Train

Introduction

For many older grownups in Montreal, the ability to make finishs and chances around their community has profound effects on all facets of their lives and daily activities. In order to stay affiliated within the community, mobility and handiness by agencies of public transit is of primary importance for older grownups ( McPherson & A ; Wister, 2008 ) . It moreover ensures that those who can non drive and/or without entree to a private auto are non excluded from the chances of urban life. As one of the cosmopolite metropoliss in Canada and with a important figure of senior occupants, Montreal should guarantee that public transit systems must non merely expeditiously enable riders to travel from one finish to another but besides make it inclusive and easy to utilize peculiarly for those who face trouble in accessing it such as the older grownups. What do we cognize about public transit demands of seniors in Montreal? What has been undertaken to turn to their demands? In order to understand these inquiries, this paper aims to discourse the followers:

1. the importance of public transit and its consequent challenges to older grownups ;
2. current patterns in public theodolite services in Montreal ;
3. pattern rules and strength-based attack to pass through proviso ;
4. option attacks to pass through proviso for older grownups in the metropolis.

Importance of public theodolite and challenges to older grownups in Montreal

Montreal, in comparing to the remainder of Quebec, has a greater per centum of older grownups in its population. The 2001 nose count informations shows that Montreal has 442,684 older grownups stand foring 13 per centum of the population and lending 46 per centum for Quebec ( Hodge, 2008 ) . This figure will go on to turn in the coming old ages as it is expected that one in every four Canadian will be 65 or over. About 101,190 seniors in Montreal have at least one signifier of disablement which includes trouble visual perception, hearing, communication, and walking, among others. Aside from sing physical damages, 28 per centum of them live under poorness and 18 per centum do non hold entree to a private auto ( Landreville & A ; Bickerstaff-Charron, 2010 ; TCAIM, 2009 ) . As seniors tend to hold troubles runing a private auto, utilizing public transit so becomes indispensable for guaranting their ability to make their coveted finishs.

Importance of public transit

The usage of public transit is a cardinal to community engagement, productiveness, and independency for older grownups, particularly those who can no longer drive or unable to drive. Public theodolite services, which include coachs and trains, are often their lone options for going independently to work, wellness attention installations, shopping Centres, and a host of other finishs outside their places ( Marston, Golledge, & A ; Costanzo, 1997 ; McPherson & A ; Wister, 2008 ; TCAIM, 2009 ) . Transportation system must be present in a assortment of signifiers to run into the demands of older grownups. Aside from supplying coachs, trains and other specialised theodolite services, proper pavements with equal signage and without barriers to walking are besides indispensable for seniors. Once transit services are available, seniors must besides be able to entree it easy and safely. Public transit besides helps to get the better of distance in state of affairss where seniors reside far from urban centres or where communities have few available installations and services. For older grownups, the ability to utilize transit is both a agency and an terminal: a agency to entree services and installations while fulfilling their desire non to be isolated ( Hodge, 2008 ) .

Challenges in utilizing public transit and attendant impacts to older grownups

Seniors frequently face challenges in utilizing public theodolite which is brought approximately by their physical damages and the manner the environment is constructed. It is noted that older grownups constitute a important proportion of people with some type of damage or disablement in relation to transit demands ( TRB, 2004 ) . These damages frequently have serious deductions in footings of mobility and entree to chances in the metropolis. An issue linked in urban countries concerns heightening handiness to transit usage among older grownups without compromising safety given that physical jobs tend to increase as one ages ( Titheridge, Achuthan, Mackett, & A ; Solomon, 2009 ) . Older adult females further suffer dual favoritism in utilizing public transit both on the evidences of gender and damage ( Venter, et Al. 2002 ) .

The fact that public conveyance exists is of class merely one portion of the image. Existing roadways, prosaic installations at Michigans and Stationss, and mass-transit vehicles were by and large non designed with the aged in head. Rather, they are based on a ‘normal ‘ individual-one presuming that the user is an able-bodied and to the full literate single. Public transit usage requires physical and cognitive abilities that may except some seniors such as the walking distance needed to the coach halt or Metro station are long and/or involve steep inclines. Reliability of theodolite agendas, long waiting times, the demand to mount high stepss in and out of the coach, and, transit driver ‘s competency in suiting senior riders are among the challenges that older grownups encounter in utilizing public transit. There is a demand to affect upon transit applied scientists and contrivers, policy shapers, urban contrivers and theodolite suppliers the importance of the ‘one-size-does-not-fit-all ‘ premiss refering the proviso of transit services and substructure. In peculiar, these decision-makers have a duty to develop a better apprehension of the features of older people on the footing of which betterments can be made.

Guaranting that older grownups are able to be nomadic with comparative easiness in metropoliss will be one of the cardinal challenges for contrivers as the urban population grows older. Declining mobility among seniors can be explained by many factors including physical ( Dis ) abilities, fiscal resources, and personal picks, but the design of their vicinities and the distances between finishs can besides act upon their travel picks and behaviors. Decades of transit and land usage planning that favoured the car over other mobility manners like walking or public transit is a major factor that can put limitations on the mobility of seniors who do non drive, or seldom do so ( Cao, Mokhtarian, & A ; Handy, 2007 ; Hodge, 2008 ) . Furthermore, the inability to entree to public transit would take to lower chances of traveling outside the place. For those who used to drive, releasing their driver ‘s licence have a higher hazard of depression peculiarly older work forces ( McPherson & A ; Wister, 2008 ) . These issues necessarily lead to their exclusion from making desired finishs and activities and to socially link with other people outside their places which in bend could lend to degradation in their quality of life.

Transportation system options to suit older grownups

Even though the car is the vehicle of pick for making assorted finishs, communities across Canada are working hard to run into the transit demands of seniors who no longer thrust or have limited their drive to the daylight, the vicinity, or a individual finish. Given the pressing demand for more antiphonal and sustainable transit services, local and national transit bureaus have developed a figure of alternate manners to run into the travel demands of older grownups. The undermentioned summarizes the mix of transit options that would provide their demands ( insert beginnings ) :

• Car: individual rider, shared drive
• Public transit: low-floor coachs, community birds, trains/subways
• Demand-responsive para-transit services
• Private theodolite: taxis, limousines, chauffer services
• Specialized theodolite: hospital-based theodolite plans, interfaith and church-based plans, volunteer transit plans
• Other options: low-speed vehicles, walking

Current province of theodolite proviso for older grownups in Montreal

The Societe de Transport de Montreal ( STM ) which is the chief theodolite bureau of the island has geared itself in bettering the whole public transit system to run into the demands of the population. STM has adopted a corporate policy on cosmopolitan handiness in order to cut down the figure of barriers forestalling people with functional damages from utilizing its public theodolite web ( STM, 2009b ) . The Master Plan of the City of Montreal purposes to heighten the perceptual experience and image of public transit in order to promote its usage ( Ville.de.Montreal, 2002 ) . Public infinites around tube, commuter train and intermodal Stationss, peculiarly the waiting countries, warrant particular attending to ease entree and make a safe and pleasant environment that meets the demands of every type of user. Action 14 of the Master Plan farther emphasized design rules in the locality of public transit entree points peculiarly in footings of easing connexions between coachs and tube. Implementing cosmopolitan handiness policies is one manner of advancing societal inclusion in the usage of public transit and entree to edifices. The Transportation Plan of Montreal besides mentioned cosmopolitan entree as a system-wide construct which is apparent through the deployment of articulated or low-floor coachs and supplying on-demand para-transit services ( Transport Adapte ) for frail seniors and other riders with functional damages.

In 2008, STM launched a specialised coach service in August 2008 called Navette Or ( Golden Shuttle ) . This shuttle service now operates in 10 different vicinities in Montreal and makes Michigans at locations nigh high concentrations of older people ( including seniors abodes ) every bit good as at locations deemed to be of involvement to them ( STM, 2011 ) . This service is a positive measure that should greatly profit older people. Likewise, STM has late retrofitted five Metro Stationss along the orange line that are now accessible for wheelchair users ( STM, 2009a ) . Bonaventure station on the green line, meanwhile, is partly accessible ( i.e. from train platform to terminus ) . Supplying accessible Stationss from this theodolite line linking to the belowground metropolis is still under reappraisal and consideration.

Despite these developments, much of the attempts are directed towards helping those who lack personal mobility and are wheelchair-bound. Covering with this most desperate and seeable group represents merely one section of the population with functional damages. Small attending has been paid to the demands of other mobility-impaired groups, including those who are blind or visually impaired and persons with other physical damages such as those with larning troubles still encounter restraints in utilizing the public transit ( Marston, et al. , 1997 ) .

An emerging concern in transit services in Montreal are the migratory seniors in ethno-cultural communities who face troubles in talking either English or Gallic. The Alliance diethylstilbestrols Communautes Culturelles pour l’Egalite dans la Sante et lupus erythematosuss Services Sociaux ( ACCESS ) reported that 88.3 per centum of the migratory seniors reside in the greater Montreal country ( Delgado, 2011 ) . The ability to pass on with coach or para-transit drivers or even name STM ‘s client service could be a important challenge for them in order to utilize public transit services.

Interventions and strength-based attack to pass through proviso

• Practice rules
• Seniors should be included in all facets of transit proviso, from the conceptualisation, design, execution, monitoring and rating.
• Advocacy
• Authorization to better mobility and handiness
• Guaranting walkability of streets
• Guaranting safety of theodolite
• What do users state about their impacts?
• Expression at remarks in Transport subdivision at Montreal Gazette online
• Benefits and challenges of theodolite issues identified

The planning of land utilizations and transit can greatly act upon handiness. By puting parametric quantities for the physical design of urban scenes, these countries of activity define what is possible and what is non within the physical environment. Integrating cosmopolitan handiness ( or cosmopolitan design ) has accordingly become an of import consideration in edifice, urban design and planning in general ( Audirac, 2008 ; Bromley, Matthews, & A ; Thomas, 2007 ; Iwarsson & A ; Stahl, 2003 ) . Universal design aims to simplify life for persons of all ages, sizes, and abilities by doing the bing and future built environment and merchandises useable by more people. Guaranting accessible installations are installed aids in run intoing the demands of the older grownups every bit good as persons with reduced mobility by leting a larger proportion of the population to go independently than would otherwise be the instance ( Malo & A ; Berube , 1992 ) . There are many ways in which betterments in the design of public conveyance with attending to the older grownups can in bend benefit the general population. This might include improved clearer word pictures of the border between roadways and prosaic infinite, well-built and decently maintained pathwaies without any broken or uneven surfaces, good marks with universally-intelligible icons and – if text is necessary – clear, big, brooding inscription in an easy-to-read fount, and of class, safe and user-friendly public conveyance.

Proposed attacks to better transit services for older grownups

Information and counsel must be sought from human services bureaus and theodolite plans that provide transit to shopping and banking countries, clinics, senior Centres and retirement communities to guarantee that the appropriate conveyance options are provided for seniors. One may ask about any voluntary driver plans in the country every bit good so that one can happen committed voluntaries who are willing to portion their vehicles in traveling to and from different finishs. Additionally, auto pooling and bird services are other options for the seniors to avail of free drives to medical Centres and such. The authorities must besides guarantee that cab services would be given at decreased rates for senior citizens. There are besides medical and nonmedical place attention services that frequently offer transit and aid services to older members of society. By offering better transit options for senior citizens, they would be able to bask greater mobility and freedom.

• Proposed attacks
• Judaic Edward Estlin Cummingss centre theodolite plan
• Car-pooling and car-sharing plans
• Pooling riders traveling in the same way
• Appellation of prioritized seating for seniors
• Evaluation
• Guaranting airing by STM on feedback from different theodolite users

Decision

The ageing population is swelling quickly in both absolute and relative footings in Montreal and Canada, in general, and is expected to make so in the long tally. This clearly poses of import challenges for the authorities and society as a whole. On the positive side, the economic growing and up criterions of life that have well improved length of service rates of the people in general. Yet older people face physical, economic, and psychological barriers to go ; for some aged this includes damages in motor, sensory, and cognitive abilities. To get the better of these barriers and to let older people to play a full portion in society, we have to basically rethink attacks to transit in the two states. As a whole, puting an docket by developing enabling environments for older people is both an economic and a societal jussive mood. Safety and handiness are two of import considerations in planing and bettering transit for the aged. Our social duty of run intoing older people ‘s demands in a safe, accessible, and sustainable manner entails integrating cosmopolitan handiness ( or design ) principles in the whole transit environment.

English 1101 Social Commentary Essay The automobile has had a tremendous impact on society and the environment since its development in the beginning of the 20th century. Today, there are over 500 million motor vehicles on the earth. People enjoy their privacy and the convenience of an automobile. There are no schedules to keep track of. A person can come and go from a destination at their own free will. They also have the ability to travel and see scenery that people are limited to on public transportation.

The automobile’s efficiency, style, and performance have changed over the years, but there is one thing that has not change that they are reliable. Americans love owning cars and driving cars because they don’t have to wait for buses, and trains. In today’s society there are many ways to get around but a car is more reliable than riding public transportation or walking. Public transportation have set times that they are available also, they are not reliable.

I use to ride public transportation and it made me late several times for different appointments and jobs, and I have lost jobs due to riding the bus. Cars are reliable because you don’t have to wait for the car to come get you. Americans love owning cars in the winter, so they don’t have to wait in the cold for the bus or the train. When a train or bus breaks down it takes several hours for them to be repaired. When a car breaks down you can rent another car until your car gets repaired, this is a benefit to owning a car.

Train fares go off the rails. Are train fares becoming affordable for only the rich? Travel is ridiculously expensive: bus train or taxi, but especially the train. As trains are used by many people for various reasons to travel: to and from work; to and from school; to and from visiting family or holidays. They are used daily, and can be used by anyone any age, to anywhere they need, and this is why trains shouldn’t be so expensive.

Trains are know as being the quickest,most efficient type of transport, as they travel through many different towns all over the country, and because they have professionals driving them already, they allow you to work on the move- something you can’t do whilst driving. But the train isn’t as great as they make it out to be, Dan Lane a business worker who travels by train to get to work everyday quoted ‘The price of a train ticket is absolutely ridiculous, I have to pay at least ? 200 a month to travel to and from work. I don’t really earn alot, and most the money I do earn is mostly spend on buying more train tickets.

I Could travel by car for a cheaper price, but i cannot afford a car, and I don’t have a drivers licence. ” Great Western obviously don’t think the prices are enough, so keep rising them more. On average they earn ? 2 billion a year, but want more. High rail fares at peak times could be adding to ‘social exclusion’ as the high prices are barring poorer people from using trains because they cannot afford a ticket; Because poorer people are less fortunate to use the train, they could be forced on dependence of cars, but to some could still not be accessible.

As they are employed in different towns, they will need to find a way of transport, so many rely on using the train, but could be finding it difficult to pay to use it everyday. Train fares are highly expensive, and still rising to outrageous prices. Some are even finding it too much to pay for; housing, food, children, families and paying up to ? 200 on fares, they could end up finding theirselfs with very little money.

If train fares continue to rise, and stay unable to keep affording tickets, it could consequence to them being forced either out of work because of unable access to get their destination, or forced out of their homes because they could end up unable to afford to live their any more. On the subject of ridiculous prices- Great Western made a ? 2 billion profit last year, -No wonder! Prices rose by an outrageous 50%. These rises in price could be the reason families have to relocate or change jobs- because the new locations could make their transport a whole load cheaper and quicker.

Many people like visiting their families or friends, and may have to use the train to get their, which could be a problem because transport is essential and they could simply not afford it. Great Western managers don’t realize they are preventing people from seeing: family, friends, going to work, or going to school. They only care about making the money, they don’t care about their passengers. Some people simply can not afford the ridiculous price of just 1 train ticket. This year has flew by, leaving Christmas very soon.

This means that people will be traveling to towns to do their Christmas shopping, which they need their money for, not to spend on a little piece of paper. Also people struggle to afford Christmas because they need to use the train to visit their families all over the place. John Lunton, 60 who is retired is angry with what is going on with the prices and wants to do something about it. “The prices when I was a teenager is what the prices should still be now, as they were reasonable. The prices have over doubled since then and I think it is absolutely ridiculous.

I need to travel because I have Grandchildren and other family all over Britain, and I would like to see them over Christmas. Sadly, I cannot afford to travel to see all of them, but if I do choose to, then it would result in me not looking after myself by not eating, because I will need the money to travel. ” A major problem with trains, is how managers allow them to get so overcrowded,which could be bad for others health, some people are claustrophobic so it could be bad for their health. Also trains are dirty and their is litter all over the floors, there are security cameras but they don’t seem to help with anything at all.

Trains are sometimes late and delayed, this shouldn’t happen, as people need to get to work and if the train is late, and results in them being late for work, it could cost them their job. Trains show absolutely no sign of improvement for the conditions and them being on time, but which they should. Do the government care about their passengers and wasting their money? I think not. As long as their making their nice, big comfortable profits, they don’t care who their passengers are, and how much they charge them.

In my opinion, I think that the prices should be lowered to suit the conditions of the trains, which would be quite low, but would result in them not making as much money. Oh no, What a shame! I’m not surprised that British citizens complain about the prices of train fares, as Britain has the highest price of train fares in the whole of Europe. The railway has been described as being a ‘rich mans transport’ because it is becoming affordable for the rich only. An example of the ridiculous prices is from Exeter to London– The price of a single way journey is ? 130 minimum price. this shows how outrageous our county is getting.

Many people have described ‘First group’ as being ‘Worse group’ and some people have even be complaining. So why are train fares so expensive? to get money for themselves, not caring abut other peoples money, as long as they have as much as they desire. Trains are used by many people for various reasons, therefore the prices should be reduced. but if the rising prices continues, they could lose customers, described as ‘price increase= Passenger decrease. ‘ So if they want to maintain the high number of customers they are currently obtaining, they should either: lower the prices or stop rising them.

Rail Vehicle Systems H i g h – S p e e d Tra i n s Source: Siemens High-Speed Trains Air Supply | Brake Control | Bogie Equipment | Rail-Services | On-Board Source: Bombardier 2 Why do more and more high-speed train manufacturers and operators put their faith in Knorr-Bremse systems ? Rail Vehicle Systems Knorr-Bremse systems are impressive even at extremely high speeds At speeds of up to 400 km/h, enormous forces are generated. Trains that regularly travel long distances at high speeds require braking systems that can keep these forces under control – both safely and economically.

As well as lightweight, compact systems that can be used worldwide, there is a need for intelligent control systems. Knorr-Bremse is regarded as an international pioneer in this field. On the basis of tried-and-tested technologies, we develop innovative solutions offering top levels of safety, reliability, and economy. The systems we have developed are so efficient that they also score top marks in terms of environmental friendliness. Customers enjoy full support from a single source – from the initial planning stage and commissioning right down to aftermarket services.

Worldwide operator and customer audits regularly single out the consistent quality of our products and services for praise – and this is confirmed by our EN 50126 (RAMS and LCC) certification. 3 High-Speed Trains Systems Solutions For Every Market On-BOard S yS t e m S BOgie equipment a i r S u p p ly What is Knorr-Bremse’s complete “one-stop solution” for high-speed trains 4 ? Rail Vehicle Systems Air Supply Combined compressor and air treatment system Knorr-Bremse’s ready-to-install air supply equipment has been adapted in line with the trend towards increasingly compact, lightweight systems.

Our product portfolio includes low-vibration and low-noise screw compressors with an output of between 600 and 2,500 l/min. as well as air dryers and condensate collectors. A particularly economic solution is the first ever oil-free compressor, with life-cycle costs that are up to 50% lower than those of conventional compressors. B o gie Equipment Innovative design minimizes assembly and maintenance requirements Knorr-Bremse offers a wide range of compact, lightweight bogie equipment including low-maintenance compact brake calipers, low-wear brake discs, and innovative high-performance brake pads.

Sinter pads reduce the life-cycle costs of electromagnetic track brakes by up to 40%. The eddy current brake is completely free of wear components. Brake Control Ensuring the intelligent interaction of all brake functions With brake control systems, Knorr-Bremse ensures optimum functioning of all systems involved in the braking process and allow reliable stopping of the train in all operating conditions.

The highly flexible and configurable brake control system EP Compact, together with the modular electronic platform ESRA, manages the pressure control, anti-skid, wheel-slide monitoring and diagnostics, as well as further highly complex brake control functions. BraKe cO n t r O l O n-B oard Systems Doors, air-conditioning units, and more It is not just Knorr-Bremse braking systems that ensure greater safety and comfort in rail vehicles. Our on-board product portfolio covers a wide range of innovative products and solutions including vehicle and platform doors and air-conditioning units.

We also produce state-of-the-art electronic diagnostic systems and windscreen wiper and wash systems. R ail-S er vices A partner for all requirements throughout the entire product life-cycle Knorr-Bremse offers a wide range of rail-services ranging from individual consultancy and collaborative product development to homologation, commissioning, training, maintenance, repair, upgrading, and overhaul of all components – as well as a reliable supply of OEM parts. Whether you opt for individual services or the full package, everything is provided locally, either on-site or in one of our global service centers.

Testing Test benches for all products – worldwide Knorr-Bremse supplies test benches for all products and systems, customized and tailored to the customer’s requirements, to supplement longterm overhaul services with tools and products for daily maintenance. Several hundreds of test benches and test installations are in operational service with our customers worldwide – for example, as train brake tests, test benches for brake control products, compressors, air dryers, tread brakes, brake calipers, and more.

A perfect balance of high-quality systems and services Knorr-Bremse’s expertise in the field has gone into every single component and system. Top-quality components operate smoothly together to guarantee optimum functionality, high reliability, and maximum safety. Complex electronic control systems such as blending and brake management reduce wear to a minimum by ensuring balanced operation of all systems. The system can be configured either to use the vehicle bus system or a separate bus exclusive to the braking system. For each project, customers are closely consulted at the design stage.

It goes without saying that Knorr-Bremse offers support during the homologation process as well as all the necessary on-site services across the entire product life-cycle. 5 High-Speed Trains C u t t i n g – E d g e Te c h n o l o g i e s Compressors Oil-free compressor Compact Brake Calipers Easy to install, maintenance-free, unusually lightweight The compact brake caliper unit has a completely redesigned mechanism for applying braking force that allows for considerable transverse axle movement and tilt without generating any internal stresses.

Requiring only a standard interface, it is easy to install, and sealed joints mean low maintenance. Its weight has also been reduced by up to an impressive 100 kg per bogie. Modular Brake Control EP Compact and ESRA – modular brake control With EP Compact, Knorr-Bremse has developed a flexible and powerful brake control system with central and distributed control coming from one family. Core functions can be expanded by adding a wide range of options offered by various modules of the EP Compact product family.

Especially for high-speed trains, Knorr-Bremse has developed innovative ESRA modules for new functions as defined in the TSI. Knorr-Bremse is the only brake supplier to offer an integrated solution for bogie monitoring and diagnostics comprising detection of non-rotating axles, derailment detection and additional diagnostic functions to improve service and maintenance. Knorr-Bremse was the first company in the rail vehicle industry to develop a compressor that operates without any oil. Lubrication is replaced by a special coating, and the unit is cooled by air taken in via the crankcase.

This innovative product is a winner in both environmental and economic terms. Expenses for oil changes, oil separation, and condensate disposal are avoided, and energy consumption, weight, and installation space are significantly reduced. Innovations that pay their way Reducing wear and tear and maintenance costs is a good way of saving money. More than any other manufacturer, Knorr-Bremse has succeeded in finely coordinating the complex interplay of different braking systems. Brake components that are prone to wear are only used when the wear-free electro-dynamic braking cannot cope on its own.

Even then, patented ISOBAR brake pads have proven longevity against conventional materials. Brake pads and discs require replacement less frequently, and their design enables them to be serviced rapidly. The brake calipers themselves are low maintenance. These examples demonstrate that if all the relevant factors are included in the calculation, the bottom line is savings for the customer. Customized service packages ensure that all Knorr-Bremse systems function smoothly for up to 30 years – anywhere in the world.

The secret is our combination of OEM expertise and a highly efficient service infrastructure. 6 Rail Vehicle Systems Brake Management Intelligent braking Stefan Aurich Team Leader, System Engineering High-Speed Trains “We produce utterly reliable systems for rail vehicles that are subject to heavy use. Our products offer everything: easy handling, low-cost, and uncompromising levels of safety. ” Economical braking is all about reducing the stress on wear components to a minimum. Knorr-Bremse ensures that friction brakes only come into operation when wear-free dynamic brakes are not enough.

A brake management system for the entire train calculates brake force distribution based on different data: available brake effort of the individual brake systems, vehicle weights and adhesion limits, and thermal limits of the friction brake are taken into account to blend the different systems and achieve a balanced braking. is it true that Knorr-Bremse’s high-speed solutions are also the best in the world in terms of economy ? 7 High-Speed Trains Satisfied Customers … 1 1 2 3 4 5 6 Wherever top quality is crucial for competitiveness Knorr-Bremse’s rail vehicle systems are not only cutting-edge technology – they are also market leaders.

All over the world, when manufacturers and operators make purchasing decisions, they take a wide range of factors relating to safety and economics into consideration. They find that the best results are offered by Knorr-Bremse’s unique combination of experience and innovation. Many customers opt for the full range of Knorr-Bremse systems and components for their high-speed trains. Examples for equipped high-speed trains worldwide: 1 BR 407 2 AVE S 103 3 AGV Pegase 4 CRH3 5 AVE S 102 6 KTX Korea 8 … Supplied With Excellent Products Air Supply

Oil-free compressor Oil-free air (environmentally friendly, no downstream contamination) Less complex system / fewer interfaces (no oil filter, no condensate collector) Almost maintenance-free, very low LCC Screw compressor Special design, related to tough railway operation conditions Low compressor noise level Virtually pulsation-free, delivery of compressed air Brake Control EP Compact Flexible brake control platform Central and distributed control Compact design Continuous pneumatic load correction Full set of auxiliary functions CENELEC- and TSI-compliant

Modular ESRA Intelligent combination of pneumatic and electronic control Intelligent blending and brake management Modular and suitable to the various customer requirements CENELEC- and TSI-compliant Bogie Equipment Wheel- and axle-mounted brake disc Standardized interface and fixation on wheel Resistant against thermal cracks due to movable friction disc Robust design with high safety against external shock and vibration Compact brake caliper Only one interface to bogie Highly modular design Optimized design regarding weight, assembly, and costs Reduced maintenance 9 Rail Vehicle Systems

Compact units Compact, light, reliable Protected: developed especially for installation beneath the frame All components to be maintained can be reached through a maintenance port Air dryer Dual-chamber regeneration dryer Lightweight aluminum design Integrated pre-filtration elements COMORAN – Condition Monitoring for Railway Applications Condition monitoring and diagnosis Derailment detection Reducing life-cycle costs Fulfillment of TSI requirements Modular motion controller kit Brake, traction, and master controller Compatible with UIC standard Small, flexible installation space Robust design, proven application

Isobar sinter brake pad Flexible sinter brake pad with highest brake performance Temperature resistant with constant friction behavior Long disc and pad life due to even temperature distribution on brake disc For overhaul, only replacement of friction elements necessary Eddy current brake No mechanical contact between brake and rail No wear and tear and low maintenance Noiseless braking Brake force does not depend on friction coefficient Constant brake force even at high-speed applications 10 Rail Vehicle Systems Where have Knorr-Bremse solutions already been tried and tested ? 11 High-Speed Trains T h e F u t u r e

What prospects for the future can Knorr-Bremse offer in the high-speed segment 12 ? Rail Vehicle Systems Secure Operation | Secure Investment | Secure Future The future belongs to technology leaders The extreme stress to which high-speed trains are subjected call for unusually high-performance, top-quality, and safe braking technologies. We offer to adapt every system to the specific operating conditions involved, thereby minimizing wear and tear and achieving top levels of economy and vehicle availability. As a manufacturer of braking systems with more than 100 years‘ experience, Knorr-Bremse has the necessary expertise to achieve this.

High levels of R & D investment ensure that our systems remain cutting-edge around the world. With railservices Knorr-Bremse offers a high-quality portfolio of maintenance and aftermarket services ranging from original spare parts and maintenance agreements right down to responsibility for complete systems during the entire life-cycle. Customers also benefit from a comprehensive network of service centers for all braking and on-board systems. 13 Rail Vehicle Systems Knorr-Bremse Systeme fur Schienenfahrzeuge GmbH Moosacher Stra? e 80 80809 Munich Germany Tel: +49 89 3547 0 Fax: +49 89 3547 2767 www. knorr-bremse. om Europe – Africa Austria – Modling Dr. techn. J. ZELISKO GmbH Tel: +43 2236 409 0 Knorr-Bremse GmbH Tel: +43 2236 409 0 Austria – Kematen/Ybbs Knorr-Bremse GmbH Division IFE Tel: +43 7448 9000 Czech Republic – Brno IFE-CR, a. s. Tel: +42 0532 159 111 IGE-CZ s. r. o. Tel: +42 0548 424 050 France – Reims Freinrail Systemes Ferroviaires S. A. Tel: +33 3 2679 7200 Germany – Berlin Knorr-Bremse Systeme fur Schienenfahrzeuge GmbH Zweigniederlassung Berlin Tel: +49 30 9392 0 Hungary – Budapest Knorr-Bremse Vasuti Jarmu Rendszerek Hungaria Kft. Tel: +36 1421 1100 Italy – Florence Knorr-Bremse Rail Systems Italia S. r. l.

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Drawing on the evidence provided by a sequence notation, show how editing functions narratively and expressively in one sequence from either Broken Blossoms (1919) or The Phantom Carriage (1921) and comment on the ways in which this differs from The Great Train Robbery (1903). The Great Train Robbery and The Phantom Carriage are both considered as one of the key creative movies ever made in history. The Phantom Carriage was very well known for showcasing it’s advanced narrative construction with flashbacks within flashbacks.

The Phantom Carriage would have had technological advantages over The Great Train Robbery since it was made eighteen years after. Hence, both their editing methods are substantially different. Having made a notation on one of the sequences from The Phantom Carriage, the narrative functions of the editing styles between the two will be discussed while the differences are highlighted. To start with, both the movies consisted of interesting cinematographic elements that allowed the editors to the cut the movie in the most creative way.

For a first narration film, The Great Train Robbery managed to introduce many interesting editing techniques. There were multiple location changes, camera movements and the introduction to the style of cross cutting was also impressive. The Phantom Carriage also consisted of many interesting techniques such as the use of various shots from different angles, camera movement and the display of a title card to express the narrative. The sequence chosen from The Phantom Carriage is the beginning to part three, which starts off with a black fade to colour transition.

This transition automatically communicates a time change within the narrative. We are then shown an establishing outdoor shot, of a man dressed in a suit, walking out of a tall door that is closed by another man who seemed to look like a guard. This shot re-establishes the location as the outside of a jail due to its features such as tall doors, the presence of a guard, brick walls and then a tall building with corridor openings behind the brick wall, which is revealed after the camera pans slightly to the left as the man walks towards the camera. The man then looks to the left and exits the frame where the next cut is ade. As the cut is made before the man completely exits the frame, as audience, we expect it to be a match cut; instead it is a jump cut that cuts into the man running into one of the houses in the street. Although this marks a transition in time and space, it makes the audience curious on where the narrative had gone from when he left the jail, to when he got to the house. However compared to The Great Train Robbery, the narrative in The Phantom Carriage is still stronger as although there was a jump cut, the audiences were able to see the man leave the jail and enter the house.

The element of continuity in action expressed the narrative better. The scene in The Great Train Robbery, where the operator runs to the nearby dancehall to inform the others of the incident, the audiences are not shown the operators journey to the dance hall at all; instead the operator looks as if he is getting up to inform the others and then a jump cut is made to the ballroom where the people are dancing. We can then see another man enter the room; at first we would think that it is the operator but it is somebody else. Due to the lack of continuity, it could confuse the audience on what the narrative is.

As the operator later joins the crowd and informs the crowd of the incident, with the help of their exaggerated reaction to the situation, the narrative is made clearer. ‘In both narrative and non-narrative films, editing is a crucial strategy for ordering space and time. Two or more images can be linked to imply spatial and temporal relations to the viewer’. The Phantom Carriage consisted of a variety of shots from different angles that denoted the narrative over to the audience. In contrast, The Great Train Robbery did not show any one sequence from various angles.

Most scenes were shown from one angle and the set looked theatrical, almost like a black box theatre where the camera is the fourth wall. However, the narrative in The Great Train Robbery was very quick and easy to understand as each cut meant a scene change. A lot more happened between cuts in The Great Train robbery than in The Phantom Carriage. Therefore if somebody missed a cut from The Great Train Robbery, compared to The Phantom Carriage, it would have been more difficult for the person to understand what had occurred. The variety of shots in The Phantom Carriage meant that, even if somebody missed couple of shots, they would still be able to understand the plot. Also, having a variety of shots, allowed the audience to feel more connected to the movie, as they were able to analyse the situation from different angles. ‘ In the classic narrative system, editing is governed by the requirements of verisimilitude, hence the characteristics in any one film sequence of establishing shot, closer shots that direct the gaze of the spectator to elements of action to be read as significant, followed by further long shots to re-establish spatial relations. ’

The element of continuity is significant in making the movie appear as real as possible. A variety of shots were used to give the continuity effect in The Phantom Carriage. In the second shot from the sequence, it is established that the man is walking on the street and is about to walk into a house. We then see a mid shot of the man going up the stairs followed by a close up of the object he is looking at. We are then taken back to a mid shot of him looking down. The movements between the shots are cut and matched perfectly, meeting the requirements of verisimilitude.

The Great Train Robbery also had interesting moving background that set the scene without having to explain where the location was. For example, the way the background moved, while the thieves were robbing, made the narrative clearer by explaining the robbery that was happening in the train. This explained the title of the movie while expressing the narrative across. However, there were continuity issues, such as the differences between the speeds of the background movement between scenes.

For example, after the robbing scene, the scene cuts to a robber climbing the engine of the train. This is an outdoor scene and the movement of the train in the background suggested that the robbery happened while the train was moving. Compared to the previous shot, the speed in which the train moved has noticeably decreased, making the background movements in between the scenes look like a jump cut. Continuing on with the sequence, the next cut is made when the audience first sees an empty stairway, where the sequence has an added vignette effect to he frame. We then see the man quickly running up the stairs in the continuing movement from the previous frame. The vignette effect made it seem like someone was observing the man’s actions through a keyhole or peep hole from another room. We are then shown the man’s attempt in trying to get into the room using various eye-line matches between him and the doormat. The vignette effect still makes it seem like it was from a person’s point of view, as the effect disappears as soon the camera position changes in the next cut.

The next cut is a reverse angle shot that follows the 180-degree rule of the man walking into the room with the continuing movement from the previous shot. Perfect continuity plays a crucial part here as from the moment he got up from the stairs to where he got in to the room; all the cuts were perfectly matched with his movements. In contrast, there were no eye line matches or point of view shots in The Great Train Robbery. Most of The Great Train Robbery’s frames seemed like a theatrical stage where the actors entered in from either sides and left through those sides.

When the next cut is made, the vignette effect disappears denoting that the other vignette shots were definitely from someone’s point of view. We then see the character walk into the room through a door. The camera is placed facing the door towards the left of the frame making sure that both the doors are in the frame. As the character walks in, the camera pans to the right to include the door on the right in the frame. At this point, we are able to see all the three doors in the frame.

This moment is a key moment as this shows the importance in including the all doors in the frame. Having a door on the frame always brings in an idea of suspense, in finding out on the ways in which the objects behind the door is going to influence the narrative of the story. We then see the character run into the room, as expected the next cut is made where the physical action of the character running into the room is completed. This smooth match cut looked almost perfect since there were no absence of continuity in the movement expressed by the character.

This helped strengthen the way the narrative was expressed, as we were able to understand that the character couldn’t find what he desired. The next match cut was also equally effective as the cut made matched his action. There is an interesting mirror element to the way this short sequence from when the character came into the room, until when he walked out of the room was shot and cut. As he walks into the room, the camera pans slightly to the right as he enters the room on his left. This match cut of him going in and out of the room is perfect due to it’s element of continuity.

The cut matches the shot to its initial camera position that was used when the character walked into the room initially. Similar to the way the camera panned to the right as he walked into the room on his left, the camera pans slightly to the left, back to its original position as he walked out of the room. He then knocks on the opposite neighbour’s door; as soon as he knocks a lady opens the door immediately. It is interesting how quick she opened the door, as this confirms the discussion on the vignette effect denoting the shot as a point of view.

The camera was probably positioned by the door, and low angled shots such as the one looking down at the doormat and back up at the man shows that the camera is representing someone’s eyes. The restriction of view due the shot being a close-up with the added the vignette effect makes it almost look like someone was peeking through either a keyhole or a peephole. The use of point of view angle would connect the audience to the movie in a deeper level, as they are able to view the actor from another actor’s perspective.

In terms of mise-en-scenes used; the setting, the actors’ performance and costumes were a lot more exaggerated and unnatural in The Great Train Robbery compared to The Phantom Carriage. Due to this reason, The Great Train Robbery lacked the sense of realism in comparison. Due to the variety of cuts, it is easier for The Phantom Carriage to express emotions and denote the narrative through subtle acting, natural setting and simple costumes as the audiences are able to see more and close into the actors.

With The Great Train Robbery, if the elements were not exaggerated, the moments may go unnoticed leading to the narrative being conveyed as unclear to the audience. Although both the movies have significant differences in terms of the way it was shot and cut, The Great Train Robbery can be considered as an impressive work due to its ability in showing a difficult narrative in such a short time. Although its narrative was mainly expressed using its establishing shot, we were still able to understand the narrative without the help of title cards that was used in The Phantom Carriage as the main tool in expressing its narrative.