1. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission Innovations in high (speed) performance maintenance WP4 Ulla Juntti Luleå University of Technology October 4th Paris

2. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission High performance maintenance  High performance maintenance is a combination of all innovative, technical, logistic and managerial actions during the life cycle of any engineering asset to assure high dependability with minimum cost.

3. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission Objectives  To provide more capacity for freight trains by:  Speeding up large scale maintenance (e.g. grinding and tamping) by elimination, reduction /isolation of performance killers, and elimination of cost and risk drivers.  Reduce maintenance time for switches and crossings by introducing a modular approaches, including the future technological requirements and current IMs’ practices.  Develop methods for introducing optimal maintenance methods and principles.

4. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission tasks 1.Identification & documentation of performance killers and drivers which will facilitate development of guidelines to deal with performance killers; 2.High performance grinding 3.High performance tamping 4.Modular switches and crossings 5.Optimised maintenance systems/principles and its application

5. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission 1. Performance killers Grinding (5)  Bad rout planning and short worksites  Production targets not aligned to possession duration  Lack of maintenance strategy and clear objectives  Lack of cost effective maintenance limits (Thresholds) for grinding  Not adequate reporting of conducted maintenance, lack of maintenance history  Planning of possession time is not coordinated  Lack of information (check list) about personnel skills, education check list  Lack of measurement equipment for monitoring RCF, wear, plastic flow  The instructions on how to grind is made manually, which put a high demand on the personnel, mistakes are often made due to e.g. stress.  Low capacity on grindings vehicles  No reports /lacking quality of conducted maintenance  Data is stored in paper format in different files, not always available when needed  Reliability of grinding vehicles are not so good, the supportability of spare parts is not good enough.  Lack of modules/software for evaluation of each grinding cycle  No or lacking storage locations for grinding vehicles  Only way to reach the grinding site is by track, not possible to lift outside track when train passes.  Bad quality on condition measures, not presented as easy decision support  Lack of enhanced planning software for optimised grinding on a route by route basis Tamping (3)  Low utilisation of possession time, Time spent on travelling to and traversing the work site (an issue likely to get worse given the tendency to remove switches an sidings), and other aspects related to the abilities of the equipment used.  Distance between the machine stabling point and the worksite  More knowledge of degradation, it is unclear how far track should be allowed to deteriorate and what rate should trig a special maintenance activity  There is insufficient understanding of the optimum point at which to plan intervention  Lack of standardisation regarding key tamping parameters such as the optimum speed of tamping, the pressure to be applied to the tamping tines, and the depth at which they are inserted. It was suggested that there is a need for better guidance on the optimum approach.  Better analysing of existing track recording data to trend deterioration rates  Limited flexibility and highly variable capability between machine types  Slow moving in between scheduled service trains  the other work activities going on at the same work site are interfering Switches and crossings (2) ?? Lean analysis and Value Streamed mapping

6. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission 2.High Performance grinding  To remove RCF, corrugation, wear and plastic deformation to increase LCC and life length

7. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission 7 2. Rail Defects examples  Head checks  Reduction of life span  Danger of rail fracture  Danger of shelling  Squats -Reduction of life-span -Danger of rail fracture  Corrugation -Noise -Damage to the track -Reduction of rail life-span

8. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission High Performance grinding  To remove RCF, corrugation, wear and plastic deformation to increase LCC and life length  Ongoing; Analysing Performance killers and cost drivers (Result from VSM)

9. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission 2.Grinding results

10. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission 2. High Performance grinding  To remove RCF, corrugation, wear and plastic deformation to increase LCC and life length  Ongoing; Analysing Performance killers and cost drivers (Result from VSM)  Innovation = HSG High speed grinding, concept by Vossloh

11. Innovation by- High Speed Grinding - Non-Intrusive Rail Maintenance

12. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission 12 Rail Defects  HSG acts before surface defects develop  HSG removes the worn surface layer of the rail and prevents Rolling Contact Fatigue  Regular grinding with small material removal extends the rail life cycle  Technical University of Berlin has calculated a 50% reduction in life cycle costs Defect depth New rail Accumulated traffic (MGT) Rail wear limit No grinding Rail life span without maintenance Conventional preventive grinding Corrective grinding Rail life span with conventional grinding HSG preventive grinding Rail life span with preventative grinding Preventativ Maintenance

13. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission 13 Rail Defects Countermeasures – Prevent Problem German WayRest of the World Anti- Headcheck Profile (Stress relief) E2-Profile 0,3 mm removal per 50 MGT

14. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission 14 HSG Grinding Technology Conventional vs. High Speed Grinding Conventional Grinding HSG - High Speed Grinding Speed5 – 15 km/h60 – 80 km/h Material Removal ~ 0,3 mm (30 cm³/s, 320 g/s) ~ 0,05 mm (55 cm³/s, 400 g/s) OperationTrack possession Within regular Traffic (no track possession) Removal of electr. Devices YesNo

15. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission 3. High Performance tamping line tamper Special 0-30mm30-60mm60-80mmLiftLift P&T type Sleepers1x2x3xInsertations 09-16 1x800600300m'/h 09-32 2x1100800400 A.A. 09-3x 3x15001100800 A.A. 09-4x 4x200016001300 A.A. A. KPI sleeper distance Normal 600mm (650-700) Switch and line tamper Universal 0-30mm30-60mm60-80mmLift P&T type Sleepers1x2x3xInsertations Unimat 08-475-4S 1x500300150m'/h Unimat 09-16-4S 1x800600300 B. Unimat 09-32-4S 2x1100800400 B.

16. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission Tamping - ongoing  Trials were carried out at Deutsche Bahn to identify the impact of tamping parameters on tamping performance and quality.  Further analysis of tamping shifts regarding needed time for different process steps lead to a better basis for optimization and identification of “waste”.  First LCC analyses demonstrate the impact of tamping strategies on life cycle cost, quality and life time of track.

17. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission Modularisation of Switches and crossings  Subsystem to be modularised has been chosen, but 4.4 is behind schedule and still waiting for the VSM workshops and structured observation at NR and TrV.  Innovation – how to measure the degradation

18. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission S&C Monitoring Camera Dan Larsson Damill AB

19. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission The Camera Kit  Prototype with weight of approx. 3 kg  WiFi router for wireless access  Web camera viewed via browser  Batteries for 6h operation

20. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission Installation  Installation time < 5min  Isolated rod with bayonet mount tip is attached to the camera kit  The overhead line has power still on 

21. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission Camera in Position  Hook locked to catenary wire  Stabilized by a fork around dropper.

22. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission The Very First Images  Resolution 1600x1200 pixels  Contact wire in front (Press NEXT PAGE again to animate switch changed)

23. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission Next Steps & More Ideas  Add a continuous power supply (not batteries) and get it safety approved for 16kV use.  Reduce weight.  Add tilt motor to scan along track, 10-15 metres.  Increase resolution (replace camera) to support measurement from image.  Test standard illumination from different angles.  Test laser line illumination (3D-effect for sharp contours and calculation of height of components).

24. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission 5. Optimised maintenance systems  Develop a generic optimization principle to complement the high performance maintenance in reducing track possession time leading to availability and capacity improvement at lowest possible LCC.

25. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission Models  1. Link and effect Model has been developed and failure data from a line in Sweden have been collected for verifying the model and to identifying the performance killers, so that improvement over track availability can be achieved. The preliminary results are encouraging. 2. Capacity Model: The capacity model has been developed and data from another line has been collected and used for verification.

26. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission Link and effect model

27. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission Capacity model Maintenance actions considered include  Inspection  Grinding  Tamping  Replacement: Sleepers, IRJ, Fastener, other component These four actions have the most track possession time These are core maintenance actions to control degradation (rail& track quality) & also availability

28. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission OPTIMISED MAINTENANCE SYSTEM Maintenance Preventive Frequency of Track possession Optimizing maint interval (ST) WP4.5 Bundling of maintenance task WP4.5 Model Based Bundling (LTP) Opportunity Based Maintenance (STP) -Structure Based -Economy Based -Stochastic Based Optimum track possession time Lean optimization WP 2 Process efficiency WP2 Maintainability & Logistics Technology & WP4 Equipment Inspection & WP3 Condition Evaluation Corrective Improved P.M Process efficiency WP2 Administrative Time Maintenance Logistic Preparation Access Active repair time Withdrawal Risk based scheduling For Defferred  Track design capacity assurance  The designed reliability and availability for the existing tracks  Availability Optimization

29. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission Track maintenance & cost Data Degradation models for rail track Maintenance optimization and simulation models Input parameters: Traffic density, Axel load Various forces, Train speed and Line description etc. Input parameters: MTBF, MTTR, delay cost, hazard cost, cost of Loss of operation replacement cost, labor cost etc. Improved capacity at lowest LCC Improved track availability at lowest LCC Objectives Framework for railway track maintenance optimization Automated planning & scheduling  Grinding interval  Tamping interval  Inspection interval Boundary limits to perform inspections, preventive & corrective maintenance schedules  Economic →Cost →Profit  Technical →Availability →Reliability →Lifetime  Safety/Risk →Human →Environmental →Equipment Traffic operation and condition Data

30. www.automain.eu A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission Deliverables/Milestones  D4.1 Improvements analysis; Improvements in high performance (speed) maintenance and modular infrastructure  D4.2 Optimised maintenance activities: Optimised maintenance activities, like grinding, tamping and other maintenance processes  MS6 Guidlines for High Performance maintenance