Innovations in high (speed)
performance maintenance
WP4
Ulla Juntti
Luleå University of Technology
October 4th Paris
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.
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.
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
www.automain.eu
A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission
1. Performance killers
Grinding (5)


















Tamping (3)

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








Switches and
crossings (2)
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
?
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
www.automain.eu
A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission
2. Rail Defects examples

Squats
Head checks
 Reduction of life
span
 Danger of rail
7
- Reduction of life-span
- Noise
- Danger of rail fracture
- Damage to the track
- Reduction of rail life-span
fracture

 Corrugation
Danger of shelling
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)
www.automain.eu
A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission
2 .Grinding results
400
350
300
250
200
150
100
50
0
Porcess Observation Breakdown
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
www.automain.eu
A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission
Innovation byHigh Speed Grinding Non-Intrusive Rail Maintenance
Rail Defects
Preventativ Maintenance
New rail
Accumulated traffic (MGT)
 HSG acts before surface
defects develop
HSG preventive grinding
 HSG removes the worn surface
Defect depth
layer of the rail and prevents
Rolling Contact Fatigue
 Regular grinding with small
Conventional preventive
grinding
material removal extends the
rail life cycle
Corrective grinding
No grinding
has calculated a 50% reduction
in life cycle costs
Rail wear limit
Rail life span
without
maintenance
12
 Technical University of Berlin
Rail life span with
conventional
grinding
Rail life span
with
preventative
grinding
www.automain.eu
A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission
Rail Defects
Countermeasures – Prevent Problem
German Way
Rest of the World
E2-Profile
0,3 mm removal per 50 MGT
13
Anti- Headcheck Profile
(Stress relief)
www.automain.eu
A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission
HSG Grinding Technology
Conventional vs. High Speed Grinding
Speed
Material Removal
Operation
Removal of electr.
Devices
Conventional
Grinding
HSG - High Speed
Grinding
5 – 15 km/h
60 – 80 km/h
~ 0,3 mm
(30 cm³/s, 320 g/s)
~ 0,05 mm
(55 cm³/s, 400 g/s)
Within regular Traffic
(no track possession)
Track possession
Yes
No
www.automain.eu
14
A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission
3. High Performance tamping
line tamper
Special
P&T type
09-16
09-32
09-3x
09-4x
0-30mm
Sleepers
1x
2x
3x
4x
1x
800
1100
1500
2000
30-60mm
2x
600
800
1100
1600
60-80mm
3x
300
400
800
1300
Lift
Insertations
m'/h
A.
A.
A.
A. KPI sleeper distance Normal
600mm (650-700)
Switch and line
tamper
Universal
P&T type
Unimat 08-475-4S
Unimat 09-16-4S
Unimat 09-32-4S
Sleepers
1x
1x
2x
0-30mm 30-60mm 60-80mm
1x
2x
3x
500
300
150
800
600
300
1100
800
400
Lift
Insertations
m'/h
B.
B.
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.
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
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
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
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

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.
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)
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).
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.
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.
www.automain.eu
A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission
Link and effect model
Continuous
monitoring through
drivers and killers
D&K
•…
•…
D&K
•…
•…
D&K
•…
•…
Automatically updated compass
with drivers and killers (D&K)
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
www.automain.eu
A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission
OPTIMISED MAINTENANCE SYSTEM
Optimizing maint interval
(ST)
Frequency of Track
possession
Preventive
WP4.5
Bundling of maintenance
task
Model Based Bundling
(LTP)
WP4.5
Opportunity Based
Maintenance
Lean optimization
(STP)
-Structure Based
-Economy Based
-Stochastic Based
WP 2
Process efficiency WP2
Maintenance
Optimum track
possession time
Maintainability &
Logistics
Technology & WP4
Equipment
Inspection & WP3
Condition Evaluation
Improved P.M
 Track design capacity assurance
 The designed reliability and
availability for the existing tracks
 Availability Optimization
Administrative Time
Preparation
Maintenance Logistic
Corrective
Access
Process efficiency WP2
Active repair time
Risk based scheduling
Withdrawal
For Defferred
www.automain.eu
A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission
Framework for railway track maintenance optimization
Input parameters: MTBF, MTTR,
delay cost, hazard cost, cost of Loss of operation
replacement cost, labor cost etc.
Automated planning
& scheduling
Track maintenance
& cost Data
Improved capacity
at lowest LCC


Objectives

Economic
→
Cost
→
Profit
Technical
→
Availability
→
Reliability
→
Lifetime
Safety/Risk
→
Human
→
Environmental
→
Equipment
Traffic operation
and condition
Data
Maintenance optimization
and simulation models
Grinding interval
Tamping interval
Inspection interval
Improved track
availability at
lowest LCC
Boundary limits to perform
inspections, preventive
& corrective maintenance
schedules
Degradation
models for
rail track
Input parameters: Traffic density, Axel load
Various forces, Train speed and Line description etc.
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
www.automain.eu
A Joint Research Project funded under the Seventh Framework Programme (FP7) of the European Commission