Marc Antoni - RailTech.com

View on switches as subsystem to
reduce LCC Anticipate the maintenance at the design stage
Marc ANTONI
UIC Rail System Director
Paris 26-28 January 2016
ADGENDA
1 | SYSTEM VISION
2 | ASSET MANAGEMENT
3 | COST DRIVERS
4 | S&C MAINTENANCE COSTS
5 | CONCLUSION
SYSTEM VISION
! The “railway system” is in “stable unbalance”
An evolution of one dimension has an impact on the others
Human capital
(organisation, skills,
education, culture…)
Environment by
sub network
(economical and safety
targets, traffic, track
ownership policy…)
Infrastructure (track,
signalling, traffic
management, overhead lines,
monitoring…)
Balance
x
Operation principles
- Rules (operation rules
including ETCS, laws,
technical directives, track
ownership management…)
Rolling stock (signaling
systems including ETCS,
speed, load, aerodynamics,
acceleration, monitoring…)
SYSTEM VISION
Each “sub-network” has its own “stable imbalance”
!The main cost drivers are different for each sub-network
Quality
High speed network
(dedicated traffic)
Men
Performance
Costs
Quality
Conventional network
(mixed traffic)
Performance
Men
Environment Quality
High
density network
Maintenance and
operation
rules traffic)
(dedicated
Men
Performance
B2
Costs
Costs
Maintenance and
operation rules
Environment
B1
Infrastructure
EnvironmentQualityRolling
stock
B3
Performance
Men
Costs
Infrastructure
Infrastructure
Regional
network
Maintenance and
operation
rules
(dedicated traffic)
Environment
Rolling
stock
B1 ≠ B2 ≠ B3 ≠ B4
Maintenance and
Rolling operation rules
stock
B4
Infrastructure
Rolling
stock
SYSTEM VISION
! The maintenance costs of the railway system is function of:
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Plutôt
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Impact sur le LCC
Plutôt
non
ASSET MANAGEMENT
(sub)Network
strategy
Defining the (sub)
network strategy :
Future performances, availability,
reliability, failure duration…
Network topology...
Asset
management
Production
Transforming the network strategy into:
Planning the ressources :
➢ Maintenance policy :
Modelling the impacts of the maintenance
need ! Good balance between
maintenance and renewal
➢ Network capacity and slots
adjustments
➢ Industrial and human resources
➢Renewal programme
➢Maintenance programme :
. per route
. per line
. per sub-network
➢Analyzing the evolution of the
behaviour of the assets and their
components
Under constraints :
. limited financial capacities
. limited network capacity
Realizing maintenance and
works operations
Updating the knowledge of :
. the railway assets
. the description of the components
. their behaviour
ASSET MANAGEMENT
Keys of the control of the track possessions and the costs (LCC): taking into account maintenance strategies, constraints and
opportunities at the first design stages of an infrastructure ! strategic choices
Strategic choices for maintenance and operation (ex LCC & RAMS calculation)
Maintenance and
operation (Upstream
analysis)
System Definition
(promoter)
Maintenance
politics
Experience
feedback
Design & project
Engineering
Suppliers
Maintenance
Engineering
(Downstream)
Responsible
Responsiblefor
forthe
theWhat
Whatand
andthe
theWhy
Why
Responsible
for
the
What and the Why
7
(Operation &
maintenance)
7
Responsible for the How
(technical expertise's…)
Responsiblefor
forthe
theHow
How(technical
(technicalexpertise's…)
expertise's…)
Responsible
ASSET MANAGEMENT
Managing the stress state of the railroad
« A problem is the
difference between things
as desired and things as
they are… and each solution can be
the source of the next
problem »
Donald Gause
Track adapted for
Unknown
zone
MIXT
Track adapted for
àDivergence of Heavy freight line (HAL) and High speed road (HSR)
àThe design of infrastructure component as S&C have to be optimized for each subnetwork
COSTS DRIVERS
Cumulated rating / Maximum cumulated rating
! The maintenance costs of the infrastructure are function of various
parameters, covariate: several parameters have a strong impact on
the costs like S&C density and technology
Switch density
& signalling
configuration
Number of quotation / Number of members
COSTS DRIVERS
! The maintenance costs of the infrastructure are function of
various parameters, covariate: several parameters have a strong
impact on the costs like S&C density and technology
INFLUENCE MATRIX
COSTS DRIVERS
àSwitch Density (Number of switch units/km of main
tracks )
Switches require specific maintenance to their moving parts and control system.
Switches are a critical component for the network safety so must adhere to high
quality standards. A network with many switches will require much maintenance
and will therefore increase the maintenance expenses
The graph on the right shows
anonymized data from the
LICB database regarding the
Switch density in relation to
Maintenance and Renewals
expenditures. The data
confirms the presence of a
medium linear correlation
showing more switches per
track.km result in higher M&R
expenditures.
INFLUENCE OF SWITCH DENSITY ON M&R EXPENDITURES (LICB DATABASE)
COSTS DRIVERS
àTrack possession (Mean possession time on main lines [h] - Safety
arrangements - First train / last train - Week-end & night work –
Frequency) Track possession strategy is a cost driver that consists of many components like
the available contiguous time for Maintenance and Renewals, the spread of work
during weekend and night, the time needed in advance to reserve a part of the
network for maintenance and the frequency of working on the track.
The graph on the right shows
anonymized data from the
LICB database regarding the
Switch density in relation to
Maintenance and Renewals
expenditures. The data
confirms the presence of a
medium linear correlation
showing more switches per
track.km result in higher M&R RELATIONSHIP BETWEEN
POSSESSION TIME AND M&R
expenditures.
EXPENDITURES (MEMBERS' DATA)
COSTS DRIVERS
! Maintenance is also different regarding the type of track : Slab, Ballasted and Mix tracks
Examples for HSL !
A maintenance
ratio >> 1
! Size and Maintenance-Renewal costs are different regarding the technology and the divergence angle (example for A country)
COSTS DRIVERS
AIGUILLAGE
PARTIE INTERMEDIAIRE
CROISEMENT
0,0154
230 km/h
193,42
0,0218
170 km/h
136,89m
Pointe de cœur mobile
0,034
120 km/h
100,84m
0,05
100 km/h
63,31m
0,085
60 km/h
40,31m
0,11L
40 km/h
30,17m
0,13
30 km/h
25m
Speed
COSTS DRIVERS
S&C MAINTENANCE COSTS
à Modelling for Infrastructure Management after design engineering
Four steps:
3 – Tools for LCC calculation at the national or route levels, including
environmental effects, track possession and unavailability costs… [UIC
project: “railway LCC methodology”]
2 – Tools for the estimation of maintenance needs of the track (with different renewal strategies) [UIC project: “Estimation of the maintenance need” methodoly]
1 – Work of the deterioration and failure laws of each the track components [UIC project:failure-deterioration distribution
0 – Data base describing the population, the traceability of the
maintenance operations, the traffic… [UIC project: topological network database]
S&C MAINTENANCE COSTS
à Modelling for Infrastructure Management after design engineering
Maintenance, Condition
of use… Data bases
Patrimonial Data bases
Common Data base
Configuration
choice
Treatments /
estimation of the
parameters…
Results
S&C MAINTENANCE COSTS
à Modelling for Infrastructure Management after design engineering
Failure rate
Failure intensity
betwee t and t+dt
MC with
S&C UIC Gr3
Failure intensity with
replacement of
broken components
S&C MAINTENANCE COSTS
Failure rate
Failure intensity
betwee t and t+dt
MC with
Failure intensity with
replacement of
broken components
With and without welded
frogs
K = 72% with
K = 47% without
S&C MAINTENANCE COSTS
à Modelling for Infrastructure Management after design engineering
Failure rate
Failure intensity
betwee t and t+dt
MC with
Failure intensity with
replacement of
broken components
Reliability function for ½ set
for a given UIC group
S&C MAINTENANCE COSTS
à Modelling for Infrastructure Management after design engineering
! Some frogs have an influence on track
lifespan and geometry ⇒ specific Cochet-Maumy
parameters
⇒ lifespan of the frogs is
higher with it is movable
and installed on ballasted
track
Cœur à Pointe Fixe LGV
HSL
fix frog
0,3
Cœur à Pointe Mobile LGV
0,25
HSL movable frog
Cœur Pointe Fixe Béton
0,3
Cœur Pointe Fixe Bois
0,2
0,25
0,15
0,2
0,1
Cœur Pointe Mobile Béton
Cœur Pointe Mobile Bois
0,15
0,05
MT
0,1
0
0
50
100
150
200
250
300
350
0,05
MT
0
0
50
100
150
200
250
300
350
S&C MAINTENANCE COSTS
à Modelling for Infrastructure Management after design engineering
Demi Aiguillage LGV
HSL
half set
! Some Half-set
have an influence on track
lifespan and geometry ⇒ specific Cochet-Maumy
parameters
⇒ lifespan of the ½ set is
higher on wooden sleeper
or concrete sleeper with
USP
0,3
Demi aiguillage Beton
Demi aiguillage Bois
0,25
0,2
0,15
0,1
0,05
MT
0
0
50
100
150
200
250
300
350
S&C MAINTENANCE COSTS
à Estimation of the maintenance need
25 000 000 €
Evolution of the
maintenance costs for
S&C for a given
20 000 000 €
network (without
electrical part)
Comparison between15 000 000 €
different renewal
scenarios
10 000 000 €
Coûts Entr.
Coûts Entr. Avec Renouvellement 2011
Coûts Entr. Avec Régé à Date
5 000 000 €
0€
2011
2016
2021
2026
2031
S&C MAINTENANCE COSTS
à Modelling for Infrastructure Management during design
engineering
à Design choices could have a huge impact on a maintenance
strategy and on reach the quality level with the economic target value
! Requirements define taking into account the context of use and the
economic and organizational targets… These choice have to be done
before the call for tender (construction or renewal)
àThanks to its experience of component and sub-system behaviour,
the infrastructure manager:
! specifies and optimises new components to facilitate
maintenance, taking into account usage, environment, specific
quality targets…
! optimises the dimension of spare parts and the corresponding
maintenance organisation.
CONCLUSION
CONCLUSION
The UIC approach allows a mathematic modelling of the intuitively
perceived phenomena: - Renewal vs. Maintenance / Covariate / Maintenance estimation
The calibration of the model is based on accessible real data.
The method is very general. This presentation shows that the
application range is very wide. All replaceable infrastructure equipment
can be used for such a study.
The battle for asset management is won or lost at the system
definition & design stage, especially for S&C regarding their
impact
This is essential to consider the industrial balance of the trio made up of
“Maintenance costs – Network Performances – Quality”
Thank you for your kind attention
Dr. Marc Antoni
UIC
Director of the Rail System department
[email protected]