Ultrasonic Rail Flaw Detections

Detections are designed to catch internal rail defects that could potentially lead to broken rails.

• CN tested over 235,000 miles of track in 2012. It expects to test 220,000 miles in 2013.
• Also in 2013, CN expects to continue to use new 3-D imaging technology to more precisely identify defects in the rail.

Test Car

A valuable tool for the inspection of track curvature, alignment and cross-level of rail lines across the network. CN engineering forces use the real-time reports to address any track irregularities and to plan long-term rail replacement programs.

• CN tested 72,000 miles of track in 2012, which represents a 12 per cent increase over 2011.
• CN’s new, self-propelled Track Geometry car with state-of-the-art electronics continues to help meet increased testing goals.

New Rail & Track Ties

CN continues to use new technology to remove rail defects found by the Ultrasonic Rail Flaw Detection car. The technology allows it to replace the portion of defective rail with a weld instead of cutting the rail, saving time, reducing track buckle and the incidence of rails pulling apart.

• CN laid down 333 track miles of new rail and 124 track miles of partially worn rail on the main line and in the yards.
• CN eliminated almost 47,700 pull-apart track joints across the system in 2012. A pull-apart joint, combined with a heated wheel, increases the likelihood of a broken wheel.
• CN installed 1.7 million wood ties and over 48,000 concrete ties across the system.
• In 2013, CN will install 406 track miles of new rail and almost 180 track miles of partly worn rail. The company will also be replacing over 1.546 million wood track ties and 66,000 concrete ties.
• CN continues to upgrade its rail surfacing fleet with the purchase of new tamping units. The units are expected to improve safety by reducing the risk of a track buckle.
• CN surfaced 9,400 track miles of rail in 2012.

Rail Grinding

In addition to maintaining the rail’s profile and controlling defects, rail grinding provides greater reliability of information to the ultrasonic rail flaw detection cars while they are testing.

• CN ground approximately 17,500 pass miles of rail in 2012 and expects to grind 18,500 miles of rail in 2013.

Precision Engineering

Precision Engineering is a major initiative to consolidate many separate engineering processes into a single information system. Engineering vehicles are equipped with laptop computers running the new Precision Engineering application. The system enables employees to access and input critical informa-tion in real time, such as plant condition, the completion of inspections, etc. The end result is improved quality and execution of engineering inspections and repairs. Senior managers are provided with oversight to ensure regulatory and company requirements are being met.

• In 2012, CN’s Track Inspection System (TIS) was enhanced to monitor locations where there was grade instability or other concerns. More work will be completed in 2013 to include reporting of CN inspections relating to those locations.
• Information on track geometry car inspections was added to TIS in 2012 as well as information to reflect changes in Transport Canada’s Track Safety Rules.

Vehicle Track Interaction Unit (V/TI)

This is an initiative to reduce the risk of main track accidents. An accelerometer is mounted on a locomotive and identifies unusual movements or accelerations resulting from TG and rail joint issues.

• CN has nine locomotives equipped with V/TI so far and expects to have 10 locomotives equipped with the technology by mid-2013.

Locomotives

Fleet renewal helps CN to improve the safety and reliability of its motive power and enhance customer service, as well as reduce fuel consumption and exhaust emissions.

• In 2012, CN added 25 new AC Traction locomotives to its fleet, part of the company’s multi-year locomotive renewal program aimed at continuously increasing fuel efficiency, improving service reliability for customers, and reducing greenhouse gas emissions. The AC Traction Motors provide significantly better rail adhesion for pulling heavier and longer trains. Three AC locomotives can pull the same number of cars as four locomotives. They comply with stringent EPA Tier 3 standards and have dynamic brake capability at very low speed.
• CN expects to add 10 more new AC traction locomotives to its fleet in the first quarter 2013 and 30 more in 2014. An additional 97 modern, fuel efficient locomotives from previous owners will also be added for the mainline in 2013.
• Since 2005, CN has added 340 new locomotives to its fleet as well as 137 pre-owned, fuel efficient locomotives for its mainline.
• CN successfully implemented a test program in 2012 to burn natural gas in two locomotives for improved environmental emissions and fuel efficiency. A tender car was added to the train consist to carry the locomotive's liquidized natural gas (LNG) in order to keep the locomotive running over long distances. The program has been invaluable in understanding the basic processes of refuelling, storage and management of LNG as well as enhancing CN’s understanding of using natural gas as an alternative to diesel.
• Testing with LNG will continue in 2013 and CN will also advance the technology for using it in high horsepower locomotives.

Wayside Inspection System (WIS) Hot Bearing Detectors

CN has the most advanced WIS in North America, which comprises various detectors that monitor the network for unsafe operating conditions for trains. Hot bearing detectors sense and report unsafe wheel bearing temperature levels on moving cars or locomotives. The information from the detectors is used to prevent derailments.

• CN continued to reduce WIS spacing to the CN standard of 12 to 15 mile intervals on core routes. In 2012, the company added 12 new WIS locations and upgraded 43 locations across its network. As of January 2013, CN had 811 WIS detectors on its system.
• In 2013, CN’s re-spacing program will include 10 new WIS locations in the Iowa to Chicago corridor and will upgrade 40 locations with the latest equipment, including upgrades to 199 locations for enhanced communication equipment that will enhance the reliability of reporting critical alarms.
• In an effort to detect derailments and immediately alert train crews, CN installed 30 new brittle bar/derailment detectors across the Wainwright, Rivers, Leithton, Matteson, and Waukesha subdivisions in 2012.
• In 2013, CN will install 10 more brittle bar/derailment detectors on the Wainwright subdivision in Western Canada. With the addition of these installations, CN will have 350 locations protecting key corridors and structures.

Wayside Inspection System (WIS): Hot Wheel Detectors

These detectors sense hot or warm wheels which can deteriorate more quickly or fail and lead to derailments as well as shorter in-service life.

• CN continued to be proactive in identifying and repairing cars that recorded multiple hot or warm wheel readings from over 529 hot wheel detectors.
• In 2012, CN performed 41,079 single car air brake tests. The tests enable it to diagnose air brake problems more accurately and to address broken wheels and stuck brakes. The company implemented a new process to identify cars that have multiple occurrences of hot wheels.

Positive Train Control

Positive train control (PTC) is a system for monitoring and controlling train movements to provide increased safety. In particular, PTC is designed to automatically stop or slow a train to prevent train-to-train collisions, derailments caused by excessive speed, unauthorized entry by trains onto sections of track where repairs are being made and movement of a train through a track switch left in the wrong position.

• The U.S. Rail Safety Improvement Act of 2008 requires Class I railroads to install PTC systems on tracks that carry passengers or toxic-by-inhalation (TIH) materials by the end of 2015.
• In 2012, CN continued to advance work on implementing PTC on specified tracks in the U.S. in compliance with the U.S. Rail Safety Improvement Act. PTC is one of the most technologically complex initiatives the railway industry has ever undertaken and CN is working diligently with other Class 1 Railways as well as railway suppliers to meet the aggressive regulatory deadline. In total, CN will be installing PTC on approximately 4,350 miles of track and 1,200 locomotives.

Electronic Track Occupancy Permits (ETOP)

CN’s Rail Traffic Controllers (RTCs) regularly issue "track authorities" or permits to Engineering field employees authorizing them to access CN’s railway network for maintenance activities. Each year in Canada, the RTCs verbally issue over 380,000 track authorities over CN’s radio network.

• The new ETOP system, deployed in the fall of 2012, allows Engineering employees to request and receive electronic track authorities using laptop computers and special software developed by CN in conjunction with its RTC system suppliers.
• The new ETOP system improves safety by eliminating the potential for data transcription errors during the issuance of a track authority. It also improves the productivity and efficiency of field track maintenance activities. In addition, the new technology reduces the workload on the Rail Traffic Controllers thereby enabling them to focus on managing train operations and improving customer service.
• CN implemented a similar system on its U.S. track network several years ago where 95% of Engineering track authorities are issued electronically.

Wheel Impact Load Detectors (WILDs )

WILDs detect wheels which have surface flat spots and other imperfections that can lead to broken wheels or broken rails. CN uses the information provided by WILD sites to help assess wheel replacement or maintenance needs.

• CN has the largest and most dense network of WILDs in North America.
• The company has 39 WILDs on its network. CN moved one WILD site in 2012 to a more productive location and continues to improve processes to find and remove wheels requiring attention.
• CN experienced 48 broken wheels in 2012 compared to 55 broken wheels in 2011. The decrease is attributed to improvements in the WILDS and to visual inspections.
• In 2012 and continuing in 2013, CN is working closely with the Association of American Railroads research arm to develop and test practical and effective new wayside detectors for identifying broken or cracked wheels.  The work is being conducted in collaboration with other Class 1 railroads and equipment vendors.

Cold Wheel Detectors

These detectors provide early warnings of weaknesses in a car’s brake system. CN investigates and repairs cars that record multiple cold wheel readings.

• CN has four cold wheel detectors located at the bottom of long grades where train brakes are applied for an extended period.

Wheel Dimension and Profile Detectors

Using laser-video and strobe-video technology, these detectors capture wheel profiles and wheel dimensions as the train passes over the sites at speeds of up to 65 miles per hour. The technology allows CN to intercept worn or damaged wheels that need replacement.

• CN is updating two of its three state-of-the-art laser and strobe video scanners. It is also continuing work on a wheel wear notification system to enable it to proactively plan wheel removal.

Wheels

• CN is investing in micro alloy wheels, which resist shelling, to reduce the risk of wheel failure.

Roll-by Inspections

During roll-by inspections CN employees monitor a train as it moves slowly out of the yard or intermodal terminal. They look for cars with shifted loads or dragging equipment, listen for unusual noise or try to detect the smell of hot bearings.

• Roll-bys are effective at preventing problems before a train departs a yard, during “meets” of passing trains and as trains pass beside employees along a right-of-way. Be-tween Winnipeg and Chicago, for example, a train can get approximately 30 roll-by inspections, providing many opportunities to detect and prevent mechanical problems.

Distributed Power

With Distributed Power (DP), a locomotive can be placed anywhere along the length of a freight train and remotely controlled from the lead locomotive. DP technology improves fuel efficiency and train handling. It also reduces the likelihood of sticking brakes and eventual broken wheels.

• At the end of 2012, 485 locomotives in CN’s fleet were equipped with Distributed Power – representing one third of CN’s high horsepower locomotives.
• By the end of 2013, CN expects to have 525 locomotives equipped with the technology.

Trip Optimizer

CN has invested in Trip Optimizer technology, an intelligent cruise control system that automatically determines optimal throttle settings on locomotives. The technology is interactive with the topography and adjusts to slow orders. In addition to being an environmental enhancement through reduced fuel consumption, it controls throttle adjustments to reduce intrain forces, minimizing the likelihood of train separations or damage to customers’ goods.

• In 2012, Trip Optimizer was operational on 124 GE EVO locomotives.
• In 2013, CN will add Trip Optimizer to 155 additional locomotives, including on 35 new EVO locomotives and in upgrades to our GE Dash 8 and Dash 9 DP locomotive fleet.
• CN is testing a new version of the technology called the "Bessemer Release" which will allow for different throttle settings between the head end and remote consists on trains equipped with Distributed Power. The update will reduce intrain forces and improve train handling on challenging terrain. The software will be implemented on locomotives throughout 2013.

Locomotive Simulators

A train simulator provides computer-based simulation of train driving and rail transport operations. It is a valuable tool in locomotive engineer training.

• CN continues to use its eight locomotive simulators to train new locomotive engineers.
• The state-of-the-art portable simulators replicate exact train handling, train make-up and track profile issues and let users experience control of the latest on-board systems like Distributed Power. Information from the simulators allows CN to enhance its operating standards and further develop operations policies.

Locomotive Digital Video Recorders, Wi-Tronix Technology

Locomotive digital video recorders capture the image in front of a train as it moves across the network. The information is paired with locomotive performance data from Wi-Tronix technology. The resulting snapshot allows CN to monitor locomotive fleet performance anywhere in North America, provide timely response to issues and to rapidly analyze causes of critical incidents.

• In 2012, CN had approximately 1,000 LDVR/Wi-Tronix recorders installed on locomotives. Authorized personnel can now remotely access the Wi-Tronix data via a website. CN receives most of the information from Wi-Tronix directly into its data warehouse. The information is being used to support fuel conservation, efficiency testing and incident investigation.
• CN began upgrading the Wi-Tronix on all new units installed on trains in 2012. The upgrade includes an accelerometer that provides the capability to detect rough spots on the track.
• CN plans to add 250 additional Wi-Tronix units to locomotives in 2013.

Train Marshalling Rules

CN continues to use data analysis and a risk-based approach for implementing train marshalling rules across its network.

• In 2012, CN continued to expand the implementation of three major marshalling rules covering CN’s entire core route in Canada as well as on our secondary lines across our network to reduce in-train forces and mitigate risk.