Broken Rail Detection in Non-Signaled Territory

Richard P. Bowden

Director Signals

BNSF Railway Company

8310 Nieman Road

Lenexa, KS 66214
Abstract

Broken Rail Detection in Non-Signaled Territory

BNSF has tested and installed three different systems for detection of broken rail

in non-signaled territory. While the underlying coded track circuit methodology is

the same as a conventional signal circuit, the application of circuit status by

annunciation, or indication to the dispatch system and ETMS differs. Insulated

joint placement, types of circuits, lengths of circuits, and potential migration to

interoperable PTC are discussed for considerations in installing new broken rail

detection systems.
Introduction
BNSF has tested and installed three related systems for detection of broken rail

in non-signaled territory. Today I’ll talk about the previous paper on Broken Rail

Detection Sleep Mode which was connected to our Electronic Train Management

System (ETMS), a talker and voice reporting broken rail detection system, and a

Track Integrity Warning System which is connected to our dispatch system and

reports to ETMS equipped locomotives.

While the underlying coded track circuit methodology is the same as a

conventional signal circuit, the application of circuit status by annunciation, or

indication to the dispatch system and ETMS differs. I’ll talk about insulated joint

placement, types of circuits, lengths of circuits, and potential migration to

interoperable PTC for considerations in installing new broken rail detection

systems.
ETMS and Broken Rail Detection
In 2004 Ray Franke with Ansaldo (US&S) and I

presented a Broken Rail Detection Sleep Mode paper

to this forum. This paper described how a Microlok II

unit using Microtrax circuits were connected via data

radio to ETMS in 2003 to provide broken rail detection

in Track Warrant, non-signaled territory. As a

locomotive approached the circuit, circuit statuses

were sent to ETMS equipped locomotives. These statuses were treated as a

hazard detector in the on-board system. If the circuit was down, the on-board

computer enforced restricted speed over the circuit.

Since that time BNSF has implemented

other broken rail detection systems.

One system is a talker and voice radio

based system, and another is a Track

Integrity Warning System (TIWS) that

reports to on-board ETMS and includes

an updated Track Warrant dispatching interface.

Talker and Voice Reporting System
Later in 2004 BNSF started directional running using two subdivisions to improve

capacity. One of the subdivisions, the Boise City Subdivision had 235 miles of

non-signaled Track Warrant control. Due to concerns about increased traffic and

the number of broken rails on this subdivision, track supervisors were hi-railing

ahead of many trains on this subdivision.

This subdivision was not scheduled for a built out of data radio coverage for Hi-

Rail Compliance System (HLCS), so it was decided to install long broken rail

detection circuits and indicate the circuit status to the train crews using voice

reporting. For this subdivision, the sole goal of this implementation was to report

broken rail on the main track, and thus, switch and fouling status was not

included in its implementation.

 Transducers, Flashing Light

This implementation utilized a combination of dc track circuits and Microtrax

circuits broken into Zones that varied in length from 4,500’ to nearly 27,000’. The

variation in circuit length was caused by trying to match existing joints, avoid

installing insulated joints in existing bidirectional crossing approaches, and trying

to match certain end of a siding locations. The locations use solar or ac power to

charge the battery for the Microlok ILok unit, STC talker, and Kenwood voice

radio units.
 Zone Sign, Antenna

The broken rail detection systems check the rail for continuity and report track

integrity status, on an exception only basis. The exception only basis was used

to limit congestion on the voice radio system. The units report the Zone Down for

a broken rail or main line track section occupied and Zone signs are located at

the beginning of each Zone.

 ILOK, STC Talker, Kenwood Radio

Individual subdivision instructions identify:

 Zone Locations

 Recall code for each end of the Zone

 Crew actions to be taken when a track integrity message is received

 Track Panels and Solar Regulator

Track Integrity Radio Message

Since this system was set up as “Exception Reporting”, locations only transmit a

Zone status message when a Zone is ”Down”. In the example below there will

not be a radio transmission as the train enters Zone 5 because Zone 5 and Zone

6 circuits are up.

Zone 4 Zone 5 Zone 6

When approaching a track section ahead of a track section that has a broken rail

or is occupied, the following message will be reported:

Zone 4 ( ) Zone 5 Zone 6

BNSF Milepost xxxx.x.

Zone 6 integrity Down.

When approaching the track section that has a broken rail or is occupied, an

indicator on the equipment housing at the Zone sign will flash white as a train

approaches and passes. The following message will also be reported as the

train passes the equipment housing:

Zone 4 Zone 5 ( ) Zone 6

BNSF Milepost xxxx.x

Zone 6 integrity down

When entering the main track and integrity status is needed, a location can be

called for current status using the recall code. The message will give the current

status of track integrity on both sides of the location and report integrity Ok or

Down. The call code for the location monitoring Zone 5 and Zone 6 would be

entered in advance of occupying main track. The following message will be

reported after entering the call code:

 Zone 4 Zone 5 Zone 6

BNSF Milepost xxxx.x

Zone 5 integrity Ok.
Zone 6 integrity Ok.

This talker and voice reporting system has detected and reported numerous

broken rails since its installation.

Track Integrity Warning System
The third system installed is on BNSF’s Hettinger Subdivision. An ice storm

severely damaged the existing poleline and an application was submitted to the

FRA to remove ABS on this Subdivision. A waiver was granted to remove the

ABS based on the number of trains running over the Subdivison at the time.

Subsequently traffic changed and the FRA requested the ABS be reinstalled.

BNSF asked if an alternate system could be installed that would build toward

implementation of ETMS. An application was made and subsequently a waiver

was granted for installation of a Track Integrity Warning System (TIWS) and

Switch Position Monitoring System (SPMS), both of which have indications into

the BNSF dispatch system and indicate to ETMS equipped locomotives.

CIRCUIT LAYOUT

In the diagram below the track is shown as a single line with vertical lines

indicating the location of insulated joints defining the limits of broken rail

detection circuits. The broken rail detection circuits are set up so meets can be

made without fouling the circuit between ends of siding. These circuits were

installed without an OS; but with separately indicated turnout track circuits. With

this installation, the dispatcher is able to give a Track Warrant to a train heading

eastbound in between the switches on the main track, while a westbound is

heading into the siding.

 x x

The switch circuit controllers indicate to the dispatch system along with broken

rail detection circuits. On the dispatcher screen the track circuit splits are shown

with wider break points and labeled with the milepost when not at an end of

siding.

Each broken rail detection circuit has the ability to report to the dispatch system

from both ends and there are 38 broken rail detection circuits in this installation.

As the status of each broken rail detection circuit changes, there are two

messages sent to the dispatcher, one from each end of the circuit.
The broken rail detection circuits are constantly active so detection

and correction of the broken rail or circuit anomaly (broken bond, short, etc.) are

indicated to the dispatcher and proactively corrected instead of waiting for a train

to pass a signal as would happen in an ABS system.

The track occupancy or broken rail indications and switch indications to the

dispatching system are checked by the track warrant system before issuing a

track warrant. The dispatching system implements a restricted speed,

speed restriction over the circuit for any non-indicating or down circuits.

The track warrant system alarms if there is loss of communication or a circuit

down ahead of the train within its track warrant. Once the track warrant has been

issued, the track warrant system does not alarm on consecutive (normal train

move) indications from the circuits.

This system is also being installed on BNSF’s Avard Subdivision.

Type of Circuits
There are several types of circuits that can be used for broken rail detection. The

most common are:

 DC Track Circuits

 Coded Track Circuits

 Coded Audio Overlays

DC track circuits can be either end fed or center fed with

end fed circuits up to about 9,000’ long and center fed

circuits up to about 16,000’ long. To obtain this length,

the specific source voltage, limiting resistors at each end,

lead type and length, ballast resistance, and specific

relays used in the circuit are important to reliable operation. Relays of the same

resistance value do not necessarily give the same performance. High drop away

current values on relays are critical for longer circuits, if you need long circuits.

Relay manufacturers (Safetran, Alstom, and Ansaldo) can help with appropriate

track circuit lengths for their various relays.

Coded track circuits such as

Electro Code or Microtrax can be

used. These circuits provide long

distances, but like dc track circuits,

the lead type and length, ballast

resistance, and specific type of circuit are important to reliable operation. One
advantage of coded track circuits is they can be setup in a bidirectional fashion.

This allows the same information for the circuit to be transmitted from either end

and allows the transmitting radio to be closer to the locomotive potentially

providing a more reliable communication path.

Another type of circuit is coded audio overlay. These overlays can be setup with

or without insulated joints; but when installed without joints, finite circuit limits

may be difficult to establish due to the frequency transmitting in both directions

and not being cutoff by the insulated joints. These types of circuits are typically

single ended and will require a greater coverage area by the data radio system.

Manufacturers are continuing to work on other types of circuits that will eliminate

the need for insulated joints.

PTC and Broken Rail Detection
The new PTC rules have specific requirements for inclusion of broken rail

detection.

Under § 236.0(c), by January 15, 2012, freight trains operating at or above 50

miles per hour, and passenger trains operating at or above 60 miles per hour, are

required to have a block signal system unless a PTC system meeting the

requirements is installed.

One of the rules covering this is the following:

§ 236.1007 Additional requirements for high-speed service.

(a) A PTC railroad that conducts a passenger operation at or greater than 60 miles per hour or a

freight operation at or greater than 50 miles per hour shall have installed a PTC system including

or working in concert with technology that includes all of the safety-critical functional attributes of

a block signal system meeting the requirements of this part, including appropriate fouling circuits

and broken rail detection (or equivalent safeguards).

(b) In addition to the…

Since current technology for block signal systems relies on track circuits—which

also provide for broken rail detection—the final rule requires limiting speeds

where broken rail detection is not available to the maximums allowed under the

amended § 236.0 when a block signal system is not installed. The safety-critical

functions of a block signal system include track circuits, which assist in broken
rail detection and unintended track occupancies (equipment rolling out), and

fouling circuits, which can identify equipment that is intruding on the clearance

envelope.

Another new rule is:

§ 236.1005 Requirements for Positive Train Control systems.

(a)(5) Limit the speed of passenger and freight trains to 59 miles per hour and 49 miles per hour,

respectively, in areas without broken rail detection or equivalent safeguards.

This rule also addresses the issue of broken rails, which per the commentary in

the Final Rule, is the leading cause of train derailments. FRA strictly limits the

speed of passenger and freight operations in those areas where broken rail

detection is not provided.

In addition to the new PTC rules, these circuits may also need to comply with

rules such as §236.51 Track circuit requirements and §236.56 Shunting

sensitivity.

While BNSF is not planning on running over 59/49 on the above subdivisions, the

three broken rail detection equipped territories will be modified with appropriate

processors and radios to make them interoperable PTC capable.

Closing
BNSF has been proactively working with the FRA and industry, installing and

testing technology like ETMS and Broken Rail Detection, Switch Point Monitoring

Systems, a Talker and Voice Reporting System, and Track Integrity Warning

Systems that will move not only BNSF but the industry forward.

While the underlying coded track circuit methodology is the same as a

conventional signal circuit, the application of circuit status by annunciation, or

indication to the dispatch system and ETMS differed. Insulated joint placement,

types of circuits, lengths of circuits, and implementation for interoperable PTC

are all considerations in installing new broken rail detection systems.

References

1. Website, “http://www.switch.com/wayside/sleepmo.html”, Ansaldo.

2. Positive Train Control Systems; Final Rule, Federal Register / Vol. 75, No.
10, January 15, 2010

3. U.S. Department of Transportation, Code of Federal Regulations, Title 49,

Subtitle B, Chapter II - Federal Railroad Administration, Department of
Transportation, Rules and Regulations Governing Railroad Signal and
Train Control Systems

4. Broken Rail Detection Sleep Mode, AREMA C&S paper 2004, Ray Franke
and Richard Bowden