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OPTIMISATION OF POINT LIFE CYCLE COSTS THROUGH LOAD-DEPENDENT MAINTENANCE

OPTIMISATION OF POINT LIFE CYCLE COSTS THROUGH LOAD-DEPENDENT MAINTENANCE German Aerospace Center – Institute of Transportation Systems. Katja Beck, Bärbel Jäger, Karsten Lemmer. Motivation. Demand for more economic efficiency in the railway sector.

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OPTIMISATION OF POINT LIFE CYCLE COSTS THROUGH LOAD-DEPENDENT MAINTENANCE

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  1. OPTIMISATION OF POINT LIFE CYCLE COSTS THROUGH • LOAD-DEPENDENT MAINTENANCE German Aerospace Center – Institute of Transportation Systems Katja Beck, Bärbel Jäger, Karsten Lemmer

  2. Motivation • Demand for more economic efficiency in the railway sector • More economic efficiency through a decrease in life cycle costs • Maintenance costs of infrastructure elements are cost drivers

  3. Life Cycle Costs – Maintenance Strategy • LCC – sum over all costs generated in the life phases of a product (DIN EN 60300-3-3) • Maintenance cost determined mainly by • Number of CM and PM cases • Duration • Manpower needed Maintenance Strategy CM – corrective maintenance PM – preventive maintenance

  4. Maintenance Strategy - German Railways • Decreasing the probability of failure and the number of corrective maintenance cases (EN 13306) • Preventive maintenance strategies • German Railway infrastructure maintained • Mainly time dependent • Condition-based through monitoring Condition based intervals No preventive maintenance Time dependent intervals

  5. Time dependent maintenance • German Railways • Track components maintained dependent on load figure Load figure = Number of Trains x Total Tons x 10-6 per week Load category: 0-35 low traffic volume Fix preventive maintenance interval 36-600 normal traffic volume >600 high traffic volume + Easy to plan - Not cost efficient

  6. Points • Railway infrastructure element • Ensuring system flexibility • Maintenance based on • Time • Condition (use of point diagnosis systems) • Wearout highly load-dependent

  7. Idea: Load-dependent Maintenance • Why not use operation simulation information when determining the need for preventive maintenance work? • No falling below the wear-out limit - Total costs for PM - Costs per PM case - Number of PM cases CM – corrective maintenance PM – preventive maintenance

  8. Simulative Evaluations • Railway operation simulation (e.g. RailSys) • Number of trains • Weight of trains Load figure = Number of Trains x Total Tons x 10-6 per week • Example • Single way track • Ca. 50 passenger trains per day • Weight of 500 tons LF = (50 x 7) x (50 x 500 x 7) x 10-6 = 61.25 Number of Trains Total Tons

  9. Time-dependent vs. load-dependent maintenance • LF = 61.25 • Load category LF = 36 Number of Trains (500 tons) per day = 39 LF = 600 Number of Trains (500 tons) per day = 158 • Scheduled Maintenance after 2 months (accordant to guide line)  2379 < Number of trains < 9638 0-35 low traffic volume 36-600 normal traffic volume >600 high traffic volume

  10. Maintenance Cost Savings • Preventive maintenance cost savings for chosen example (67 points, 5 years period) • Relating to maintenance work after 2 months • Calculated with cost figures from the German Railways Scenario NPV of PM costs Time-dependent - 2 months 100 % Load dependent - after 6000 vehicle crossings 21 % Load dependent - after 9500 vehicle crossings 13 % NPV – Net Present Value PM – preventive maintenance

  11. Summary • Cost optimisation needed • Infrastructure maintenance costs as cost drivers • Use of train scheduling information instead of additional diagnosis equipment • Maintenance process flexibility needed • Load as a wearout factor • High saving potentials in point maintenance costs • Cost savings particularly high if LF is on the lower bound of the load category

  12. Thank you for your attention

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