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?