Volume 5 - 2014

CP employees interact with our track evaluation cars (TECs) in many ways, including the scheduling and dispatching of these cars. Yet, few CP employees have had a chance to ride them and see what they actually do.

Canadian Pacific Magazine caught up with George Kishi (who oversees the TEC program) to learn about the cars' purpose and why they're so important. The motorsports enthusiast and all-around handyman talks about how the cars work, what role they play in the company's track maintenance and planning programs, and what he finds most gratifying about his job. George has nearly 30 years of service with CP.

1. What do you find most gratifying about working in Track Evaluation?

I started my CP career with Track Evaluation in 1988, right off the street. Aside from brief stints in engineering, operations, and track scheduling, I have worked with track evaluation cars for most of my career. My fulfillment comes from the variety of duties, including working cross functionally with different levels of engineering and operations. I have always been fortunate to work with quality people. It is rewarding to know that the company depends on the work we do to keep the railroad safe and to plan track programs.

2. How often are your main line subdivisions evaluated by one of the TECs?

We use tonnage and class of track to determine the frequency of testing. We're out on the various subdivisions within the network a minimum of twice a year, more than what the government requires of us.

3. How do TECs work, and what specifically do they check?

Both cars measure track geometry (low, high, narrow, and wide spots), rail wear, and joint bar inspection. One car, TEC-63, is also equipped with a gauge restraint measurement system, which assesses fastener effectiveness. Sensors on the car's underside will immediately detect defects, including those that do not yet exceed Transport Canada, Federal Railroad Administration, or CP specifications. Whenever we explore a segment of track, data from the last time we explored that track is accessible. That way, we can identify deterioration, as well as sections that have been fixed up, or that are holding firm.

4. Track inspectors check these lines more frequently than TEC visits. What is it that TECs detect that track inspectors might not?

Track inspectors are out there every day and TECs can't replace the important jobs they perform. However, TECs test track underload to detect developing problems that track inspectors might miss. We're one of the only railroads that tests in the winter, most railroads don't start testing until spring time. There are details that track inspectors may miss as a result of heavy snow cover, which the TECs will not miss. So, TECs are a valuable complement to our track inspection team.

5. What's life like aboard TECs?

Our staff comprises three to four people who live on board:  supervisor, geometry operator, joint bar editor, and in the case of TEC-63, gauge restraint monitoring system operator. Each staff member is provided with a bedroom, and each car is equipped with a dining room, kitchen, and TVs for off-hours. This is unique to CP. Other Class 1 railroads put their personnel up in hotels at the end of the day. When track evaluation crews are out testing for the day, they're usually accompanied by the division engineer and roadmaster, and sometimes other local engineering people.

6. When TECs spot defects, how do you respond?

It depends on the severity of the defect. TECs are capable of detecting even the smallest variances from optimal conditions, and in these cases, roadmasters note the emerging issue and monitor it during the months ahead for possible worsening conditions. When the defect goes beyond specifications for the class of track in question, we'll immediately contact the dispatcher and issue a slow order that limits train speed within that troublesome spot, and then dispatch engineering crews to repair the track.

7. Does CP's capital planning team use data from the TEC to evaluate when track components might need to be replaced?

Yes. CP allocates about $600 million per year to track structure replacement ($690 million in 2014), and where and how CP spends that money is heavily based on the results TECs provide. Headquarters reviews data constantly, to evaluate the life cycle of track components.

8. We have two TECs:  TEC-63 and TEC-64. We've talked about how these cars are equipped with the latest technology, despite their age. Tell us about their history.

TEC-63 was built in 1931 and rebuilt by CP in 1971. TEC-64 was built in 1947 and rebuilt by CP in 1987. Both cars were rebuilt from passenger cars. As part of the rebuilds, our shops retrofitted them with modern running gear. They'll soon be joined by a third car, an automated track geometry measurement car, which will be the first of its kind on any Class 1 railroad.

9. How will the automated car function?

This car, the CP60, is a boxcar we've equipped with software and hardware that's required to check track geometry and convey results to the team at Head Office. CP60 will move in conjunction with freight trains. Each year, along with TEC-63 and TEC-64, it'll help us cover more track miles than before. TEC-63 and TEC-64 can't travel with freight trains.

10. Have the TECs ever been loaned to other railroads for testing?

Yes, up until this year. Now we keep the TECs on CP's network, allowing us to test more often.