derailment elimination in today’s

Copyright © 2021

Essential Strategies for

Derailment Elimination in Today’s

PSR Environment - Part 2.

Wolf Railway Consulting

2838 Washington Street

Avondale Estates, Georgia

30002

404-600-2300

www.wolfrailway.com

William Hay Lecture

Presented by:

Gary P. Wolf

12+ Tactical Strategies

to Reach a Goal of

1.0/MTM

1

Copyright © 20212

First…A Memorial Day thank you for the brave men

and women of America who gave their lives for our

country…

Take time to remember their sacrifice this weekend

Omaha Beach Cemetery Normandy

Copyright © 2021

Breaking News!!!

• Since Part 1 of this William Hay Lecture (April 9),

there have been some recent developments

concerning the impact of PSR on Freight Railroading

✓Congressman DeFazio has requested a GAO

Study of the impact of PSR on rail shippers,

employees, and Safety

✓Grady Cothen, retired FRA Deputy Assc.

Administrator for Safety Standards, has authored

a white paper entitled “Management of In-Train

Forces – Challenges and Directions” (See

Railway Age Website to download)3

Copyright © 20214

Strategic Plan – Where we

are going, a goal, a

destination.

i.e., 1.0 Derailments/MTM

Tactical Plan/Strategies –

How to get there…

Copyright © 2021

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2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019

Train Accident Rate per Million Train Miles

5

GOAL 1.0

Source FRA Accident

Database

Copyright © 2021

$0.0

$10.0

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2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020

Ex

pe

nse

s (millio

ns)

Nu

mb

er

of

De

rail

me

nts

Annual Human Factor Derailments and Expenses

Number of Derailments Expense (millions)

Source FRA Accident

Database

Human Factor Derailments

6

Copyright © 20217

12 Tactical Strategies

1.Develop a Corporate Focus

2.Develop a network of integrated and

automated inspection/detection

systems

3.Leverage Big Data

4. Insure Correct Curve Elevations

5.Manage Wheel/Rail Interface

6.Develop an effective rail lubrication

program

Copyright © 20218

12 Tactical Strategies con’t.

7. Eliminate Rail Cant

8. Eliminate tight side bearings and excessive

friction wedge rise from your cars/wagons

9. Manage CWR and Rail Neutral

Temperature (RNT)

10.Develop train make-up rules and

strategies

11.Perform Root Cause Analysis on Human

failures; Change descriptions into causes.

12.Increased focus on drainage/water

management

13.BONUS! – Better turnout inspections

Copyright © 20219

Disclaimer:

These recommended strategies are not to imply that these are all

you should do. Many other strategies should and must be

implemented as well. Every rail system must assess what is

needed and prioritize those strategies for their particular railroad.

Although certain products or companies may be mentioned in this

paper, their mention does not imply an endorsement or

recommendation for these products, or that these products are

suitable for your railroad.

Copyright © 202110

1. Develop a Corporate

Focus

Copyright © 202111

A Corporate Focus on

Derailment Prevention

• Must start from top of organization

• Organization must be committed to the

process; must be imbedded in the corporate

culture

• If it’s everybody's responsibility it will end up

being nobody’s responsibility

• An individual must own the process and must

be accountable for success.

Copyright © 202112

Corporate Focus

• Corporate ownership of Derailment Prevention

• Need a champion, a mentor, to coordinate efforts and take ownership within the corporation. Director level or higher to establish visibility/standing within organization.

• Neutral reporting relationship to avoid bias

• Establish accountability

• Establish Mission, Goals, Objectives, and Strategy

• Multidisciplinary derailment prevention TEAM(S) (NOT committees).

• Divisional field teams working in conjunction with corporate

• Engineering, Mechanical, Operations, Safety, Signal, others

• Revolving leadership

• Statistical Analysis

• “if you can’t measure it…you can’t manage it”

• FRA reportable and Non-reportable incidents

• Must assign accurate cost of failure taking into account all costs

Copyright © 202113

Accurate cause finding prevents a

recurrence of another derailment on

that section of track, or with that

particular vehicle or vehicle type, or

with that particular crew.

“Those who cannot remember the past are

condemned to repeat it“ George Santayana


Starts with Accurate

Cause Finding

Copyright © 202114

Accurate Derailment

Cause Finding• Unbiased, Multiple Disciplinary Approach

• Must be done in a timely manner

• Objective and data driven

• Track Measurements, Car/Truck Inspection

• Event recorder data and train handling analysis

• Metallurgical analysis (in some cases)

• Simulation analysis (TOS, VAMPIRE, SIMPACK, etc.)

• Targeted Corrective Actions

• Cost Effective

• Within Corporate capabilities

• Check for unattended consequences

Copyright © 202115

Cause Finding Caveats

• Most derailments have multiple causation; Rarely

one single cause

• Must determine primary or root cause

• Must also address all contributory causes

• May not find a direct violation of AAR, FRA/TC, or

Operating Rules

• Standards don’t cover everything

• Standards don’t always take into account multiple deviations

between and within standards

• You may have discovered the need for a new standard or

rule; standards and rules need periodic updating

• The greater the number of deviations from standards

that you tolerate, the higher the probability of a

derailment

Copyright © 2021

Failure to Identify Correct Cause

• Departmental Biases

• Lack of systematic/analytical approach;

sloppy investigation

• Not getting the data and facts

• Lack of Motivation; “nobody cares”

• Poor communication/cooperation

• Intra-departmental

• Cross-departmental

• Rushing; not enough time; being rushed

• Looking for obvious cause(s)16

Copyright © 2021

The Problem …

▪ Many derailments and accidents are

“Organizational” incidents, yet we are

not drilling down to the root cause level

to adequately determine all the causative

issues.

▪ We are stopping at the individual level

(someone to blame), or only identifying

symptoms/conditions (e.g., wide gage).

▪ In order to reduce risk, all causative

factors must be identified and corrective

action taken.17

Copyright © 2021

Basic Question in all accidents – How

were the defenses breached?

• Three factors implicated:

• Human performance (rules)

• Technical systems (infrastructure/vehicles)

• Organizational Issues (culture, budgets)

• All three factors governed by 2 processes central to

all organizations

• Production (PSR)

• Protection (Safety/Inspections/Rules)

18

Copyright © 2021

Trends in Derailment

Cause Finding• Many of the easy to understand causes have been

eliminated

• As wheel loads and speeds increase, causes have become more complex, often requiring understanding of wheel/rail mechanisms

• With longer trains (PSR), Train Makeup/Handling has become a much bigger issue to take into account

• The higher stress state in the rail environment has mandated a better understanding of fatigue mechanisms (materials and humans)

• Due to downsizing, privatization, attrition, and retirements, the industry knowledge level has declined considerably

• Better training and tools are required for modern derailment investigation

19

Copyright © 202120

2. Develop a Network of

Automated Inspection/

Detection Devices

Copyright © 2021

Detection Strategies to Reduce

Derailments

• Modern detection technology, coupled with communications infrastructure and data analysis, can detect incipient conditions before they become derailments

• Wayside Systems to monitor rolling stock

• On-board systems to monitor vehicle conditions

• On-track systems to detect track faults

• Locomotive mounted systems to prevent collisions, speed limit violations, poor train handling and to monitor operations

21

Copyright © 202122

Track and Infrastructure

Monitoring• Legacy Systems

• Ultrasonic Rail Flaw and Joint Flaw detection

• Track geometry measurement

• Gage Restraint Measurement Systems (GRMS)

• Slide Detectors/ Seismic Detectors

• Rail Profile and Rail Wear

• Rail Friction Measurements (Tribometers)

• Bridge Monitoring

• Ground Penetrating Radar (GPR)

• New and Developing Technologies

• Automated crosstie inspection and grading

• Vision system to inspect fasteners, bolts, plates, Rail Seat Abrasion, Joint Bars

• Track Deflection Measurement; Track Stiffness (MRail)

• Rail Surface conditions (RCF and micro-cracks)

• Rail Neutral Temperature (RNT) Monitoring

Copyright © 202123

Legacy

Systems

Copyright © 202124

MRail

Emerging

Technologies

Copyright © 202125

Multi Sensor from Vortok

Robotic Track Geometry from

RailPod

Rohmann Eddy Current Crack

Detection

Emerging

TechnologiesAutonomous TGC from

Tetra Tech

Copyright © 202126

Wayside Detection &

Inspection• Legacy Systems

• Hot box (Hot Bearing) detectors; Temperature Trending

• Dragging equipment

• High and wide clearances

• Wheel Impact Load Detection (WILD)

• Truck Performance Detectors (TPD)

• Truck Hunting Detectors

• Wheel Profile; Wheel Defect

• Hot/Cold Wheel; Brake Defects

• Low Air hose

• New and Developing Technologies

• Wedge Rise

• Brake shoe thickness

• Coupler Securement

• Safety Appliances (ladders, grab irons, platforms)

• Ultrasonic and Acoustic Hot Box detectors

Copyright © 202127

Legacy

Systems

Copyright © 202128

Matzan Reliability Solutions

Ultrasonic Signal

Coupler View

Wedge/Spring View Ladder View

Emerging

Technologies

Emerging

Technologies

UT Wheel Inspection

Copyright © 202129

On-Board Locomotive

Monitoring and Detection

Technologies

• Event recorders

• On-board video cameras

• Condition Monitoring of locomotive performance

• Vision Systems

• Positive Train Control

• Communications Based Train Control

• Need greater leverage of these systems; build out the platform for better payback

Copyright © 202130

Video and Event Recorders

Copyright © 202131

And, another important technology building block for

autonomous operation of trains.

Copyright © 202132

PTC/CBTC/ERTMS Architecture To

Prevent Collisions

Copyright © 202133

Vehicle Remote Monitoring

Systems

•Load Status Sensor•Hatch Securement Sensor•Temperature Sensor•Brake Sensor•Wheel and Bearing Sensor

Copyright © 202134

Conclusions - Detectors

• There have been significant advancements in automated detection,

inspection and monitoring systems in the past 15 years.

• New and emerging technologies need further testing and investment to

prove benefits. Also, need support of regulatory authorities (Incentives).

• These devices eliminate subjectivity of human inspection, and improve

day to day reliability of inspection. Can change “finders” into “fixers”.

• Next challenge to increase the deployment of these devices is to justify

capital expenditure through relief from costly mandated human inspection

of track and equipment (Regulations).

• Using automated detection data, rail industry can move from reactive

maintenance to preventive/predictive maintenance.

• Another challenge facing every railroad is “what to do with all the data?”

Need advances in data warehousing and data mining to extract the

maximum value from the data. Need automated algorithms to interpret

and analyze data. Can’t have humans poring thru terabytes of data.

Copyright © 202135

3. Leverage Big Data

(Industry 4.0 and the I of T)

The connectivity and

automation of industrial

processes

Copyright © 202136

Wheel Wear

Ballast

Section

Rail Wear

Engine Hours Fuel Consumption

Wedge Rise

Geometry

Rail

Temperature

I of T

Rail Flaws

L/V Forces

Oil PressureLocation

Rail Stress

Bearing

Temperature

Crew Performance

Copyright © 2021

Big Data, the 3 V’s

(We are in the Zettabyte era,

1021 bytes , or one trillion gigabytes)

•Volume - how much?

•Velocity- how fast is it coming in?

•Variety - how many types of data?

37

Copyright © 2021

Benefits of Big Data

•More data; more complete

information

•Less standard deviation of data

•Greater confidence in answers;

higher R2

•But data itself has zero value unless it

can be used to create value

38

Copyright © 2021

Big Data moves us from fixers, to

preventers, to predictors, to

genies

• Reactive maintenance – fix what’s broken

(WILD)

• Preventive – use data to prevent future failure

(Bearing Temperature Trending)

• Predictive – when will the bearing fail based

on mileage, tonnage, wheel profile,

temperature?

• Prescriptive – AI, machine learning tells us

how to fix the problem to prevent failures.39

Copyright © 2021

To make it happen...Data Analytics

• Need to in-source or out-source data analytics

function

• Data Analytics is the process of

sifting/analyzing raw data to reach statistically

valid conclusions

✓Monte Carlo (probabilistic based)

simulation

✓Regression (linear/nonlinear)

✓Multivariate Adaptive Regression Splines

(MARS)

✓Time series40

Copyright © 2021

Data Analytics Warning

• Make sure your sensors/systems are producing

reliable data (Car tags, TGC, Rail flaw)

• Perform statistical process control on data values

• You will need data governance (person or group):

✓Quality

✓Privacy

✓Security

✓Retention (data warehousing - cloud vs. server)

✓Trustworthiness of data

41

And here’s an idea – let’s use Data Analytics on Human

Factor Derailments.

Copyright © 202142

4. Insure Correct Curve

Elevations

Copyright © 2021

Curve Superelevation Issues

43

Copyright © 2021

Curve Elevation Issues

• Over-elevated Curves

• Legacy from prior operating conditions

before longer, slower trains

• Legacy from Prior Owners

• Mixture of Passenger/Freight

• Under-Elevated Curves

• Bottom Line: Comprehensive review of curve

elevation should be an on-going process in

light of changes in train operations (fewer,

longer trains)

44

Copyright © 2021

Superelevation Derailment

Issues

• Excessive elevation places adverse vertical

forces on the low rail of curves, which can result

in broken rails, broken joints, low rail rollover,

and wheel climb on high rail

• Many curves in North America are currently over-

elevated given operating train speeds. Short

lines are especially vulnerable to this condition.

• When operating in over-elevated curves,

derailment risk increases when encountering

significant track perturbations which may be

FRA/TC compliant.

45

Copyright © 202146

Running Slower than

Balance Speed for Curve

Wheel

Climb on

High RailLow Rail

Rollover

Over Elevated Equilibrium

Copyright © 2021

Objective: Elevate majority of

curves at 1”-2” Unbalance• Action Items:

• Review actual train speeds on territory

• Speed tape analysis

• Train riding and reporting

• Simulation analysis

• Try to eliminate unnecessary speed changes

• Create prioritized list of improper elevations

• Develop plan to re-elevate curves

• Look to change speed limits for short term

solution if necessary

Tip: Check elevation run-off rates in spirals

47

Copyright © 202148

5. Manage Wheel/Rail

Interface

A lot goes on right here in

a very confined area

- Steering

- Traction

- Braking

- Support

Your management of the

wheel rail interface is either

conducive to good

performance and long asset

life, or short asset life and

derailment.

~ 0.5 in2

Copyright © 2021

Higher Axle loads, higher

wheel/rail contact stresses,

requirements for higher

adhesion, and at times higher

drawbar forces, mandate a

rigorous, more proactive

approach, to managing the

wheel/rail interface.

49

Copyright © 202150

Management of Wheel/Rail

Interface – Why?• Surface Condition of the Rail Causing RCF

• Grinding to eliminate development of RCF (Prevent Broken Rails)

• Profile Shape of the Rail (Rail Grinding)

• Minimize contact stresses

• Maximize wheelset steering

• Minimize probability of wheel climb

• Minimize probability of rail rollover

• Profile Shape of the Wheel (Wheel profiling)

• Minimize contact stress and development of shells

• Minimize high speed instability (prevent hunting)

• Maximize steering in curves (prevent gage widening)

Copyright © 2021

Wheel & Rail Profile Issues

• Rail Profiles

• Wheel Climb

• Wheelset Steering

• Rail Rollover

• Contact Stresses (RCF)

• Wheel Profiles

• Wheel climb

• High Speed stability

• Wheelset Steering

• Contact Stress (shells)

51

Copyright © 202152

Rolling Contact Fatigue causing

severe gage corner shelling

Copyright © 2021

Detail Fracture leading from large shell on gage corner.

In service failure. Note batter on both side of break.

53

Copyright © 2021

LOW Rail in Curve

Spalls develop due

to excessive contact

stress between the

false flange of

hollow worn wheels

operating below

balance speed on

track with wide gage.

54

Copyright © 202155

Profile shape of High and

Low Rail has significant

influence on gage

widening and rail rollover

derailments

Copyright © 202156

Significant Gage Face Wear Moves Vertical load closer

to the field side, Reducing Resistance to Rollover

New Moderate Severe

Levels of Rail Wear and Effect on B/H (L/V) Ratio for Rollover

.65 B/H .53 B/H .42 B/H

Copyright © 2021

Base 2.75”

Height 6.8”

L/V = b/h

2.75”/6.8” = 0.40

Rail Rollover Potential with Severe Gage Face

Wear 57

Copyright © 2021

Low Rail Contact Stress Due to Wide Gage

and Running with Hollow Worn Wheel Profile

This Makes Low Rail Prone to Roll Out

58

B/h Ratio

2.5”/7.0”

L//V for rollover = 0.35

Copyright © 2021

Nadal’s Formula

L tan ( ) - µ

1 + µ tan ()V=

µ

Angle between

wheel and rail

Friction between

wheel and rail

59

Wheel climb is

dependent on

gage face angle

and friction

Copyright © 2021

Severe Hollow Wear

Hollow Worn Wheels

Are a reality in the

North American fleet

✓ They Hunt

✓ They don’t steer

✓ They cause RCF

Moderate Hollow Wear

60

Copyright © 2021

Normal Curving

RL

RR

RRRL<

Strong Steering Moment

Generated

61

Copyright © 2021

Hollow Wheel Curving

RL

RR

RRRL=

ZERO Steering Moment

Generated!

62

Copyright © 2021

Wheel/Rail Contact Geometry

on High Rail of Curves

Conformal ContactModerate Two-Point

ContactSevere Two-Point

Contact

63

Good Steering OK Steering Poor Steering

Copyright © 2021

Conclusions – Wheel/Rail

• You need a wheel & rail profile measurement

system(s).

• Rail Grinding is essential

✓Removes RCF – Prevents broken rails

✓Maintain gage face angle >70º - Prevent wheel climb

✓Contour grinding to promote good steering (High + Low)

• Evaluate rail wear limits for defect growth, Nadal

(wheel climb), and B/H ratio (rollover)

• Wheel profiling harder to cost justify with interchange

fleets and AAR billing rules; Easy to cost justify with

captive fleets (transit, mining, commuter)

64

Copyright © 202165

Tip: Excellent

reference

source for

managing the

wheel rail

interface

Available from:

International Heavy Haul Association

www.IHHA.net

Copyright © 202166

Tip: Excellent

seminar for

learning about

managing the

wheel rail

interface

October 18-21 2021 Chicago

www.wheel-rail-seminars.com

Copyright © 202167

6. Develop an Effective

Rail Lubrication Program

Copyright © 2021

Lubrication and


• Rail Lubrication/Friction Modification is

essential in today’s heavy haul environment

• Proper rail lubrication/friction modification is

important in lowering derailment risk:

• Proper gage face lubrication of high side of

curves reduces wheel climb potential

• Proper top of rail lubrication reduces gage

spreading forces and rail rollover potential

68

Copyright © 2021

Low Rail

High Rail

Coefficient of Friction for Good Performance

.35 - .40.15 -.30

Top Of Low Rail

Gage Face of Rail

69

Copyright © 2021

Lubrication of Rail

Gage Face

Top of Rail

70

Copyright © 2021

Top or Rail Lubrication

eliminates Exceedances

greater than 15 Kips

Source: Rail Sciences Test Data71

Copyright © 2021

Top of Rail Friction Control

(TOR) – Why???

✓Reduce Curving Forces

✓Reduce Wheel/Rail Noise

✓Reduce Rail Wear

✓Reduce Tie and Fastener Wear

✓Reduce Wheel Wear

✓Reduce Energy Consumption

✓Reduce Derailment Potential

72

Copyright © 2021

Lubricants vs. Friction Modifiers

▪ Lubricants

▪ Greases, Polymers, Petroleum (oils)

▪ Effectiveness depends on amount of lubricant present. Hard to control application rates.

▪ Can act as a hydraulic fluid and open up surface cracks

▪ Friction Modifiers

▪ Engineered solids

▪ Deposited in water based medium and evaporates as film

▪ Constant COF over life of film; easy to control

▪ Does not act like a hydraulic fluid73

Copyright © 202174

Friction Control – How???

Copyright © 2021

Develop optimum lubrication

strategy for key locations

• Determine critical locations

• Severe curves (>5 degrees)

• Heavy grades

• Determine best delivery method

• Train traffic density

• Hy-rail access

• Cost/benefit tradeoff

• Type of friction modifier

• Warnings

• Watch for high tractive/braking effort areas

• Areas of heavy shelling75

Copyright © 202176

7. Eliminate Rail Cant

FieldGage

Copyright © 202177

Canted Rail

• Canted Rail is a leading root cause of many

wide gage and rail rollover derailments

• Rail Cant causes adverse wheel/rail contact

leading to aggressive development of Rolling

Contact Fatigue (RCF)

• Rail Cant is not regulated in North America

• Most railroads are starting to measure rail

cant on their Geometry Cars.

Copyright © 2021

Rail Cant/Differential Plate Cutting

1.5”.25”

78

Copyright © 2021

L/V (B/H) = 2.5/6.75 = .37

Rail Rollover L/V Reduced

2.5”

Differential Plate Cutting

L

V

79

Copyright © 2021

Tie Seat Abrasion under Rail and Pad

causing rail cant on concrete ties

80

Copyright © 202181

Remediation of Rail Cant• Tie Replacement

• Caution: spot tie replacement can lead

to problems in curve with significant rail

cant

• Tie Adzing to renew tie surface

• Shims can be used as temporary repair

• Recommend epoxy plugging compounds

in spike holes

• Epoxy treatments for concrete ties

• Grind rail after restoring rail cant

Copyright © 202182

8. Eliminate Tight Side

Bearings and Excessive

Friction Wedge Rise on all

Vehicles

Copyright © 2021

Friction

Wedges

83

Copyright © 202184

Also, Motion Control, variable damped design

Copyright © 2021

Summary - Importance of

Friction Wedges

• Harmonic rock/roll

• Speeds of 15-25 MPH

• Vertical Bounce

• Speeds > 55 MPH typically

• High Speed Hunting

• Speeds > 55 MPH typically

• Curve Negotiation

• All Speed Ranges (0 - 60 MPH)86

Copyright © 2021

First Problem with Tight Side

Bearing Clearance

• Causes Pre-Mature Contact in Entry Spiral

between car body and side bearing roller

• Bolster trying to rotate (steer) at this Point

• Slip/Stick Contact at Side Bearing roller has

potential to cause Stiff Bolster

• CCSB set up heights less than 4 7/8” can also

significantly increase turning resistance

88

Increases L

Copyright © 2021

Second Problem with Tight

Side Bearing Clearance

• Tight Side Bearings (especially across diagonals) Causes Pre-Mature and rapid vertical unloading of opposite corner of car

• Unloading of vertical weight at corner of car results in higher L/V ratio

• Increases probability of wheel climb due to track twist, crosslevel deviation, or spiral entry/exit

89

Decreases V

Copyright © 2021

Summary - Side Bearings

• Too Tight (or insufficient CCSB set-up

height)

• Stiff/Binding Truck; poor curving

• Vertical Wheel Unloading when

encountering marginal track twist

• Results in Wheel Climb derailments

• Too Much Clearance

• Harmonic Rocking Increased

90

Copyright © 202191

9. Manage CWR and Rail

Neutral Temperature

(RNT)

(Tip: Most Track Buckles occur in the

Winter Months of January and February)

What did he just

say?????

Copyright © 202192

Proper Control of Rail Neutral

Temperature (RNT). Also Called Stress

Free Temperature (SFT)

• CWR Rail may be laid at the correct neutral

temperature, but over every seasonal change, the

RNT is gradually ratcheted downward.

• Lowered RNT is a major root cause of track buckle

derailments

• Areas subjected to large seasonal temperature

changes most susceptible, e.g., Upper Midwest in

North America where it might be 100°F (38C) in

summer and -30°F (-34C) in winter.

• Keeping RNT at proper level is a continual battle that

must be fought annually. You cannot become

complacent!

Copyright © 202196

Symptoms of track

needing RNT adjustment

• Recent rail replacement plugs, especially during cold

months

• Recent Curve Patch rail relay (even if just one rail)

• Recent tamping to correct lateral or vertical

perturbations

• Areas of poor ballast section, cribs and shoulders

• Nervous Rail, rail crowding plates and canting in/out

• Inward movement in “staked” curves; formation of

ballast pockets

• Tie Skewing, anchor movement, tie bunching

Copyright © 202198

Monitoring of RNT

• Visual inspection of “staked” curves;

nervous rail crowding plates and

canting

• VERSE Testing

• Only method proven to be accurate

with +/- 1 degree

• Recent technology to measure rail

strain

Copyright © 2021100

MultiSensor™

➢ Vertical Shear Strain

➢ Horizontal Strain

➢ Core Temperature

➢ Vibration / Acceleration

➢ Sensor embedded in rail

➢ Simple insertion process

➢ Drill

➢ Size

➢ Insert


10. Develop Train Make-Up

Rules and Strategies


Train Handling and Train Make-

Up (Marshalling) Rules

In-train forces are additive to all the other

forces occurring at the wheel/rail interface.

High or Excessive in-train forces can cause a

marginally stable vehicle to derail on marginal track

conditions.

Every effort must be made to minimize the

development of excessive drawbar forces (static

& dynamic), and to limit the development of

excessive lateral forces due to coupler

angularity


Train Handling and Train

Make-Up Rules

• Must limit traction and dynamic braking forces consistent

with the strength of the couplers and track structure.

• Powered axle limitations

• Proper tonnage limits for the territory

• Prescribed train handling rules for difficult territories

• Prescribed air brake rules

• In undulating territory, moderate reductions in speed can

dramatically reduce slack action due to kinetic energy in

train

• Speed limits for certain vehicles (empty tanks, bulkhead

flats, centerbeams)


• Proper trailing tonnage limits behind empty vehicles

• Based on maximum curvature on route

• Based on expected buff and draft forces

• Based on long-car short car coupler limits

• Restrictions on tonnage behind Long/Short cars

• Restrictions on number and placement of EOC units

• Restrictions on placement of doublestack and spine

cars; loading definitions on platforms

• Restrictions on number of non-alignment locomotives

in consist

Train Handling and Train

Make-Up Rules


11. Perform Root Cause

Analysis on Human

Failures


Root Cause of Human Factor Accidents

Failure to secure train

Failure to observe speed limit Failure to observe signal

Copyright © 2021

Human Error

✓Fallibility is part of the human condition

✓We Can’t change the human condition

✓We can change the conditions under which people work

✓The challenge of root cause analysis is to find the latent and organizational conditions leading to failure – and change those.

108

Copyright © 2021

Human Factor Derailments

• Human failures are steady or slightly increasing in rail

industry – not a good trend

• Human factors derailments are preventable

• Too many Human Factor Derailments are repeat

offenders

• Discipline is often the only corrective action being

used by many railroads; more proactive approaches

are needed

109


There has been a lot of recent neuroscience

research on human behavior in safety critical

industries

2 sections of the Brain have been implicated:

1. Automatic Habit System

2. Conscious Executive System

Tip: Excellent book on Human

Performance

Copyright © 2021

Objective: Develop Strategies

to reduce human failures

• Better Job Briefings – Stop and Re-boot when work

plan changes (“Take 1”)

• Equipment Securement and handbrakes

• Blind shoves

• Proper handling of switches

• Train speed

• Never Bottle the air

• Briefings after situation changes

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to reduce human failures

• Better Efficiency/Rules Testing

• Additional frequency; All Shifts

• Team Blitzes

• All functional areas

• Proper record keeping

• Use of Event Recorder Data

• Daily and weekly reviews for critical train handling territories

• Heavy grades and curves

• Speed compliance

• Proper brake handling on grades112

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to reduce human failures• Develop Training Requirements

• New Hires entering industry

• Re-fresher training; territory familiarization training

• New equipment and technology

• High adhesion power

• RCL

• DPU

• Situational Awareness (Attention) Training

• Randall Jamieson & Dr. Smilek from Atticus Consulting

• Confidential Close Call Reporting (C3RS, CIRAS)

• Ongoing corporate review of rules, bulletins, procedures

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A Very Important Point:

Reducing Human failures,

unsafe acts, unsafe

conditions, and human errors

has a profound effect on

improving the reliability and

productivity (PSR) of the entire

organization!!!


12. Constantly Evaluate

Drainage Conditions along

your ROW

(Ditch, Ditch, Ditch)


Recent large derailments caused by washouts and

involving crude, ethanol and other hazmat

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Drainage Issues• FRA regulation: “Drainage …must accommodate the

expected flow of water”

• The expected flow of water is a moving target as

North America becomes more “urbanized”.

• Water Run-off from roofs and pavement hit the

drainage ditches in a matter of minutes. Rapid

volume can easily overwhelm existing drainage.

• Railroad must constantly evaluate adequacy of

drainage and water carrying facilities in light of

nearby developments.

• If not a catastrophic failure (washout), poor

drainage/water management is the root cause of

many track geometry defects and track buckles.

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• There are approximately 10+ million wheels running

around north America…some have thin flanges, tread

hollow, and other defects.

• Every day, a defective wheel may show up at your

interchange, and enter your railroad.

• You cannot control the 10+ million wheels, but you

can control/maintain your turnouts.

✓Switch point gapping, fit-up (snuggly)

✓Switch point throw

✓Heel blocks fully supported and tight bolts

✓All bolts and braces tight

✓Guard Face and Guard Check within spec

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13. Maintain your Turnouts

Baker’s Dozen Bonus!!!


Conclusions

1. Not all these strategies may be appropriate for your

railroad; nor may budgets support them

2. Evaluate where your railroad is weak; pick the low

hanging fruit with available resources. Start small

and build on your successes.

3. This is not an all-inclusive list, keep a full court press

on all possible defects and conditions. At a minimum

insure compliance with standards.

4. Where needed, hire outside help to supplement

existing staff.

5. A good root cause analysis of every incident is an

essential starting point.


The End

Let’s Go… for 1.0!

derailment elimination in today’s

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