Knorr-Bremse Group

Safety improvement by Derailment Detectors:

Verification of Behavior at Very Cold Temperatures

Dr. Manfred Walter

Brussels, June 11th, 2009

Knorr-Bremse Group

Status of the regulation activities

June 2007: RID has acknowledged that KB’s EDT101 is ready for use; Due to changed detection levels some countries demanded an additional verification test at a minimum speed of 35 km/h to 40 km/h for final approval

October 2007: Derailment tests in Berlin in coordination with German EBA with an unloaded and loaded tank car; tests were successfully implemented

21 November 2007: RID decision: equipment of new tank and battery cars with derailment detectors as of 01/2011 for the transport of specific hazardous goods

Sweden and Finland requested verification at arctic temperatures

28 August 2008: Meeting in Lund (Sweden) with Swedish representatives (Finland was included by phone) to define test conditions for the very low temperature verification test

November 2008: Mr. Björse ("Initiator" of the very low temperature verification test) expressed his satisfaction with the "professional handling of this issue" and recommends to use the test conditions as a specification for future verifications with competitor's products. Both Banverket and the Swedish Railway Authority agreed to the test conditions

January to April 2009: Very low temperature verification done according the agreed test conditions

Knorr-Bremse Group

Agreed test conditions and results

Test vehicles: - 5 tank cars of LKAB were equipped with derailment detectors

Operation area: - These vehicles were in operation between Luleå and Kiruna in northern Sweden

Operation time: - January till April 2009

Monitoring: - The status of DDD was continuously monitored by a telematic unit (details on next pages)

- One daily "alive" message sent per unit by SMS to Munich - Any detected event was sent by SMS to Munich- Temperature profiles from weather report data

Results: - No derailment detection happened on any of these test vehicles during thewhole test period

Remaining tasks: - Disassembly of the equipment from the tank cars with prior activation of the DDD by hammer to verify proper operation of the monitoring system

- Verification of the functionality of the test sets in our lab- Official test report with test specification (due date September 2009)

Knorr-Bremse Group

Trigger Monitoring in Cold Areas

Target

Tank wagons were be equipped with a “disabled” version of the pneumatic derailment detector EDT101 plus a supervising NavMaster (telematic device).

Equipment

The main parts of the equipment are:

� Branch T-fitting with integrated 1 mm choke� Pneumatic derailment detector� Pressure switch� NavMaster

Mode of procedure

The pneumatic derailment detector is connected to the main brake pipe by a choke of 1 mm diameter. In case of a derailment detector activation only the little volume of the connection between the main brake pipe and the pneumatic derailment detector will be vented rapidly and as consequence the pneumatic derailment detector re-closes quickly and so the main brake pipe will not be influenced.

Any activation of the pneumatic derailment detector will be registered by the NavMaster via pressure switch and sent to a central data store.

Knorr-Bremse Group

Test Setup

GSM

NavMaster

Main Brake Pipe

GPS

DDD

Alarm Messageto the server

Support with Stop Cock

Pressure Switch

Branch T-fitting with integrated choke 1 mm

Pneumatic connection Volume ~ ½ l

Knorr-Bremse Group

Some impressions (I)

Knorr-Bremse Group

Some impressions (II)

Knorr-Bremse Group

Temperature conditions during testTe

mpe

ratu

re in

°C

-33,8

1,54,2

-25,4

1,6

-31,2

8,5

Knorr-Bremse Group

KNORR-BREMSE Systeme für Schienenfahrzeuge GmbH

Dr. Manfred WalterVice President InnovationMoosacher Str. 80D-80809 Munich Phone: +49 89 3547-1580 Fax: +49 89 3547-2360

mailto: manfred.walter@knorr-bremse.comhttp://www.knorr-bremse.com

Derailment Detector Meeting in Lund 28/08/2008