Life Cycle Management of Track - TU Graz
20
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit Paris, 17.6.2015 Graz University of Technology Institute of Railway Engineering and Transport Economy www.ebw.tugraz.at Life Cycle Management of Track Economic Modelling for Preventive Maintenance Peter VEIT Paris, 17.06.2015
Transcript of Life Cycle Management of Track - TU Graz
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit Paris, 17.6.2015
Graz University of TechnologyInstitute of Railway Engineering and Transport Economy
www.ebw.tugraz.at
Life Cycle Management of TrackEconomic Modelling for Preventive Maintenance
Peter VEITParis, 17.06.2015
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 - Sustainability
Benjamin Franklin
Sustainability is obviously asustainable problem within railways.
Life Cycle Management
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit Paris, 17.6.2015
Standard elements depict the average service life under certain boundary conditions! However, in reality the service lives show a distribution.
neighbouring sections?
neglected maintenance?
sub-soil? dewatering?
too muchmaintenance?
speedrestrictions?
or simply better behaviour than the average?
or simply worse behaviour than the average?
Point of time for renewing of a section must not base on average figures!
Life Cycle Management – Service Life
Service Life
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit Paris, 17.6.2015
qual
ity fig
ure
time
Technical Evaluation
track km TIME
quality figure
=beQQ(t) t
nn
measured data since 2000data of 4,000 km of main track: type and age of track and components, recording car data, maintenance executed, transport data and alignment
Life Cycle Management – Quality Behaviour
Predictive maintenance is required, otherwise it is just fire brigade work with no possibility for optimisation!
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit Paris, 17.6.2015
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
?
Life Cycle Management – Maintenance Prediction
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.
? ?
What do we know precisely?
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit Paris, 17.6.2015
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
?
Life Cycle Management – Maintenance Prediction
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit Paris, 17.6.2015
Conform Threshold Values
Quality Behaviour
Service Life
TimeInvestmen
tQuality De
crease
Life Cycle Management – Conform Threshold Values
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit Paris, 17.6.2015
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
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.
?
slow order
The prognosis show possible service lives but cannot define the economical one.
Life Cycle Management – Maintenance Prediction
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit Paris, 17.6.2015
Development of rail inclination over time allows identifying the latest point of time for rail pad exchange
TrackPROPHET – rail pad exchange
Life Cycle Management – Maintenance Prediction
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit Paris, 17.6.2015
TrackPROPHET – ballast-pollution
vertical alignment left railvertical alignment left rail
This new information allows estimating the residual service life of ballast.
Life Cycle Management – Maintenance Prediction
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit Paris, 17.6.2015
life cycle costs – totaldepreciationcost of operational hindrancesmaintenance
1
Monitoring of Annuities
Calculating the dynamic annual average costs for different service lives show the service life with the least costs.
!
Economic Point of Time for Reinvestment
Life Cycle Management – Point of Time of Reinvestment
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit Paris, 17.6.2015
year
stan
dard
dev
iatio
n ve
rtica
lLLT onlyintegrated maintenance
0.2 mm
0.6 mm
0.4 mm
Life Cycle Management – Tamping and Grinding
Tamping and Grinding
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit Paris, 17.6.2015
Monitoring of Annuities
Economic Point of Time for Reinvestment
reinvestment
1
Life Cycle Management – Point of Time of Reinvestment
loss in case ofpostponingRANKING
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit Paris, 17.6.2015
Economic Point of Time for Reinvestment
Wonderful, there is time kept, just some maintenance necessary in 2016.
Life Cycle Management – Point of Time of Reinvestment
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit Paris, 17.6.2015
Economic Point of Time for Reinvestment
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.
minimum LCC possible
Life Cycle Management – Point of Time of Reinvestment
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit Paris, 17.6.2015
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.
Life Cycle Management – Point of Time of Reinvestment
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit Paris, 17.6.2015
Economic Point of Time for Reinvestment
If not taking costs of operational hindrances (COH) into account, a track it might show that picture.If not taking costs of operational hindrances (COH) into account, a track it might show that picture. COH can change the graph totally. COH depicts the costs of reduced availability of track and thus must be part of the evaluation.
Life Cycle Management – Point of Time of Reinvestment
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit Paris, 17.6.2015
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!
Life Cycle Management – Point of Time of Reinvestment
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit Paris, 17.6.2015
Length of Track Work
Life Cycle Management – Further Aspects on Tamping
Single Failure Tamping
Not targeting the initial position but the average position of the adjacent sections!
Over-lifting (Design Tamping)
Single failure tamping aims to enlarge the tamping cycle of through going tamping but must not substitute it.
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.
Cos
ts [
€/km
]
Duration of Track Closure
cost of operational hindrances
cost of work
total cost
TU Graz I Institute of Railway Engineering and Transport Economy I Prof. Dipl.-Ing. Dr. techn. Peter Veit Paris, 17.6.2015
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.
Life Cycle Management – Point of Time of Reinvestment
