Rick van Barneveld - KiwiRail - Across the ditch

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Rick van Barneveld 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

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Rick van Barneveld - KiwiRail - Across the ditch

  1. 1. Across the ditch Mainline Derailments New Zealand Rick van Barneveld 30 April 2014 Sydney Harbour Marriott
  2. 2. Historical Derailments
  3. 3. 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)
  4. 4. 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
  5. 5. 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
  6. 6. 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
  7. 7. 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
  8. 8. 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
  9. 9. 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
  10. 10. 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
  11. 11. RailBam sites
  12. 12. 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
  13. 13. 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
  14. 14. 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
  15. 15. 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
  16. 16. Questions?

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