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Kirsten Alexander - ARTC -Derailment reduction strategy

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Kirsten Alexander delivered the presentation at 2014 Major Rail Occurrence Forum (Derailments). …

Kirsten Alexander delivered the presentation at 2014 Major Rail Occurrence Forum (Derailments).

The RISSB Major Rail Occurrence Forum (Derailments) has been designed to build on and continue the analysis of major occurrence reports and to seek Industry learning from them. By reviewing major occurrence reports, Rail Organisations have the opportunity to learn from the lessons without having to suffer the same occurrence.

For more information about the event, please visit: http://www.informa.com.au/derailments14

Published in: Business, Technology

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  • 1. Derailment Reduction Strategy Proactive Leadership & Guidance Presenter: Kirsten Alexander General Manager, Services & Contracts ARTC Date: 29th April 2014 Location: Sydney
  • 2. Introduction •  This presentation will cover the following: •  Improvements made to management of Rail Stability •  Rail Reliability strategy and future directions •  Wayside Strategy and progress in derailment reduction •  Development of the Central Condition Monitoring Database to further aid analysis and trending of rolling stock condition issues
  • 3. Track Stability – The Past & The Present Welded Track Stability Analysis (WTSA) •  Labour intensive •  Gave Team Managers a % value for stability loss •  Specific timeframes for rectification •  Significant assumptions (rail installed at design SFT)
  • 4. Track Stability – The Present Hunter Valley Track Stability Management Plans (ETM-06-06) •  Inspect, Assess and Act •  Identify “Special Locations” •  High Temperature Requirements
  • 5. Track Stability – The Present Challenges •  Specific focus on Special Locations – risk based approach •  Loss of industry knowledge and associated training •  Competent operators of SFT devices (Verse & Railframe)
  • 6. Track Stability – Further Improvements (14/15) •  Identify Baseline Special Locations Map –  Using configuration data determine locations where Special Locations exist on the network –  Team Managers can then build on this for the TSMP •  All Special Locations to have SFT Measured –  Requires more personnel to be trained in using SFT measuring devices –  Program to be submitted to DM and compliance to program measured •  Management Reporting –  Develop reporting tool for Track Stability utilising the Asset Management system as the data receptacle
  • 7. Hunter Valley Rail Strategy •  A strategy overview of rail reliability management •  Customer Focused approach •  Data analysis •  Identification of higher risk areas
  • 8. •  SFT Measuring –  ARTC Standards Department working with a number of suppliers to Type Approve non-destructive SFT testing devices –  A quick, simple and accurate SFT measurement is the ultimate goal •  Predictive System Trials –  Technologies exist that can measure rail stress as specific locations –  Investigate installing at high risk special locations Future Directions for Rail Management
  • 9. ARTC Wayside Strategy •  This part of the presentation will deal with risk mitigation from use of Wayside data collected from the following systems: •  Wheel to Rail Impact and ‘approximate’ Axle Loads - WILD •  Acoustic Measurements of Bearing Condition - RailBAM •  Measurement of Wheel Squeal & Flanging Noise - RailSQAD •  Wheel Set Angle of Attack and Hunting - TBOGI •  Wheel Profile Measurements - Wheel Profile •  Systems located in consultation with industry Wayside Steering Committee (ARTC and Customer Representatives). •  Overall aim of wayside strategy is to reduce the risk of damage to above and below rail infrastructure.
  • 10. Wayside Monitoring Systems Pt  Augusta   (Spencer  Jn)   Crystal  Brook   Outer  Harbour   Broken  Hill   Albury   Cootamundra   Moss  Vale   Craven   Dubbo   Merrygoen   Muswellbrook   Ulan   Gap   Maitland   Telarah   Whyalla   Dartbrook   Tarcoola   Adelaide   (Dry  Creek)   Wolseley   Stockinbingal   Alice  Springs   Junee   Werris  Creek   Joppa     JuncHon   Gulgong   Includes   Newcastle     Coal  Lines   Parkes   Sydney   (SeIon)   Newcastle   Islington   Border  Loop   Includes   Newcastle     Main  Lines   Brisbane   (Acacia  Ridge)   Unanderra   Macarthur   Somerton   Portland   Maroona   Boggabilla   Narrabri   Melbourne   (ToNenham)   Appleton  Dock   Moree   Updated: 22/02/13 Dynon   To  Kalgoorlie   (Parkeston)   Port   Botany   Parkeston: 1772.6km Wheel Impact Load Detector Nectar Brook: 61.5km Rail Bearing Acoustic Monitor Port Germein: 31.7km Wheel Impact Load Detector Wheel Profile Monitor Hunting Detector Cockburn: 345.6km Wheel Impact Load Detector Rail Bearing Acoustic Monitor Metford Main and Coal (4 lines): 185.9km Wheel Impact Load Detector (Up & Dn) Rail Bearing Acoustic Monitor (Up) Exeter (Up): 155.467km Wheel Impact Load Detector Rail Bearing Acoustic Monitor Wheel Profile Monitor Heathfield: 32.8km Rail Acoustic Squeal Detector Angle of Attack Lara: 53.8km Wheel Impact Load Detector Rail Bearing Acoustic Monitor
  • 11. Typical Wayside Data Collection Sensor •  RailBAM cabinet located at Nectar Brook, SA
  • 12. Central Condition Monitoring Database •  The purpose of the CCMD is to collate disparate data into a single database allowing correlation of measurements for each vehicle, for the purpose of measuring rolling-stock performance trends. •  WILD - Wheel Impact and Load Detector (TrackIQ Pty Ltd.) •  RailBAM - Bearing Acoustic Monitor (TrackIQ Pty Ltd.) •  RailSQAD - Wheels Squeal Acoustic Monitor (TrackIQ Pty Ltd.) •  TBOGI - Wheel Angle of Attack & Hunting (WID Inc. Canada) •  TrainBase - Wheel Profile Measurement (KLD Inc. USA) •  As each train transits the ARTC network and passes a wayside data collection point, data is collected from one or more systems.
  • 13. What does the CCMD do? •  Reprocesses the original Sensor Data captured in the field •  Recalculates performance values as part of the pre processing •  Examines the data for correctness and relevance (data cleansing) •  Aligns the data with the ARTC Vehicle Registry •  ‘Mates’ sensor records for the same train into one composite record •  Summarises, compresses and stores the data into a single database •  Exports the data by Customer, to a set of XML Files
  • 14. CCMD Methodology Pre Process Source Data Import Sensor Data Post Process Train Metrics
  • 15. Wayside Data Issues Prior to CCMD •  The original data sources are largely incompatible with each other •  Data is only available from individual web portals •  Data can only be viewed in ‘read only’ fashion •  Downloading data is very difficult and restricted (spreadsheet) •  Two of the sites are in North America (slow to refresh) •  Any additional sensors will increase data integration complexity
  • 16. Wheel Bearing Failure Reduction 0 200 400 600 800 1000 1200 0 1 2 3 4 5 6 7 8 9 10 MillionKilometresTravelled NumberofIncidents Bearing Failure Reductions on East - West Corridors Failed Bearings Failed Bearing Derailments Kilometres Travelled (Figure provided by C Southern, PN)
  • 17. Wayside Trends in HV – Wheel Impact Data
  • 18. Wayside Trends in HV - Impacts >225kN
  • 19. CCMD Deliverables •  One Central SQL Database (located in Mile End, SA) •  Data Security •  Composite Defects from different systems •  Centralised Reporting (Revision 2) •  Delivery of XML Files to Customers
  • 20. Benefits to ARTC Customers •  Improved Safety and a Reduction in Incidents •  Identification of Problem Vehicles •  Improved Monitoring Alarms •  Reduced Maintenance Costs •  Vehicle Performance Trending •  Optimized Maintenance Intervals
  • 21. CCMD & Rail Stability Management •  Questions?