Graz University of Technology Institute of Railway Engineering and Transport Economy
Life Cycle Management of Track Economic Modelling for Preventive Maintenance
Peter VEIT
Paris, 17.06.2015
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit
www.ebw.tugraz.atParis, 17.6.2015
Life Cycle Management
Life Cycle Management - Sustainability
Benjamin Franklin
Sustainability is obviously a sustainable problem within railways. TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit
Paris, 17.6.2015
Life Cycle Management – Service Life
Point of time for renewing of a section Service Life must not base on average figures! Standard elements depict the average service life under certain boundary conditions! However, in reality the service lives show a distribution.
neighbouring sections?
neglected maintenance?
too much maintenance? speed restrictions?
sub-soil? dewatering?
or simply worse behaviour than the average?
or simply better behaviour than the average?
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit
Paris, 17.6.2015
Life Cycle Management – Quality Behaviour
Technical Evaluation
Predictive maintenance is required, otherwise it is just fire brigade work with no possibility for optimisation!
measured data since 2000 data of 4,000 km of main track: type and age of track and components, recording car data, maintenance executed, transport data and alignment lity qu a
figu
re
quality figure
time
E TIM
trac k km
bn t
Q(t) = Qn e
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit
Paris, 17.6.2015
Life Cycle Management – Maintenance Prediction
TrackPROPHET – track alignment What do we know precisely?
?
? The prognosis is based on time series of data - back to the past until the point of time of track installation and - further to the future knowing the change of the b-rate over time ?
75% of all track shows high rates of degradation immediately after relaying. In these cases it is vital to go for a “stabilising tamping” after half a year. TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit
Paris, 17.6.2015
Life Cycle Management – Maintenance Prediction
TrackPROPHET – track alignment The prognosis is based on time series of data - back to the past until the point of time of track installation and - further to the future knowing the change of the b-rate over time ?
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit
Paris, 17.6.2015
Life Cycle Management – Conform Threshold Values
Quality Behaviour
Time
Quality Decrease
Investment
Conform Threshold Values
Service Life
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit
Paris, 17.6.2015
Life Cycle Management – Maintenance Prediction
TrackPROPHET – track alignment The prognosis work from the time slot having precise data - back to the past to the point of time of track installation and - further to the future knowing the change of the b-rate over time ? slow order
As such prognosis can be done for all types of track work the entire working cycle can be calculated by analysing different recording car signals. The prognosis show possible service lives but cannot define the economical one.
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit
Paris, 17.6.2015
Life Cycle Management – Maintenance Prediction
TrackPROPHET – rail pad exchange
Development of rail inclination over time allows identifying the latest point of time for rail pad exchange TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit
Paris, 17.6.2015
Life Cycle Management – Maintenance Prediction
TrackPROPHET – ballast-pollution vertical alignment left rail
This new information allows estimating the residual service life of ballast.
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit
Paris, 17.6.2015
Life Cycle Management – Point of Time of Reinvestment
Economic Point of Time for Reinvestment 1
Monitoring of Annuities life cycle costs – total depreciation cost of operational hindrances maintenance
! Calculating the dynamic annual average costs for different service lives show the service life with the least costs. TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit
Paris, 17.6.2015
Life Cycle Management – Tamping and Grinding
standard deviation vertical
Tamping and Grinding
LLT only integrated maintenance
0.6 mm 0.4 mm 0.2 mm
year
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit
Paris, 17.6.2015
Life Cycle Management – Point of Time of Reinvestment
Economic Point of Time for Reinvestment 1
Monitoring of Annuities
loss in case of postponing RANKING
reinvestment TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit
Paris, 17.6.2015
Life Cycle Management – Point of Time of Reinvestment
Economic Point of Time for Reinvestment
Wonderful, there is time kept, just some maintenance necessary in 2016.
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit
Paris, 17.6.2015
Life Cycle Management – Point of Time of Reinvestment
Economic Point of Time for Reinvestment
minimum LCC possible
Bad luck, optimal time already passed.
It was wrong to execute the expensive maintenance action in 2013. The optimum would have been to renew the section in 2014. However, that does not mean to renew it as soon as possible. It should be renewed not before 2018. TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit
Paris, 17.6.2015
Life Cycle Management – Point of Time of Reinvestment
Economic Point of Time for Reinvestment
In this case the expensive maintenance action executed in 2013 was a proper decision, as thus the LCC will further on reduce.
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit
Paris, 17.6.2015
Life Cycle Management – Point of Time of Reinvestment
Economic Point of Time for Reinvestment
If not taking costs of operational hindrances (COH) into might show thatthat picture. account, aa track trackit it might show picture. COH can change the graph totally. COH depicts the costs of reduced availability of track and thus must be part of the evaluation.
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit
Paris, 17.6.2015
Life Cycle Management – Point of Time of Reinvestment
Economic Point of Time for Reinvestment
The optimal point of time is the year 2016. However, as the graph is very flat, is the result reliable? Of course not! However, its up to the budget situation, whether to execute the renewal or to postpone it!
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit
Paris, 17.6.2015
Life Cycle Management – Further Aspects on Tamping
Length of Track Work total cost
Costs [€/km]
Increasing transport often leads to decreasing track possessions. This can be balanced to a certain amount by high capacity machines. However, to work too short sections lead to al loss of quality and increasing costs.
cost of operational hindrances cost of work
Duration of Track Closure
Single Failure Tamping Single failure tamping aims to enlarge the tamping cycle of through going tamping but must not substitute it. Not targeting the initial position but the average position of the adjacent sections! Over-lifting (Design Tamping) TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit
Paris, 17.6.2015
Life Cycle Management – Point of Time of Reinvestment
For good luck this is not an academic story. Since 2011 my institute is doing these calculations for main track reinvestment projects of the Austrian Federal Railways. TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit
Paris, 17.6.2015
