Across the ditch
Mainline Derailments New Zealand Rick van Barneveld 30 April 2014 Sydney Harbour Marriott
Historical Derailments
Derailment cause groups, 2012-2014 Snapshot • 2012-2014, Total of 37 Mainline derailments as
at 15/04/2014. • Huge improvement from the early 2000’s Context • 3510 km of operational mainline (with a further
430 km of mainline mothballed) • 9.3 billion gross-tonne-kilometres (GTK) for
FY13 (excluding Metro services) • Average 2.7 MGT (million-gross-tonnes) per
km of operational mainline (FY13) • Peak 6.0 MGT per km on freight-only lines
(FY13) • Peak 9.0 MGT per km on lines shared with
Metro services (FY13)
Dynamic Interaction A combination of mechanical and track related causes contributing to the primary cause of the derailment • Excessive speed • Float issues • Wagon loading • Vehicle defects • Misalignment, or irregular curvature • Cant irregularities • Track Faults
From 2012 to 2014 comprised of 16% of the total derailments
MID, 181.912km, Kokiri, 09/01/2014
Dynamic – Non compliant wheels on wagon meets poor track alignment
POD – NIMT 610.584km, Mercer 26/07/2012
Aftermath – NIMT 611.078km, Mercer 26/07/2012
Infrastructure Causes that are related directly to the track infrastructure • Cant irregularities • Gauge irregularities • Heat buckling • Lines under repair - TSR under 25 km/h • Poor track alignment • Track component failure • Track formation • Track staff • Top irregularities • Turnouts
From 2012 to 2014 comprised of 24% of the total derailments
Mission Bush 9.348km, Glenbrook 0901/2013 Track alignment and twist
Mechanical Causes that are mechanical related • Axle boxes, brasses, bearings,
horn guide • Drawgear • Brakes and breaking gear • Axle failure • Mechanical staff • Wheel defects • Bogies, bolsters, rubbing blocks From 2012 to 2014 comprised of
22% of the total derailments
MSL 290.262km, Hampden, 19/02/2014,Vehicle defect
Operations Causes that are related directly to operational error • Shunting staff • Locomotive crew • Loads displaced in transit • Wagon loading • Excessive speed • Pinched off by error of judgement • Lines under repair - TSR under 25 km
From 2012 to 2014 comprised of 24% of the total derailments
Mission Bush 9.348km, Glenbrook 09/01/2013
External Causes Causes that are unavoidable and external to the network. • Slips, rocks, flood debris • Earthquakes • Washouts of formation or scoured
ballast • Road vehicles at level crossings • Animals • Obstructions placed on line • Obstructions in track components
From 2012 to 2014 comprised of 8% of the total derailments
Slip on the MNL 161.500km 20/06/2011
RailBam • 3 sites throughout the network • Entire network monitored by a few
strategically placed RailBam systems • As train approaches wakes up sensor
trigger • Opening of shutters protecting the
acoustical sensors • Data acquisition process, including
measurement of: – Sound signatures emitted by bearings and
wheels – Train speed and wheel diameter – Tag data (RFID)
RailBam
RailBam sites
Conclusions • Statistics show that a significant improvement has taken place in leaps
and bounds • Given that even before the period displayed the average annual
derailment rate was around 80 (or 1.5 derailments a week thru the 80’s and 90’s)
• Improvement takes place over time and many fronts need to be identified and addressed including the infrastructure, vehicles and train handling
• All parties must assist in improving the overall picture • Derailments still occur - including those that result in major damage • Sound and thorough investigations and understanding causes leads to
the continual development of prevention measures
Conclusions So what has been concentrated on? To name a few: Infrastructure • Improvement of the detection of defects before they are an issue – e.g.
EM80 and NDT • Reviewing rail profiles and implementing a grinding strategy and
continuing friction management programmes • Targeting the right areas for maintenance, fault correction and
addressing the high risk issues – e.g. geometry correction, defective rail, slopes, drainage, heat management
Conclusions Vehicles • Reviewing vehicle standards – e.g. float standards • Retiring older vehicles into new traffic’s with less load – e.g. older CFT
wagons into log traffic • Purchasing new equipment – Over 800 new CFT wagons • Reviewing vehicle performance dynamically – e.g. RailBam introduction • Auto-couplers more widely introduced Train Handling • Simulation training part of normal training package along with minder
drivers • Energy miser assists in train handling
What next? • Step change in real time infrastructure and rolling stock monitoring • Real time expert systems to flag response plans • Collaborative infrastructure and rolling stock performance/deterioration
models • Proactive benchmarking – simple methodologies to prompt engagement
by participants • Yard derailments – growing concern
Questions?