# Presentation: 575251

## Track & Structures

## Postaccident Investigation

- Turnout, where the accident occurred, was deemed adequately lubricated
- Proper rail lubrication on standard No. 8 turnouts reduces the coefficient of friction as a train maneuvers through a turnout, reducing the potential for a wheel climb

## Rail Lubrication

- WMATA memo dated October 25, 2005
- Track inspectors assess lubrication at all switches during routine track inspections
- Emphasizes proper lubrication at crossovers and turnouts to ensure safe single-tracking

## Single tracking can occur at any time 
Operating department personnel determine turnouts that will be utilized during single-track operations
Track engineering department personnel are responsible for lubricating switches during each inspection
Track engineering personnel are not automatically notified of single tracking

- Operating department personnel determine turnouts that will be utilized during single-track operations
- Track engineering department personnel are responsible for lubricating switches during each inspection
- Track engineering personnel are not automatically notified of single tracking

**Rail Lubrication**

## As more trains are operated through the switches utilized in a single-tracking operation, the lubrication is depleted faster which could eventually lead to a “dry rail” condition

A “dry rail” condition increases the coefficient of friction between the wheels and rails and the potential for a wheel climb derailment 

- A “dry rail” condition increases the coefficient of friction between the wheels and rails and the potential for a wheel climb derailment

**Rail Lubrication**

## SOP: “Rail and Switch Lubrication, Wayside and Manual Application”
Track Maintenance Procedure No. 3:Rail and Switch Lubrication, Wayside and Manual Application

- Track Maintenance Procedure No. 3:Rail and Switch Lubrication, Wayside and Manual Application

**Rail Lubrication**

- Neither document addresses the need for interdepartmental communication and coordination, and neither has been formally adopted or implemented

## 	
   Although rail lubrication was not a factor in this accident, because a lack of rail lubrication can significantly increase the potential for wheel climb derailments, comprehensive rail lubrication procedures are needed that take into account both operational and track engineering demands.

-    Although rail lubrication was not a factor in this accident, because a lack of rail lubrication can significantly increase the potential for wheel climb derailments, comprehensive rail lubrication procedures are needed that take into account both operational and track engineering demands.

**Draft Conclusion**

## 5000-Series Derailment History

- WMATA experienced 7 yard derailments, beginning in 2003
-  Involving empty trains
- Traveling at low speeds
- Traversing unguarded No. 8 turnouts or curves with a radius of less than 500 feet
- Some involved cars with recently trued wheels

## Slide 9

## Inside Rail

**Inside Rail**

**Guard Rail**

**Inner Rim**

**Outside Rail**

## Draft Conclusion

-    Had a guarded turnout been installed, it would have prevented the wheel climb and derailment of the fifth car as the accident train traversed the curved track.

## Slide 12

## Slide 13