Amtrak Engineering Track Infrastructure Systems of Safety

Transcription

1 Amtrak Engineering Track Infrastructure Systems of Safety

2 AMTRAK TRACK INFRASTRUCTURE SYSTEMS OF SAFETY America made a conscious decision to venture into regular High Speed Rail operations in the late 1970 s. By 1983, Amtrak s Metroliner was operating at a maximum speed of 120 mph and in 1986 permission was granted by the FRA to go to a maximum of 125 mph. In 1990 Amtrak received permission to operate at up to 5 of unbalance. By the early 1990 s America was ready to move forward into implementing a new generation of High Speed rail operations in the United States on Amtrak s Northeast Corridor. In 1998 new safety standards for High Speed Rail operations for Class 6, 7, 8 & 9 were finalized and in December 2000 Amtrak put into revenue service our ACELA Express Trainset that operates at speeds up to 150 mph and a maximum unbalance of 7. Unlike High Speed operations in Europe, Amtrak did not have a dedicated roadbed for High Speed Trains, nor did we completely rebuild our road bed with new materials. In fact, what is so interesting is that Amtrak has implemented America s High Speed Rail operations on what is one of the most unique, diverse, and challenging infrastructures in the world. This was accomplished through engineering ingenuity, partnerships with the FRA and other key elements of the railroad industry, and the technical know how and competence of Amtrak s engineering department. This presentation is about how we keep our railway safe. It is about the people, the infrastructure and the processes. Amtrak owns and operates on 1744 miles of infrastructure in the Northeast corridor. The infrastructure is operated and maintained up to and including FRA class 8 with a maximum operating speed of 150 miles per hour. We enable safe train operations of our diverse physical plant (wood tie, concrete tie, freight, commuter and high speed trains) by employing multiple systems of safety. It is what we call a multi- faceted holistic approach to Track Infrastructure Safety. We believe our inspections, training, testing, standards, and quality assurance processes are second to none! This presentation will outline the systems and methodology we use, the challenges we face and the philosophy we employ that enables each and every one of us within the Engineering department to sleep well at night. We are extremely proud of the safety services we deliver to our employees and the traveling public. CHALLENGES: Amtrak maintains track infrastructure for a diverse traffic base. We have seven commuter agencies, five freight railroads and within Amtrak, we operate three classes of trains. (Mail and express inter city, ACELA regional, and ACELA express) Each of these different train types presents a unique challenge to the track infrastructure. The commuters with their frequent stops and starts The freights with their heavy tonnage The Amtrak Inter city mail and express trains The Amtrak ACELA Regional trains The ACELA Express trains The overtake speeds that enable these trains to operate simultaneously

3 Freights are allowed to operate up to class 4 speeds (50mph). Commuters up to class 6 speeds. (110mph) Amtrak mail and express up to class 5 speeds. (90mph) Amtrak ACELA Regional up to class 7 speeds (125mph) Amtrak ACELA Express up to class 8 speeds (150mph) AMTRAK S PEOPLE present a unique challenge: o The track inspectors must have the ability to identify and measure very small geometry conditions. o We perform a majority of our construction work at night or on weekends o On track protection of our people in this busy corridor presents it s own unique challenges. (Volume and speed of trains in multiple track territory is an everyday challenge to our people.) One additional challenge worth mentioning is the fact that our high-speed train sets operate up to a maximum of 7 inches of unbalance on our curves. Thus our rail profile, lubrication and work methods must consider the extremes of an Express train operating at 7 inches of unbalance on the same curve a freight may operate at 1.5 inches. OUR GUIDING PHILOSOPHY: Safety is our highest priority! Safety is the most cost effective, least capital-intensive approach to operating a successful railway business. The value of human life remains in the forefront of our decisions regarding the safety of the track infrastructure. Multiple, redundant systems of safety must be in place to ensure the safety of our employees and the traveling public. That is to say, that we expect it is entirely possible to have one of our safety systems fail without compromising the safety of our Track Infrastructure.

4 THE INFRASTRUCTURE: The infrastructure is complex. Here are a few examples that depict the diversity of our physical plant. We have at Penn Station New York a complex maze of slip switches that are unique. Add to that daily train movements totaling nearly 1200 times per day within this 21 track, seven tunnel station area in downtown Manhattan. There are conventional wood interlockings. There are high-speed 32.7 concrete movable point frog interlockings. There is conventional wood track. There is high-speed concrete tie track. We have drainage issues as with most railroads. The challenge of providing adequate drainage to our infrastructure is ever present. The Northeast corridor is totally electrified. Working track is challenging on our electrified railroad. There are 11 functional movable bridges most of which were built in the early 1900 s. There are 12 tunnels totaling 20.6 miles, seven of which lead into and out of Penn Station. TRACK SYSTEMS OF SAFETY: As mentioned earlier we have multiple redundant systems of safety. These systems together enable safe train operations on the Northeast Corridor. The systems can be grouped into four categories. 1. They are Training and preparedness 2. Inspections, Audits & Standards 3. Technology & trend analysis 4. Track construction and maintenance on specifically targeted areas TRAINING AND PREPAREDNESS SYSTEM Our supervisor, foremen, and track inspector training provides the base support to our safety systems. To obtain qualifications in these classes requires the following:

5 Track Supervisor Track Foreman Requirements: Re-qualify every: Requirements: Re-qualify every: RWP RWP AMT years AMT years NORAC NORAC MW years MW years Relevant Characteristics CWR Training & Exam ARASA Supervisor Exam Inspection of High Speed Track Training Physical Characteristics CWR Training & Exam Inspection of High Speed Track Training Valid Driver s License Valid Driver s License Track Inspector (Class 1-5) Requirements: Re-qualify every: 1 yr. experience in railroad track inspection RWP AMT - 2 NORAC MW 1000 Physical Characteristics CWR Training & Exam Inspection of High Speed Track Training 2 years 3 years

6 Track Inspector (Class 6-9) Requirements: Re-qualify every: At least 5 years experience inspecting railroad track class 4 or above RWP AMT - 2 NORAC MW 1000 Physical Characteristics CWR Training & Exam Inspection of High Speed Track Training 2 years 3 years Additionally we have in place a course entitled High Impact Track Inspection. Within this course, extensive training is received specifically around the detection of track defects. Following the classroom training, inspectors and foreman receive a one on one field-mentoring component. In this component a hands on defect detection and measurements demonstration occurs. At the end, the inspector must demonstrate proficiency and the mentor completes a rating sheet. The sheet will either indicate the inspector is proficient or it will depict areas where further follow up training is required. Ensuring that the inspector / foreman has the necessary tools and knowledge to perform their safety sensitive work competently is the desired output from this foundational training. There is one common theme that is drilled through out the training and that is THERE IS NO EXCUSE TO NOT PLACE A REQUIRED SLOW ORDER!

7 INSPECTIONS, AUDITS AND STANDARDS: STANDARDS Our track safety standards are defined in our book entitled the MW-1000 Limits and Specifications for the Safety, Maintenance and Construction of Track. This book compiled by teams of track experts has evolved from the earlier predecessor roads. (PRR, PC) Amtrak s current book has sections specific to track buckling counter measures, miter rail systems, high-speed track geometry, turnouts and crossings and specialty track work. There are three types of standards with our MW We have new construction standards, maintenance standards, and safety standards. Amtrak engineering desires to maintain our railway somewhere between the new construction standards and the maintenance standards. As track degradation occurs, we flag geometry defects at the maintenance thresholds. Once a defect condition is at the maintenance limits we begin to target work to return it to a state of repair below the maintenance limits. The challenge to keep maintenance defects from becoming safety defects is met with trend analysis and predictability models. Track surfacing, gaging and curve rail or component replacement are the most frequent actions taken to remediate conditions. Capital program work is planned around the elimination of root cause conditions that are underlying our Track Geometry Car (TGC) defects. Safety Standards are the bare minimum allowable for a specific class of track. Slow orders are promptly placed when a safety defect is detected through field inspections or from our Track Geometry Car detection systems. INSPECTIONS Type Inspection Class Track Frequency Exceed FRA TGMS (Track Geometry Car Measuring System) Class 1-3 Yes Class 4, 5 & 6 Every 90 days Yes Class 7 15d preferred / 30d min. Yes Class 8 15d preferred / 30d min. Yes GRMS (Gage Restraint Measuring System) Class 1-4 Yes

8 Class 5 & 6 Yes Class 7 Yes Class 8 Same Internal Search For Rail Defects Class 1 & 2 2(x) annually Yes Class 3-5 2(x) annually Yes Class 6-8 2(x) annually Same Internal Search For Rail Defects(Hand Test) in Class 1 & 2 Nil Yes Turnouts, Crossovers and Miter Rails Class 3-5 2(x) annually Yes Class 6-8 2(x) annually Yes ARMS (Automated Remote Monitoring System) Class 8 & 9 Daily Same Track Inspections - Passenger Territory Class 1, 2, & 3 2(x) per week Same Class 4 & 5 2(x) per week Same Class 6-8 2(x) per week Same Monthly Joint Switch Inspection All classes Monthly Yes Miter Rail and Expansion Joint Inspection Class 1-5 2(x) per week Yes Class 6-8 2(x) per week Yes Joint Miter Rail and Movable Bridge Inspection All classes Monthly Yes Special Inspections (flood, fire, temperature extremes) All classes After occurrence Same AUDITS Type Inspection Class Track Frequency Exceed FRA Spring/Fall Inspections All classes Yes Annual Switch Inspection All classes Yes Annual Switch Inspection All classes Yes

9 TECHNOLOGY AND TREND ANALYSIS: Amtrak owns and operates two Track Geometry Cars and one self-propelled geometry car that has a Gage Restraint Measuring System (GRMS). These tools drive most if not all that we do in the track maintenance area as well as our capital track programs. Complementary to this is our AMM and GEO systems that provide historical data and trend analysis to enable predictability models and root cause TGC defect elimination. (GEO and AMM are asset based management tools) Our standards for testing are outlined below. You will note the frequency of tests as a significant shift from traditional applications. We depend on these frequent tests to determine predictability and progression of defects. These technology Based tools are highly valued and have become the key drivers of our track work activities. AUTOMATED TRACK GEOMETRY INSPECTION Track Geometry Car Track Description Inspection Frequency Regulated CFR Minimum EP2007 Preferred EP2007 (4) Segments with track speed greater than 125 mph (1) Segments with track speed greater than 110 mph (2) Twice within 60 days Every 30 days Every 15 days Twice within 120 days Every 30 days Every 15 days Segments with track speed between 90 mph and 100 mph ** Every 90 days Every 45 days Other Main tracks, Terminals, Interlockings & crossovers** Every 6 months Contract Carrier Routes (3) Every two years Commuter Contract Operations As required by the contract (1) Not less than 15 days between inspections (2) Not less than 30 days between inspections (3) As needed based on ARMS survey results or request from Route Engineer (4) Amtrak Engineering Practices ** Note--The TSAVe (Track Structure Assessment Vehicle) may be used to perform geometry testing on these routes.

10 Track Structure Assessment Vehicle (TSAVe) TRACK DESCRIPTION Frequency Inspection Preferred Regulated CFR EP2007 (a) Segments with track speed greater than 125 mph * Segments with track speed between 110 and 125 mph Other Main Tracks, Terminals, Interlocking Switches (1) (1) Amtrak NEC *Note: With at least 180 days between inspections TRACK CONSTRUCTION AND MAINTENACE ON SPECIFICALLY TARGETED AREAS SYSTEM As mentioned earlier our track programs are formulated from data collected by our TGC. We perform field walkouts to verify the required need and program our work accordingly. Targeting work on a needs basis enables us to stay two steps ahead of the Track Geometry Challenges that present themselves on our diverse infrastructure. Seamless within our programmed work is a quality rating system for both maintenance and construction activities. This quality system is built off our standards and our people are continually challenged to deliver work that meets or exceeds our standards numerical rating system. We are driven by the tight standard requirements for highspeed train operations and even the simplest tasks have technical consequences. The methods we use to make our field welds, transpose rail, surface track, change pads and insulators on our concrete ties, spot surface and spot gage all become a technically complex process when we consider their affect on the high speed vehicles that traverse the railway. Our new ACELA EXPRESS TRAIN has indeed changed the way we do business with track maintenance and construction.

11 MULTIPLE REDUNDANT SYSTEMS OF SAFETY: These charts sum it up and as you can see all of our systems are backed up extensively. Track Inspection: Daily Track Inspections Supervisor Track Inspection / Audit Track Geometry Car GRMS (Gage Restraint Measuring System) TSAVe Sperry Test (Ultrasonic Rail Testing) ARMS (Autonomous Remote Monitoring System) Spring and Fall Inspections Winter Preparedness Division Records Audit Special Inspections (Heat, floods) NEC Compliance Inspections Switch Inspection: Daily Track Inspections Monthly Joint Switch Inspection Sperry Hand Test Annual Switch and Frog Inspection Interlocking Inspection Team NEC Compliance Inspections Track Related Bridge Inspection: Daily Track Inspections Bridge and Culvert Inspection Annual Bridge Inspection Joint Miter Rail & Movable Bridge Sperry Hand Test SUCCESS STORY: Before I close there is a success story that we are very proud of that needs to be told. It is about how we moved our railway s geometry from meeting class 7 with some exceptions to exceeding class 7 and 8 today. We did it by using a team approach with both system and division crews involved. We did it by employing sound engineering principles, a lot of hard work, and without a lot of money. The story is called COUNTDOWN TO ACELA. COUNTDOWN TO ACELA began in early We had received early modeling reports on how our new high-speed train set would react unfavorably to certain types of track geometry conditions. Amongst these were change in gage in 31 feet that could not exceed.5 inches, multiple chord defects that would excite the new vehicle and profile changes to include a short warp defect that would occur within 10 feet. With this information in hand we set our track geometry car up to detect class 8 defects over 18 months prior to our new train entering revenue service. We also implemented an immediate slow order placement from the TGC prior to field verification.

12 After making our first couple of runs, we found that even if we repaired a gage change condition it would recur or move down the railway. Our wood interlockings with cut spike construction had too much play in them to hold the tight parameters. After our initial runs, we identified safety and maintenance defects. We also placed many slow orders on the railway, which did not make us too popular with the operating department. Clearly, we had a difficult challenge ahead and the following steps were the route we took to success. Step #1--Identified the key need locations Step #2--Performed a field walk out to each interlocking with a team of experts to come up with a solution. Step #3--We made the decision to timber and pandrolize our high speed interlockings using laser liners to place the normal side of all turnouts to perfect gage with little or no variation. Step #4--We field welded short leg frogs and put together extensive spot undercutting and surfacing programs Step #5--We targeted patch CWR areas and curve pad and insulator replacements to correct our gage conditions Step #6--We instituted the policy of operating our TGC every two weeks at nights. On the car were the chief engineer of maintenance, chief engineer of track, division engineer, and his staff down to the track supervisor, the director of track geometry and the senior director of track maintenance. We all bonded and came together to work as a team and ready our roadbed for ACELA EXPRESS. Step #7--Trend analysis and predictability models complemented our process of targeting key area for work activities. As well, there were many additional field walkouts.

13 In the end, we made it happen. As you will see from these graphs, the challenge we started with and where we are today. Our work on maintaining this track geometry is not done. In fact, it is like and similar to all work on safety in that the challenge is ever present. TGC Level 1 Exceptions - Washington to Boston April 1999 to May 2001 (Round Trip test 905 Miles) Apr-99 May-99 Jun-99 Jul-99 Aug-99 Sep-99 Oct-99 Nov-99 Dec-99 Jan-00 Feb-00 Mar-00 Apr-00 May-00 Jun-00 Jul-00 Aug-00 Sep-00 Oct-00 Nov-00 Dec-00 Jan-01 Feb-01 Mar-01 Apr-01 May-01 WHAT WE LEARNED: We learned that together we are better. That is when all engineering members focused on the same goal we will be successful. We learned that infrastructure track safety on Amtrak requires multiple, redundant systems to enable the day in and day out delivery of safe infrastructure services. We learned that not everything had to be renewed and that as an engineering team we can be creative and maximize out dollars to achieve desired results.

14 Lastly, we learned that hard work could be rewarding and fun. Here is a picture taken at midnight some time in late 1999 when we achieved our TGC run northward from Washington to NY without any safety defects. Since then, we have completed round trip runs from Washington to Boston without any defects. CLOSING: This paper is presented on behalf of our entire Amtrak Engineering Team. We have successfully launched America's first high speed train as "One Team, One Amtrak. We are proud and we well know that our work on Track Infrastructure Safety Will Never Be Complete. It is what we do, it is our core competency, and we believe our Track Infrastructure Safety Processes are second to none. SAFETY FIRST Live it!