2012":3mrn7qhz je napisao(la):Da ali takvi požari nemaju intenzitet i ne postižu temperaturu kao oni sa vozilima na naftu..dokazano i provereno,nema izveštaja iz sveta o takvim nesrećema u metro tunelima..za razliku od nafte strujno kolo se prekida.. :wink:
128 people are still missing after Wednesday's fire that killed at least 11 people. Rescue crews now aim to reach the actual spot where a truck crash sparked the blaze.
There could be anywhere between 10 and 40 charred and crushed vehicles at the heart of the disaster some 1.5 km (one mile) from the southern end of the Gotthard tunnel, police say.
Prođe me jeza od cifre..
It is a true vision of hell," Swiss President Moritz Leuenberger said on Thursday night after visiting the town of Airolo at the southern exit.
So choking were the fumes that some of those confirmed dead had been overcome just metres from safety niches.
First the intense heat and smoke and then the threat of further cave-ins along the 17-km (10-mile) tunnel had kept emergency workers away from the spot where two trucks, one carrying a load of tyres, collided head-on.
As the heat abated, officials said, props were being placed under the roof to let rescue teams get to work.
"The security of the rescue workers must be the priority," said local member of parliament Marco Borradori
The 1995 Baku Metro fire broke out in the subway system of Azerbaijan's capital, Baku, on 28 October, between the Ulduz and Nariman Narimanov stations, killing about 300 people (sources differ) and injuring 265 others (sources differ here as well). The fire was deemed to have been caused by electrical malfunction but the possibility of deliberate sabotage was not excluded.
Although a number of people who evacuated the train survived, the fire remains the world's deadliest subway disaster.
The fire, caused by an electrical fault, occurred during the evening rush hour on Saturday, at about 6 pm. The affected train, consisting of five fully loaded cars, had just left Ulduz station for Nariman Narimanov. The passengers in car number 5 smelled smoke. Later, passengers in car 4 observed white smoke, which soon turned black and caused irritation. The putative electrical malfunction (a sparkover or electric arc in electrical equipment in the rear of the fourth car) stopped the train about 200 meters from Ulduz station. When the train stopped, the tunnel became filled with smoke. The driver reported the incident and demanded that the power be cut. However, lethal emissions of carbon monoxide from the burning synthetic materials in the cars affected the passengers within a short space of time. Because of difficulties with the opening of the doors in one of the cars, the passengers were forced to evacuate through another car. Some 15 minutes after the fire started, the ventilation system was switched over to exhaust mode and much of the smoke was drawn in the direction of evacuation. Several people were electrocuted while trying to grasp cables in order to escape the blazing train.
The majority of those killed people (including 28 children) were found inside the train, most of them either crushed or trampled to death. Forty bodies were found inside the tunnel. Survivors recalled sparks flying from high-voltage cables just after the train left the Ulduz station. One of the passengers, Tabil Huseynov, 45, described the situation as follows: "As soon as the train entered the tunnel, I saw a flash. Then the flames enveloped the train car, there was a sound of breaking glass, and the lights went out. People started breaking windows to get out. We were starting to suffocate."
The estimated number of victims varied after the fire. Morgue officials reportedly counted at least 303 bodies, while the independent Azerbaijani news agency Turan quoted medical officials as saying the number of people killed was 337. A two-day mourning period was declared. Foreign aid was sent, particularly by the Swedish Rescue Services Agency.Lukoil rendered $9,000 in financial aid to the families of victims.
http://en.wikipedia.org/wiki/1995_Baku_Metro_fire
The Kaprun disaster was a fire that occurred in an ascending train in the tunnel of the Gletscherbahn Kaprun 2 funicular in Kaprun, Austria, on 11 November 2000. The disaster claimed the lives of 155 people, leaving 12 survivors (10 Germans and 2 Austrians) from the burning train. The victims were skiers on their way to the Kitzsteinhorn Glacier.
On 11 November 2000, 161 passengers and one conductor boarded the funicular train for an early morning trip to the slopes. After the passenger train ascended into the tunnel shortly after 9:00 am, the electric heater in the unattended cabin at the lower end of the train caught fire, due to a design fault. The fire melted through plastic pipes carrying flammable hydraulic fluid from the braking system, resulting in the loss of fluid pressure which caused the train to halt unexpectedly 600 meters into the tunnel (this was a standard safety feature). The train conductor, who was in the cabin at the upper end of the train (which was the front, since the train was ascending), realized a fire had broken out, reported it to the control centre, and attempted to open the hydraulically operated doors, but the system pressure loss prevented them from operating. The train conductor then lost contact with the control centre because the fire burned through a 16kv power cable running alongside the length of the track, causing a total blackout.
The passengers, by this stage aware of the fire and unable to exit through the doors, attempted to smash the break-resistant acrylic glass windows in order to escape. 12 people from the rear of the train who successfully broke a window followed the advice of another escapee who had been a volunteer fire fighter for 20 years, and travelled downward past the fire and below the smoke.
Many of the still-trapped occupants had by now lost consciousness due to toxic fumes. Eventually, the conductor was able to unlock the doors, allowing them to be manually forced open by the remaining conscious passengers who spilled out into the tunnel and fled upwards and away from the fire. The tunnel acted like a giant blast furnace, sucking oxygen in from the bottom and rapidly sent the poisonous smoke, heat and the fire itself billowing upwards. All the passengers ascending on foot, as well as the train conductor, were asphyxiated by the smoke and then burned by the raging fire.
The conductor and the sole passenger on the railway's second train, which was descending the mountain in the same tunnel from above the burning carriage, also died of smoke inhalation. The smoke kept ascending the tunnel, reaching the Alpine Centre located at the top end of the track 2,500 m (8,200 ft) away. Two fleeing workers in the Alpine Centre, upon seeing the smoke, alerted employees and customers and escaped via an emergency exit. They mistakenly left the exit doors open, a factor which increased the chimney effect within the tunnel by allowing air to escape upwards more quickly and further intensifying the fire. Meanwhile, the centre was filled with smoke and all except four people escaped the centre. Firefighters reached the centre and saved one of the four, while the other three were asphyxiated.
The twelve survivors of the disaster were the passengers who travelled downhill past the fire at the rear of the train, escaping the upward-rising fumes and smoke.
Nearly one year after the fire, the official inquiry determined the cause was the failure, overheating and ignition of one of the electric heaters installed in the conductor's compartments that were not designed for use in a moving vehicle. A slow leak of highly flammable hydraulic oil was ignited by the burning heater, which in turn melted the plastic fluid lines further feeding the flames, and also resulting in the hydraulic pressure loss which caused the train to stop and the doors to fail.
http://en.wikipedia.org/wiki/Kaprun_disaster
Boze me sacuvaj jos se hvalis kako bi udeo od 60 procenata u javnom saobracaju opao usled povecanja broja automobilia
Bravo. Kratko i istinito.stf":2tcirivf je napisao(la):УМП и СМТ су основна инфрастуктура ... ми имамо ту несрећу да их немамо, као ни метро, а градови који имају метро и по 100 година, имају и саобраћајне прстенове исто толико.
Мени је само криво што они нису урађени за време СФРЈ помоћу национализације, јер је експропријација велика кочница. То је тада требало да се гради, да бисмо ми данас радили метро ...
stf":2713rwae je napisao(la):Мени је само криво што они нису урађени за време СФРЈ помоћу национализације, јер је експропријација велика кочница. То је тада требало да се гради, да бисмо ми данас радили метро ...
stf":2jjsk0la je napisao(la):Људи докле више да млатимо празну сламу.
УМП и СМТ су основна инфрастуктура ... ми имамо ту несрећу да их немамо, као ни метро, а градови који имају метро и по 100 година, имају и саобраћајне прстенове исто толико.
stf":1q9tsye9 je napisao(la):Šta mi to imamo od primarne saobraćajne infrastrukture? Obilaznicu? NE Ump? NE Smt? NE transverzalu sever-jug? NE Minimalan broj mostova? NE Transverzalu istok-zapad? DA.
Šta mi to imamo od šinske infrastrukture? Metro? NE Regionalni metro? NE Gradska železnica? DA....
stf":2zit3ohu je napisao(la):Delija,
Nećemo se složiti oko trase. Kao što sam više puta objasnio i obrazložio, izgrađenu trasu smatram boljom od jovinove.