.2).

Figure 3.2: Fixed buffer stop for marking of track end

Concrete fixed buffer stops (see Appendix F') are placed in stabling tails, track ends in
factories and branches and of course in loading / unloading platforms.
In the event of collision between a train having a greater kinetic energy than the rolling
stock bumpers into which it collides, the rolling stock and arresting device shall sustain
damage.

33
. . Friction Buffer Stops
Friction Buffer Stops are placed on main lines of terminal stations, in track yards, on
secondary lines of functional tracks and in places where there is sufficient distance for
gradual braking of the trains (braking distance).
There are several types of friction buffer stops:
- Friction Buffer Stop (without additional brake)
 Friction Buffer Stop with additional Brake


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 Friction buffers include of the following components:
1. A collision triangle,
2. Braking devices,
3. Bumpers,
4. A holding device for returning the buffer to its former position following a
collision,
5. A reinforcement cross.

Figure 3.3 illustrates one main type of friction buffer stop without additional brakes.

Figure 3.3: A friction buffer stop without additional brake

When constructing friction buffer stops, it is necessary to ensure the track section
located behind the buffer stop is perfectly straight and sufficiently long to allow
unobstructed backward movement of the buffer stop (braking distance).
Upon collision between a train and the buffer bumpers, all of the kinetic energy forces
created pass through the various buffer parts to the arresting devices and from there
down to the track rails. As a result of the friction created between the arresting device
and track rails, the train stops in a gradual manner. The buffer moves away from the
colliding train in the direction of the train's travel until it finally stops.
The addition of brakes nz, as illustrated in Figure 3.4, involves the installation of
additional brakes behind the buffer on top or below the existing rails using an extra set
of rails which are installed between the two primary track rails.
In cases where the kinetic energy is greater than the buffer stop's maximum braking

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 work, additional brakes are installed (See Figure 3.4).
The added brake system includes the following parts:
 Additional arresting devices for added braking,
 A Steel profile below rails for reinforcement of the track,
 Jointed connection belts between arresting devices,
 A lateral connection between the arresting devices.

Figure 3.4: Friction buffer stop with additional brakes

For each additional brake there are two arresting devices positioned in parallel and
connected to one another. The added brakes are connected to the buffer stop and to
each other using joint connection belts – see Figure 3.4.
When constructing friction buffer stops with additional brakes, it is necessary to ensure
the track section behind the buffer is perfectly straight and sufficiently long such that
there is enough space for unobstructed backward movement of the buffer stop (braking
distance) for the extra distance which is required for the addition of post-impact
arresting devices.
For examples of friction buffer stops see Appendix C'.
The arresting forces offered by buffer stop arresting devices and the added brakes
result in the creation of pull and torque forces on the track rails. In order to prevent the
track rails from rising as a result of torque forces which are created directly in front of
the buffer stop, to an extent that may surpass permissible levels, it is necessary to
ensure the friction buffer and added brakes are installed on track rails which are held
together using steel profiles, where the profile type is selected according to the type of
buffer stop and number of arresting devices which are installed.
The length of steel profiles used for strengthening is divided into the following sections

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 – see Figure 3.5:
▪ The front part – 3.5 meters long,
▪ Length of Buffer stop,
▪ Length of additional brakes,
▪ The back part – 0.5 meters long.

Figure 3.5 – Length of profile designated for reinforcement of track

34
. . Hydraulic Buffer Stops
Subject to approval of Israel Railways, terminal stations which do not offer sufficient
distance for gradual braking of trains (braking distance), require installation of buffer
stops with hydraulic braking systems which are in fact a type of combination between
fixed and friction type buffer stops – see Figure 3.6.
Hydraulic systems are designed to absorb, in part, the kinetic energy which is released
during impact and to stop the train in a gradual manner. For this reason, the extent by
which the maximum braking work is dependent on the speed of collision and the
system length is limited.

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 Figure 3.6 – Hydraulic buffer stop

Hydraulic buffer stops consist of two parts:

The back part, which includes the hydraulic system, from which the two arms which are
tied to the front part extend. The back part is fastened at the track end to a concrete
plate in a rigid manner that does not allow movement.
The front part, which is connected to the two hydraulic arms, is also connected to the
track rails. Upon collision of a train with this front part, the hydraulic arms move in the
direction of the train's travel and gradually slow the train down to a complete stop.

35
. . Wheel Stops
Wheel stops are designed for use inside rail yards and garages whenever the track is
frequented by a small number of trains which are moving or being moved at extremely
low speeds.
Stop wheels are designed to stop rolling stock, railroad cars, locomotives and other rail
vehicles during shunting.
They are installed whenever there is a need to absorb small amounts of kinetic energy
or when there is not enough space for the installation of buffer stops which would have
been required for proper absorption of the kinetic energy required.

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 Such devices are not designed to absorb high levels of energy.
Stop wheels are installed onto tracks in pairs, with both devices standing in parallel to
one another.
Stop wheels are fastened onto the rails using arresting devices to which they are
fastened using screws – see Figure 3.7.
Stop wheels consist of three parts:
1. A collision plate,
2. An underside,
3. An arresting device.

Figure 3.7 – Stop wheel with arresting device

The braking work of stop wheels is relatively low and only works on the train's front
axle. For this reason, light-weight trains are able to rise above the wheel stop and derail
off the tracks.

36
. . End Impact Walls
End impact walls are positioned behind buffer stops and are used for the protection of
people, structures, and other special constructions located in areas with high
probability of a colliding train which may damage such structures, constructions, or
even cause injury or fatalities as specified in Chapter 8.
In places where end impact walls protect structures which may be destroyed, collapse
on top of a train, or which may potentially result in human casualties, stop walls are
implemented in order to push the train sideways during the collision, thus increasing
the distance between the colliding train and structures.
The myriad of buffer stops and end impact walls constitutes a single train stopping

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 system.

End impact walls are categorized into two groups:

▪ End impact walls for passenger trains inside stations.
In tracks carrying passenger trains, on which minimum braking capacity buffers of
2,500 kNm are installed, impact walls should be designed for compliance with
lateral forces of 5,000 kN at a collision height of 1 meter above the tracks rails.
The height of such end impact walls, as illustrated in Figure 3.8, shall be 1.5
meters [2, 4].

Figure 3.8: End impact wall of passenger train track

▪ End impact walls for freight trains and trains traveling on secondary lines.
In tracks carrying freight trains, in secondary lines or shunting, on which minimum
braking capacity buffers of 2,500 kNm are installed, the impact walls are planned

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 for compliance with lateral forces of 10,000 kN at a collision height of 1 meter
above the tracks rails.
The height of end impact walls, as illustrated in Figure 3.9, shall be 2.0 meters.
In order to ensure the wall's ability to withstand a collision of magnitude that is
typical of heavy trains, the wall design must take the concrete plate which
connects to it into account [2,4].

Figure 3.9 – End impact wall for freight trains

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  Braking Distances
The braking distance is defined as the distance which is required in order to ensure the gradual
stopping of a train which collides with a friction buffer stop – see Figure 4.1 which illustrates
the braking distance.

Figure 4.1 – Braking distance

Where:
lw - Maximum braking distance
lb - Buffer stop length
lv - The maximum distance intended for placement of the device and for ensuring braking
distance

It is necessary to ensure the track section which is within range of the braking distance is
straight and free of any obstacle which may interfere with proper functioning of the buffer
stop.
The track rails must be continuous, without any joints or welds which may cause the rails to
bend. The braking distance depends on the buffer stop's braking forces.
Longer braking distances require buffer stops with lower brake forces than those of shorter
braking distance. It is for this reason that buffers having longer braking distances are more
economical.
The recommended braking distances for friction buffer stops are as follows:
 Minimum braking distance for passenger trains approaching the track end - 8 meters [1]
 Minimum braking distance for all other train types. - 4 meters [1]
 Recommended maximum braking distance for all train types - 12 meters [1]

In special cases, when the 12 meter maximum braking distance recommended for all trains is
insufficient, a longer distance of 16 meters may be implemented subject to Israel Railways
authorization.
Recommended wheel stop braking distances - - 1.5 – 2.0 meters [6]
Shortening of a track's usable length due to the planning of a buffer stop and the required
distances must be coordinated with the Israel Railways Operations Division Design Unit.

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  Collision Speeds
The 'collision speed' is defined as the maximum permissible speed in which trains may travel
when colliding with a buffer stop.
The arresting forces of friction buffer stops are calculated based on the collision speed and
weight of the train.
Collision speeds classification based on train type:
 Passenger trains - 15 km/h [1]
 Freight trains - 10 km/h [1]
Collision speeds classification based on track type:
 Mail line trains - 15 km/h [6]
 Empty passenger trains or fright in shunting - 10 km/h [6]

In order to ensure compliance with maximum train speed limits, Israel Railways operates a
signalling system which monitors all train speeds. Israel Railways determines the maximum
speed limits at the approach to track ends, secondary lines, train yards etc. on the basis
geometric conditions and current state of track.
In order to ensure trains stop before hitting the buffer stop located at the track end, it is
necessary to install a Indusi System, with the final speed sensor being positioned 25 meters
before the buffer stop.
In flanks, rail yards, garages and shunting tracks it is not necessary to install an Indusi System
for monitoring of train speeds unless there is need for additional protection of adjacent areas
as specified in section 8.

Any Collision between trains and buffer Stops is considered a Rail Accident
In order to prevent the occurrence of accidents involving collisions between trains and buffer
stops, a minimum safety distance next to which trains are supposed to stop in the buffer stop
approach was set.
The minimum safety distances of the buffer stop approach are classified based on the type of
buffer stop used, as detailed below:
 Stop wheel - 1 meter
 Fixed buffer stop - 2 meters
 Friction buffer stop - 5 meters
 Friction buffer stop with additional brake - 5 meters
 Hydraulic buffer stop - 7 meters

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  Geometric Conditions
Horizontal Alignment
The angle by which a train collides with a buffer stop influences the manner by which the
kinetic energy is transferred to the buffer stop and subsequently to the track rails. Accordingly,
correct design of the horizontal alignment of the track section leading up to the buffer stop is
of vital importance.
The alignment of all buffer stop approaches must accordingly have no less than 20 meters of
straight track (tangent track) before the buffer stop itself.
In track ends, it is recommended the length of straight track leading up to the buffer stop be
greater than the length of the longest train using that track.

Vertical Alignment
When designing buffer stops, it is necessary to take the vertical alignment into account. Tracks
having a negative approach gradient (descending) when running in direction of the buffer stop
increase the kinetic energy released by the trains while tracks having a positive gradient
(ascending) decrease it. It is for this reason recommended:
 To place buffer stops of tracks with a positive approach gradient (ascending) towards the
stop.
 To avoid placing buffer stops in vertical inclinations.
In some cases, when there is need of protection, in protective flanks and based on field
conditions, it may be necessary to examine the type of buffer stop based on the analysis of
various criteria as specified in Section 8, subject to Israel Railways authorization.

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  Calculation of Kinetic Energy and Braking Work
The calculation of kinetic energy in trains which run on track rails which have a buffer stop
installed on them is considered as the first step in the design and selection of the correct type
of buffer stop based on the existing or planned conditions.

71
. . Kinetic Energy
Kinetic energy is calculated using the following formula:

Formula 1: Calculation of Kinetic Energy [1]

Where:
[kJ] Ekin – The kinetic energy of the train colliding with the buffer stop,
[ton] m - The weight of the train colliding with a buffer stop, see Appendix B',
For more information regarding the weight of rolling stock, it is necessary to
coordinate with Israel Railways in order to obtain data pertaining to the type
and weight of trains which are owned by Israel Railways and which make use
of the track which is located nearby the planned stop.
When calculating the weight of passenger trains, it is necessary to add the
weight of all passengers based on the maximum capacity of each given train.
[m/s] V - Collision Speed.

The calculation of kinetic energy is based on the assumption that the train crashes into
the buffer stop without any braking whatsoever. For calculated kinetic energy values of
different train weights and two permissible collision speeds - 10 km/h (2.8 m/sec) and
15 km/h (4.2 m/sec) - see Table 1.

Table 1: Calculated Kinetic Energy Values E [kJ] of Colliding Trains

Speed
(M/sec) Weight (tons) of colliding train
80 120 150 200 250 300 400 500 600 700 800 900 1000
2.8 m/sec 314 470 588 784 980 1176 1568 1960 2352 2744 3136 3528 3920
4.2 m/sec 706 1058 1323 1764 2205 2646 3528 4410 5292 6174 7056 7938 8820

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 Weighted kinetic energy is calculated by multiplying the calculated kinetic energy by the
safety coefficient. The safety coefficient 'K' is graded on the basis of the required level
of protection and the type of trains as follows:
 For passenger trains - 1.5 [6]
 For freight trains and shunting maneuvers in yards - 1.2 [6]
 For freight trains and shunting maneuvers in yards, when it is necessary to protect
various systems which are located behind or nearby buffer stops - 1.5 [6]
 For freight trains and shunting maneuvers in yards, in cases where there are traffic
zones, structures or residential houses located behind or nearby buffer stops which
require protection. - 1.8 [6]
 For preventing the fall of any train or track vehicle into an abyss - 2.0 [6]

The selection of a specific buffer stop type requires compliance with Condition No. 1,
when the buffer stop's braking energy 'W' is equal to or greater than the maximum
weighted kinetic energy Ekin * K of the various train types using that track:

W ≥ Ekin * K
Condition No. 1 [6, 1]

For an example of a typical buffer stop calculation, see Appendix D'.

72
. . Braking Work
The maximum braking work of buffer stops is calculated based on the number of
arresting devices installed on the buffer stop and on the additional brakes.
The braking work depends not only on the type and braking force of the arresting
devices, but also on the maximum braking distance permitted.
The braking work 'W' of friction buffer stops without additional brakes is calculated
using Formula 2:

W = nB * FB * lw [kJ]
Formula 2: Calculation of Braking Work [1]

Where:
nB [-] - No. of arresting devices

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 FB [kN] - The braking force of a single arresting device as stated by the manufacturer,
lW [m] - Length of maximum permissible braking distance.

The braking work of additional brakes which are installed behind buffer stops is
calculated using Formula 3 which includes reference to the number of arresting devices
nZ installed and the braking distances of each arresting device in separate.

Formula 3: Calculation of Braking Work with additional brakes [1]

Where:
nB [-] - The no. of additional arresting devices.
FBi [kN] - The braking force of a single arresting device 'i' based on the braking distance
lWi and manufacturer specifications.
lWi [m] - The length of braking distance of a pair of arresting devices 'I'.

The braking work of stop wheels is calculated using Formula 2,

Where:
nB [-] - The No. of arresting devices on a single stop wheel.

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  Criteria for the Design and Placement of Buffer Stops
81
. . Designing of Buffer Stops
When designing the type of buffer stop required, the following criteria must be taken
into account:
 Type of train
 Minimum and maximum weight of trains running on the given track
 The buffer stop approach gradient
 Frequency of trains on the track
 Local conditions such as location of structures, pedestrians, etc.
 Location of light signals and distances of visibility
 Signalling system for control of train speeds (Indusi System)
 Permissible collision speed
 The buffer stop's braking distance
 Assessment of existing state of track surface, falling leaves and impact of weather on
braking
 Visibility and lighting conditions
 Information regarding previous train collisions
 The type of coupler connecting the railroad cars
 Isolation of track joints and buffer stop electrical systems
 Transport of hazardous materials and their type

Following analysis of the above criteria and as required by Israel Railways, the planner
shall be required to fill out a Buffer Stop Order Form – Appendix A'.
The planner shall be required to submit the form, Appendix A', to the Israel Railways
Track and Environment Division for the purpose of placing the order as required.

82
. . In-station Buffer Stops
The exact location in which buffer stops are placed constitutes a main criterion when
designing the type of buffer stop required. When planning buffer stops, the following
criteria shall serve as the basis for the design:
 The type of track rails used within range of the buffer stop and additional brakes
include no joints or welds which may result in curving of the rails. It is necessary to
ensure a minimum safety distance of 3 meters between the buffer stop and the
nearest joint.

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  Within limits of the braking distance, it is necessary to maintain the dynamic vertical
clearance of trains free of all obstacles.
 It is prohibited to erect new buildings, support elements, or any other structure such
sales kiosks, ticket booths and food stalls within the following limits [1, 2]:
▪ At least 20 meters behind the front end of the buffer stop.
▪ At least 5 meters from each side of the track axis.
▪ At least 5 meters behind the front end of the buffer stop, at the platform end.
Subject to the approval of Israel Railways, waivers of these distances shall be allowed in
stations or track sections in which a signalling system is used for monitoring train
speeds.

83
. . Special Areas
Areas in which the integration of additional safety measures must be considered are
those special areas in which the following conditions are met:
 Based on the assessment of criteria specified in section 8.1, there is a high
probability of derailment.
 Based on the assessment of criteria specified in section 8.1, there is a high
probability of serious damage in the event of train derailment.
 There are various critical structures, pillar supported structures, work places, shops
or crowd concentrations within a 5 meter radius around the buffer stop.
 When shunting, there is a chance freight or passenger trains may roll down into an
abyss or lower level.

Additional safety measures:

 Construction of end impact walls as specified in Section 3.6
 Improvement of lighting conditions in the buffer stop approach.
 Installation of signs displaying distances to the buffer stop.
 Limitation of train speeds when approaching buffer stops.
 Identification and removal of nuisances / obstacles.

84
. . In-tunnel Buffer Stops
In terminal station tracks and secondary lines that run through tunnels it is necessary to
verify the tunnel length is extended to the required length in accordance with the
braking distance specified in Section 4 plus 3.0 – 5.0 meters.

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 85
. . Temporary Arrangements
Temporary buffer stops which are installed due to various railway works must comply
with all of the criteria detailed above.
In addition, the following conditions must also be taken into consideration:
 Duration of the temporary works
 The existence of work sites or temporary structures behind the buffer stop

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  Buffer Stop Requirements
91
. . Adjustment of Buffer Stops for Rolling Stock Bumpers
All types of rolling stock used by Israel Railways are equipped with front end bumpers.
The position and height in which the bumpers are installed depends on the type of
rolling stock in question.
Bumper height is defined as the vertical distance from the track rails to the center of
the bumper plate.
Israel Railways operates rolling stock having one of two bumper heights:
 Side height 1,060 ± 20 mm
 Center height 865 ± 10 mm
When designing buffer stops, the height and position of rolling stock bumpers must be
taken into account for any one of the following cases:
 When different types of rolling stock use the same rail it is necessary to design the
buffer stops such that they comply with both heights.
 When only a single rolling stock type uses a given track, there is no need to design
the buffer stop for both heights.

92
. . Buffer Stop Markings
The position in which buffer stops are installed must ensure proper visibility and clear
identification of the stop by all train drivers. For this reason it is necessary to install a
red lighting fixture and bright-colored light reflectors on the front side of the buffer stop
– see example in Figure 9.1.

Figure 9.1 - Marking of buffer stops with light reflectors

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 All light reflectors must be red-white in color and have the following dimensions:
 Paint strip width - 10 cm
 Minimum paint strip height - 20 cm
In cases where the buffer stop shape does not allow the installation of light reflectors as
specified above, it is necessary to install the reflectors such that they maintain the
principle and order of colors in similar dimension proportions.
The intensity by which light is reflected must ensure complete identification of the
buffer stop by all rolling stock drivers.
The material from which the reflectors are made must be of third generation Diamond
Grade that is specifically designed for signs, with the highest possible light reflection, in
full compliance with all Israeli Standard SI 2247 Grade 02 requirements.
Excluding the following cases, all buffer stop lighting fixtures must be red in color.
 When the buffer stop is placed at the end of a shunting rail.
 When the red light may confuse rolling stock drivers who are driving on nearby
tracks.
In both cases it is permitted to install white lighting fixtures [5].

93
. . Buffer Stop Color
Buffer stops must be galvanized and colored in silver-gray RAL 9023 color shade or any
other color approved by the customer.
Paint shall be applied in two coats – primer and cover coat.
The cover coat must possess the following properties:
 High external durability.
 High resistance to UV radiation.
 Long-term preservation of color shade and shine (many years).
 High resistance to corrosive industrial environments.
 High resistance to wear / fragmentation.

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  Buffer Stop Risk Assessments
101
.. Definition of Risks to which Buffer Stops are Exposed
Buffer stops are devices which are designed to play an important role during incidents
involving the collision of trains. When assessing their performance, it is necessary to
take the following criteria into account:
 Risk of injury to bystanders.
 Risk of damage to nearby structures.
 Type and state of buffer stop.
 Information regarding previous collisions.
All risk assessments must account for the range of incidents involving derailing of trains
during low speed travel - which may result in light damages only - and during higher
speed travel which is less likely but would probably result in devastating damages.
Based on the model developed by 'Rail Safety & Standards Board Limited, London'
which is described in Document GC/RC5633 [3], a set of risk assessment criteria which
determine a weighted coefficient for hazardous events which buffer stops may
experience once per hundred years has been defined.
Based on the value of the weighted coefficient for hazardous events which buffer stops
may experience once per hundred years, various activities which are required for the
reduction of risk are determined in accordance with Section 10.3.
The Risk Assessment Model serves as an aid to planners and maintenance crews when
determining buffer stop placement conditions and maintenance levels.
An example for definition of a buffer stop risk coefficient is presented in Appendix E'.

102
.. Calculation of Weighted Coefficients (Table 2)
The weighted coefficient for a hazardous event per buffer stop per 100 years relies on
the weighting of various parameters such as the buffer stop type and location, the
frequency of traveling trains, the type of rolling stock in question etc., as defined in
Table 2.
When calculating the weighted coefficient for a hazardous event per buffer stop per
100 years the following coefficients must be multiplied:
 Average number of trains approaching the buffer stop.
 Average number of passengers on trains approaching the buffer stop.
 The integrated coefficient of the potential for collision – which specifies collision
incidents.
 Integrated buffer stop coefficient – which specifies the physical state of the buffer
stop.

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  The combined train type coefficient – which specifies the type of trains approaching.
 The combined coefficient for areas behind the buffer stop – which specifies the areas
located behind the buffer stop.

The average number of trains approaching the buffer stop per day may be obtained
from the Operations Planning Branch of the Israel Railways Operations Division.
The average number of passengers on each approaching train may be obtained from
the Israel Railways Passengers Branch or by calculated assessment using the maximum
capacity of all rolling stock types.
All weighted coefficients shall be calculated by choosing the correct categories of each
influencing factor as specified in Tables 3 and 6.
In cases where it is not possible to properly assess category coefficients, it shall be
necessary to assess them by interpolation based on predefined coefficient values of the
given category.
The general weighted risk coefficient is calculated by multiplying the number of trains
approaching per day by the average number of passengers per train and by the
integrated coefficients calculated in Tables 3, 4, 5, and 6.
The risk index is the value derived from the RSSB's Safety Risk Model which was
developed by the Rail Safety and Standards Board, London, and is required in order to
calculate the weighted coefficient for a hazardous event per buffer stop per 100 years.
The weighted coefficient for a hazardous event per buffer stop per 100 years is
calculated by multiplying the risk index by the general weighted risk coefficient.
The weighted coefficient for a hazardous event per buffer stop per 100 years is the sum
of all category coefficients.

10.2.1. Integrated Collision Potential Coefficients (Table 3)

The integrated collision potential coefficient is obtained by multiplying the
weighted risk coefficients of the influencing factors.
Listed below are several clarifications for the calculation of influencing factor
values:
 A list of all collisions in which buffer stops were involved may be obtained
from the Israel Railways Safety Inspection Branch.
 Among other things, post-collision changes include plans for improvement
of driver training, infrastructure and maintenance.
 The definition of buffer stop approach speed limits is carried out based on
the buffer stop type and position.

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  Example of driver nuisances – advertising billboards, trees, and any other
nuisance which may interfere with the driver's attention.
 Selection of the coefficient is based on Israel Railways - Safety, Security
and Environment Division data regarding the state of rail surfaces and
fallen leaves.
10.2.2. Integrated Buffer Stop Coefficients (Table 4)
The integrated buffer stop coefficient is obtained by multiplying the weighted
risk coefficients of all influencing factors.
Listed below are several clarifications for calculating influencing factor values:
 In the event the repair is required for improvement of safety level, it must
be implemented on an immediate basis.
 When assessing risks, it is necessary to specify the urgency for immediate
execution of the required repair.

10.2.3. Integrated Train Type Coefficients (Table 5)

The integrated train type coefficient is obtained by multiplying the weighted risk
coefficients of all influencing factors.
Listed below are several clarifications for calculating influencing factor values:
 Data regarding the type of rolling stock entering the track may be obtained
from the Israel Railways Operations Planning Branch – appendix B'.
 Full conformity is achieved when the height of the buffer stop head
corresponds with the height of the train bumpers.
 Partial conformity is achieved when the height of the buffer stop head
corresponds with the height of the train bumpers but the train is equipped
with a coupling device for connection of railroad cars.
 No conformity is achieved when the height of the buffer stop head does
not correspond with the height of the train bumper.

10.2.4. Integrated coefficients for Areas Located Behind Buffer Stops (Table 6)
The integrated coefficient for areas located behind buffer stops is obtained by
summing up the product of all weighted risk coefficients which are influenced by
public/work-team characteristics and the product of all weighted risk
coefficients which are influenced by structure characteristics.
Listed below are several clarifications concerning the calculation of influencing
factors:
 All crowd values are based on the number of people situated in the area

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 behind the buffer stop, excluding all persons located inside buildings.
 A safety system including an Indusi System for monitoring of train speeds.
 The assessment of coefficients for structures which are not defined in the
list shall be carried out by taking the number of people located inside the
building into account and calculating an intermediate value based on the
coefficients specified in the Table.

103
.. Undertakings for reduction of Risk Levels
Risk Assessment Systems determine the value of the weighted coefficient for a
hazardous event per buffer stop per 100 years. It is according to this coefficient that
various tasks which are required for lowering the risk level, as specified in Table 7, are
determined.

104
.. Reassessment of Risk
A reassessment of buffer stop risks shall be carried out for each planned and existing
device within 10 years.
Pursuant to Israel railways instructions or following infrastructure changes in the buffer
stop and/or its immediate environment, it shall be necessary to conduct a reassessment
of the buffer stop risk.
Inter alia, changes which may influence the risk assessment include the following:
 A change in track layout
 A change in the type of trains using the track
 A change in the number of trains using the track
 A change in approach speed
 A Railway Signaling and Indusi System
 A change in usage of areas located behind buffer stops
 The addition of structures or supports behind buffer stops

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 Table 2: Assessment of Buffer Stop Collision Risk
Hazardous Event Weighting Coefficient
Risk Category Average No. Average No. Integrated Integrated Integrated Integrated General Risk Index Weighted
of Trains of Passengers Collision Buffer Stop Train Type Coefficient for Weighted coefficient for a
Approaching per Potential Coefficient Coefficient Areas Located Risk hazardous
Per Day Approaching Coefficient – See Table – See Table Behind Buffer Coefficient event per
Train – See Table 4 5 Stops buffer stop per
3 – See Table 100 years
6

Incidents without X X X X X No = X -6 =
3.9 * 10
serious implications on
buffer stops / rolling
stock when crossing
safety distances

Risk to Train +
Passengers
Incidents having X X X X X No = X -6 =
serious implications on 7.0 * 10
buffer stops / rolling
stock when crossing
safety distances

+
Risk to public, Incidents having X No X X X X No = X --5 =
8.1 * 10
passengers, serious implications on
staff located in buffer stops when
areas behind crossing safety
buffer stops distances

+
 Incidents without X No X X X X No = X -5 =
9.9 * 10
serious implications on
buffer stops / rolling
stock when crossing
safety distances

+
Incidents having X No X X X X No = X -4 =
serious implications on 2.7 * 10
buffer stops / rolling
stock when crossing
safety distances

=
 Table 3: Assessment of Integrated Collision Potential Coefficient

Factors Influencing Chance Category Weighted Risk Assessed

for Collisions Coefficient Value

No previous collision incidents during past 5 years 0.8

Information regarding or major changes implemented since last collision.
previous collisions One single collision during past 5 years without 2.0
major changes following the collision.
More than one collision during past 5 years 10.0
without major changes following the collisions.
X
> 10 meters 0.8
Standard safety distance
5-10 meters 1.0
before buffer stop
< 5 meters 1.5
X
Longitudinal gradient of buffer 1.2
stop approach
1.0
1.1
X
10 k/h 0.8
20 k/h 1.0
Speed limit nearby buffer stop
30 k/h 1.1
40 k/h 1.2
50 k/h 2.0
X
Visibility Direct Approach. Proper lighting 1.0
Curved approach or insufficient lighting 1.2
X
Markings of distances to Yes 0.9
buffer stop during approach
No 1.0
X
Driver nuisances No possible nuisances exist 1.0
Possible nuisances exist 1.1
X
State of track surface No proof of possible adhesion problems 1.0

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 Proof of possible adhesion problems 1.2
=
Integrated Coefficient for Potential Collision

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 Table 4: Assessment of Integrated Buffer Stop Coefficient
Factors Influencing Buffer Category Weighted Risk Assessed
Stop Risk Coefficients Coefficient Value

Fixed (Concrete, Steel) 1.8

Buffer stop type
Energy absorbing (friction, hydraulic) 0.8
Integrated energy absorbing (friction + hydraulic) 0.6
X
< 10 years 0.8
Buffer stop age
10 - 30 years 1.0
> 30 years 1.5
X
6 months 0.8
Frequency of Inspections
1 year 1.0
2 years 1.5
X
No repair required before next inspection 1.0
Condition of buffer stop,
Repair required within 3 months 1.5
track and track joints
Repair required within 1 month 2.0
Immediate repair required 4.0

Integrated Buffer Stop Coefficient

Table 5: Assessment of Integrated Train Type Coefficient

Factors Influencing Buffer Category Weighted Risk Assessed
Stop Risk Coefficients Coefficient Value

Passenger train with push locomotive 1.6

Type of rolling stock
Passenger train with pull locomotive 1.4
Freight train with push locomotive 0.9
Freight train with pull locomotive 0.8
X
Conformity between rolling Full conformity 0.8

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 stock and buffer stop Partial conformity 1.2
Non-conforming 1.5

Integrated Train Type Coefficient

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 Table 6: Assessment of Integrated Coefficient for Areas Behind Buffer Stop
Factors Influencing Buffer Stop Risk Category Weighted Risk Assessed
Coefficients Coefficient Value

None 0
Gathering point for public and/or
Low crowd concentration of 1-2 people 1
work teams in areas behind buffer
on average
stops
Medium crowd concentration of 3-10 2
people on average
High crowd concentration > 10 people on 5
average
X
< 10 meters 1.0
Public / Work Team

Distance of crowd concentrations

10 - 20 meters 0.5
areas from front side of buffer stop
20 - 30 meters 0.2
30 - 50 meters 0.1
50 - 100 meters 0.01
> 100 meters 0.0
X
Train Protection System Yes 1.0
No 1.04
X
End impact walls Yes 0.1
No 1.0

+
Existing structures in areas located None 0
behind buffer stops
Walking trail 1
Office areas 3
Commercial areas 5
Support structures (piles) 10
Structures

X
Distance from existing structures < 10 meters 1.0
to front end of buffer stop
10 - 20 meters 0.5
20 - 30 meters 0.2
30 - 50 meters 0.1
50 - 100 meters 0.01

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 > 100 meters 0.0
X
Train protection system Yes 1.0
No 1.04
X
End impact walls Yes 0.1
No 1.0
=

Integrated Coefficient for Areas Behind Buffer Stops

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 Table 7: Recommendations for Execution of Tasks to Reduce Risk Level
Value of Weighted Means for Reduction of Risk Level
Coefficient for Hazardous
Event per Buffer Stop per
100 Years
< 0.03 - Minor means at low cost
0.03 - 0.15 ▪ Change in buffer stop conditions based on criteria specified in Table 3:
- Reduction of speed limit in buffer stop approaches to 30 km/h or less
- Improvement of lighting systems in buffer stop approaches
- Removal of any driver nuisances
- Implementation of means for improvement of track surface condition
▪ Change in maintenance conditions based on criteria specified in Table 4:
- Increase in the number of inspections carried out to at least once a year.
- Implementation of all required repairs within 1 month
0.15 – 0.3 ▪ Significant changes in buffer stop conditions based on criteria specified in
Table 3:
- Reduction of speed limit in buffer stop approaches to 25 km/h or less
- Improvement of lighting systems in buffer stop approaches
- Removal of any driver nuisances
- Implementation of means for improvement of track surface condition
▪ Change in maintenance conditions based on criteria specified in Table 4:
- Increase in the number of inspections carried out to at least once every 6
months.
- Immediate implementation of all required repairs.
> 0.3 ▪ Implementation of required tasks for reduction of the aforementioned risk
levels.
▪ If the weighted coefficient value remains at a constant level of above 0.3, it
shall be necessary to consider execution of the following tasks based on
costs involved.
- Increasing of safety distance as specified in Section 4 (and Table 3)
- Improvement of buffer stop type (Table 4)
- Relocation of buffer stop in order to increase the distance to crowd
concentrations located in areas behind the buffer stop (Table 6).
- Implementation of an Indusi System for monitoring of train speed during
approach (Table 6)
- Erection of end impact walls (Table 6)
- Relocation of existing structures which are located behind buffer stops
(Table 6)

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  List of Place-markers
(1) German Standard DS 800 01
(2) British Standard; GC/RT 5033; Terminal Tracks-requirements for Buffer Stops, Arresting
Devices and Impact Walls, Issue 2, December 2007
(3) British Standard GC/RC 5633 Recommendations for the Risk assessment of Buffer
Stops, Arresting Devices and End Impact Walls, Issue 2, December 2007
(4) UIC CODE 777-2, Structures built over railway lines - Construction requirements in the
track zone. 2nd edition, September 2002
(5) British Standard GK/RT 0031 - Lineside signals and Indicators, Issue 4, February 2002
(6) Austrian standard DV B 53

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  List of Appendices
Appendix A': Buffer Stop Order Form
Appendix B': Passenger Trains and Locomotive Types
Appendix C': Buffer Stop Examples
Appendix D': Buffer Stop Calculation Example
Appendix E': Example for Preparation of Buffer Stop Risk Coefficient
Appendix F': Fixed Concrete Buffer Design Scheme

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