SAFETY TECHNOLOGY TOOLKIT

Transcription

1 SAFETY TECHNOLOGY TOOLKIT The following provides an overview of the various technologies that CN has in place as part of its Safety Management Programs. It demonstrates the commitment that CN has made to its safety programs which far exceed regulatory requirements.

2 ENGINEERING TECHNOLOGY Ultrasonic Rail Flaw Detector (RFD) Looking Into the Rail to Increased Network Safety and Reliability of Operations RFDs are mounted on trucks and travel the network providing the railways with a front line preventive process the railways use to assess rail integrity by looking for internal defects that have the potential to cause derailments but that would not be seen through a visual inspection process. Increased network testing has allowed CN to locate an increasing number of defects. Once located, defects are immediately repaired or appropriate speed restrictions are placed on the track in accordance with the Track Safety Rules. Railways are required to conduct this type of testing between 0 and 4 times per year depending on Class of track and train volumes. CN has chosen to far exceed this as part of its safety program. CN presently owns four RFD vehicles and contracts for the use of an additional vehicles depending on the season. CN is now able to test its network from 1 to 18 times per year, which is well above the regulatory requirement. In 2012 CN tested over 235,000 miles of track, triple what was tested five years ago. RFD testing is an integral part of all CN s network safety action plans. CN s suppliers continue to find new and improved methods to advance RFD technology and performanc 1

3 ENGINEERING TECHNOLOGY Track Geometry (TEST) Car TESTing the Safety of Our Infrastructure Enables Reliable Train Operations TEST Cars are specially equipped railcars that continually measure important aspects of track geometry including gauge, cross level, alignment, curve spirals, and rail profile (i.e. rail wear). Once located, defects are immediately addressed in line with the Track Safety Rules Railways are required to conduct this type of testing between 1 and 3 times per year depending on Class of track and train volumes. CN has chosen to exceed this as part of its safety program. CN presently owns and operates two TEST Cars, as well as 15 Hi-rail mounted geometry equipment testers. CN ensures its network s integrity and operational safety by measuring its rail lines from 3 to 7 times per year In 2012 CN tested over 72,000 miles of track, which is over three times its entire network and represents a 60% increase over that tested 5 years ago CN s newest TEST car features innovative joint bar inspection technology which inspects rail joint bars at track speed and identifies joint bars with cracks in them. Cracked joint bars are a cause of major derailments. As part of its commitment to introducing new technologies in railway safety, CN is currently using locomotives mounted with accelerometer units to identify locations where unusual acceleration suggests potential track geometry issues. CN currently has 9 locomotives with this technology. 2

4 ENGINEERING TECHNOLOGY Vehicle Track Interaction Units (V/TI) Utilizing Locomotives to Further Test Track Quality V/TI units are accelerometers mounted on locomotives that identify unusual movements or accelerations resulting from track geometry or rail joint issues They represent an additional line of defence to reduce the risk of main track derailments There is currently no regulatory requirement for V/TI units CN has installed V/TI units on 10 locomotives V/TI units represent the latest technological tool used by CN to ensure the quality of its track and prevent main track derailments 3

5 ENGINEERING TECHNOLOGY Rail Grinding Increasing Safety of Train Operations by Grinding Away Defects Rail Grinding helps maintain the rail s profile and control any rail defects. Over time the profile of the rail changes from its original shape due to variation in wheel shapes and track geometry. As the shape of the rail changes, the rail to wheel interface also varies, causing the lateral and vertical weight of the load to change where it contacts the rail. If this is not kept properly centered on the rail it will cause the weight to be offcenter and thus cause defects in the rail. The rail grinder s main objective is to grind the rail so that it re-shapes the head to conform to CN s rail profile. Rail Grinding provides greater reliability for Ultrasonic Rail Flaw Detection tests (RFDs) by re-profiling and cleaning the rail thus providing better surface conditions for Ultrasonic testing. Rail Grinding will also grind shells from the gauge face of the rail that can otherwise hide defects. Rail Grinding is performed by self-propelled vehicles that travel on the tracks throughout CN s network. There is currently no regulatory requirement to grind but CN has determined that the performance of rail grinding enhances operational safety. CN ground more than 17,500 miles of rail in 2012, almost 50% more than was being ground 10 years ago Grinding contractors are working towards engineering better and more efficient machines. 5

6 ENGINEERING TECHNOLOGY Bridge Testing System (BTS) Increased Safety for Train Operations Through Bridge Evaluation and Structural Testing BTSs are mobile laboratories on wheels that use advanced instrumentation to monitor and analyze various locations on a bridge span in real time under static and dynamic loading. The BTS unit is transported to the bridge site on its own wheels where road access is available or by rail flatcar in remote areas. The purpose of the BTS is to perform specialized tests on bridges to monitor bridge capacity and plan for replacement or strengthening of components; to review bridge members that have been theoretically analyzed as deficient; and to determine the degree of actual vertical and lateral deflections that will lead to improved serviceability requirements. Bridge members that have been tested and display reserve capacity can be safely deferred for strengthening There is currently no regulatory requirement to test bridge spans but CN has determined that the performance of bridge testing enhances operational safety, and has therefore begun proactive testing. CN PERFORMANCE CN has invested in the safety of its bridge operations through the purchase of one BTS unit, which operates throughout CN s network. This unit typically tests 10 to 12 bridges per year The latest technological advance made to the BTS has been the introduction of wireless testing system. Prior to this the conversion from analog to digital systems took place. Long-term monitoring of fatigue-sensitive components on high-replacement-cost bridges is also being considered as an expansion of the BTS's scope. 5

7 ENGINEERING TECHNOLOGY Slide Detection/Roadbed Stability Detection Increasing Safety and Reliability for Train Operations by Detecting Problems Up Ahead Slide detectors and roadbed stability detectors are used to detect snow or rockslides, washouts or changes to roadbed stability. They provide restrictive signals when approaching the detection area. Some detectors have talker alarms that provide a direct alarm to the train crew. Slide detectors and roadbed stability detectors are located adjacent to the right of way at areas that have been determined to be high risk through expert analysis. A small number of detectors are also used in high water areas and at bridge locations. Generally, detectors are comprised of fences that trigger an alarm when broken or tripped and alert the RTC office. Slide detectors will flash a white signal with the letter "T" on it in the field. The CTC signals will be restrictive approaching this "T" signal if it is activated. In addition, derailment detectors are used to protect key infrastructure points such as bridges by providing a direct alarm to the train crew of an approaching train should the wheel of equipment become derailed. There is currently no regulatory requirement for slide detectors and roadbed stability detectors but CN has determined that this type of testing enhances operational safety. CN has established 71 slide or track hazard detection locations across its network, including some sites with multiple detectors and installed 294 derailment detectors. For any type of alarm, CN has established written instructions for trains to operate under 10 mph, prepared to stop short of a track defect, until the lead locomotive is clear of the limits or the track is known to be clear of defects. CN has been improving detectors by including talker-based alarms. These announce an emergency message on the end-to-end radio channel if activated. In addition, there are a number of technologies that CN is evaluating and testing for future implementation, including: laser slide detection; acoustic rockfall detectors; guided radar landslide detectors; and satellite imagery to detect slope movements. 6

8 MECHANICAL TECHNOLOGY Hot Bearing Detector (HBD) Hot Bearing Detection Feels for Problems Before They Occur HBDs, ffirst introduced to the industry and CN in the 1950's, monitor the temperature of railway car wheel bearings as they travel CN s network. The HBDs are placed on the rail and monitor each wheel set as it passes directly in front of it. One of the main items that HBDs track is overheated journals ("hot boxes"), which occur when inadequate wheel bearing lubrication or mechanical flaws causes a significant increase in bearing friction, which, in turn, causes the wheel bearing temperature to rise. This can lead to bearing failure and potentially a derailment if left untreated. Once an overheated bearing is located by an HBD, the information of exact wheel set that triggered the HBD is communicated directly to the train crew using talker technology. In Canada, Transport Canada requires an inspection by HBD or visual every 60 miles, as a result of the railways change to cabooseless train operations. CN has chosen to far exceed this as part of its safety program. CN PERFORMANCE CN has a total of 815 detectors across its system, 100 more than it had just 5 years ago and triple the number it had 15 years ago CN has integrated these detectors into a central computer system, which allows for proactive monitoring of warm bearings and ensures their removal prior to a problem. This proactive use of the technology has allowed CN to significantly reduce HBD alarms and derailments caused by overheated bearings. For instance derailments due to overheated bearings have dropped by 64% since the late 1990 s. The railway industry has established an average spacing of 30 miles between HBDs. Because CN has determined that HBDs are a critical tool in network safety, CN s core network features spacing of 12 to 15 miles. CN s and its suppliers continue to find new and improved methods to advance HBD technology and performance. 7

9 MECHANICAL TECHNOLOGY Dragging Equipment Detector (DED) Dragging Equipment Detectors are Key to Safe and Efficient Performance DEDs are installed on the railway ties and monitor each wheel set as it passes directly in front of it. DEDs detect objects or components hanging under the body of a car or locomotive while they are transiting on CN s network. When detectors are struck, the alarm is relayed to the Train Dispatcher who then informs the train crew. Once the alarm is given, the train is stopped and the conductor inspects the train to look for the dragging equipment. Any defective car will then be set off or allowed to continue based on the results of the inspection. In Canada, Transport Canada requires an inspection by DED or visual every 60 miles, as a result of the railways change to cabooseless train operations. CN has chosen to far exceed this as part of its safety program. CN PERFORMANCE All of CN s 815 Hot Box Detector sites feature DED equipment. In addition to these sites, CN has introduced standalone DEDs at over 300 other key locations. CN owns and maintains all of the DED sites on its network. DEDs are placed on CN's mainline network at 12 to 15 mile intervals. CN has also used standard DED s to act as low hose detectors. For this purpose, the sensor paddle is raised slightly in order to detect low hanging air hoses. Low air hoses could separate should they hit a crossing and could result in delays and, in some cases, minor derailments. 5 such installations are currently in place. 8

10 MECHANICAL TECHNOLOGY Hot and Cold Wheel Detectors (HWD and CWD) Detecting Hot and Cold Wheels Before They Become a Hazard Traditionally, HWDs, first introduced to CN s network in the 1980's, are used to monitor the temperature of the railway car wheel as it rolls across the railway. A hot wheel is normally an indicator of a stuck hand or air brake. When a wheel reaches a specific temperature (or beyond), the detector alerts the train crew to stop the train and inspect the suspect wheel. A car will then be set off or allowed to continue under monitoring based on the results of the inspection. While some railways use HWD s to monitor higher temperatures of wheels, CN is monitoring hot wheels across the system to look at wheels that have no heat on them. The same HWDs can be used to identify cold wheels at the bottom of long grades, which indicates a lack or reduction in brake shoe force. The main use of HWDs is to prevent the deterioration of wheels from overheating and the identification of defective air brakes. Industry analysis shows that wheels that have been heated are more prone to breaking. Both HWDs and CWDs are located adjacent to the railway s right of way. There is currently no regulatory requirement for HWD but CN has determined that this type of testing enhances operational safety. CN PERFORMANCE CN has established 529 Hot Wheel Detectors as well as 5 Cold Wheel detectors, over 100 more than it had just 5 years ago. CN owns and maintains all of the HWD sites on its network. Because CN has determined that HWDs are a critical tool in network safety, CN s core network features spacing of 20 to 25 miles. CN has integrated these detectors into a central computer, which allows for proactive monitoring of warm wheels for trend analysis of potential brake problems. Pro-active monitoring of warm wheels before they reach alarm levels has allowed us to significantly reduce our hot wheel alarms (by 2/3 since 1996). CN has established CWDs at 5 sites on its network at the bottom of steeper grades where brakes are applied. Cars that show a low temperature on a wheel or wheelset could indicate air brake problems such as leaks, valve defects or brake shoe defects. 9

11 MECHANICAL TECHNOLOGY Wheel Impact Load Detector (WILD) Increasing Track Life and Safety of Train Operations Through Pro-Active Wheel Detection WILDs measure the impact transmitted by a specific wheel onto the rail while railcars are in transit. Industry and CN testing of WILDs, began in the 1980 s and CN started the first network of interconnected WILD sites from This technology allows railways to detect out-of-round wheels, wheels with flat spots or other imperfections that could lead to derailments if left untreated. The principal defects found by WILD are wheel tread shells and spalls. These defects appear as shallow (1/8 to 1/4" deep) pitted areas of the steel tread surface about 1 in diameter or more and are the steel equivalent of highway surface potholes. They originate from localized metallurgical overstress, overheat and brittle fatigue of the steel. CN changes about 80,000 wheelsets (pairs of wheels) per year for all reasons, including sets with shells or spalls found by WILD. There is currently no regulatory requirement for WILD but CN has determined that this type of testing enhances operational safety. CN has the largest and most dense network of WILD detectors in North America with 34 sites and 39 detectors. This represents approximately 1/3 of the total number of WILDs in North America. CN's WILD network is connected to a central computer that allows for coordinated monitoring, assessments and actions. Once an impact is registered at a CN established maintenance threshold, CN automatically sends the car to a repair location for wheelset removal CN has recently enhanced the WILDs by adding capability to monitor overloads and imbalanced loads that can damage the rail cars and track and lead to derailments. As part of its commitment to introducing new technologies to the railway safety industry, CN is also testing a new prototype hunting (lateral stability/impact) detection system for future use at CN s current WILD sites. 10

12 ENGINEERING TECHNOLOGY Wheel Dimension and Profile Detector (WDPD) Measuring Wheels Prevents Safety Hazards WDPDs are based on a new technology that uses laser-video and strobe-video to capture wheel profile information as a train passes over the site at speeds of up to 65 mph This technology allows CN to intercept worn or damaged wheels that need replacement. There is currently no regulatory requirement to measure wheel profile but CN has determined that wheel profiling enhances operational safety. CN PERFORMANCE CN has established 3 WPDs using two different technologies that monitor the same defects. CN is continuing work on a wheel wear notification system to enable the railway to proactively plan wheel removal CN s suppliers continue to find new and improved methods to advance WPD technology and performance. 11

13 TRANSPORTATION TECHNOLOGY Distributed Power (DP) Distributed Power Makes for Safe Train Handling Distributed Power (DP) is a term used to describe a specific type of locomotive control system that allows powered locomotives to be located remotely in a train other than at the head or end. Using DP, locomotives placed in a midtrain and/or tail-end position are controlled by the locomotive operator from the lead locomotive. The DP system provides control of the remote locomotives using command signals transmitted over a radio link with the train s brake pipe acting as a back-up link. DP allows for more uniform tractive effort, reduced in-train forces and more effective brake applications. Prior to DP, moving heavy tonnage trains up steep ascending grades required the equivalent of five or more locomotives. This was problematic because the high head-end pulling forces exceeded the tensile strength rating of the car coupling systems. With DP, instead of concentrating the pulling forces entirely at the head-end, the forces could be managed to acceptable levels by virtue of relocating some of the locomotives to a mid-train and/or tail-end position thus reducing to potential for pull-aparts and/or derailments There is no regulatory requirement for railways to operate using DP. CN has introduced this technology on its own initiative to improve train handling and safety. CN uses DP technology across its entire network. CN has 485 locomotives equipped with this technology representing approximately 40 per cent of CN s high horsepower fleet. CN is working with DP suppliers in a continuous effort to make improvements to this technology. For instance, asynchronous operation was introduced to allow locomotive engineers to separately control the lead and remote locomotive, reducing in-train forces in situations where trains are moving over the top of a hill or bottom of a valley. 12

14 TRANSPORTATION TECHNOLOGY Trip Optimizer (TO) Optimizing train handling for a smoother ride and fuel conservation Trip Optimizer (TO) technology is an intelligent cruise control system that automatically determines the optimal throttle settings on locomotives The technology is interactive with the topography and adjusts to slow orders. In addition to providing environmental benefits through reduced fuel consumption, TO controls throttle adjustments to reduce in-train forces, minimizing the potential for train separations or damage to customers goods. There is no regulatory requirement for railways to operate using TO. CN has introduced this technology on its own initiative to improve train handling and safety. CN uses TO technology across much of its network. CN has 124 equipped locomotives and plans to more than double that number by the end of CN is working with TO suppliers in a continuous effort to make improvements to this technology. As an example, CN is currently performing final testing of an upgraded version of the TO software specifically designed for one of the more challenging territories on the CN system 14

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