520E

Maintenance of High Speed Lines Report 2010

Auteur : Hugo Goossens ------------------------------------------Company: E-RAILCONSULT ------------------------------------------Document : 1st phase - Report ------------------------------------------Date : September 2010

MAINTENANCE OF HIGH SPEED LINES

REPORT

July 2010

UIC – International Union of Railways – 16 rue Jean Rey – F-75015 Paris – www.uic.org/highspeed

CONTENTS Chapter 1 – Introduction .................................................................................................. 3 1. Preamble ........................................................................................................................ 3 2. Changes in the Railway Sector (…. 2010) ...................................................................... 3 2.1 New technologies ................................................................................................... 3 2.2 New technical requirements .................................................................................... 4 2.2.1 Mixed traffic lines ............................................................................................ 4 2.2.2 Increased design speed .................................................................................. 4 2.2.3 Tilting trains ..................................................................................................... 4 2.2.4 High speed freight ........................................................................................... 4 2.2.5 Normalisation and standardisation .................................................................. 5 2.2.6 Coordinate base reference data 2.2.7 RAMS - Requirements .................................................................................... 5 2.2.8 Contract forms ................................................................................................ 5 2.2.9 Life Cycle Costs (LCC)..................................................................................... 5 2.2.10 Corporate Social Responsibility (CSR) .......................................................... 6 2.2.11 Disposal ....................................................................................................... 6 Chapter 2 - Maintenance needs ........................................................................................ 1. Introduction .................................................................................................................... 2. Maintenance methods ................................................................................................... 3. Levels of maintenance ...................................................................................................

7 7 7 8

Chapter 3 - Maintenance requirements in the “design” phase ...................................... 9 1. Introduction .................................................................................................................... 9 2. Accesses to the infrastructure ........................................................................................ 9 3. Assembly area for switches and crossings .....................................................................11 4. Longitudinal service paths for maintenance staff ...........................................................11 5. Lighting ..........................................................................................................................12 6. Maintenance bases ........................................................................................................12 6.1 Introduction ..............................................................................................................12 6.2. Distances between maintenance bases ..................................................................12 6.3 Functionality of a maintenance base ........................................................................13 6.3.1 Light base ......................................................................................................13 6.3.2 Full base ........................................................................................................13 6.3.3. Emergency depot ..........................................................................................13 7. RAMS data ....................................................................................................................15 7.1 Definition of Availability ............................................................................................15 7.1.1. Analysis of various factors in the life cycle of a railway system ..................... 15 7.2 Factors in determining degree of availability ........................................................... 16 7.2.1 Introduction ................................................................................................... 16 7.2.2. The concept of the infrastructure and the various subsystems ..................... 16 8. Structure and organisation of the operation service ...................................................... 17 9. Structure and organisation of the maintenance service ..................................................17 10. Test devices, wear parts, spare parts ............................................................................17 11. Emergency equipment, traction units .............................................................................18 Chapter 4 - Maintenance requirements during the “construction” phase .....................19 1. Introduction ....................................................................................................................19 2. Collaboration between builders and maintainers ............................................................19 Chapter 5 - Maintenance requirements in the “test and service shadow” phase .........20

Maintenance of High Speed Lines

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1. Introduction ....................................................................................................................20 2. Table of verifications during test and service shadow phase ..........................................20 Chapter 6 - Inspections and tests during operations on the line ...................................21 1. Introduction ......................................................................................................................21 2. Components to be examined during monitoring................................................................21 Chapter 7 - Working windows – Sweep trains..................................................................25 1. Introduction ....................................................................................................................25 2. “Sweep” trains ...............................................................................................................25 3. Working windows ...........................................................................................................25 Chapter 8 - Best practices in maintenance works ...........................................................28 1. Introduction ....................................................................................................................28 2. Integrated maintenance .................................................................................................28 3. Minimum maintenance requirements between finishing the construction and tests and starting operations ..........................................................................................................28 3.1. Prevention against vandalism and burglary of cables, overhead contact wire, etc ...............28 4. Track .............................................................................................................................29 4.1 Rail grinding .............................................................................................................29 4.2 Absolute coordinates ...............................................................................................29 4.3 Flying ballast ............................................................................................................30 4.4 Measures against snow adhering to and dropping from high speed trains.. ..............30 4.5 Wheel scan ..............................................................................................................30 5. Energy ...........................................................................................................................30 5.1 Surveying of the overhead contact wire by thermo-graphic control ...........................30 5.2 Overhead contact system ........................................................................................31 5.3 Control of the pantograph ........................................................................................31 Chapter 9 - Life cycle of subsystems of high speed lines ..............................................32 1. Introduction ..............................................................................................................32 2. Track components ...................................................................................................32 3. Overhead contact lines ............................................................................................33 4. Signalling system .....................................................................................................33 Chapter 10 - Conclusions & Recommendations .............................................................34

Appendices & Abbreviations.............................................................................................35


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MAINTENANCE OF HIGH SPEED LINES

CHAPTER 1 1.

Introduction

Preamble

The IUR-UIC published in 1996 the IF-7/96 Report entitled “Maintenance of High Speed Lines”. This technical document, reflecting the experience and knowledge available in Europe at the time it was written, contained general considerations on the maintenance of high speed lines and detail information about the principles concerning the organisation of track supervision and maintenance work. Since then the Railways and Railways environment have changed fundamentally with further internationalisation of High Speed Traffic: -

Reorganisation of the Railways with (partial) privatisation and liberalisation of the Railways in many countries, New techniques introduced for different subsystems and publication of international rules and norms, New types of contract forms to build, operate and maintain Railways requiring longer term commitment.

Due to these various changes and the demand of further internationalisation, the UIC Plenary Committee decided, at its meeting held in Figueras (Spain) on 18 and 19 November 2008, to propose to the General Management of the UIC that a new work group be established to examine: - The experiences acquired over the last decades, - The most recent technologies relating to infrastructure, - The other subsystems with their latest technological developments, - The interfaces between operators (rolling stock) and infrastructure managers (maintenance), - The extended experiences and specificities in other countries outside of Europe.

2.

Changes in the Railway Sector (… 2010)

2.1

New technologies:

New technologies or a generalisation of some new technologies has been seen in Railway Infrastructure over the last decades. Furthermore, contact with Asian Railways increased and the experiences of these countries should be added to those of the European Railways. The updated report will take into account both of these developments.. Significant technological changes include: - Technological changes adapted to increased health and safety requirements, - Changes to meet safety requirements,


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-

A generalisation of un-ballasted track on some lines and under certain circumstances, The use of new fastening systems, The introduction in Europe of the new signalling system ERTMS-ETCS supported by the GSM-R communication system, The introduction of new materials (e.g. the catenaries overhead wire; rails), New monitoring systems (e.g. control of switches), New absolute coordinate-based referencing of infrastructure assets for use in net wide support of track maintenance work, New techniques for maintenance machines, The development of new sensors to avoid the non-availability of the infrastructure or to reduce the break down time, Etc.

2.2

New technical requirements:

2.2.1. Mixed traffic lines Most of the high speed lines were, until now, dedicated exclusively to passenger traffic and predominantly to one type of train. With the increase in the number of high speed lines and in congestion on the roads, more and more infrastructure managements extended the use of the infrastructure for different kinds of mixed traffic: - Passenger traffic with use of different type of trains running at the same or different speeds and with the possibility to use push-pull trains on the route, - High speed passenger trains and high speed freight traffic (e.g. post trains), - Passenger and freight traffic with a largely different speed. Mixed traffic could have a significant effect on the maintenance of the infrastructure based on the operating model used.

2.2.2. Increased design speed Railway operators are seeking to reduce travel time; there is an increased demand to increase the maximum speed on the (new) lines. Some new lines are currently designed for speeds up to 350 km/h. These increasing speeds are affecting the survey and the maintenance of the lines.

2.2.3. Tilting trains Some networks have put in operation tilting trains to increase the travel speed in small curves; the introduction of this technology reduces the travel time and increases the capacity often on upgraded lines. Some maintenance requirements relating to tilting trains have to be taken into account.

2.2.4. High speed freight Research relating to the development of high speed freight corridors is ongoing. The concept and the maintenance of these kinds of lines can differ in certain respects. Similarities between HS lines and heavy-haul traffic should be considered.


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2.2.5. Normalisation and standardisation Increased normalisation works on high speed lines are ongoing throughout the world. In Europe for example, the European Commission published a series of Technical Specifications for Interoperability in addition to a significant number of European Norms specific to Railway concerns. Comments: i. Implementation of ERTMS is now mandated in the EC for all new projects. ii. There is a tendency for the designers of new high speed lines to “import” a complete system from one country; this limits flexibility in adapting to specific local conditions. iii. There is an increased requirement for “proven” designs (GAME, GAMAB, ALARP)

2.2.6. Coordinate base reference data Its components are: National coordinate reference net, the numeric track net definition, the numeric line net definition and based on track net and line net the numeric work surface definition.

2.2.7. RAMS – Requirements: The performance of a high speed network depends largely on the availability of its lines. This availability becomes even more important when the revenues of the infrastructure owner or/and the operators of the line depend directly on the degree of availability. Therefore, there is an increasing demand on RAMS-studies to prove that the infrastructure being designed will, during its whole life cycle, meet all requirements concerning reliability, availability, maintainability and safety. Compliance with requirements must be provided for during the design and construction phase of a line; follow-up must be conducted during the entire life cycle.

2.2.8. Contract forms: New contract forms are used for financing the construction, operations and maintenance of large infrastructure works. More and more lines are constructed and operated as a concession with contracts with terms up to fifty years. The concessionaire has to (partially) finance the construction costs but also the maintenance and operation costs. At the end of the contract, the infrastructure is transferred back to the owner(s); the requested quality and the residual life cycle of the components are requirements of the contract. The most complete contract form is the DBFMOT (Design – Build – Finance – Maintain – Operate – Transfer).

2.2.9. Life Cycle Costs (LCC): The Life Cycle Costs: the choice between different technologies and the choice of the manufacturing-construction company is more and more based on the total cost during the life cycle rather than on the initial investment costs. The availability and guarantee of delivery of spare parts are important concerns.


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2.2.10. Corporate Social Responsibility (CSR): The Corporate Social Responsibility of the companies becomes an important factor which must be taken into consideration during the design, construction and operation of the high speed line.

2.2.11. Disposal: The disposal or recycling of materials in case of renewal or upgrading work is an important factor. These various recent developments have an impact on the design of new high speed lines or on the upgrading of lines, but also on the maintenance of these lines during their whole life cycle. These various aspects will be taken into consideration in the development of the document.


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CHAPTER 2 1.

MAINTENANCE NEEDS

Introduction

Adequate maintenance procedures must be adopted for each component of the system in order to guarantee very high performance for the high speed railway system during its whole life. These procedures have to be extended to cover also non-specific railway subsystems like surrounding roads, accesses, fences, etc. The people responsible for design, construction (upgrading) and maintenance of a high speed line have to satisfy various requirements concerning reliability, availability, maintainability, safety and security by seeking: - To minimise coincidental defaults by the design of the infrastructure and taking into account the results of the RAMS studies, - To minimise systematic defaults by applying a strong Quality System, - To maximise safety by developing a risk management system, - To maximise the performance of the system by reducing train delays, - To maximise the availability of the system by reducing the number of hours of possession of the line, - Methods to permit rapid recovery from disruption. Preference will be given to incremental/evolutionary improvements rather than revolutionary improvements. These objectives can be reached by effectively managing maintenance and implementing clearly identified procedures: - To guarantee the safety of the system and the reliability and availability of its infrastructure, - To ensure highly adequate maintenance with a brief response time at an optimal cost, - For establishing an extended data base to ensure accurate analyses to assist in the planning and selection of a specific type of maintenance be it on a short, middle or long term basis, - For asset management issues/requirements.

2.

Maintenance methods

The generalised systematic periodic maintenance, which was the general practice a few decades ago, is not currently the best practice (because it is costly, requires track possession and results in the deterioration of the components; in particular in respect of data quality level, old working approaches completely miss the target of 100% completeness and correctness making full automation of the new working methods impossible). This kind of maintenance has progressively been replaced by “Condition-based maintenance” (CMB). With the increased development of the possibilities of control and expertise, periodic maintenance has been further replaced. Curative maintenance has also been further diminished. This curative maintenance has a negative effect on the availability of the infrastructure and the degree of regularity of the line. The maintenance manager has to make a choice between: - Investing in a well-developed diagnostic system and in maximising data quality, and - Limiting supervision with the risk of increasing the non-availability of the line.


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Note that the maintainer’s choice is often limited by the supplier delivery and warranty conditions. Maintenance specialists agree that curative maintenance has at least a higher cost than condition-based maintenance. Curative maintenance interventions call upon an appropriate organisation of the maintenance service (availability of specialists, intervention teams out of the normal work schemes, communication means, availability of intervention machines, etc...). More versatile maintenance people means lower costs for curative interventions. It is very important to have a data base on curative interventions. Analysis of this data base can be a real help in transforming the various curative, unplanned interventions in condition- based or preventive maintenance operations (e.g. the catalogue of rail defects published by IUR-UIC can be helpful for the organisation of the inspection of the rails and to plan for preventive maintenance or renewal work).

3.

Levels of maintenance

Certain maintenance norms provide for a classification of the different levels of maintenance. The maintenance manager is required to conduct an analysis (for each subsystem or component of a subsystem) to define the limits and responsibilities at each level of maintenance. A detailed classification is very important in the case of sub-contracting of certain maintenance works to third parties. In accordance with these general principles, we recommend the establishment of 4 maintenance levels: Level 1:

Interventions in situ; no intervention of the supplier is necessary; can be executed without negatively affecting the availability of the infrastructure and the regularity of the operations. Level 2: Intervention of the maintenance team in the maintenance base; maximum availability to guarantee redundancy of parts; interventions require control devices and sometimes special tools. Level 3: Intervention of the supplier; control and repair completed by the technicians of the supplier in its factory; if possible, application of standard exchange of elements Level 4: Heavy replacements and renewal works. Significant impact on the availability of the infrastructure.


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CHAPTER 3

1.

MAINTENANCE REQUIREMENTS IN THE “DESIGN” PHASE

Introduction

The requirements for operation and maintenance have to be taken into account early in design phase. Experiences with the operation of high speed lines demonstrate that adaptations of infrastructure a posteriori are more expensive than during the construction of the line. In this chapter, we highlight some measures which must be taken into consideration early in development of the project of a high speed line. They should be completed or adapted based on local needs and circumstances and on specific organisation of the envisaged maintenance.

2.

the the the the

Accesses to the infrastructure

Accesses to the different parts of the line shall be provided; they should be situated close to “significant points”. Optimising these accesses can have a positive effect on the access time of the maintenance staff, the access of rescue services and that of employees of the operating companies. The location of accesses depends largely on the type of substructure (embankment, cutting, atgrade, bridge, and tunnel), the chosen maintenance model, the type of resources/equipment to be used, etc. We have set out below various configurations of possible accesses and have recommended specific features. This list is not exhaustive. Technical specifications or national laws may prescribe other facilities. Connections with other (conventional) lines Railway access to the high speed lines can consist in accesses from: - The conventional network, - The maintenance base(s) along the line, - Maintenance sidings along the line. Distances between two railway accesses to the line will be between 80 and 100 km (this represents, for all practical purposes, 1 hour outward and 1 hour return journey for work trains running up to 100 km/h) Comment: In some countries, the speed of the work trains is limited. The location of the necessary maintenance bases or sidings has to be adapted for each particular case. Road accesses and parking Suggested locations for road accesses - at the maintenance base(s), - at the control and operation post(s),


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- at the substation(s) and the auto transformer posts (road must be constructed for heavy loads and with a sufficient clearance), - at the GSM-R piles and specific piles for the rescue services, - at both side viaducts and tunnels, - at emergency exits (in tunnels, walls, etc.), notably safety exits and accesses only for rescue services; the design will depend on the chosen emergency strategy, - to and along the area of preassembling switches and crossings, - along the railway sidings, - about each 4 km, alternating on each side of the track for maintenance staff, - for road/rail vehicles and the necessary platforms for re-railing/derailing. Parking facilities which may be built: - at the maintenance base(s): number of places is based on occupation, - at the control command centre(s), - at the substation(s): minimum of 3 places, - at each end of the viaducts and tunnels: minimum of 3 places, - optionally at the preassembling zone for switches and crossings: 5 trucks with at least two heavy trucks, - at the normal accesses and the emergency exits, - at the technical accesses (for example, for mowing machines). Special attention is necessary to avoid entrance by third parties in the closed-off areas (for example, entrances for the delivery of electrical energy). These accesses shall be built outside of the closed-off area. If it is impossible to build the proposed accesses, parallel routes to the track shall be envisaged to limit the distances for the accesses of the maintenance teams. The dimensions of the access roads shall be based on the carried loads. The slope will be at maximum 5% if the accesses are in road-metal and 8% if they are in an asphalt layer.

Staff accesses Staff accesses are provided at maximum distances of 2 km between 2 access points situated on the same side of the line and if possible, opposite protected track crossings or structures. Prefabricated stairs for crossing the embankments or stairs integrated into the stonework of the structures are necessary.

Identification of the entrances It is recommended to clearly identify the different entrances by an identification board with: - The concerned high speed line, - The position of the entrance, - The name of the street and the name of the village, - The access number, - The telephone number of the nearest maintenance base, - The telephone number of the central control and command post, - The sign “Deadly peril – Zone of high voltage”. Maintenance of High Speed Lines

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It is recommended to have one type of lock for the various entrances. Access of tunnel ends and cut and cover sections. The accesses on the tunnel ends have different functions: - Road access including for emergency vehicles (clearance, weight, height) including rotation possibilities, - If necessary landing area for helicopters, - Parking for maintenance and rescue services (with facilities for easy turning), - Storage zone for materials (lorries, masks, extinguishers, …), - Area for cutting of the catenaries and earthing of the overhead wires, - Lighting of the area (10 Lux). The concept will take into account the risk to cover (e.g. mixed traffic with dangerous freight) and the economic dimension.

3.

Assembly area for switches and crossings

Assembly area for switches and crossings can be envisaged if the methods chosen for building and renewing switches or parts of switches require an assembly area and represent an economic interest (availability, cost). These areas can be envisaged along the same elements in the line (transversal placement of the elements) or along a siding track near the existing elements (longitudinal placement of the elements). In both cases, it is necessary to envisage the necessary clearance for the passage of the preassembled elements: overhead piles, electrical devices, cable ducts, and drainage are to be adapted to permit free passage. The length of the service zone must be at least 2 x 10 m longer as the longest element to be manipulated. Road access is very helpful for delivering the elements. Comment: Switches and crossings are becoming more modular. It is now feasible to also transport preassembled turnouts for high speed (using “split bearers”) on specially designed wagons.

4.

Longitudinal service paths for maintenance staff

The width of the service paths beside high speed lines is stipulated in local legislation. To ensure a safe and accessible walkway for persons working with maintenance equipment (welding groups, lighting groups…, which have generally a wheel-base of 650mm), a minimum width of 800 mm is recommended. The free height should be at least 2.10 m. The service paths are continuous: it is recommended that there be no important level differences and no stairs. In case of important differences in level, ramps must be provided (if necessary with hand rails).


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5.

Lighting

Powerful lighting is recommended for: -

Areas outside tunnels and leading into tunnels and cut and cover sections, Track switch areas, The work bases, Specific points.

Rules for lighting in the tunnel (ambient lighting, lighting for maintenance and operational staff and emergency lighting) can be found in the UIC leaflet “Safety in tunnels”, in the technical specifications of Interoperability (“Tunnels”) in the American standards (especially for underground lines and underground stations) and in all applicable national laws and regulations. Lighting installed in switch and crossing areas is helpful during control operations and work operations. The lighting can be installed on separate masts, on the overhead line poles or on mobile masts. The energy can be provided by a separate network (= the most independent solution), by the energy for the overhead contact lines or by an individual energy group. If necessary, in order to increase the lighting and to provide energy for electric tools, fixed sockets can be provided for plugging in lighting or electric devices. Lighting of specific points along the track or at the access points has to be taken into account in the design phase.

6.

Maintenance bases

6.1.

Introduction

The maintenance of a high speed line can be organized in different ways; maintenance of the whole system can be carried out by the owner of the infrastructure or maintenance of some subsystems or the whole system can be sub-contracted by means of a Service Level Agreement with contractors. In both cases, working facilities will be required to park the machines, to store spare parts, and to use toilet facilities. A distinction should be made between: -

Emergency depots for materials, A light maintenance base, A full maintenance base.

Some typical solutions for currently operating maintenance bases are set out in the appendices hereto.

6.2.

Distances between maintenance bases:

The travel time of maintenance staff, from the maintenance base to the place of intervention, shall not exceed one hour (average travel speed on road and track estimated at 65 km/h)*.


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Taking into account this restriction, a centrally disposed maintenance base can cover about 150 km of line. In zones with high density of traffic, the distance to cover can be lower. * The distance has to be adapted based on the envisaged working windows and the authorised speed of maintenance equipment

6.3

Functionality of a maintenance base:

6.3.1 Light base: A light base consists in buildings (mess facilities, workshops, tool stores, and toilet facilities), a car park and a storage area for small items. It is equipped with telephone, internet and fax. This type of base can be situated either in a station on a conventional line close to the high speed line (< 5 to 6 km), in a station on the high speed line or on the land of the high speed line, near or combined with a signal box.

6.3.2 Full base: This type of base, with road and rail access, can be situated either in a station on a conventional line open to traffic 24 hours a day in the proximity of the high speed line, at an infrastructure maintenance depot (welding plant, workshop for track, etc.) or on the land of the high speed line. The accessibility of the yard must be guaranteed without the need for any interventions other than those of the signalman in the signal box. It consists of buildings (mess facilities, workshops, tool stores), tracks, a car park and a storage area. The tracks will be 300 m in length, suitable for stabling and forming work trains and for stabling an emergency ballast train. These three tracks are already equipped with lighting. The three tracks are provided with: - An inspection pit for servicing maintenance machines, - A locomotive/machine refuelling station, - A high platform and an end platform for loading and unloading maintenance equipment and spare parts onto the work trains. The full base will also have trackside storage space for the spare parts of the different subsystems. Some of the spare parts are stored in an enclosed area protected by alarms and or camera supervision.

6.3.3. Emergency depot: Some networks (SNCF in France; Infrabel in Belgium) have set up emergency depots that can be installed on a full maintenance base or as an independent single depot to cover the needs for a high speed line up to 500 km. On an area of about 300 m x 20 m served by 3 tracks which are separated by a 5 meter space, it holds: - Telecommunication cables, - Overhead line material for emergency work,


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-

A half set of switches with correct orientation, Swing nose crossing centres with correct orientation, Expansion joints, Etc.

Some materials can be stored at wagon height to facilitate the loading on flat wagons.


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7.

RAMS data

7.1

Definition of Availability

The availability of a high speed line is an important factor in the life cycle of the line. This availability has an effect, in case of PPP projects, on the revenue of the concessionaire of the infrastructure and often constitutes part of the contract requirements. There is, as of the date hereof, no specific definition for the Degree of availability. Various formulas are used to define this requirement. In some contracts premiums or penalties are foreseen as a function of the availability. To avoid any ambiguity we have set out hereafter the definition employed on an existing concession. Asystem = (A – Bsystem)/A and must be 99.8%, with Asystem = degree of availability of the system A = the arithmetic sum over a year of the running time on the line section, as provided in the time tables, for all trains running in the section during the relevant year Bsystem = the arithmetic sum over a year of the delays caused by defaults in the infrastructure and under the responsibility of the concessionary.

7.1.1 Analysis of various factors in the life cycle of a railway system. Non-availability of an infrastructure can be caused by: -

-

Defaults in the rolling stock under the responsibility of the operators of the system, Scheduled works in the normally scheduled traffic interruption times (day, night and weekend traffic interruptions…); these interruptions are not taken into account in determining the degree of availability, Defaults of one or more critical elements/components in the infrastructure; the delays resulting therefrom must be taken into account, Unforeseen failures, Bad weather or other natural phenomena.

Further analysis of the above demonstrates that various factors must be examined at different times during the life cycle.

T1

T2

T3

T4

T5

T6

T7

T1 =

detection of a default; information obtained by or sent to the control command centre

T2 =

information of staff in charge of repair or maintenance


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T3 =

preparation of staff in charge of repair (travel time, availability of spare parts, availability of measuring devices, preparation and travel with respect to the machines). Arriving at the place of intervention.

T4 =

Repair time (depends largely on the MTTR given by the builder)

T5 =

Control and test time after repair; information provided to the control command centre

T6 =

Time to restart the operations

T7 =

End of the consequences of the default; operations in normal mode.

7.2

Factors in determining degree of availability:

7.2.1 Introduction The most important factors affecting the degree of availability are: -

The concept of the infrastructure and its different subsystems, The structure and organisation of the operation services, The structure and organisation of the maintenance services, The means available for intervention and repair.

These various factors are described in more detail below.

7.2.2 The concept of the infrastructure and the various subsystems Prior to and during the design of a high speed line or the upgrading of an existing line, fundamental choices have to be taken between the investment costs and the desired availability. Availability can be increased by: - Design safety margins, - Use of “proven” systems, - Modular design, - An extension of redundant systems; for example: ° Installing three power transformers to feed the overhead line; while two of them operate, the third one permits maintenance or repair works (one of the reasons for this is the long delivery time of such a transformer), ° Doubling some signalling circuits with automatic switch system, ° Placing a spare standard exchange cart into the electrical cubic, ° Double coverage of the GSM-R installation, ° Doubling the central control and command post (J apan, Perpignan-Figueras). -

Maximising the monitoring of the systems and grouping the remote control in one SCADA room; for example by monitoring: ° The switches and crossings, ° The access control, ° Fire detection, ° The condition of the pantograph (made in some st ations),


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° °

The wheel impact forces on the rail (especially recommended for lines with mixed traffic), The control of the clearance of freight trains.

-

Choosing components of subsystems with very good RAMS features; for example: ° High MTBF (mean time between failure), ° Low MTTR (mean time to repair), ° High MTBSF (mean time between service failure).

-

Concluding service level agreements with adjacent lines or railway companies to ensure mutual assistance in case of problems; for example: ° Delivering energy in case of system failure, ° Providing the infrastructure manager with a lift ing crane for rolling stock.

8.

Structure and organisation of the operation service

In case of unforeseen default, the reaction time of the operators of the control command room and the content of the given information is very important; they both affect the total duration of the disruption. Two examples of proper organisation are: - Grouping the dispatcher for operations and the technical dispatcher in the same room, - The use of “radio maintenance”, mobile telephones or the GSM-R which permits maintenance staff to follow all communications concerning the operations and to obtain information very quickly in case of disruption.

9.

Structure and organisation of the maintenance service

The structure and the organisation of the maintenance service have a significant effect on the interruption time of the traffic in case of problems. This organisation depends on: - The availability of maintenance staff (duty service; 24 hour maintenance response teams), - Its logistic means (mobile, car, storage and disposal of stock parts, intervention machines, etc.), - The technical assistance contracts of the suppliers, - The contracts with the contractors if proper organisation is not sufficient or fails to provide adequate means of intervention.

10.

Test devices, wear parts, spare parts

Contracts with the suppliers for subsystems should provide for parts of subsystems or elements of subsystems, and the requirements of maintenance in terms of supply. The supplier must deliver the following information: - The definition of the LRU (Line Replaceable Units); these are the smallest units which can be replaced on site. The client’s proposal of LRU can be amended by the client,


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-

-

The description of the maintenance tasks which can be allocated to the maintenance service and those which have to be carried out by the supplier, Comment: The supplier may be granted full responsibility of the totality of its deliveries (Service Level Agreement). The information for the RAM study (life span, MTBF, MTTR), The organisation of its services (call number), An offer for the supply of test devices or test banks, The agreement concerning the delivery of wear and spare parts (delivery time and mode, number of years of guaranteed delivery, price level and price review formula… ), The conditions for on-site intervention of specialists of the supplier, The user and maintenance (preventive and corrective) handbook including the frequency of intervention and the limits of use, The proposed program for training staff (operations and maintenance), A copy of all required legal attestations (e.g. in Europe, the “CE” attestations for machinery and for interoperability), The testing check list (cause – symptom – remedy).

This information is necessary for the client to: - Complete the technical examination of the offers using information pertaining to Life Cycle Costs, - Calculate the degree of availability of the different subsystems and use them to determine the availability of the whole system, - Manage wear and spare parts and calculate the risks of an in inventory shortage, - Organise the education and training of operations and maintenance staff.

11

Emergency equipment, traction units

If the owner of the infrastructure does not possess the equipment for intervention in case of emergency (derailment, lack of traction power, etc), a service level agreement must be entered into with one or more operators of the line or with the infrastructure manager of adjacent lines to guarantee an intervention within the shortest possible time.


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CHAPTER 4.

1.

MAINTENANCE REQUIREMENTS DURING THE “CONSTRUCTION” PHASE

Introduction

The quality of a high speed line and the degradation of the quality of most of the subsystems depend largely on the initial quality of these subsystems after construction and on the care taken to maintain the initial quality in the period of pre-operation and during the first months of operation. The best way to ensure very high construction quality is to establish an active collaboration between the builders and the maintainers of the system.

2.

Collaboration between builders and maintainers

The best results and the lowest Life Cycle Costs are obtained if: - The requirements of future maintenance are taken into account during the design of the line (see above), - Strict construction and certification standards are taken into account; a quality bonus can be helpful to obtain quality exceeding the required one, - The maintenance staff and technicians-to-be are concerned with the construction and as such co-responsible for the work and tests done, - The results of the tests (and in particular, the dynamic tests at speeds up to the conception speed + 10%) are satisfying. Special attention shall be paid to all interfaces; generally the interfaces cause difficulties during tests and at the time of initial operations. Participation of maintenance staff in construction is the best way of training such staff and prepares them in taking over responsibility with respect to maintenance and repairs in case of disruption. Nevertheless, it is only a preliminary step in the awareness needed to achieve process-driven, computer-supported work.


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CHAPTER 5

1.

MAINTENANCE REQUIREMENTS IN THE “TEST AND SERVICE SHADOW” PHASE

Introduction

Before opening the line, a number of tests are to be performed; in this respect, please refer to the requirements of the different specifications for interoperability contained in “Guidelines for homologation of high speed lines” published by the UIC and the specific requirements of the contract. During the test period, and with an increase in speed and in the duration of the shadow service period, specific attention must be given to the geometry of the track and the overhead contact system. Indeed, these tests are done during a period of stabilisation of the construction and its components. Unexpected defaults due to differential settlements or due to the dynamic forces of the high speed test trains may occur. In case of any defaults, measures to repair them must be taken immediately to avoid further degradation of the subsystem. It is strongly recommended that maintenance staff be actively involved in this phase. It is also recommended to conduct the following verifications.

2.

Table of verifications during test and service shadow phase * Frequency

Staff

Infrastructure –

Subsystem

Drainage system and pumping

2 weeks

Senior Technical

Civil works

Barriers and fences

1 week

Technical Assistant

Civil structures and line side

2 weeks

Senior Technical

Geometry of the track

2 weeks

InfrastructureTrack

Energy – Overhead contact system

Type of verification

Comments

Switches and crossings - visual check

2 weeks

- verification of critical dimensions

1 month

Technical assistant Senior technical

Expansion joints

2 weeks

Technical assistant

Surroundings

2 weeks

Technical assistant

Profile of the ballast

2 weeks

Senior technical

Monitoring of the switches and crossings

2 weeks

Senior Technical

Control of the forces in switches and crossings

2 weeks

Senior Technical

Transition zones – slab track/ ballast track

1 month

Technical assistant

Check flying ballast

Geometry of the contact wire

2 weeks

Senior Technical

Lifting of the contact wire

1 month

Senior Technical

Rear cabin of a train

Control command and telecommunication

Recovery of GSM-R

2 weeks

Technical assistant

Or recovery of radio maintenance

Tunnel protection equipment

Control of the fire detection system

1 month

Technical assistant

Control of the ventilation system

1 month

Technical assistant

Control of the sprinklers

1 month

Technical assistant

Control of the water circuit

1 month

Technical assistant

* The final decision relating to the type of verifications to be conducted, the concerned staff and the intervals of verification shall be made by the Railway Authority.


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CHAPTER 6. INSPECTIONS AND TESTS DURING OPERATIONS ON THE LINE 1.

Introduction

The frequency of inspection and tests depends on the type of traffic on the line (passenger traffic only or mixed traffic) and on the UIC category of the line. The Railway Authority has jurisdiction to determine these matters.

2.

Components to be examined during monitoring (Non-exhaustive check list of elements to be examined)

Civil works and Surroundings Civil works Codification number

Designation

CV 1

Stability of bridges, viaducts, fly-overs, …

CV 2

Stability of tunnels

CV 3

Stability of earth works (cuttings/embankments)

CV 4

Stability of structures including rock walls

CV 5

Water drainage systems

CV 6

Noise abatement structures (walls, barriers, etc.)

CV 8

Crash barriers

CV 9

Detecting systems for movement of the embankment slopes, rain gauges,

CV 10

Control of weed and undergrowth

Comments

Watch for calcite formation

Surroundings Codification number

Designation

SU 1

Access roads, parking places,

SU2

Fences, access gates

SU 3

Access steps, parapets, etc.

SU 4

Platforms, walls, etc.

SU 5

Trees along the line


Comments

Verify distance and height

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Track

Codification number

Designation

Comments

TR1

Track Geometry

If possible, in combination with the OCS geometry

TR2

Ballast - profile of the ballast bed - cleanness of the ballast

Lowered profile for speeds exceeding 250 km/h Avoid fine elements (problem of flying ballast)

TR3*

Slab* concrete structure other elements (mortar …)

TR4

Rails - wear of the rail - internal defects - surface damage - corrugation

TR5

Sleepers and bearers - Concrete structure of the sleeper - Under sleeper mats - Gaps between sleepers and concrete* - Bending of the sleepers and bearers

Thermic and electric rail welds, squats, head checks

Case of slab track Case of wooden sleepers or bearers

TR6

Fastenings

TR7

Expansion joints

TR8

Switches and crossings

TR9

Re-railingplatforms

Rail road vehicles

TR10

Transition zones - slab track – ballast track* - ballast track – earthwork

Special survey during track stabilisation

TR11

Noise abatement devices between rails *

Slab track

TR12

Electric components fixed in the track

Balises, detectors, condensers, axle counters, etc.

Energy Power Supply (PS) Codification number

Designation

Comments

PS1

Transformers

PS2

Return circuit

Continuity

PS3

Protection devices

Protective gratings

PS4

Switches


Substations; AT posts

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Overhead Contact System (OCS) Codification number

Designation

OCS1

Feeder

OCS 2

Contact wire

OCS3

Tension equipment

OCS4

Insulators

OCS5

Heating device of the contact wire

Comments

Periodic cleaning operation may be necessary

Earthing Codification number

Designation

EA 1

General Line earthing system

EA 2

Intermittent earthing system

EA 3

Protective earthing of pipe lines, …

EA 4

Earthing devices of the OCS

Comments

EA 5 EA 6 EA 7

Control command and Communication Signalling Codification number

Designation

SI 1

Automatic Train Control System mean system fall back system

SI 2

Electronic interlocking system

SI 3

Signalling power supply system

SI 4

Telemetry system

SI 5

Wayside ATC track circuits

SI 6

Train number processing system

SI 7

Wayside signals

SI 8

Detectors

SI 9

Monitoring systems

SI 10

Switch motorisation

SI 11

Switch heating

Comments

SI 12


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Communication System Codification number

Designation

CC 1

Data transmission system

CC 2

Telephone, Automatic telephone system

CC 3

Radio maintenance

CC 4

Public address system

CC 5

Close circuit television

CC 6

Time distribution system

CC 7

Passenger information system

CC 8

SCADA systems

Comments

CC 9

Auxiliary equipment Codification number

Designation

AE 1

Ventilation

AE 2

Rescue doors

AE 3

Pump systems

AE 6

Collectors of dangerous liquids

AE 7

Fire extinguishers

AE 8

Extinguishing circuits in buildings

AE 9

Extinguishing circuits in tunnels


Comments

Mixed traffic with dangerous liquids

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CHAPTER 7

1.

WORKING WINDOWS – SWEEP TRAINS –

Introduction

The maintenance of the Infrastructure is important to guarantee that the High Speed System is working properly, remains safe and provides transportation to passengers with a high degree of comfort. In the case of mixed traffic, specific attention must be given to the transportation of dangerous goods. With the increase in train traffic, maintenance services must limit the number and the length of possession times available for maintenance. This chapter provides an overview of the different types of possession time. Some railway infrastructure managers schedule, on a daily basis and before the reopening of the line for commercial traffic, a “sweep” or “pilot” train running at a limited speed. The purpose of such verification procedure is set out below.

2.

“Sweep” train

Objective: -

Confirmation that the line is clear of obstacles and suitable for running at high speed, Confirmation of the absence of undetected defects before opening the line (e.g. due to vandalism), Confirmation of the proper operation of overhead lines and of the control command and communication subsystem, Checking track stability (ballasted track) after carrying out maintenance or renewal operations.

This run is not considered to be essential if the maximum speed on the line does not exceed 220 km/h. To obtain a good overview of the infrastructure, a speed of 160 – 170 km/h is recommended. The function of sweep trains can be attached to the first commercial train; it is recommended to limit the speed of this train.

3.

Working windows

General comments: Provision must be made for different types of possessions in order to enable maintenance operations to be performed. To optimize possession time, it is necessary to think in terms of management of the maintenance of the “infrastructure system” and not in terms of subsystems. We have set out below a table with the practices of different railways and have added some comments obtained in the work group.


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Types of possessions Possessions intended for monitoring Possessions intended for making detailed (visual) inspections of some installations situated in the danger area. These inspections are made without machines on the track and do not require the interruption of tension on the overhead wire. A line can be divided into different “possession zones”. Items to inspect: - Defects on the rail and its running surface, - Switches and crossings (general state, signs of wear and rubbing, cracks in the components, etc.), - General state of the disposition of the different contact wires in the zones of switches and crossings. For these inspections, daytime possession is recommended to have good lighting for the inspected zones. Normal regular traffic stoppage is required in the concerned zone. Possession can be introduced at any point in the concerned zone. These daytime inspections should be carried out seven days out of seven. Duration of the traffic stoppage: a minimum of 35 full minutes. Comment: Highly developed automatic monitoring of the switches and crossings can reduce the necessary possession time. - Ballasted track with continuous welded rails (CWR) during periods with hot weather. - Infrastructure likely to be affected during or after abnormal weather conditions (heavy rainfall, cold periods, heavy snow or wind) Possessions intended for light maintenance operations Possessions to permit running repairs shall be carried out in the danger area. These possessions can be in the night time. Possessions are not needed seven days out of seven; four days a week are a minimum. Shut down of the track and power (if needed). Duration: - Minimum of 4 full hours (excluding the time taken up by procedures, including the travel time of the machines) on 1 track, - Minimum of 2 full hours for the second track. Items: - Tamping, grinding, re-profiling, welding, control of the overhead system, cleaning of insulators, etc., - Replacement of elements (expansion joint, rail, sleeper, insulator, contact wire, switch motor, bacon, etc.), - Adjusting works. Must be scheduled 6 weeks prior to start of work.


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Possessions intended for heavy maintenance operations (with duration of one or more days). Possessions for carrying out heavy maintenance operations (replacement of a switch, replacement of the overhead wire of a span, etc.) A minimum of 10 full hours. Possible simultaneous work on both tracks for a period of 3 hours. Must be scheduled at least 3 months prior to start of work. Possession time intended for major work and/or long duration Possessions permitting heavy renewal works carried out in danger areas. A minimum of 10 full hours; continuous possession can double or triple the performance. Must be scheduled at least 18 months prior to start of work in collaboration with the adjacent managers of infrastructure. Normal time tables will inevitably be affected. Overview of the possession times in the different networks The tables in Appendix 3 provide data concerning the possession times for various countries.


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CHAPTER 8 1.

BEST PRACTICES IN MAINTENANCE WORKS

Introduction

This chapter provides information about best practices with respect to the performance of certain maintenance work on the infrastructure of (high speed) lines.

2.

Integrated maintenance

Traditionally, the maintenance of railway infrastructure is divided up into different subsystems (track, civil structures, substations, overhead contact lines, etc.) with a separate budget, staff and planning system. This kind of organisation leads to a non-optimal use of logistic support and of track possessions. Integration of the maintenance of the various subsystems under the control of one central management team and one central planning unit can have a positive influence on the reliability and the availability of the line. Increased integration can also bring added versatility to maintenance staff.

3.

Minimum maintenance requirements between finishing the construction and tests and starting operations

If, after finishing the construction of the line and before opening the line for operations, there is a period without traffic, a minimum of survey and maintenance works have to be carried out to maintain the installations and to avoid significant costs in preparing once again the line for operations. The works to be carried out depend on the technology chosen for the concerned subsystem and on the requirements of the different suppliers. The following suggestions should be considered:

3.1

Prevention against vandalism and burglary of cables, overhead contact wire, etc.

Regular verification and visits of the line and technical buildings Maintaining tension on the OCS Maintaining monitoring systems protecting against any intrusion with respect to service Maintaining fire detection systems ensuring they are operational Requesting the assistance of the local police for extra patrols (strongly recommended during the first days of school holidays) To avoid corrosion of the running surface of the rails, some traffic must run over the line (in general, a passage of some axles each 72 hours is a minimum); when it is not possible, the rail surface has to be blanked before traffic may operate. To avoid functioning failures in the switches, they have to be moved every three days. To control the functionality of the circuit-breakers, they have to be switched every month.


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It is recommended to carry out a verification, on foot or in a motorcar running at low speed, every two weeks to inspect the line equipment, the water drainage of the platform and the surroundings of the line. It is recommended to schedule (three years after initial operations) a yearly weed killing operation for the track and the surroundings. Control of the substations, the AT-posts, the rooms with transformers and with batteries to be carried out each month. Control of the pump stations to be carried out every 2 months or after violent rainfall. During line visits, verification (each 500 m) of the GSM-R functionality. Defaults or missing elements must be repaired/replaced as soon as possible. Before opening the line for regular service, a verification of the geometry of the track and the overhead contact wire at a reduced speed (maximum 120 km/h) is mandatory. During these runs, the functionality of the entire system shall be examined.

4.

Track

4.1

Rail grinding

Several years ago, track specialists determined that, for ballast track, combining lining, levelling and tamping of the track with grinding results in a lower degradation ratio of the geometry of the track. About ten years ago, preventive grinding of the rail heads before opening the line was introduced. The aim of this operation is to: - Provide a homogeneous railhead profile along the long welded rails, - Eliminate rail surface defaults on the railhead caused by the construction of the line and the test runs, - Prevent the decarbonisation of the surface of the railhead (~ 0.3 mm) causing micro cracks and, over a longer period, rail defects. Recent research on the phenomena of squats and head checks (especially in rails of higher steel grade) has determined another advantage of grinding. SNCF and Infrabel have found that “light grinding” (about 0.1 mm) on a regular basis (once a year on lines with high traffic density) could avoid the formation of these modern defects. Test programs are ongoing to confirm the results. An additional advantage of such “light grinding” is the resulting low noise and vibration level due to the contact of the wheel and rail. This “light grinding” can also be applied on slab track.

4.2

Absolute coordinates

If, for ballast track, the levelling and lining is permanently carried out on a relative work base, a shift of the track coordinates occurs and the dynamic forces on the track increases.


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To overcome this negative loop, works must be done periodically on absolute coordinates to restore the original position of the track and to lower the rate of degradation.

4.3

Flying ballast

The interaction between rolling stock and the track can cause an elevation of ballast stones and damage the rails or the rolling stock. A good ballast profile (the upper surface of the ballast must be about 4 cm lower than the upper face of the sleepers) and avoiding ballast stones on the surface of the sleepers or bearers help to overcome these kind of defects. If the described measures are not sufficient for some types of rolling stock, a temporary or permanent speed reduction shall be applied.

4.4

Measures against snow adhering to and dropping from high speed trains

Snow dropping from high speed trains can have negative effects: - Dispersion of ballast by the impact of falling ice lumps, - Damage to places along railway tracks, glass breakage in vehicles, and damage to ground equipment. By combining vehicle side measures and ground side measures, the amount of snow adhesion can be minimised. Measures can be taken against these problems: - Expansion of ballast screen installations, - Protection of ground equipment, - Snow removals (by hand, by hot water jet device), - On-train measures (electric heaters, air conditioners).

4.5

Wheel scan

Wheel scan is a real time wheel inspection system positioned beside the track. The wheel set diagnosis system is generally speaking a modular design and can check (depending upon the modules fitted) the following features of the wheel: flats and ovality, diameter, profile, flange thickness, cracks. Some systems are capable of measuring the angle of attack of the wheel sets of rolling stock travelling at speeds up to 30 km/h. The scanned wheel can be compared to a pre-defined reference profile. It can be a help to survey rolling stock and in particular the rolling stock on high speed lines with mixed traffic.

5.

Energy

5.1

Surveying of the overhead contact wire by thermo-graphic control

SNCF introduced, after tests in 2001, infrared thermo-graphic cameras to conduct their inspection work. The purpose of this kind of inspection is to obtain a clear and consistent picture of the heating pattern of the catenaries. The camera was mounted on a wagon and inspected the overhead contact wire with speeds up to 120 km/h.


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Definition of appropriate severity criteria for the heat development of catenaries is ongoing.

5.2

Overhead contact system

UIC published in 2004 Leaflet 791-1 RI entitled “Maintenance guidelines for overhead contact lines”. This technical leaflet contains a list of inspection and surveys of the OCS based on the classification of the railway lines. Appendix 4 provides an overview of the practices on high speed lines (results from responses of various networks in addition to recently received answers from some managers of high speed lines). One of the conclusions of this overview is that there are significant differences in the frequency of inspection. As aforementioned, type and density of traffic, system design, chosen materials, and environment can have an effect on fixed periodicity. Specialists of overhead contact lines must decide if a more detailed discussion can lead to a certain optimisation.

5.3

Control of the pantograph

Some infrastructure managers installed, in some end or intermediary stations, optical devices for controlling the pantographs of the rolling stock. Various high definition colour video survey cameras are installed on piles and check the various pantographs of the high speed trains at low speed.


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CHAPTER 9

1.

LIFE CYCLE OF SUBSYSTEMS OF HIGH SPEED LINES

Introduction

Due to increasing performance demands from governments and train operating companies, infrastructure management must optimise the reliability and the availability of high speed lines. Reliability and availability have an impact on the Life Cycle Costs of the infrastructure and indirectly on the costs and revenues of transport operations. Even during the development, construction and operation phases, choices must be made on the design, the maintenance programs and – in the long term - the renewal programs. These choices have an effect on the Life Cycle Costs of the system and the various subsystems in achieving an optimal trade-off between investment and maintenance. This chapter provides information about some relevant components of the railway system and comments on the origin of such information.

2.

Track components

Rails: On high speed lines, the life cycle of rails is not determined by vertical and/or lateral wear of the rail but rather by the number and frequency of rail defects and the related repair costs (direct costs and operational costs). Operational costs (due to non-availability of the track or due to delays) are dependent on the organisation of the maintenance service and also on the operating rules concerning traffic on defective rails (total interruption, reduced speed…). The following data can be used as a first approach for high speed tracks dedicated to passenger traffic. Rails Grade 700: 400 - 500 Mio Ton Rails Grade 900: 600 -700 Mio Ton Bainitic Rails (on test): expectation of 1000 - 1100 Mio Ton Freight traffic, mixed passenger traffic at different speeds, sand erosion, etc. can reduce the life cycle of the rails or certain parts of the track (e.g. the lower rail in curves); no data are available for these types of high speed track. Switches:

No specific data available

Sleepers for ballast track or for non embedded slab track Wooden sleepers: not of general use on high speed lines (expected life cycle of 25 years) Concrete sleepers:

40 years

Slab track:

60 years

Fastenings:

40 years

Ballast:

35 years (depending on its initial quality, the type of traffic, the number of tamping cycles, etc.)


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3.

Overhead contact lines

Overhead Contact Wire The quality of the contact between pantograph and the overhead contact wire depends on: - The quality of the concept of the pantograph and the quality of maintenance of the pantograph, - The quality of the overhead contact wire; factors influencing this quality are: The chemical composition of the contact wire (Cu, CuAg, CuMg), The concept of the overhead contact system, The tension on the overhead contact wire, The initial quality of the construction work, The quality of the maintenance, The quality of the pantographs running over the line. The life cycle of the overhead contact line depends on the aforementioned parameters; the composition of the overhead contact line is the predominant parameter. Recent studies on the Belgium high speed lines comparing CuAg and CuMg contact lines show that concerning the limits of wear, the life cycle of a CuMg wire is about 4 times the life cycle of a CuAg contact wire. Overhead contact system piles and portals: For the overhead contact system piles and portals, the concept, the chosen material and the modes of protection are very different. In addition to these differences, the weather conditions, atmospheric air and pollution make that it is very difficult to predict its life time. 40 years is a forecasted mean value.

4.

Signalling system

Over the last three decades, the signalling systems have changed fundamentally. The classic line side signalling system disappeared over time and was replaced systematically by on board CAB signalling. Different levels of CAB signalling were developed over the last few years (e.g. in Europe, the ERTMS-ETCS system (level 1 and 2) is becoming commonplace); new developments are forthcoming (e.g. in Europe, level 3 of the ERTMS-ETCS system). Due to rapid advances in the development of electronic devices, the maximum life cycle of electronic components in signalling systems is now 15 years.


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CHAPTER 10 CONCLUSIONS & RECOMMENDATIONS CONCLUSIONS 1. Railways have changed considerably over the last decades; these changes occurred on different levels: technology, organisation, goals, etc. 2. High speed lines appeared in different continents; new high speed lines are under construction or planned; most of the lines are dedicated to passenger traffic but some high speed lines are equipped for mixed traffic. 3. Maintenance of high speed lines is an important issue; it must start with the conception of the line. RAMS and Life Cycle Costs have to been taken into account during the design phase of the project and followed up during the whole life cycle of the line. 4. Although the control parameters for maintenance purposes are very similar in each country, the frequency of inspection can be very different. The origin of these differences is the speed, the type of traffic, the UIC class of the line, the chosen technologies, etc. Another factor is the fact that the regulations for high speed lines, in numerous countries, were implemented by transposing the national regulations for the conventional network. 5. In many countries, maintenance organisation is switching from time-based to condition-based maintenance. Monitoring is a very important issue to control the different parameters of the subsystems. New research and developments are forthcoming. 6. The life cycle of many components of the infrastructure of high speed lines increased. For some new developments, more time is required to confirm the expectations.

RECOMMENDATIONS 1. Exchanges of Return of Experiences on a regular basis. 2. An effort to stabilise the technology of some subsystems as the interfaces are becoming more and more difficult to manage. 3. Common research for the development of a RAMS databank to assist in choosing components and in the management of spare parts.


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APPENDICES


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Appendix 1 Abbreviations ADIF

Administrador de Infraestructures (Spain)

ALARP

As Low As Reasonably PracticableAT-posts Auto transformer posts

“CE”

CE mark

CBM

Condition Based Maintenance

CSR

Corporate Social Responsibility

CWR

Continuous Welded Rails

DB

Deutsche Bahn

DBFMOT

Design Build Finance Maintain Operate Transfer

ERTMS

European Rail Traffic Management System

ETCS

European Traffic Control System

GAME

Globalement au Moins Equivalent

GAMAB

Globalement au moins aussi bon

GSM-R

Global System for Mobile Communications - Railway

HSL

High Speed Line

UIC

Union Internationale des Chemins de Fer

JR EAST

Japanese Railways East

KORAIL

Korean Railways

LCC

Life Cycle Cost

LRU

Line Replaceable Unit

MDT

Mean Down Time

MTBF

Mean Time between Failure

MTBSF

Mean Time between Service Failure

MTTR

Mean Time to Repair

MTTRS

Mean Time to Restore Service


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OCS

Overhead Contact System

PPP

Public Private Partnership

RAMS

Reliability, Availability Maintainability, Safety

RENFE

Red National de Ferrocarrilis Españoles (Spain)

RFF

Réseau Ferrée Français

RFI

Rete Ferroviara Italiana (Italy)

SNCF

Société National des Chemins de Fer Français

THSRC

Taiwan High Speed Rail Corporation

TSI

Technical Specification of Interoperability


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Appendix 2 Example of tables of inspection frequencies on high speed lines


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Appendix 2 A: Inspection and verification: Table used during the period of speed increase and during the first weeks of operation TYPE OF SURVEILLANCE Inspection of turns on running track

Inspection of transition zones between - types of track - types of OCL system - types of signalling systems Inspection of turns in zones of switches and crossings

Specific inspection of turns on slab track

OBJECT OF INSPECTION

INTERVALS

Running track and line side in cab (front or rear)

1 week

OCL in cab

1 week

Running track and line side on foot

2 weeks

OCL on foot

2 weeks

Inspection in cab

1 week

Inspection on foot 2 weeks

Visual safety check (except for safety critical dimensions)

1 week

Verification of safety critical dimensions

2 weeks

Detailed verification

1 month

Inspection on foot to control cracks in the concrete of the slab

2 weeks

Appendix 2 B: Inspection and verification: Table used in normal operation mode TYPE OF SURVEILLANCE Inspection of turns

Recordings of - Track - OCL system

OBJECT OF INSPECTION

INTERVALS UIC 1 and 2

UIC 3 and 4

UIC 5 and 6

Running track and OCL on foot

2 months

2 months

2 months

Running track in front or rear cabin

2 weeks

2 weeks

3 weeks


5 weeks

5 weeks

6 weeks

OCL in front or rear cabin

6 months

6 months

8 months

Line sides

5 weeks

5 weeks

5 weeks

2 months 3 months 1 week

3 months 4 months 2 weeks

4 months 6 months 3 weeks

6 months 1 year

6 months 2 years

8 months 3 years

Track level and alignment faults, including long waves: - conventional recording car ° ballasted track ° slab track - vertical and lateral accelerations (axle boxes and body) Geometry of the OCL Wear on the contact wire Ultrasonic testing


See details in table 2C

Corrugation testing*

1 year

2 years

3 years

Recording of the ballast profile

1 year

1 year

1 year

Visual safety check (except for safety critical dimensions)

See details in table 2D

Verification of safety critical dimensions Detailed verification

* As of the date hereof, no significant corrugation has been found on high speed lines.


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Appendix 2 C: Ultrasonic inspections of rails, switches and crossings

Ultrasonic control with heavy equipment

UIC Category 1& 2

3&4

5&6

Before commencement of operations

once

once

Cumulative load carried <200 million tons

Once per year

Once per year

Once per year

Cumulative load carried > 200 million tons and <400 million tons

Twice per year

Once per year

Once per year

Cumulative load carried >= 400 million tons

3 times per year

Twice per year

Once per year

Once

If during the operations unexpected defects in rails and welds occur, the frequency of the ultrasonic control must be adapted. In some cases, a verification with light apparatus of the suspected zones may suffice.

Appendix 2 D: Detailed verifications of switches and crossings UIC Category Type of verification 1&2

3&4

5&6

Age of the switch Detailed verification

Visual safety check

Verification of safety critical dimensions

< 3 years

Once in the period

Once in the period

Once in the period

> 3 years < =6 years

Once in the period

Once in the period

> 6 years

Twice in the period 1 year

1 year

1 year

< 6 years

1 year

1 year

1 year

> 6 years

6 months

1 year

1 year

< 6 years

3 months

6 months

1 year

> 6 years

2 months

4 months

6 months


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Appendix 3 Data on high speed lines in the world


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Country Italy Line

Milan-Bologna

Bologna-Florence

Turin - Milan

Rome - Naples

200 km

100 km

120 km

220 km

Comments

Topics Length of the line (km) Total km of line - Double track % - Single track % Maximum Speed (km/h) - Design - Operational

100 0

100 0

100 0

100 0

300 km/h 300 km/h

300 km/h 300 km/h

300 km/h 300 km/h

300 km/h 300 km/h

Daily service (trains/day)

90

104

16

80

39% 1% 60%

5% 90% 5%

80% 1% 19%

40% 30% 20%

100%

100%

100%

100%

P No freight at the moment




100% 0% 0% 48 tg 0,022 + 20 tg 0,074 + 20 tg 0,040

100% 0% 0% 24 tg 0,022 + 10 tg 0,074 + 10 tg 0,040

100% 0% 0% 24 tg 0,022 + 10 tg 0,074 + 10 tg 0,040

100% 0% 0% 48 tg 0,022 + 20 tg 0,074 + 20 tg 0,040

4 2

2 2

2 2

5 3

120 MVA

120 MVA

120 MVA

120 MVA

2x25 kV c.a. – 50 Hz 3 kV c.c.

2x25 kV c.a. – 50 Hz 3 kV c.c.

2x25 kV c.a. – 50 Hz 3 kV c.c.

2x25 kV c.a. – 50 Hz 3 kV c.c.

Copper 1x150 mmq (c.a. system) 2x150 mmq (c.c. system)


Copper 1x150 mmq (c.a. system) 2x150 mmq (c.c. system) 2000 daN

2000 daN

2000 daN

Copper (2 experimental regulations in coppersilver) 1x150 mmq (c.a. system) 2x150 mmq (c.c. system) 2000 daN



1500 daN

1500 daN

Structure type: - % bridges and viaducts - % tunnels - % earthwork Subgrade - Classic % - Bituminous % - Concrete % Traffic - Passengers (P) - Mixed (M) Type of track - Ballast track % - Slab track % - Embedded rail % Number of switches Substations - Number of substations - Number of AT- stations - Installed power Overhead contact system - Voltage and frequency

- Type of contact wire: - Material - Section (mm²)

- Tension (daN)

- Type of carrying cable - material - section (mm²)

- tension (daN)


Specify the maximum speed of freight traffic


1500 daN 1500 daN

Control command -Signalling system

ERTMS/ETCS L2 No lateral signalling (only in STM-L0 ambient)




Track-train communication for the position reports + GSM-R




4 50 RFI is moving from time-based maintenance to condition-based maintenance in terms of defect detection by




- telecommunication system

Maintenance Bases - Number - Average coverage (km) Maintenance approach


Specify : timebased or condition-based Also specify changes planned in the

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Sweep train

Daily possession time - During day - Overnight .1 track .2 tracks

mobile diagnostic means No




No

No

No

No

2 tracks

2 tracks

2 tracks

2 tracks

near future Indicate yes or no. Also specify the max. speed On HSL, track possession is only during the night. The lines are typically not in operation from 00:00 to 5:30 for both tracks. There is no difference between working days and weekend. In case of interruption of only one track (e.g. failure), the other one operates at 150 km/h by Radio Block Center logic.

Number of staff/km single track Details : - Management - Track and civil works - Energy and Ocs - Control command - Others

Works done by contractors

10 30 persons for 400 km of track and all civil works 47 persons for 4 substations, 11 Parallel Sites, 400 km of OCL and 200 km of HVL line 38 persons for 400 km of track (200 km of line - double track)

10 15 persons for 180 km of track and all civil works 20 persons for 2 substations, 5 Parallel Sites, 180 km of OCL and 100 km of HVL line 20 persons for 180 km of track (90 km of line double track)



Assistance during warranty period (2 years)




2nd level operations




The Rome – Florence line (operational speed of 250 km/h) is configured as a traditional line (3 kV dc as feeding system, automatic block with codified currents as signalling system).


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Country: Spain Line Madrid - Sevilla

Cordoba - Malaga

Madrid - Barcelona

Madrid – Valladolid

471 km

155 km

620 km

180 km

100 % 0%

100 % 0%

100 % 0%

100 % 0%

300 km/h 300 km/h

350 km/h 300 km/h

350 km/h 300 km/h

350 km/h 300 km/h

100 % 0% 0%

100 % 0% 0%

100 % 0% 0%

Only Passengers

Only Passengers

Only Passengers

Only Passengers

100 % 0% 0%

100 % 0% 0%

100 % 0% 0%

60 % 40 % 0%

12 Substations 0 AT

3 Substations 11 AT

500 MVA

360 MVA

25 kV, 50 Hz

25 kV, 50 Hz

25 kV, 50 Hz

25 kV, 50 Hz

Cu, Ag AC 120 mm 1500

Cu, Mg AC 150 3000

Cu, Mg AC 150 3000

Cu, Mg AC 120 2700

Bz II 70 70 mm 1500

Cu 95 95 mm 1500

Cu 95 95 mm 1500

Bz II 120 120 mm 2100

LZB GSM-R

LZB y ERTMS GSM-R

ERTMS GSM-R

ERTMS GSM-R

3 Bases 150 km

1 Base 155 km

4 Bases 150 km

1 Base 180 km

Maintenance approach

Time & Conditions

Time & Conditions

Time & Conditions

Time & Conditions

Sweep train

Yes 200 km/h

Yes 200 km/h

Yes 200 km/h

Yes 200 km/h

-0 h during day 4 h overnight 2 tracks




Topics Length of the line (km) Total km of line - double track % - single track % Maximum Speed (km/h) - design - operational

Comments

Daily service (trains/day) Structure type: - % bridges and viaducts - % tunnels - % earthwork Subgrade - Classic % - Bituminous % - Concrete % Traffic - Passengers (P) - Mixed (M) Type of track - Ballast track % - Slab track % - Embedded rail %

100 % 0% 0%

Specify maximum speed of freight traffic

Number of switches Substations - Number of substations - Number of AT- stations - Installed power Overhead contact system - Voltage and frequency - Type of contact wire: . Material . Section (mm²) . Tension (daN) - Type of carrying cable . Material . Section (mm²) . Tension (daN) Control command: - Signalling system - Telecommunication system Maintenance Bases - Number - Average coverage (km)

Daily possession time - During day - Overnight . 1 track . 2 tracks Number of staff/km single track Details:


Specify : timebased or condition-based Also specify changes planned in the near future Indicate yes or no. Also specify the max. speed

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- Management - Track and civil works - Energy and Ocs - Control command - Others

- 0,072 - 0,33 - 0,046

- 0,072 - 0,33 - 0,046

Yes

Yes



- 0,072 - 0,33 - 0,046

Yes

- 0,072 - 0,33 - 0,046

Yes

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Taiwan High Speed Rail Corporation Line Topics Length of the line (km)

345km

Comments

Total km of line - Double track % - Single track % Maximum Speed (km/h) - Design - Operational

- Double track: 100% - Single track: 0% Maximum Speed (km/h) - Design: 350km/h - Operational: 300km/h


123 trains/day (weekday)/146 trains/day (weekends)

Structure type: - % bridges and viaducts - % tunnels - % earthwork Subgrade - Classic % - Bituminous % - Concrete % Traffic - Passengers (P) - Mixed (M)

Structure type: - 72.5% bridges and viaducts - 18.3% tunnels - 9.2% earthwork NA

Type of track - Ballast track % - Slab track %

- Embedded rail %

Type of track - Ballast track 1.2% - Slab track (Including Japanese slab, J-slab: 80.9 % and Rheda track: 14 %) LVT (Low Vibration Track): 3.6% - Embedded rail 0.3%

Number of switches

146

Substations - Number of substations - Number of AT- stations - Installed power Overhead contact system - Voltage and frequency - Type of contact wire: - Material - Section (mm²) - Tension (daN) - Type of carrying cable . Material . Section (mm²) - Tension (daN) Control command - Signalling system

- Telecommunication system

Maintenance Bases - Number - Average coverage (km) Maintenance approach

- Passengers (P)

Specify maximum speed of freight traffic

Number of sub stations: 7 Substations in Mainline and 2 Substations in Depot. Number of AT-stations: 4 ATs in each Substation. Installed power: Each Main Transformer capacity is 80MVA. - Voltage and frequency: 25kV/60Hz - Contact wire composition： Copper and Tin - Contact wire cross-section (mm2): 170mm2. - Tension: 1960 daN - Type of carrying cable： Material is unknown.

Signalling system - Type of CAB signalling system: ATC Cab signalling system - Lateral signalling: No lateral signalling - Fall back system: Fall back wayside indicator (FWI) Telecommunication system -Track-train communication: TETRA Radio system -GSM-R -other - Number: 5 - Average coverage (km): 69km -Time-based maintenance: According to O&M Manual – performance of PM works. -Condition-based maintenance: Currently being examined in each subsystem.


Specify : timebased or conditionbased Also specify

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Sweep train

Yes, 170km/h by 700T trainset

Daily possession time - During day - Overnight 1 track 2 tracks Number of staff/km single track Details: - Management - Track and civil works - Energy and Ocs - Control command - Others

During day: 0630~2400 at revenue time Overnight: 1 track: 4.5 hours: 0030~0500


changes planned in the near future Indicate yes or no. Also specify the max. speed

- Management: Each department has 3 sections - Civil works and buildings - Track: 0.26 staff/km. - Energy and OCS: Energy: 0.116 staff/km, OCS: 0.223 staff/km. - Control command: Signalling： 0.243 staff/km, Communication： 0.171 staff/km - Other Tamping, Rail grinding, Hi-rail type UT test, Wayside E&M system & equipment building etc.


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France (not confirmed by RFF) Line

Paris- Lyon

Topics

Length of the line (km) Total km of line - Double track % - Single track % Maximum Speed (km/h) - Design speed - Operation speed

LGV Atlantique

LGV Nord

LGV Méditéranée

LGV Est

300 300

300 300

320 320

320 320

389 100%

260 300

Daily service (trains/day) Structure type: - % bridges and viaducts - % tunnels - % earthwork Subgrade: - Classic % - Bituminous % - Concrete % Traffic: - Passengers (P) - Mixed (M) Type of track: - Ballast track % - Slab track % - Embedded rail % Number of switches

7 3 90 100%

100%

85 0 15

P

P

P

P

P

100

100

100

100

100

119

89

176

Substations: - Number of substations - Number of AT- stations - Installed power Overhead contact system - Voltage and frequency - Type of contact wire

- Type of carrying cable

Control command - Signalling system

- Telecommunication system Maintenance Bases - Number - Average coverage (km) Maintenance approach

Sweep train Daily possession time - During day - Overnight . 1 track . 2 tracks Number of staff/km single track Details: - Management - Track and civil works - Energy and Ocs - Control command - Others

Test areas

3

2x60 MVA 2x25 kV 50 Hz Cu 150mm² 2000 daN

2X25 kV 50 Hz

2X25kV 50 Hz

TVM 430

TVM 430

2x25 kV 50 Hz CuAg/CuMg 2000daN/3000 daN

Cu 120mm² 1250 kg TVM 300

(1)TVM 430 (2) TBL1/2 (3+4) ERTMS / ETCS ½ GSM-R

7 78 Actual: Timebased Future: Conditionbased No

GSM-R

3 70 km Timebased/ Condition-based

Yes

Yes

No 5h30


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RFI

Line

China

The Netherlands

Korea

UK

Topics Length of the line (km) Total km of line - Double track % - Single track %

200 100

Maximum Speed (km/h)

212 100 300


330

74

Structure type: - % bridges and viaducts - % tunnels - % earthwork Subgrade - Classic % - Bituminous % - Concrete % Traffic - Passengers - Mixed Type of track - Ballast track % - Slab track % - Embedded rail %

39 1 60

7 3 90

100

85 0 15

P

P

P

100

100

100

4 2

3

Number of switches Substations - Number of substations - Number of AT- stations - Installed power Overhead contact system: - Voltage and frequency - Type of contact wire - Type of carrying cable

2x60 MVA 2x25 kV 50 Hz Cu 150mm² 2000 daN

2,25 kV 50 Hz CuAg/CuMg 2000daN/3000 daN

Cu 120mm² 1250 kg Control command - Signalling system


ERTMS/ETCS 2

GSM-R 4 50 Actual: time-based Future: condition-based

Sweep train Daily possession time - During day - Overnight . 1 track . 2 tracks Number of staff/km single track Details : - Management - Track and civil works - Energy and Ocs - Control command - Others


No

GSM-R

GSM-R

3 70 km Time-based/ Condition-based Yes

Yes

No 5h30 3.4 10 30 47

47

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Belgium - Infrabel Line Topics

Length of the line (km) Total km of line - Double track % - Single track % Maximum Speed (km/h) - Design - Operation

L1 French border - Brussels

L2 Leuven - Bierset

L3 Chênée German border

L4 Antwerp Dutch border

71

65

36

38

100%

100%

100%

100%

320 300

300 300

260 260

300 300

6% 1% 93%

3% 1% 96%

85% 15% 0%

16% 7% 77%

100% 0 0

98% 0 2%

0 0 100%

100% 0 0

P

P*

P

P**

100 0 0

100 0 0

100 0 0

100 0 0

1 7 2x60 MVA

1 7 2x60MVA

1 3 2x40MVA

1 4 2x40MVA

2x25 kV 50 Hz CuAg 150mm² * 2000 daN

2x25kV 50 Hz CuMg 150mm² 3000 daN

2x25 kV 50Hz CuAg 150 mm² 2200 daN

2x25 kV 50 Hz CuMg 150 mm² 3000 daN

Bz 65 mm² 1370 kg

Bz 94 mm2 1960 kg

Bz 65 mm² 1370 kg

Bz 65 mm² 1370 kg

TVM 430

TBL 1/2

ERTMS/ETCS ½

ERTMS ETCS½

GSM-R

GSM-R GSM-R

GSM-R

2 65

Common base with L2

Common base with L2

idem

idem

Time-based/ Conditionbased

Comments

Daily service (trains/day) Structure type: - % bridges and viaducts - % tunnels - % earthwork Subgrade - Classic % - Bituminous % - Concrete % Traffic - Passengers - Mixed

Type of track - Ballast track % - Slab track % - Embedded rail %

P* : HS trains and IC-trains (200km/h)-ICE3 ( 250km/h) P** : HS trains and IC trains (160 km/h)

Number of switches Substations - Number of substations - Number of AT- stations - Installed power Overhead contact system - Voltage and frequency - Type of contact wire

* Test section of CuMg 150mm²

- Type of carrying cable

Control command - Signalling system


1 72 Time-based inspections / Conditionbased maintenance

Sweep train

Yes

Yes

Yes

Yes

Daily possession time - During day - Overnight

1h

40 min

40 min

40 min


ERTMS Version 2.3.0

Daily

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. 1 track . 2 tracks Number of staff/km single track Details : - Management - Track and civil works - Energy and Ocs - Control command Others Works done by contractors

6h00 4h00

1/40km 1/8km 1/14km 1/20km 1/50 Grinding and ultra-sonic testing of rails Weed control Maintenance of slopes and hydraulic systems Measuring cars (partly)


6h00 4h00

1/40km 1/10km 1/14km 1/18km 1/50 Idem L1

6h00 4h00

1/40km 1/10km 1/12km 1/20km 1/50 Idem L1 + ERTMS 1/2

6h00 4h00

1/40km 1/8km 1/16km 1/20km 1/50 Idem L1 + ERTMS 1/2

One management staff for the whole HS network

Subcontractor can be the conventional network (tamping, measuring of the geometry of track and OCS, …) or a private contractor

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Japan (not confirmed by JR East) Line Topics

Comments

Length of the line (km)

Total km of line - double track % - single track % Maximum Speed (km/h) - design - operation Daily service (trains/day) Structure type: - % bridges and viaducts - % tunnels - % earthwork Subgrade - classic % - bituminous % - concrete % Traffic - Passengers - Mixed Type of track - Ballast track % - Slab track % - Embedded rail % Number of switches Substations - number of substations - number of AT- stations - installed power Overhead contact system - voltage and frequency - type of contact wire

- type of carrying cable Control command - signalling system

- telecommunication system Maintenance Bases - Number - Average coverage (km) Maintenance approach Sweep train Daily possession time - during day - overnight 1 track 2 tracks Number of staff/km single track Details : - Management - Track and civil works - Energy and Ocs - Control command - Others Works done by contractors


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Appendix 4 Overview of the maintenance activities periodicity of the Overhead Contact System


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MAINTENANCE ACTIVITIES PERIODICITY OCS* Scheduled activities Network

Frequency ADIF **

DB 6M

- by trolley

6M

- by train M a i n O b s e r v a t i o n s

Inspections / Controls

- on foot

INFRABEL

JR-EAST

2M 1Y

KORAIL

RFI**

SNCF

THSRC**

4M

3/6 M

-

1M

4/6 W

1D

2M

1W

Cantilevers

1Y

1W

3Y

Insulators

1Y

1W

1Y

Insulators with severe pollution

6M

1W

Section insulators

6M

1W

6M

Gauges

1Y

1W

-

Electric clearances

1Y

2Y

1W

6M

(Automatic) tensioners

1Y

6M

Switches

6M

1W

3/4 Y

6M

2M

4M

3/4 Y

6M

Overhead crossings

2M

1W

1/2 Y

6M

Diodes or welded valves

1Y

1Y

-

Overvoltage discharges

1Y

1Y

-

Switch disconnectors

1Y

1Y

1Y

Transformers

1Y

1Y

2Y


4M

1/2 Y

59/64

6M

- examinations

4Y

Parameters

Verification Checks Measures

- recording runs

Geometrical

1Y

2W

-

6M

-

Height (gradient and sag) Stagger Wear

6M

2Y

1Y

2W

1Y

6M

6M 6M

6M 4Y

1Y 1Y

2W 2W

1Y 1Y

6M 6M

Mechanical

Contact Forces

6M

6M

1Y

2W

1Y

-

Electrical

Voltage Current Number of arcs

Particular Measurements

Geometry over points and crossings Earth resistance

S h e d u l e d

- hard-time maintenance

6M

1Y

4M

Cleaning insulators Lubrification contact wire

2W 2W 2W

-

2W

6M

5Y

2/3 Y

-

1Y

4/6 Y

6M

M a i n t .

1Y

-

NO Lubrification by graphite pantographs

6M

(Automatic) tensioning devices

4M

1Y

6M

Disconnectors

4M

1Y

-

Section insulators,air gaps

4M

1Y

1Y

OCL in switches

4M

1Y

-


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* Basic information was obtained from the UIC document; every infrastructure manager has been requested to verify and adapt the basic information. ** Data confirmed in June 2010 From these tables, we can conclude that there are no standards concerning periodicity for maintenance activities on the Overhead Contact System. An exceedingly large number of parameters (line speed, density of traffic, concept of the OCS, materials…, interfaces with the pantograph, climatic and environmental conditions) are influencing the decision-makers with respect to the maintenance of the OCS. Nevertheless, the table may be helpful in establishing an initial maintenance program for a new or upgraded line and for self-criticism purposes with respect to the applied program.

# # # END # # #


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INTERNATIONAL UNION OF RAILWAYS (UIC) 16 rue Jean Rey - F-75015 PARIS Tel: +33 (0)1 44 49 20 20 Fax: +33 (0)1 44 49 20 29 PASSENGER DEPARTMENT - HIGH SPEED ACTIVITY Copyright deposit: November 2010 ISBN 978 2 7461 1900 0 www.uic.org

Published by UIC - November 2010 Printed on recycled paper using vegetable-based inks

520E

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