costs and rams methodologies (superstructure) · pdf filecosts and rams methodologies...

Costs and RAMS methodologies(superstructure)

Dissemination Workshop, Paris – 10th June 2015

INECO, MAINTENANCE DEPARTMENTArsenio ANDRÉS: [email protected]ónica GÓMEZ: [email protected] GUTIÉRREZ: [email protected]

Costs and RAMS methodologies (superstructure)

WP 1.1 Modular integrated design of newconcepts for infrastructure

Subtask 1.1.1.2 aims to analyse the Costs andRAMS parameters of a High Speed ballastedtrack in operation stage in order to estimatethe Reliability, Availability, Maintainabilityvalues that let analyse possible improvements

Task 1.1.1 Design requirements and methodology

values that let analyse possible improvementsfor the new designs, as for example, plug andplay design.


Table of contents

• Scope and objective• Scope and objective

• What’s RAMS?

• Definitions and parameters

• System Lifecycle

• Systems and subsystems

• Databases

• Failure Tree

• Conclusions for Superstructure System

• Costs Analysis


1. Scope and objective

AnalyseAnalyse failure modesfailure modes of the different subsystems of superstructure in order toof the different subsystems of superstructure in order tooptimize maintenance processesoptimize maintenance processesoptimize maintenance processesoptimize maintenance processes

The analysis of the RAMS parameters is one of the most complete and importantThe analysis of the RAMS parameters is one of the most complete and importantmethod to compare the performance of the systems and to determine the Reliability,method to compare the performance of the systems and to determine the Reliability,

Availability, Maintainability and Safety requirementsAvailability, Maintainability and Safety requirements

Study of RAMS in aStudy of RAMS in aSpanish ballasted

High Speed Line in itsoperation and

maintenance stage


2. What’s RAMS?RAMS describes the technical performance of the system, sub-system or component.

A system´s RAMS can be characterized as a qualitative andquantitative indicator of the degree that the system, or the sub-system and components comprising that system, can be reliedupon to funtion as specified and to be both available and safe.

RAMS management of:• RELIABILITY• AVAILABILITY• MAINTAINABILITY• MAINTAINABILITY• SAFETY

ReferenceReference standardstandardENEN--50126, CENELEC50126, CENELEC

These parameters are being usedwith success and very good results onthe brands of Mechanical andElectrical Engineering


3. Definitions and parameters (I)EN-50126 definitions:

RRELIABILITYELIABILITY::RRELIABILITYELIABILITY:: The probability that an item can perform a requiredfunction under given conditions for a given time interval

AAVAILABILITYVAILABILITY:: The ability of a product to be in a state to performa required function under given conditions at a given instant of time,or over a given time interval assuming that the required externalresources are provided

MMAINTAINABILITYAINTAINABILITY:: The probability that a given activemaintenance action, for an item under given conditions of use, canmaintenance action, for an item under given conditions of use, canbe carried out within a stated time interval when the maintenance isperformed under stated conditions and using stated procedures andresources

SSAFETYAFETY:: Abserce of unacceptable risk of harm


3. Definitions and parameters (II)Parameters:

RELIABILITYRELIABILITY::RELIABILITYRELIABILITY::

Failure rate (l): l= Failures/Time unit [failures/hour]; l= 1 / MTBF

MTBF = Total operating time/ Number of failures [hours/failure]

AVAILABILITYAVAILABILITY::

Unavailability/ Maximum Availability

MAINTAINABILITYMAINTAINABILITY::

It’s important to say that the availability calculated in this RAMS analysis is different from otheravailabilities calculated according to different criteria than ours (as for example: availability

obtained in base to the delays of the trains). The availability is flexible and based on the types ofinactive times considered on the analysis.

In our case, the availability of our study only depends on the failure parameters of thesystem, so, it’s inherent to the system and it’s independent of how we use the system (itMAINTAINABILITYMAINTAINABILITY::

MTTR;MTBM; MTBR; Preventive maintenance

SAFETYSAFETY::

Freedom from unacceptable risk of harm

system, so, it’s inherent to the system and it’s independent of how we use the system (itdoesn’t depend on possible margins of time to consider a delay, or on the amount of trainsusing the system). So it’s inherent to the system, and it doesn’t depend on how the system

is operated.


Based on the System Lifecycle of EN-50126

Concept

System definition and ApplicationConditions

Risk analysis

4. System Lifecycle (I)

50126

A entire RAMS study of a lifecyclemay analyse the parameters sincethe first phase of the lifecycle,obtaining «a priori» values for theindicators mentioned above

System requirements

Apportionment of systemrequirements

Design & implementation

Manufacturing

Installation

System Validation(Including Safety Acceptance and

Commissioning)

An

aly

sis

of

the

imp

rove

me

nts

inth

ed

es

ign

This RAMS project aims only to thephase of OPERATION ANDMAINTENANCE

System integration & Acceptance

Operation & Maintenance

Decommissioning & Disposal

System lifecycle

Modification& Retrofit


RAMS parameters with real data of the lines which are in operation

4. System Lifecycle (II)

RAMS parameters with real data of the lines which are in operation

Operation &Maintenance

RAMS studieshistorical datahistorical data


SYSTEMSSYSTEMS

SUPERSTRUCTURESUPERSTRUCTURESUPERSTRUCTURESUPERSTRUCTURE INFRASTRUCTUREINFRASTRUCTUREINFRASTRUCTUREINFRASTRUCTURE

5. Systems and Subsystems

SUPERSTRUCTURESUPERSTRUCTURESUPERSTRUCTURESUPERSTRUCTURE INFRASTRUCTUREINFRASTRUCTUREINFRASTRUCTUREINFRASTRUCTURE

TrackTrack geometrygeometry

SleepersSleepers

RailRail

SUBSYSTEMSSUBSYSTEMS

CuttingsCuttings

EmbankmentsEmbankments

DrainageDrainage

PlatformPlatform

BallastBallast

FasteningFastening SystemSystem

ViaductsViaducts andand otherotherstructuresstructures

TunnelsTunnels


The RAMS project analyses the different Infrastructure andSuperstructure subsystems; based on more than 100 databases, withmore than 150,000 data inputs, which have made possible the study

6. Databases

more than 150,000 data inputs, which have made possible the studyof more than 7,000 failures.

More than

More than150,000 data

inputs

More thanMore than100

databases

More than7,000 failures

analysed

Based on the different


7. Failure Tree (I)

TrackTrack GeometryGeometryTrackTrack GeometryGeometry

Based on the differentaccelerations recordedduring the DYNAMICAUSCULTATION

SENECA train. Dynamic and Geometrical Auscultation

HitHit

FissureFissure

SleepersSleepersSleepersSleepersFissureFissure

SleeperSleeper breakagebreakage

IncorrectIncorrect DistanceDistance

DeficientDeficient supportsupport onon thethe tracktrack


7. Failure Tree(II) CavityCavity

RailRail breakagebreakage

OxideOxide

RolledRolled

RailRailRailRail

SlipSlip wearingwearing

Rail crackingRail cracking

PorePore

DefectsDefects onon weldingsweldings

Gauge inGauge in insulatinginsulating jointjoint

ContaminatedContaminated ballastballast

BallastBallastBallastBallast

ContaminatedContaminated ballastballast

ScarcityScarcity ofof ballastballast

WrongWrong tracktrack benchbench shouldershoulder

BadBad statestate ofof thethe ballastballast


7. Failure Tree(III)

AbsenceAbsence / Hit clip/ Hit clip

AbsenceAbsence / Hit base/ Hit base plateplate ororangleangle plateplate

ScarcityScarcity ofof tighteningtightening torquetorque

AbsenceAbsence ofof thethe screwscrew

Fastening systemFastening systemFastening systemFastening system

ScarcityScarcity ofof tighteningtightening torquetorque

ScrewScrew breakagebreakage

PlatePlate breakagebreakage

ClipClip breakagebreakage


8. Conclusions for Superstructure System

TrackTrack GeometryGeometryTrackTrack GeometryGeometry

• The AVAILABILITY of the studied line related with the TrackGeometry subsystem (dynamic auscultation) is 100%, because noTrackTrack GeometryGeometryTrackTrack GeometryGeometry

SleepersSleepersSleepersSleepers

Geometry subsystem (dynamic auscultation) is 100%, because nodefects have caused any Temporary Speed Limitation.

• MAINTAINABILITY (MTTR): Inmediate Action Defects detected onthe track are included inside the Maintenance Window Time.

• It is worth stressing that the Preventive Maintenance of the Spanishhigh speed lines makes that scheduled actions have place withregularity, in order to avoid the appearance of “immediate actiondefects”

SleepersSleepersSleepersSleepers

RailRailRailRail

BallastBallastBallastBallast

FasteningsFasteningsFasteningsFastenings • MAINTAINABILITY: The repair of the defects or the replacementof materials take place into the maintenance time window

• These defects have not caused any TemporarySpeed Limitation, thus, the AVAILABILITY of theSuperstructure system is 100 %


9. Costs Analysis

Construction Costs• Ballasted track costs• Slab track costs

Maintenance Costs• Ballasted track costs• Slab track costs


Based on the experience of different high speed stretches construction:•The estimated cost for the construction of a double track platform is: 4 M€/km

9.1. Construction Costs. Ballasted track costs

•The estimated cost for the construction of a double track platform is: 4 M€/km•The estimated cost for the construction of a double track superstructure is: 1 M€/km

BALLASTED TRACK (double track) Estimated cost

Platform cost €/km (double track) 4,000,000 €

Superstructure cost €/km 985,630 €

Track Assembly (25%) 246,407 €

Materials (75%) 739,223 € Materials (75%) 739,223 €

o Sleepers + fastenings 223,311 €

o Rail 160,000 €

o Ballast 137,500 €

o Switches and expanders 218,412 €


9.2. Construction Costs. Slab track costs

Approximate indicative ratios for the Rheda 2000 technology could be:

SLAB TRACK (double track) Estimated cost

Superstructure cost €/km 1,307,000 €

Track Assembly (71%) 927,000 €

Materials (29%) 380,000 €


9.3. Maintenance costs

According to the experience obtained in different maintenance bases, we can give approximate generalcosts, that should be particularized for each specific case:

MAINTENANCEWORKS Aprox. maintenance Estimated reduction Aprox.MAINTENANCEWORKS Aprox. maintenancecost of a Km inBallasted Track

Estimated reductioncoefficient for Slab

Track

Aprox.maintenance cost

of a Km in BallastedTrack

Supply and maintenance of materialsand tools: Ballast, littlematerials,vehicles

508 € 20% 406.4 €

Geometry track maintenance.Tamping

6,578 € 90% 657.8 €

Rail grinding 178 € 20% 142.4 €

Switches &Crossings: material andgeometry

3,514 € 30% 2,459.8 €

Management, control andsurveillance staff

1,268 € 0% 1,268 €

Enclosure, embankments, cuttings 1,086 € 20% 868.8 €Enclosure, embankments, cuttingsmaintenance and herbicidetreatment

1,086 € 20% 868.8 €

Exceptional repairs: material andgeometry

2,784 € 40% 1,670.4 €

TOTAL 15,916 € 47% 8,435.48


9.4. Conclusions Costs analisys

• The cost of the different technologies/typologies of slab track (both, in theconstruction of the concrete slab itself or the fastening system to the rail) is veryvariable. Nevertheless, the cost of the technologies of ballasted track is morevariable. Nevertheless, the cost of the technologies of ballasted track is moreenclosed

• The mayor cost in the construction phase in slab track may compensate the minorcost during the maintenance and operation phase

• In both systems, slab or ballasted track, the costs of construction depend largely onthe location and length of the track and the number of structures, embankments,cuttings, etc. needed.cuttings, etc. needed.

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INECOINECO

MAINTAINANCE DEPARTMENT

Arsenio ANDRÉS: [email protected]ónica GÓMEZ: [email protected] GUTIÉRREZ: [email protected]

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