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<Global Rail Freight> - 1© Transportation Technology Center, Inc., a subsidiary of the Association of American Railroads, 2007
Using Technology to Protect the Railway Asset
Global Rail Freight Conference
New Delhi, March 22, 2007Dr. A. J. Reinschmidt
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© TTCI/AAR, 2007, Global Rail Freight p2®
TTCI and TTC: Two Different Things
TTC: The Facility
TTCI: The Company
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© TTCI/AAR, 2007, Global Rail Freight p3®
The Transportation Technology Center, Inc.
Our Landlord
• Our OwnerOur Owner• Our OwnerOur Owner
A S S O C IAT IO NO F A M E R IC A N
R A IL R O A D S
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AAR - Association of American Railroads
Represent 8 class 1 freight railroads (200,000 mile of trackage, 2.1 trillion ton-kilometers Freight Haulage)
Annual Revenues - $36 Billion dollars
Public policy advocacy
Network efficiency and interchange by electronic information exchange
AA not-for-profit association, established in 1934not-for-profit association, established in 1934
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TTCI: The Company
Wholly owned subsidiary of the Association of American Railroads
Headquartered at TTC
Operated by our own management team
Guided by our own Board of Directors
Charged with developing TTC to become the worlds leading railway research testing and training facility
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U.S. Freight Intercity Modal Market Share
“Other” for ton-miles is less than 0.5%. Source: Eno Transportation Foundation
RRs42%
Trucks28%
Water13%
Pipeline17%
Trucks80%
RRs10%
Ton-Miles
Revenue
Water1% Other
7%
Pipeline2%
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Class I Railroad Traffic in 2005(Gross Freight Revenue)
Source: AAR *Estimated. Some intermodal revenue is also included in individual commodities.
0% 5% 10% 15% 20% 25% 30%
Coal - $9.4 bilChemicals - $5.4 bil
Transportation equipment - $4.0 bil
Farm products (mainly grain) - $3.6 bilFood - $3.3 bil
Lumber & wood - $2.3 bilPulp & paper - $2.0 bil
Primary metal products (e.g., steel) - $1.7 bilStone, clay & glass products (e.g., cement) - 1.5 bil
Nonmetallic minerals (e.g., sand, gravel) - $1.3 bil
Intermodal* - $10.1 bil
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17%
18%
19%
20%
21%
22%
23%
24%
25%
26%
1998 1999 2000 2001 2002 2003 2004 2005
Coal Intermodal
*Data for BNSF, CSX, KCS, NS, and UP Source: railroad financial reports
Intermodal and Coal as a % of Revenue*
Intermodal is Now the Top Class of U.S. Freight Rail Traffic
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-6%
-4%
-2%
0%
2%
4%
6%
8%
10%
12%
14%
Source: AAR Weekly Railroad Traffic
Carloads Intermodal
Railroads Are Moving More Traffic Today Than Ever Before
U.S. Rail Traffic: % Change From Previous
Year –Q1-01 to Q2-06
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© TTCI/AAR, 2007, Global Rail Freight p10® Source: AAR
0
25
50
75
100
125
150
175
200
1964 1969 1973 1977 1981 1985 1989 1993 1997 2001 2005
Staggers Act Passed Oct. 1980
U.S. Rail Ton-Mile Growth: 1964-2005(Index 1981 = 100)
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1.2
1.3
1.4
1.5
1.6
1.7
1.8
1.9
2.0
1996 1997 1998 1999 2000 2001 2002 2003 2004 2005
Source: AAR
U.S. Class I Tons Originated(billions)
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0
2
4
6
8
10
12
14
16
18
1980 1985 1990 1995 2000 2005
Railroad Traffic Density is Rising
Source: AAR
Millions of Class I Ton-Miles Per Mile of Road Owned
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0102030405060708090
100110
1980 1985 1990 1995 2000 2005
Accidents Per Million Train-Miles
Injuries & Illness Per 100 Employees
Loss & Damage as % of Revenue
Source: FRA, AAR
RR Safety Trends: 1980-2005 (1980 = 100)
Railroads are Safe and Getting Safer
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Cases With Days Away From Work, Job Transfer, or Restriction Per 100 Full-Time Workers - 2004
0.0
2.0
4.0
6.0
8.0
10.0
RRs Water Transport.Grocery Stores Agric. Air Trans.
Source: U.S. Bureau of Labor Statistics
Avg. All Private
Industry
Constr. Avg. Mfg.
Trucks
RRs Are Safer Than Other Industries
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$0
$20,000
$40,000
$60,000
$80,000
$100,000
$120,000
$140,000
$160,000
$180,000
$200,000
1990 1993 1996 1999 2002 2005
Class I Spending* on Infrastructure & EquipmentPer Mile of Road Owned
*Capital spending + maintenance expenses - depreciation Source: AAR
Trend line
Railroads Have Been Increasing Spending for a Long Time...
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...And Are Poised to Spend Even More
$5.7$5.9
$6.2 $6.4
$8.3
2002 2003 2004 2005 2006e
Class I RR Capital Expenditures($ Billions)
e – AAR estimate Source: AAR
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0%
2%
4%
6%
8%
10%
12%
14%
16%
18%
20%
Sources: U.S. Census Bureau, AAR
Class I RRs
Avg. All Mfg.
Food
Petrol. & Coal
Prod.
RRs Have Far Higher Capital Expenditures Than Other Industries
Capital Expenditures as a % of Revenue: Avg. 1995-2004
Computers
Wood Prod.
Transp.Equip.
ChemicalsPaperNonmet. Minerals
Plastics
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© TTCI/AAR, 2007, Global Rail Freight p18®
EFFICIENCYRailroad Spending TrendsTotal Spending = 37.7 Billion
Millions $
Way & Structures$8,795
Equipment$8,087
Transportation$16,203
General & Administrative
$4,586
Source: Class I railroad (R-1 data) 2004. Spending is independent of depreciation expense.
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Railroad Spending TrendsRoadway (MOW) Track Related Spending
Millions $
Rail & Track Material $2,034
Ties $1,164
Signals & Interlockers, $722
Ballast $613
Bridges $391
Grade Crossings $38
Administration $273
Roadway $244
Tunnels & Subways $8
Source: Class I railroad (R-1 data) 2004.
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Rail and Crossties Laid
Year New Rail (tons) Crossties (thousands)
1995 443,084 12,784
1996 491,488 14,269
1997 549,726 13,363
1998 653,612 12,185
1999 698,713 12,147
2000 689,992 11,454
2001 623,866 11,383
2002 584,942 13,416
2003 572,828 13,777
2004 471,426 13,813
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Anatomy of Track Strength
Typical Mainline Track
SpecialTrackwork
3091-Davis-1
Curve Spirals
TrackTransitions
BondedIJs
Track onBridges
NewConstruction
PoorFoundations
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Anatomy of Train Loads
TangentTrack
SteeringTrucks
Track Transitions
3091-Davis-2
Heavy Curves
Bad Actor Trucks
SpecialTrackwork
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Strengthen all track (e.g. Rail Steels)
Methods of Reducing the Stress State
ForcesFrom Train
S tren g tho f T ra ck
Potential Problems
Fix weak pointsBetter (Dynamically Designed) trackMatch track strength to train loads
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Methods of Reducing the Stress State
ForcesFrom Train
S tren g tho f T ra ck
Potential Problems
Fix weak points (e.g. Rail Welding)Better (Dynamically Designed) trackMatch track strength to train loads
Strengthen all track
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Strengthen all track (Capital Intensive)
Methods of Reducing the Stress State
Fix weak pointsBetter (Dynamically Designed) track (e.g. STW)Match track strength to train loads
Potential Problems
S tren g tho f T ra ck
ForcesFrom Train
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Strengthen all track (Capital Intensive)
Methods of Reducing the Stress State
Fix weak pointsBetter (Dynamically Designed) trackMatch track strength to train loads (e.g. TOR)
ForcesFrom Train
Strengthof Track
Where train is applying high forces, track is strong.
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Inspections with Existing Technologies
Acoustic Bearing Detector (TADS) Smart HBD’s
Machine Vision Based Inspection Systems (FactIS)
Truck Curving (TPD) High Lateral Loads High L/V Ratio High Angle of Attack
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Truck Performance Detector Site
N.A. Freight – 18 TPD Installations
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Trackside Acoustic Detector Site
N.A. Freight – 8 TADS Installations
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Example: Inner Ring or Cone Defect
Sound file for cone defect
Time history and frequency spectrogram
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Sound file for cup defect
Time history and frequency spectrogram
Example: Outer Ring or Cup Defect
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Sound file for roller defect
Example: Roller Defect
Time history and frequency spectrogram
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Wheel Profile Condition Monitoring
3 FactISTM Sites in North America
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Cracked Wheel Detection Problems: Annual costs related to cracked
railroad wheels is approximately $24 million
Thermal cracks and shattered rim cracks account for many derailments
Problem continues to grow under HAL
Goals:
Develop a wayside inspection system
Reduce derailments resulting from broken wheels
Develop new wheel alloys
Accomplishments to date
Developed and demonstrated effectiveness of a wayside cracked wheel detection system
Hospital and FAST train tests
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Conceptual OperationConceptual OperationCracked Wheel Detection Wayside Tracking SystemCracked Wheel Detection Wayside Tracking System
SRI 6A Cracked Wheel Detection
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SRI 6A Cracked Wheel Detection
Actual OperationActual OperationCracked Wheel Detection Wayside Tracking SystemCracked Wheel Detection Wayside Tracking System
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Pattern RecognitionPattern Recognition
Cracked Wheel Detection - Results
Service Flaw Service Flaw IndicationsIndications
Artificial Flaw Artificial Flaw IndicationsIndications
Artificial and Service Artificial and Service Flaw IndicationsFlaw Indications
A-ScanA-Scan Electronic Strip ChartElectronic Strip Chart
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Problem:Problem:Derailments due to broken axles have
increased over the past 4 to 5 yearsApproximately 20 broken axles per
year in the 2000’s as compared to 4 in the late 1990’s
Problem Size is $15M+ Goals:Goals:
Determine the ability of currently designed 286,000-lb Class F axles to survive in the railroad environment
Reduce/eliminate derailments caused by broken axles
Research ApproachResearch ApproachMulti-faceted program focused on
both prevention and detectionPrevention – New axle designs?Detection – Laser ultrasonics
HAL Axle Program
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Cracked Axle DetectionCracked Axle Detection
Wheel SensorsWheel Sensors Air-Coupled Air-Coupled TransducersTransducers Indexing MirrorsIndexing Mirrors
Turning MirrorsTurning Mirrors
Beam Turning Beam Turning and Shapingand Shaping
Laser HeadsLaser Heads
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Prototype System
No Crack Present
Crack Present
Direct Wave
Direct Wave
Reflected Wave
Time (microseconds)
Time (microseconds)
Am
plit
ude
Am
plit
ude
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1200 1250 1300 1350 1400 1450
0
50
100
150
200
250
300
350
400
200 400 600 800 1000 1200 14000
20
40
60
80
100
120
140
160
180
1000 1050 1100 1150 1200 1250 13000
50
100
150
0 200 400 600 800 1000 1200 1400 16000
50
100
150
200
250
300
350
400
Cracked Axle Inspection System
Crack Condition Crack located 89 mm from axle centerline Calculated primary wave for a 38-inch wheel is
~1265 microseconds Crack reflection expected at 1339
microseconds Crack reflection observed at 1340
microseconds
Optic Base Station
No Crack Condition
Primary wave detected at ~1130 microseconds
Calculated primary wave for a 36-inch wheel is ~1145 microseconds
No crack reflection present
Beam Expander
Axle Inspection Station
Direct Wave
Direct Wave
Direct Wave
Direct Wave
Reflected Wave
Reflected Wave
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ATSI & EHMS Steering Committee – Mission
Provide overall leadership and governance for the industry’s Advanced Technology Safety Initiative and Equipment Health Management Systems (EHMS)
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ATSI & EHMS – “Changing Finders into Fixers”
Develop shared responsibility for car condition Railroads Private Car Owners Maintenance Responsible Parties
Use detector data to identify distressed cars and assess level of distress
Issue notifications to maintenance reponsibile party to affect repair
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2006 Accomplishments
Worked in conjunction with the AAR’s Equipment Engineering Committee & the SRI Program to develop criteria for truck hunting performance
Developed consensus on 2007 – 2008 detector focus Bearings – Acoustic detection and temperature
trending Vision systems for wheel profile and brake shoes Imbalanced / overloaded car detection
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Progress: High Impact Load Wheels – 3-year Trend
0.00
0.50
1.00
1.50
2.00
2.50
3.00
3.50
4.00
4.50
5.00
90-140kips 140+kips
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Progress: Estimated Truck Hunting Alerts
283177
351
484
0100200300400500600700800900
Estimated # of trucks alarmed between01-Mar-04 and 28-Feb-05 (Approx # of
cars)
Estimated # of trucks alarmed between01-Jan-05 and 31-Dec-05 (Approx # of
cars)
Once over 0.65 ≤ |Hunting Index| Twice over 0.50 ≤ |Hunting Index|
767
528
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2007 Activities and Focus Areas
Rule 88 Examination When in the car owners control, are all appropriate
conditions identified and repaired? Home Shopping
How can the industry work together to efficiently identify and remediate cars that need extensive repair?
Interface with Other AAR Activities How can ATSI & EHMS support other related AAR
initiatives?
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ATSI & EHMS Technology Roadmap
Truck Performance Data in InteRRIS® – ’02 Remediation
recommendation – late ‘07
Wheel Profile Data in InteRRIS® – late ’06 Remediation
recommendation – ’07 Rules not specific to wayside
detection systems
Overload / Imbalance Base data in InteRRIS® – ‘01
Additional work needed for alarming (SRI Program in ’07)
Remediation recommendations – ‘09
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ATSI & EHMS Technology Roadmap
Hot / Cold Wheel Data in InteRRIS® – Ready to accept data Remediation recommendation – ‘09
Brake Shoe – Visual Data in InteRRIS® – ’08 Remediation recommendations – prior to ’10 Rules not specific to wayside detection
systems
Vision Systems Data in InteRRIS® (beyond WPMS) – ’08 Remediation recommendation – ’10
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ATSI & EHMS Roadmap
Technology Driven Train Inspection Data in InteRRIS® – Early ’08 Remediation recommendation – ‘11
Cracked Axle Data in InteRRIS® – ‘10 (est) Remediation recommendation – prior to
’11
Cracked Wheel Data in InteRRIS® – ’09 Remediation recommendations – ‘13
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ATSI vs TDTI“Changing Finders to Fixers” ATSI
Focus on interchange process Develops shared responsibility for car condition
RailroadsPrivate Car OwnersMaintenance Responsible Parties
Uses detector data to identify distressed cars and assess level of distress
Issues notifications to maintenance responsible party to affect repairs
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ATSI vs TDTI“Changing Finders to Fixers”
TDTI Focus on regulatory revision Uses detector data to certify car health Vehicle health report in lieu of visual
inspection Car health sufficient to make it to
destination
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InteRRIS® - EHMS Review
Functions Contrasts Customers Progress Issues
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Functions: Understanding InteRRIS®
Industry Objectives for InteRRIS®
Centralize railroad detector data for mutual sharing
Support preventive and predictive maintenance planning through data availability [provide a commercial service] to private car owners
InteRRIS® was designed for and is built to support industry vehicle health monitoring initiatives ATSI adopted InteRRIS® because it readily
provided the initially required functionality without modification
ATSI was initiated in 6 months by using existing systems
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Functions: How InteRRIS® meets industry requirements (current/future)