Interface - The Journal of Wheel/Rail Interaction

NETWORK RAIL

Transitioning from Reactive to Proactive Track Management on Network Rail

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Ultrasonic Rail Testing
NR has worked closely with Sperry Rail Service to improve the quality of its ultrasonic testing. "Our fear was that we would find so many defects that we'd have to shut the railway down," Sanford said. "But our suppliers were great. They said: 'You have a problem, we'll help you sort it out.'" Sperry incorporated a roller search unit into a "walking stick" and the maintenance people walked the entire railway until they knew they had found and removed all of the major defects. "We went to a train-based system after we knew we wouldn't shut the railway down," he said.

NR is now able to test 150 miles of track in a stretch. This consistent coverage has enabled the railway to measure each defect and establish its relative size on the whole of the system. The railway verifies and monitors each defect, removing them under normal maintenance cycles. "We're able to watch small defects grow, and remove them before they become emergencies," Sanford said. Last year, the railway had nine broken rails in one six-month period. "This year, we haven't had a single broken weld or broken rail."

Track Geometry
To better assess current track geometry conditions, NR in 2001increased its geometry reporting from quarterly to monthly. In 2003, the railway introduced a 125-mph instrumented trainset. The railway has since introduced an Unattended Track Geometry Measurement System (UGMS), provided by ImageMap Inc., on some in-service trainsets that operate at up to 185 mph (300 kph). This system utilizes a camera/laser inertial box and a small processor that downloads the information to the engineering support center. The system automatically downloads the data after each run. The information is processed within 24 hours and posted on the internet for people to work from. Primary mainlines are inspected every week and secondary lines every two weeks.

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