Maintenance - the key driver of railway infrastructure costs · 1 Maintenance - the key driver of...

1

Maintenance - the key driver of railway infrastructure costs

Stasha Jovanovic, Ph.D.

Faculty of Technical Sciences, Novi Sad, Serbia

Euro Rail Consult, Belgrade, Serbia

SEETO Transport Infrastructure Forum, Transport: A driver of growth, Sarajevo, March 22, 2016

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Importance of maintenance

2

Planning

Design

Construction

Maintenance

50%

100%

0%

50%

100%

0%

1 20Time (Years)

Level o

f In

flu

en

ce

Cu

mu

lati

ve T

ota

l C

ost

50-100 5


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Costs of Track maintenance

Mechanical

Maintenance 10 %

Renewal

70 %

Manual

maintenance

20 %

€ 250 million per year for 4.500 km track

Price level 2006

TOTAL MAINTENANCE AND RENEWAL COST on Dutch Railway

network (ProRail)

Average in Western Europe: ≈ 50,000 EUR/km/year on conventional lines


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Track Deterioration “Vicious Circle”

4

Short-wave

irregularities FORCES

Long-wave

track irregularities

Ballast crushing

(creation of “fines”)

Plastic behavior

of ballast

Tamping

Ineffectiveness and

decreased Durability

of Tamping

Rail Damage Sleeper Damage

Substructure Damage

MAIN CULPRITS


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Track Loads

5

• Wavelength • Frequency f

[m] Forces Passenger comfort

QI’s from Track recording cars


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M&R Costs Estimation Model ORE/ERRI D141 & D161.1 Research Projects

Deterioration “Law”, which is characteristic for every element and every type of a track structure, depends on the traffic characteristics, among which especially:

• Dynamic axle loads, speed, accumulated traffic load, and • uncompensated lateral acceleration, curve radii, vehicle types, etc.

VPTkeTe 0)(

Where: T – Accumulated Traffic Load P – Representative Dynamic Axle Load (P = SQ) V - Speed


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This model is especially useful/adequate for economical calculations of RELATIVE changes in costs, where the value of “new” Costs (C2) can be expressed in relation to the “old” Costs (C1) via the following formula [1]:

Where: P2 & V2, etc., represent “new” values, and P1 & V1 “old”

values.

1

022max

011max

1

2

1

2

1

2

ee

ee

V

V

P

P

C

C


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Assuming ALL other conditions to be THE SAME, i.e. P2 = P1 and V2 = V1, we get:

1

022max

011max

1

2

1

2

1

2

ee

ee

V

V

P

P

C

C

1 1

1

022max

011max12

ee

eeCC


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}{}{}{}{ tryTrackGeomenentsOtherCompoeRailSurfaceRailFatigu CCCCC

Total Benefit (cost saving):

0

100

200

300

400

500

600

700

800

10 20 30 40 50 60 70 80

Re

lati

ve

co

st

incre

as

e [%

]

Increase of track geometry deviations – i.e. decrease in track quality [%]

Cost Difference (track geometry) [%]

Cost Difference (rail fatigue defects) [%]

Cost Difference (rail surface defects) [%]

Cost Difference (other track material, excluding rails) [%] Total Cost Difference (Annual) [%]

Relative cost increase as the consequence of track quality decrease

135% cost increase = 2.35 times the original cost ! 135%


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Strictness of Track Geometry Thresholds:

Speed [km/h] Vertical Track Geometry (D1) Standard Deviation Thresholds [mm] Track Quality Classes

A B C D E

V < 80 < 1.25 1.75 2.75 3.75 > 3.75

80 < V ≤ 120 < 0.75 1.10 1.80 2.50 > 2.50

120 < V ≤ 160 < 0.65 0.85 1.40 1.85 > 1.85

160 < V ≤ 230 < 0.60 0.75 1.15 1.60 > 1.60

230 < V ≤ 300 < 0.40 0.55 0.85 1.15 > 1.15

V > 300 N/A N/A N/A N/A N/A

The scatter in deterioration rate values is between 1 and 10 mm SD / 100 MGT, and largely depends on exerted dynamic forces.

Typical improvement rate achieved by Tamping machines is about 30%.


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Influence of track geometry quality

150

125

Q [kN] (97.5 %-value)

V [km/h]70 90 110

Moderate

Good

Very good

track

geometry

quality

s > 2 mm

1 < s < 2 mm

s < 1 mm

Freight wagons

with 22.5t axle

load

0

10

20

30

40

50

SQ [kN] (97.5 %-value

Axle

load20 t

22.5 t

20 t

22.5 t

20 t

22.5 t

Very good Good ModerateTrack Geometry

Quality

110 km/h

90 km/h

70 km/h

Axle load


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Influence of rail welds quality

1

2

3

4

5

6

02 4 6 8 10 12 14 16 18 20 22

time [ms]

Q

Q= Dynamic amplificationDynamic amplification

Time t

P1 force

P2 force

6

5

4

3

2

1

0 20 40 60 80 100 120

Dynamic amplification

Q-force

speed [km/h]

Dynamic amplification

force

Speed V


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Influence of wheel quality

Time t [s]

Force [kN]

160

140

120

100

80

60

40

20

0

-200.02 0.04 0.06 0.08 0.12 0.14 0.16

V = 35 km/h

Wheel flat:

1.5 mm deep

0.10

100 mm long

Impact of wheel flat on force between rail and sleeper

100

150

200

250

300

350

Wheel flat depth [mm]

Q [kN]

0 1.0 1.6 2.8 4.3 6.3

Concrete

sleeperAxle load: 22.5 t

Speed: 30 km/h

Wooden

sleeper

50 kN/mm

30 kN/mm

a < 25 g

UIC limit: 0.9 - 1.4 mm

Effect of wheel flats on wheel load

Nominal load

Wheel-flat load


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Why is weld quality so important?

0

100

200

300

400

500

600

700

0 10 20 30 40 50 60

Total load reduction (%)

To

tal life

tim

e e

xte

ns

ion

(e

xtr

a t

o r

ef.

lif

eti

me

) (%

)

3

orig.newwheel wheel, stat wheel, dyn

orig. new

Lifetime;

Lifetime

FF F F

F


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Expected Cost Savings

10 – 20 % of annual maintenance budget;

ProRail budget in The Netherlands: ~ € 250 mio for 4,500 single track;

Savings: € 25 – 50 mio total, or € 5 – 10,000 per km of single track every year.

TOTAL MAINTENANCE AND RENEWAL COST ON NS

Mechanical

Maintenance 10 %

Renewal

70 %

Manual

maintenance

20 %

€ 250 million per year for 4.500 km trackPrice level 2006

Due to impact load reduction at welds:


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Tonnage borne on Dutch Railways 1988

Tonnage [MGT]

% per 20 MGT

UIC 54 CWR 100% ≈ 70% of ntwrk.

0 50 100 150 200 250 300 350

10

20

30

NP 46 CWR 100% ≈ 30% of ntwrk.

25 - 30 years

Infraspeed contract ~ 750 - 900 MGT

Ntwrk. ≈5,000km Rail Renewal ≈100€/m 3 unnecessary renewals ≈ 3 bil. €


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• As of 2010, the Rio Tinto Pilbara Iron network served 11 mines in the Pilbara region, transporting 220 million tonnes of iron ore to the ports at Dampier and Cape Lambert annually.

• Rio Tinto iron ore train consist of up to 236 wagons, each 106 tonnes; Trains are up to 2.4 kilometres (1.5 mi) long and weigh apprx 29,500 tonnes.

• Roy Hill 55 million tones of iron ore per annum. • BHP Billiton Mount Newman railway in 2001 broke the world record for the heaviest train

as well as the longest train when a train weighing 99,734 tons and formed of 682 wagons ran for 275 kilometres between Yandi and Port Hedland. The train was 7.3 kilometres long, carried 82,000 tons of iron ore and was hauled by eight GE AC6000CW locomotives. Annual operation up to 205 million tonnes.

• FMG (Fortescue Metal Group) railway currently undergoing an A$50m upgrade to facilitate an expanded railway network, with the capability of handling 155 million tonnes of iron ore per annum. In Jan 2012 a record 210,000 tonnes is railed in one day (≈ 70 MGT/y)

Up to 2 billion tons (2,000 MGT)

Tonnage borne on AUS Heavy-Haul Rlwys


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Solution -> Increased focus on Maintenance

A. Shift towards condition-based maintenance and renewal (M&R)management (Railway Asset Management Systems – R-AMS)

B. Mandatory inclusion of maintenance considerations into the regular design documentation (Maintenance Design)


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A vision of the future of maintenance

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Over the next two decades, medicine will

change from its current reactive mode, in

which doctors wait for people to get sick, to a

mode that is far more preventive and rational.

What’s driving this change

are powerful new

measurement technologies

and the so-called systems

approach to medicine.

The average doctor’s office visit

might involve blood work and a

few measurements, such as

blood pressure and temperature;

in the near future physicians will

collect billions of bytes of

information about each

individual – genes, blood

proteins, cells and historical

data.

What is “Condition-based” approach?

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“Condition-based” M&R Management

FROM: Diagnostic data used mostly for the controlling purposes

TO: Diagnostic data used as the driver for maintenance activities

Tomorrow

Planned preventive

maintenance

Corrective maintenance

Survey activities

Today

M&R Costs


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“Condition-based” M&R Management (R-AMS)

Reduction / minimization of Accidents (e.g. derailments)

Taking Control of Dynamic forces => extension of asset service

lives

Shifting from Corrective to Preventive Maintenance, i.e. acting

BEFORE defects have occurred Reducing defects/damages

Minimizing Traffic Disturbances & Speed Reductions

Allowing time for Planning and Resource Allocation Optimization

Enabling What-if analysis, i.e. the ability to test different

Maintenance Management Policies & Strategies


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R-AMS Basic Data Groups

Inventory Data Operating Data Condition

Measurements Work History

• Map data

• Track Layout

– Curves

– Transitions

– Slopes

– Superelev.

• Objects

Inventory

• Objects

Location

• Objects

Characteristics

– Types

– Installation

Dates

• Speeds

• Annual Loads

• Axle Loads

• Costs

• Line Categories

• Track Geometry

• Rail geometry

• Corrugation

• Wheel/Rail forces

• Ride comfort

• Ultrasonic

measurements

• Rail Surface

Defects

• Ballast % of “fines”

• Geotech/Petrogr.

anal. of ballast

• Sleeper cracking

and/or clustering

• Various (visual) inspection data

• M&R Works

– Type

– Date

– Location

– Costs

• Inspections

• Other

interventions


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Integrated Condition Measurement

Track Monitoring

• Track Geometry

• Rail Profile

• Rail Corrugation

Overhead Line Monitoring

• Overhead Line Geometry (static and dynamic)

• Contact Wires Wear

• Catenary/Pantograph Interaction

• Electrical Arcs

• Electrical Parameters (Voltage and Tension)

Ride Quality

• Instrumented wheels for Wheel/rail interaction

forces

• Body and axle-boxes accelerations

• Wheel-Rail Contact Geometry

• Vehicle-Track interaction

Ultrasonic inspections

• Rails, Welds, Wheels

Telecommunication Monitoring

• GSM, GSM-R and ETACS

monitoring

Signaling Monitoring

• Monitoring of coded currents in

the track

Auxiliary Systems

• High Accuracy Positioning

Systems (Encoders, Doppler radar,

Transponders, Passive Milestones

Laser Readers, Differential GPS)

• Video Inspection of Track,

Wayside and Overhead Line

• Optical Fiber Communication

Network


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Typical measuring vehicle Operational Management

Total length of lines to survey About 10.000 km

Survey Frequency 1 week / 3 months

80.000 Km Total amount of km covered in 1 year

500 km Average length surveyed in 1 working day

Acquired data in 1 month 1 Tb 1 Tb

Need for a Railway Asset Management System (R-AMS)


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Photos

GIS

Graphical Linear

Text Report

Vision Images/Videos

Railway Asset Management Systems

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Railway Asset Management Systems

Optimal Work Plan (long, short and middle term)

What-if analysis - ability to test different Resource Management

Policies

Estimation of Resource Requirements

Estimation of Traffic Disturbances

Optimal Resource Allocation

Full Cost-breakdown & Cost/Budget Optimization

Deliverables - Benefits

While ensuring optimal assets condition at all times !


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Mandatory inclusion of maintenance considerations into the regular design documentation (Maintenance Design)

1. Railway infrastructure condition-monitoring Programme a) Types of measuring systems to be used

• Automatic/production measuring systems (measuring vehicles)

• Hand-held (portable) measuring systems

• Track wayside measuring equipment

b) Determination o the optimal frequency of measurement

2. Determination of the optimal: a) Condition-analysis concept (selection of a Railway Asset Management System)

b) Track and rail geometry quality to be maintained, with respect to the dynamic forces

and consequential deterioration of track and rail geometry, as well as of all track

components

c) Track Tamping regime

d) Rail and Weld Grinding regime

e) Wheel/Rail Interface characteristics

f) Railway infrastructure Renewal regime, with respect to the established maintenance

regime (optimal balance between maintenance & renewal)

g) Switches & Crossings Maintenance & Renewal regime

h) Thresholds for all key railway infrastructure condition parameters (track geometry, rail

wear, rail corrugation, rail internal and surface defects, overhead line wire geometry

and wear, civil structures, etc.)

i) Routine maintenance regime


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