[Federal Register Volume 77, Number 191 (Tuesday, October 2, 2012)]
[Notices]
[Pages 60169-60170]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2012-24266]
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DEPARTMENT OF TRANSPORTATION
Federal Railroad Administration
Safety Advisory 2012-04; Worn Rail Conditions
AGENCY: Federal Railroad Administration (FRA), Department of
Transportation (DOT).
ACTION: Notice of Safety Advisory.
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SUMMARY: FRA is issuing Safety Advisory 2012-04 to remind track owners,
railroads, and their track inspectors of the importance of complying
with the applicable rail management programs and engineering procedures
that address rail with severe rail head wear and rolling contact
fatigue (RCF) conditions. FRA is issuing this notice in response to a
July 11, 2012, derailment in Ohio that a preliminary investigation
indicates was likely caused by the failure of multiple defects
involving detail fractures in rail exhibiting significant vertical head
loss (rail head wear) and gage-side-oriented RCF. This notice contains
recommendations to track owners to ensure that their employees and
other entities performing track inspections comply with the
requirements of the applicable engineering procedures that address
critical rail head wear, particularly if the track under inspection
exhibits significant RCF or a sudden increase in localized rail
failure.
FOR FURTHER INFORMATION CONTACT: Carlo M. Patrick, Staff Director, Rail
and Infrastructure Integrity Division, Office of Railroad Safety, FRA,
1200 New Jersey Avenue SE., Washington, DC 20590, telephone (202) 493-
6399; or Elisabeth Galotto, Trial Attorney, Office of Chief Counsel,
FRA, 1200 New Jersey
[[Page 60170]]
Avenue SE., Washington, DC 20590, telephone (202) 493-0270.
SUPPLEMENTARY INFORMATION:
Background
A recent accident has highlighted the need for additional action by
track owners and other entities and individuals responsible for
compliance with the Track Safety Standards (49 CFR part 213). The
following discussion provides a brief summary of the circumstances
surrounding a recent train derailment, which appears to have involved a
rail with severe rail head wear. Information regarding this incident is
based on FRA's preliminary investigation and findings to date. The
probable causes and contributing factors, if any, have not yet been
determined by FRA. Therefore, nothing in this safety advisory is
intended to attribute a cause to this incident or place responsibility
for this incident on the acts or omissions of any person or entity.
On July 11, 2012, an eastbound Norfolk Southern Railway Company
(NS) freight train, traveling at 23 mph, derailed in Columbus, OH. Of
the 13 cars that derailed, 3 contained hazardous materials. Two of the
cars, which contained ethanol, a flammable liquid, were compromised,
causing a fire near the Columbus Fairgrounds. Residents and businesses
within a 1-mile radius of the accident were evacuated. In addition to
the damages to the track and to equipment in the train, CSX
Transportation, Inc.'s Columbus Line (which runs parallel to the NS
track in this area) was shut down due to heat from the fire.
FRA's preliminary investigation indicates that the derailment may
have occurred because of accelerated defect development in the rail.
During the derailment investigation process, FRA discovered that five
rail failures had occurred on various portions of the track subsequent
to the last nondestructive rail inspection at this location. FRA
believes that this accelerated defect development was possibly
influenced by the significant rail head wear, and attributed to the
presence of the RCF.
Given this accident, FRA recommends that each entity responsible
for the inspection and maintenance of track review, reemphasize, and
adhere to the requirements of the track owner's (1) engineering
instructions concerning rail wear limits that address inspecting track
to identify internal rail flaws; and (2) programs for the management of
rail that exhibits severe rail head wear and RCF. As the discussion
above indicates, this is especially critical for track over which large
quantities of hazardous materials or passengers are transported due to
the potential catastrophic impacts that can result from a derailment of
these types of trains.
Rail head wear occurs primarily on the gage-side face when the rail
is located on the high side of a curve, due to the exertion of wheel
flange forces. Vertical rail head wear occurs on the rail head running
surface from wheel/rail interaction during cyclical loading. The
development of internal rail defects is an inevitable consequence of
the accumulation and effects of fatigue under repeated loading. In
practice, the growth rate of rail defects is considered highly variable
and unpredictable. Moreover, heavy axle loading on worn rail can lead
to the accelerated development of rail surface fatigue, and this may
prevent detection of an underlying rail flaw by test equipment during
the rail inspection process.
Under 49 CFR 213.237(a), FRA requires all Class 4 and 5 track, as
well as Class 3 track over which passenger trains operate, to be tested
for internal rail defects at least once after every accumulation of 40
mgt of traffic or once a year, whichever is shorter. Class 3 track,
over which passenger trains do not operate, is required to be tested at
least once after every accumulation of 30 mgt of traffic or once a
year, whichever is longer. However, as a result of the unpredictability
of defect development, many railroads test for internal rail defects
using a performance-based method that focuses on the rate of defect
development, which typically results in testing for internal defects at
a frequency shorter than required by FRA regulation. Yet, a
nondestructive test system is typically designed to perform optimally
on an ideal test specimen surface. Conditions, such as extreme cyclical
loading, can result in rail head wear and RCF and thus affect the
integrity of these rail flaw inspections.
Recommended Action: In light of the above, FRA recommends that each
track owner:
1. Review with its employees the circumstances of the derailment
identified above and ensure that the employees report any incidents
where a sudden increase of rail failure occurs in a localized area.
2. Discuss with its employees the requirements of its own
engineering instructions and ensure that the employees can identify
locations that exhibit excessive rail head wear and RCF.
3. Review its current engineering instructions to ensure that the
procedures are consistent with the industry standard for rail
replacement.
4. Ensure that its employees responsible for the rail inspection
process have been adequately trained and are capable of performing
proper inspection procedures.
5. Consider and use, as appropriate, recently developed rail
inspection technology that is more capable of identifying transverse-
oriented defects under RCF.
6. Review recent rail inspection records to identify any incidents
involving sudden or accelerated broken rail for future inspection or
replacement focus.
7. Apply appropriate slow orders at locations that exhibit rail
head wear approaching the limits specified in its own respective
engineering instructions until the rail is replaced.
8. Develop an internal software program on rail management that
will assist in the identification of sudden or accelerated rail failure
incidents, if such a program is not already in place.
FRA encourages railroad industry members and other track owners to
take actions that are consistent with the preceding recommendations and
to take other actions to help ensure the safety of the Nation's
railroads, its employees, and the general public. FRA may modify this
Safety Advisory 2012-04, issue additional safety advisories, or take
other appropriate actions it deems necessary under its rail safety
authority to ensure the highest level of safety on the Nation's
railroads.
Issued in Washington, DC, on September 26, 2012.
Jo Strang,
Associate Administrator for Railroad Safety/Chief Safety Officer.
[FR Doc. 2012-24266 Filed 10-1-12; 8:45 am]
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