SYSTEMS OF TRACK INFRASTRUCTURE SAFETY at AMTRAK

Transcription

1 SYSTEMS OF TRACK INFRASTRUCTURE SAFETY at AMTRAK John Parola, (formerly Chief Engr.Track, Amtrak) currently VP, HNTB Inc., Philadelphia, PA Conrad Ruppert, Jr. Division Engineer, Amtrak, Boston, MA INTRODUCTION: America made a conscious decision to venture into regular high-speed rail operations in the late 1970 s. By 1983, Amtrak s Metroliner was operating at a maximum speed of 120 MPH and in 1986 permission was granted by the FRA to go to a maximum of 125 MPH. In 1990 Amtrak received permission to operate though curves at up to 5 of cant deficiency (unbalance). By the early 1990 s America was ready to move forward into implementing a new generation of high-speed rail operations in the United States on Amtrak s Northeast Corridor. In 1998 new safety standards for high-speed rail operations for Class 6, 7, 8 & 9 were finalized and in December 2000 Amtrak put into revenue service our ACELA Express Trainset that operates at speeds up to 150 MPH and a maximum cant deficiency of 7 through curves. Unlike high-speed operations in Europe, Amtrak does not have a dedicated roadbed for high-speed trains, nor have we completely rebuilt our roadbed with new materials. In fact, what is so interesting is that Amtrak has implemented America s high-speed rail operations on what is one of the most unique, diverse, and challenging infrastructures in the world. This was accomplished through engineering ingenuity, partnerships with the FRA and other key elements of the railroad industry, and the technical know how and competence of Amtrak s Engineering Department. This presentation is about how we keep our railway safe. It is about the people, the infrastructure and the processes. Amtrak owns and operates on 1,744 miles of infrastructure in the Northeast Corridor. The infrastructure is operated and maintained up to and including FRA Class 8 with a maximum operating speed of 150 MPH. We enable safe train operations of our diverse physical plant (wood tie, concrete tie, freight, commuter, and high-speed trains) by employing multiple systems of safety. It is what we call a multi-faceted holistic approach to Track Infrastructure Safety. We believe our inspections, training, testing, standards, and quality assurance processes are second to none! This presentation will outline the systems and methodology we use, the challenges we face, and the philosophy we employ that enables each and every one of us within the Engineering Department to sleep well at night. We are extremely proud of the safety services we deliver to our employees and the traveling public. OUR GUIDING PHILOSOPHY: Safety is our highest priority! It is written on the first page of our operating rulebook that, SAFETY is of first importance in the discharge of duty. This guiding principle is the first responsibility of every employee. Focusing on safety has also proven to be the most cost effective, least capital-intensive approach to operating a successful railway business

2 As Amtrak s primary business is the transport of people, the value of human life remains in the forefront of our decisions regarding the safety of our operations, the track infrastructure, and the methods we employ to build and maintain the track. Consequently, multiple, redundant systems of safety must be in place to ensure the safety of our employees and the traveling public. That is to say, we expect that it is entirely possible to have one of our safety systems fail without compromising the safety of our track or the people riding over it. CHALLENGES: Amtrak maintains the track infrastructure on the Northeast Corridor for a diverse traffic base. We offer three levels of passenger service, Acela Express, Acela Regional, and Inter-City/Mail & Express trains. Operations also support seven commuter agencies and five freight railroads. Each of these different train types presents a unique challenge to the track infrastructure. The table below illustrates the maximum operating speeds for each service and the FRA track class for that service. SERVICE MAXIMUM SPEED FRA TRACK CLASS Acela Express 150 MPH 8 Acela Regional 125 MPH 7 Intercity/Mail & Express 90 MPH 5 Commuter 110 MPH 6 Freight 60 MPH 4 Given the frequency of operations, both during the daylight commission hours for most passenger service and at night for the through freight service, there are limited windows of opportunity for track construction and maintenance operations. The combination of services also requires strict adherence to tight track geometry standards for high-speed operations while at the same time providing the track strength and durability needed to support heavy-axle load freights. With this in mind, our track inspection processes must be able to identify very small geometry deviations and must detect weak points in the track structure prior to them becoming failed conditions. Lastly, on-track protection of our people in this busy corridor presents it s own unique challenges. The volume and speed of trains in multiple-track electrified territory is an everyday challenge to our people, a challenge that must be faced with attention to safety at all times. To illustrate our unique operating environment, the diagram below depicts a typical configuration of the tracks in multiple-track territory.

3 One additional challenge worth mentioning, while our high-speed train sets operate up to a maximum of 7 inches of cant deficiency on our curves, the freight trains may operate in an over-balance condition. Thus our rail profile, lubrication and work methods must consider these extremes. THE TRACK INFRASTRUCTURE: The infrastructure is complex. Here are a few examples that depict the diversity of our physical plant. ΠThe track configuration at Penn Station New York is a complex maze of slip switches that are unique in many regards. Add to that nearly 1,200 daily train movements within this 21 track, seven tunnel station area in downtown Manhattan; ΠThe NEC has both conventional wood timbered interlockings as well as high-speed interlockings with concrete tied No.32.7 movable-point frog crossovers; ΠThe track structure consists of both concrete tied track for high-speed operation as well as conventional wood tie track; ΠAs is the case with most railroads, the challenge of providing adequate drainage to our infrastructure is ever present, particularly in urban areas; ΠThe Northeast Corridor is electrified in its entirety between Washington, DC and Boston, MA. Maintaining the track in electrified territory is challenging, both from the perspective of maintain proper track and wire alignment, as well as the constraints imposed on work methods allowed under the wire. ΠThere are 11 functional movable bridges on the route, most of which were built in the early 1900 s. ΠThere are 12 tunnels totaling 20.6 miles, seven of which lead into and out of Pennsylvania Station in New York City. SYSTEMS OF TRACK SAFETY: As mentioned earlier, we have multiple redundant systems of safety. These systems together enable safe train operations on the Northeast Corridor. The systems can be grouped into five categories: 1. Training and Preparedness; 2. Standards, Inspections, and Audits;

4 3. Applied Technology and Trend Analyses; 4. Targeted Track Maintenance and Renewal. 1. Training and Preparedness: Training of our supervisors, foremen, and track inspectors provides the base support to our safety systems. To obtain qualifications in these classes requires the following for Track Supervisors and Track Foremen: Track Track SUPERVISOR and FOREMAN Supervisor Foreman Training and Qualification Requirements: Requalify: Requalify: Roadway Worker Protection (RWP) Annually Annually Track Safety, Maintenance and Construction Standards 3 years 3 years (MW-1000) CWR Training and Exam 1 time 1 time ARASA Supervisor Exam 1 time 1 time Inspection of High-Speed Track Training 1 time 1 time Electrical Operating Instructions (AMT-2) 2 years 2 years Operating Rules & Instructions (NORAC) Annually Annually Physical Characteristics 1 time Annually Training and qualification requirements for Track Inspectors are as follow: FRA Class FRA Class TRACK INSPECTOR 1 thru 5 6 thru 9 Training and Qualification Requirements: Requalify: Requalify: Roadway Worker Protection (RWP) Annually Annually Track Safety, Maintenance and Construction Standards 3 years 3 years (MW-1000) CWR Training and Exam 1 time 1 time ARASA Supervisor Exam 1 time 1 time Inspection of High-Speed Track Training 1 time 1 time Electrical Operating Instructions (AMT-2) 2 years 2 years Operating Rules & Instructions (NORAC) Annually Annually Physical Characteristics Annually Annually Track Inspection Work Experience 1 year 5 years (Inspection of Class 4 or higher track) Additionally, we have in place a course entitled High Impact Track Inspection. Within this course, extensive training is given focused on the detection of track defects. Following classroom instruction, track inspectors and foremen receive one on one field mentoring from qualified instructors. During this time, hands-on defect detection and

5 measurement techniques are demonstrated and practiced. At the end of the training, the inspector must demonstrate his/her proficiency and the mentor completes a rating sheet. The sheet will either indicate the inspector is proficient or it will depict areas where further follow up training is required. Ensuring that the track inspectors and foremen have the necessary tools and knowledge to perform their safety sensitive work competently is the desired output from this foundational training. There is one common theme that is drilled throughout the training and that is WHEN CONDITIONS WARRANT, THERE IS NEVER AN EXCUSE TO NOT PLACE A REQUIRED SLOW ORDER ON THE TRACK TO ENSURE SAFETY! 2. Standards, Inspections and Audits: Standards: Our track safety standards are defined in our book entitled the Limits and Specifications for the Safety, Maintenance and Construction of Track (MW-1000). This manual was compiled by teams of track experts at Amtrak and from the railway industry as a whole. It evolved from the earlier predecessor roads, (e.g. The Pennsylvania Railroad, The Penn Central, etc.), with a significant revision occurring in September Amtrak s current book has sections defining track safety standards, track maintenance limits, and track construction specifications. In addition, the book contains additional sections specific to track buckling counter measures, miter rail systems, high-speed track geometry, turnouts and crossings and specialty trackwork. Our goal at Amtrak is to maintain the track between the new construction specifications and the maintenance limits. As track deteriorates, we flag track geometry defects at the maintenance thresholds. Once a defect condition is at the maintenance limit we target the section of track for work to return it to a state of repair below the maintenance limits. The challenge to keep maintenance defects from becoming safety defects is met with trend analyses and degradation prediction models. Track surfacing, gauging, and curve rail or component replacement are the most frequent actions taken to correct conditions. Capital program work is planned around the elimination of root cause conditions that underlie our Track Geometry Car (TGC) defects. Safety Standards are the bare minimum allowable for a specific class of track. Slow orders are placed immediately when a safety defect is observed through either field inspections or when one of our automated Track Geometry Measuring Cars identifies a defect. As we progress in our efforts to upgrade the track structure of the Northeast Corridor, safety level defects have become the rare exception rather than the norm. Amtrak also published an Engineering Practices Manual and a portfolio of Standard Plans. These provide detailed information to both engineering managers and field supervisors to ensure consistency and safety in all aspects of track inspection, maintenance, and construction. They included detailed plans, material specifications, and accepted work methods. Both the manual and portfolio are updated routinely as new technologies emerge, as new materials become available, and as work methods change.

6 Inspections: Amtrak performs a variety of inspections of the track infrastructure that include visual walking & hi-rail inspections and automated rail vehicle based measurements. Our inspections either meet or exceed FRA inspection requirements. In addition to the inspections performed on Amtrak owned and/or maintained right-of-way, an annual Track Geometry Car Inspection is made on all routes traversed by Amtrak trains throughout the United States. Engineering managers and supervisors of the host railroad are invited and encouraged to ride their respective territories. Detailed exception reports and brush charts are provided to the host railroad at the end of each line segment. The type and frequency of inspections we perform are summarized in the following table: Type of Inspection Track Class Frequency Exceeds FRA Requirements? Track Geometry Measuring 1 3 Annually Yes System (TGMS) days (15-days preferred) Yes days Yes (15-days preferred) Gage Restraint Measuring 1 5 Annually Yes System (GRMS) 6 & 7 Annually Yes 8 Annually Same Internal Rail Flaw Detection 1 5 Semi-Annually Yes (Automated) 6 8 Semi-Annually Same Internal Rail Flaw Detection 1 2 NA Yes Turnouts, Crossovers & Miter 3 5 Semi-Annually Yes Rails (Hand Testing) 6 8 Semi-Annually Yes Visual Track Inspections 1 8 Semi-Weekly Same (Walking and Hi-Rail) Joint Switch Inspection 1 8 Monthly Yes (Track and C&S) Miter Rail and Expansion 1 8 Monthly Yes Joint Inspection Joint Miter Rail and Movable 1 8 Monthly Yes Bridge Inspection (All Disciplines) Automated Remote 8 Daily Same Monitoring System (ARMS) Detailed Switch Inspection 1 8 Annually Yes Head-End Riding Inspection 1 8 Monthly Yes Right-of-Way Inspection 1 8 Semi-Annually Yes (Walking or Hi-Rail) (Spring & Fall) Special Inspections (Flood, Fire, Temperature Extremes) 1 8 As Required Same

7 It is worth noting several key elements in our automated inspection process and to provide more details on these inspections. As noted in the table below, the frequency of automated tests shows a significant shift from traditional applications. Twice within 60- Track Geometry Measuring System (TGMS) Track Description Inspection Frequency FRA Regulation Minimum EP2007* Preferred EP2007* Segments with track Every 30-days Every 15-days speed è 125 MPH (1) days Segments with track Twice within Every 30-days Every 30-days speed è 110 MPH (2) 120-days Segments with track Not Regulated Every 90-days Every 45-days speed è 90 MPH Other main tracks, Not Regulated Annually Every 6 months terminals, turnouts, and crossovers (3) Contract Carrier Not Regulated Every 2 Years Annually Routes (4) Commuter Contract Operations Not Regulated As Required by the Contract (1) Not less than 15-days between inspections (2) Not less than 30-days between inspections (3) The TSAVe may be used to perform track geometry testing on these routes (4) As needed based on ARMS surveys or request from the Route Engineer * EP2007 Section 2007 of Amtrak s Engineering Practice Manual Track Structure Assessment Vehicle (TSAVe) Track Description Inspection Frequency FRA Regulation Minimum EP2007* Preferred EP2007* Segments with track Annually Annually Annually speed è 125 MPH (1) Segments with track Not Regulated Annually Annually speed è 110 MPH Other main tracks, terminals, turnouts, and crossovers (2) Not Regulated Annually Annually (1) Not less than 180-days between inspections (2) Amtrak Northeast Corridor routes only. (3) The TSAVe may be used to perform track geometry testing on these routes * EP2007 Section 2007 of Amtrak s Engineering Practice Manual We depend on these frequent tests to determine the predictability and progression of defects. The goal of this inspection regime is to significantly reduce, if not eliminate, safety level defects. This approach to inspection also ensures that the progression of

8 deteriorated conditions is tracked to allow maintenance intervention at the appropriate time and level to minimize both costs and impacts on train operations. These technologybased tools are highly valued and have become the key drivers of our track work activities. Audits: In addition to inspections, Amtrak s Engineering Management Team performs a series of inspection audits to verify that the required frequencies of inspections are met and that the quality of inspections is consistent with our rigorous safety standards. Managers at both the Division and System level carry out these audits as described in the following table: Type of Audit Supervisor s Audit of Inspection Records Asst. Division Engineer Track Audit (Accompanies each Track Inspector over territory) Engineering Inspection Record Audit (performed by System Engineering teams) Interlocking Inspection Audit (performed by System Engineering teams) Track Class Frequency Exceeds FRA Requirements? 1 8 Monthly Yes 1 8 Annually Yes 1 8 Semi-Annually Yes 1 8 Bi-Annually Yes 3. Applied Technology and Trend Analyses: Amtrak owns and operates two track geometry-measuring cars and one self-propelled Track Structure Assessment Vehicle (TSAVe) that has both a Gage Restraint Measuring System (GRMS) and contact Track Geometry Measuring System. Both track geometry cars are converted passenger coaches, (the ATK10002 is an Amfleet coach and the ATK10003 is an Acela Express coach.) The cars operate in regular passenger train consists, measuring track geometry, catenary geometry, and ride quality at normal track speeds (up to 150 MPH.) Measurement location is determined by a GPS based system. These tools drive most, if not all that we do in the track maintenance area as well as the development of our annual track capital programs. Given the frequency of inspections, vast quantities of inspection and measurement data are recorded, compiled, and stored. Turning this measured data into useful and accessible engineering management information led to the development of two information management systems. Commonly referred to as the AMM and GEO systems, they provide both a relational database of asset information and graphic visualization tools to evaluate historical data and to perform trend analyses of the track s performance and deterioration.

9 A typical view of the graphic visualization provided by the AMM System is shown below. This view has windows depicting Track Layout, Design & Measured Cross-Level, Geometry Exceptions, Measured Gage, Alignment, Profile, and Catenary Height. This visualization tools provides the ability to zoom and scroll on the selected views. Additional windows of data can be added and can be based on pre-defined data plots, file plots, date-based information or comments. The export of the data in text or spreadsheet format from the displayed in the windows is also possible for more detailed analysis and trending. The system provides open access to the asset information at all levels within the Engineering Department, from Track Inspector to Chief Engineer and provides the means to accurately located track geometry defects, to relate defects to track features, and to perform root cause analysis of poorly performing sections of track. In addition, the asset information database provides the means to plan track maintenance and renewal activities, both from a tactical and strategic perspective. 4. Targeted Track Maintenance and Renewal: As mentioned earlier our track programs are formulated from data collected by our track geometry measuring cars. In addition, we perform field walkouts to verify the required need, perform root-cause analyses, and program our work accordingly. Targeting work

10 on a needs basis enables us to stay two steps ahead of the track geometry challenges that present themselves on our diverse infrastructure. Seamless within our programmed work is a quality rating system for both maintenance and construction activities. This quality system is built off our standards and our people are continually challenged to deliver work that meets or exceeds our standards numerical rating system. We are driven by the tight standard requirements for high-speed train operations and even the simplest tasks have technical consequences. The methods we use to make our field welds, transpose rail, surface track, change pads and insulators on our concrete ties, spot surface and spot gage all become a technically complex process when we consider their affect on the high speed vehicles that traverse the railway. Our new Acela Express train has indeed changed the way we do business with track maintenance and construction. A SUCCESS STORY: The following is a story, which illustrates our focus on safety and how our systems approach can lead to success. The story is about how we moved our railway s track geometry from meeting FRA Class 7 with some exceptions to exceeding FRA Class 8 standards today. We did it By using a team approach with both system and division crews involved; Through the application of sound engineering principles; With a lot of hard work by dedicated employees, and; Without a lot of money. The story is called COUNTDOWN TO ACELA. COUNTDOWN TO ACELA began in early Having received early modeling reports on our new high-speed train set, we learned that it might react unfavorably to certain types of track geometry conditions. Amongst these were change in gage in 31 feet that could not exceed ½ inch, multiple chord defects that would excite the new vehicle and vertical profile changes to include a short warp defect that would occur within 10 feet. With this information in hand we set our track geometry car up to detect Class 8 defects and routinely tested the Northeast Corridor during the 18 months prior to the introduction of our new service. We also implemented a new policy whereby speed restrictions were applied IMMEDIATELY from the track geometry car as soon as a Level 1 geometry defect was detected and prior to field verification. After making our first couple of runs, we found that even if we repaired a gage change condition it could recur or move down the railway. Our wood interlockings, with cut spike construction had too much play in them to hold to the tight geometry parameters. After our initial runs, we identified safety and maintenance defects. We also placed many slow orders on the railway, which did not make us too popular with the operating

11 department. Clearly, we had a difficult challenge ahead and the following steps took us to success. Step 1. Identify the key need locations; Step 2. Conduct a field walkout inspection of each interlocking with a team of experts to come up with a site-specific solution; Step 3. Replace timbers and install Pandrol fasteners in our wood interlockings located in high-speed territory; Step 4. Re-align the track and turnouts using laser liners to place the normal side of all turnouts to perfect gage with little or no variation; Step 5. Field weld short leg frogs, spot undercut and surface as conditions warrant; Step 6. Target patch CWR areas and curve pad and insulator replacements to correct gage conditions Step 7. Instituted the policy of operating our TGC every two weeks at nights. On the car were the Chief engineer of Maintenance, Chief Engineer of Track, Division Engineer, and his staff down to the Track Supervisor, the director of Track Geometry and the Senior Director of Track Maintenance. (We all bonded and came together to work as a team and ready our roadbed for ACELA EXPRESS.) Step 8. Analyze trends and use predictability models to complement our process of targeting key area for work activities. Step 9. Conduct additional field walkout inspections as needed to ensure success. In the end, we made it happen. As you can see from the following graph, Level 1 geometry defects decreased from a high of 70+ in April 1999 to less than 5 in May Today, we consistently have runs with less than 5 Level 1 defects, often with none at all! Our work on maintaining this track geometry is not done. In fact, it is like and similar to all work on safety in that the challenge is ever present.

12 What We Learned: ΠWe learned that together we are better, that is when all engineering members focused on the same goal we will be successful. ΠWe learned that track infrastructure safety on Amtrak requires multiple, redundant systems of safety to enable the day-to-day delivery of a safe track infrastructure. ΠWe learned that not everything had to be renewed and that as an engineering team we can be creative and maximize our dollars to achieve desired results. ΠLastly, we learned that hard work could be rewarding and fun. Here is a picture taken at midnight some time in late 1999 when we achieved our TGC run northward from Washington to NY without any safety defects. Since then, we have completed round trip runs from Washington to Boston without any defects. CONCLUSION: This paper is presented on behalf of our entire Amtrak Engineering Team. We have successfully launched America's first high speed train as "One Team, One Amtrak. We are proud and we well know that our work on Track Infrastructure Safety will never be complete. It is what we do, it is our core competency, and we believe our Track Infrastructure Safety processes are second to none. SAFETY FIRST LIVE IT!