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Maintenance of High Speed Lines

Report 2010

Auteur : Hugo Goossens

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Company: E-RAILCONSULT

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Document : 1st

phase - Report-------------------------------------------

Date : September 2010

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

MAINTENANCE

OF

HIGH SPEED LINES

REPORT

July 2010

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Maintenance of High Speed Lines 1/64

CONTENTS

Chapter 1 Introduction .................................................................................................. 31. Preamble ........................................................................................................................ 3

2. Changes in the Railway Sector (. 2010) ...................................................................... 32.1 New technologies ................................................................................................... 32.2 New technical requirements .................................................................................... 4

2.2.1 Mixed traffic lines ............................................................................................ 42.2.2 Increased design speed .................................................................................. 42.2.3 Tilting trains ..................................................................................................... 42.2.4 High speed freight ........................................................................................... 42.2.5 Normalisation and standardisation .................................................................. 52.2.6 Coordinate base reference data2.2.7 RAMS - Requirements .................................................................................... 52.2.8 Contract forms ................................................................................................ 52.2.9 Life Cycle Costs (LCC)..................................................................................... 52.2.10 Corporate Social Responsibility (CSR) .......................................................... 62.2.11 Disposal ....................................................................................................... 6

Chapter 2 - Maintenance needs ........................................................................................ 71. Introduction .................................................................................................................... 72. Maintenance methods ................................................................................................... 73. Levels of maintenance ................................................................................................... 8

Chapter 3 - Maintenance requirements in the design phase ...................................... 91. Introduction .................................................................................................................... 92. Accesses to the infrastructure ........................................................................................ 9

3. Assembly area for switches and crossings .....................................................................114. Longitudinal service paths for maintenance staff ...........................................................115. Lighting ..........................................................................................................................126. Maintenance bases ........................................................................................................12

6.1 Introduction ..............................................................................................................126.2. Distances between maintenance bases ..................................................................126.3 Functionality of a maintenance base ........................................................................13

6.3.1 Light base ......................................................................................................136.3.2 Full base ........................................................................................................136.3.3. Emergency depot ..........................................................................................13

7. RAMS data ....................................................................................................................157.1 Definition of Availability ............................................................................................15

7.1.1.Analysis of various factors in the life cycle of a railway system ..................... 157.2 Factors in determining degree of availability ........................................................... 16

7.2.1 Introduction ................................................................................................... 167.2.2. The concept of the infrastructure and the various subsystems ..................... 16

8. Structure and organisation of the operation service ...................................................... 179. Structure and organisation of the maintenance service ..................................................1710. Test devices, wear parts, spare parts ............................................................................1711. Emergency equipment, traction units .............................................................................18

Chapter 4 - Maintenance requirements during the construction phase .....................191. Introduction ....................................................................................................................192. Collaboration between builders and maintainers ............................................................19

Chapter 5 - Maintenance requirements in the test and service shadow phase .........20

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1. Introduction ....................................................................................................................202. Table of verifications during test and service shadow phase ..........................................20

Chapter 6 - Inspections and tests during operations on the line ...................................211. Introduction ......................................................................................................................212. Components to be examined during monitoring................................................................21

Chapter 7 - Working windows Sweep trains..................................................................251. Introduction ....................................................................................................................252. Sweep trains ...............................................................................................................253. Working windows ...........................................................................................................25

Chapter 8 - Best practices in maintenance works ...........................................................281. Introduction ....................................................................................................................282. Integrated maintenance .................................................................................................283. Minimum maintenance requirements between finishing the construction and tests and

starting operations..........................................................................................................28

3.1. Prevention against vandalism and burglaryof cables, overhead contact wire, etc ...............284. Track .............................................................................................................................294.1 Rail grinding .............................................................................................................294.2 Absolute coordinates ...............................................................................................294.3 Flying ballast ............................................................................................................304.4 Measures against snow adhering to and dropping from high speed trains.. ..............304.5 Wheel scan ..............................................................................................................30

5. Energy ...........................................................................................................................305.1 Surveying of the overhead contact wire by thermo-graphic control ...........................305.2 Overhead contact system ........................................................................................315.3 Control of the pantograph ........................................................................................31

Chapter 9 - Life cycle of subsystems of high speed lines ..............................................321. Introduction ..............................................................................................................322. Track components ...................................................................................................323. Overhead contact lines ............................................................................................334. Signalling system .....................................................................................................33

Chapter 10 - Conclusions & Recommendations .............................................................34

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

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MAINTENANCE OF HIGH SPEED LINES

CHAPTER 1 Introduction

1. 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 thetime it was written, contained general considerations on the maintenance of high speed linesand detail information about the principles concerning the organisation of track supervision andmaintenance work.

Since then the Railways and Railways environment have changed fundamentally with furtherinternationalisation of High Speed Traffic:

- Reorganisation of the Railways with (partial) privatisation and liberalisation of the Railwaysin many countries,

- New techniques introduced for different subsystems and publication of international rulesand norms,

- New types of contract forms to build, operate and maintain Railways requiring longer termcommitment.

Due to these various changes and the demand of further internationalisation, the UIC PlenaryCommittee 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 toexamine:

- 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 RailwayInfrastructure over the last decades.Furthermore, contact with Asian Railways increased and the experiences of these countriesshould 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 theGSM-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 widesupport of track maintenance work,

- New techniques for maintenance machines,

- The development of new sensors to avoid the non-availability of the infrastructure or toreduce 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 andpredominantly to one type of train.With the increase in the number of high speed lines and in congestion on the roads, more andmore infrastructure managements extended the use of the infrastructure for different kinds ofmixed 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 onthe operating model used.

2.2.2. Increased design speed

Railway operators are seeking to reduce travel time; there is an increased demand to increasethe maximum speed on the (new) lines. Some new lines are currently designed for speeds up to350 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 onupgraded 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 conceptand 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 Europefor example, the European Commission published a series of Technical Specifications forInteroperability in addition to a significant number of European Norms specific to Railwayconcerns.

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, thenumeric 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 owneror/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 infrastructurebeing 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 phaseof 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 oflarge infrastructure works.More and more lines are constructed and operated as a concession with contracts with termsup to fifty years.The concessionaire has to (partially) finance the construction costs but also the maintenanceand operation costs. At the end of the contract, the infrastructure is transferred back to theowner(s); the requested quality and the residual life cycle of the components are requirementsof 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 themanufacturing-construction company is more and more based on the total cost during the lifecycle 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 mustbe 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 importantfactor.

These various recent developments have an impact on the design of new high speed lines oron the upgrading of lines, but also on the maintenance of these lines during their whole lifecycle.

These various aspects will be taken into consideration in the development of the document.

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CHAPTER 2 MAINTENANCE NEEDS

1. Introduction

Adequate maintenance procedures must be adopted for each component of the system in orderto 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 likesurrounding roads, accesses, fences, etc.The people responsible for design, construction (upgrading) and maintenance of a high speedline have to satisfy various requirements concerning reliability, availability, maintainability, safetyand 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 ofthe line,

- Methods to permit rapid recovery from disruption.

Preference will be given to incremental/evolutionary improvements rather than revolutionaryimprovements.

These objectives can be reached by effectively managing maintenance and implementingclearly 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 theplanning and selection of a specific type of maintenance be it on a short, middle or long termbasis,

- 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 possessionand 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 correctnessmaking 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, periodicmaintenance has been further replaced.Curative maintenance has also been further diminished. This curative maintenance has anegative 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 maintainers choice is often limited by the supplier delivery and warrantyconditions.

Maintenance specialists agree that curative maintenance has at least a higher cost thancondition-based maintenance.Curative maintenance interventions call upon an appropriate organisation of the maintenanceservice (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 canbe a real help in transforming the various curative, unplanned interventions in condition- basedor preventive maintenance operations (e.g. the catalogue of rail defects published by IUR-UICcan be helpful for the organisation of the inspection of the rails and to plan for preventivemaintenance or renewal work).

3. Levels of maintenanceCertain maintenance norms provide for a classification of the different levels of maintenance.The maintenance manager is required to conduct an analysis (for each subsystem orcomponent of a subsystem) to define the limits and responsibilities at each level ofmaintenance.A detailed classification is very important in the case of sub-contracting of certain maintenanceworks to third parties.

In accordance with these general principles, we recommend the establishment of 4maintenance levels:

Level 1: Interventions in situ; no intervention of the supplier is necessary; can be executedwithout negatively affecting the availability of the infrastructure and the regularity ofthe operations.

Level 2: Intervention of the maintenance team in the maintenance base; maximum availabilityto guarantee redundancy of parts; interventions require control devices andsometimes special tools.

Level 3: Intervention of the supplier; control and repair completed by the technicians of thesupplier in its factory; if possible, application of standard exchange of elements

Level 4: Heavy replacements and renewal works. Significant impact on the availability of theinfrastructure.

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CHAPTER 3 MAINTENANCE REQUIREMENTS IN THEDESIGN PHASE

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

2. Accesses to the infrastructure

Accesses to the different parts of the line shall be provided; they should be situated close tosignificant points. Optimising these accesses can have a positive effect on the access time ofthe maintenance staff, the access of rescue services and that of employees of the operatingcompanies.

The location of accesses depends largely on the type of substructure (embankment, cutting, at-grade, bridge, and tunnel), the chosen maintenance model, the type of resources/equipment tobe used, etc.

We have set out below various configurations of possible accesses and have recommendedspecific features.This list is not exhaustive. Technical specifications or national laws may prescribe otherfacilities.

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 (thisrepresents,for all practical purposes, 1 hour outward and 1 hour return journey for work trainsrunning up to 100 km/h)

Comment: In some countries, the speed of the work trains is limited. The location of thenecessary 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 loadsand 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 twoheavy 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 (forexample, entrances for the delivery of electrical energy). These accesses shall be built outsideof the closed-off area.

If it is impossible to build the proposed accesses, parallel routes to the track shall be envisagedto 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 atmaximum 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 situatedon 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.

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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 rotationpossibilities,

- 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 buildingand renewing switches or parts of switches require an assembly area and represent aneconomic interest (availability, cost).These areas can be envisaged along the same elements in the line (transversal placement ofthe elements) or along a siding track near the existing elements (longitudinal placement of theelements).

In both cases, it is necessary to envisage the necessary clearance for the passage of thepreassembled elements: overhead piles, electrical devices, cable ducts, and drainage are to beadapted to permit free passage.

The length of the service zone must be at least 2 x 10 m longer as the longest element to bemanipulated.Road access is very helpful for delivering the elements.

Comment: Switches and crossings are becoming more modular. It is now feasible to alsotransport preassembled turnouts for high speed (using split bearers) on specially designedwagons.

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 minimumwidth 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 leveldifferences and no stairs. In case of important differences in level, ramps must be provided (ifnecessary 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 staffand emergency lighting) can be found in the UIC leaflet Safety in tunnels, in the technicalspecifications of Interoperability (Tunnels) in the American standards (especially forunderground lines and underground stations) and in all applicable national laws andregulations.

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 onmobile masts.The energy can be provided by a separate network (= the most independent solution), by theenergy 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, fixedsockets 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 inthe design phase.

6. Maintenance bases6.1. Introduction

The maintenance of a high speed line can be organized in different ways; maintenance of thewhole system can be carried out by the owner of the infrastructure or maintenance of somesubsystems or the whole system can be sub-contracted by means of a Service LevelAgreement with contractors.In both cases, working facilities will be required to park the machines, to store spare parts, andto 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 appendiceshereto.

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 150km 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 authorisedspeed 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), acar 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 highspeed 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 aconventional line open to traffic 24 hours a day in the proximity of the high speed line, at aninfrastructure maintenance depot (welding plant, workshop for track, etc.) or on the land of thehigh speed line.The accessibility of the yard must be guaranteed without the need for any interventions otherthan those of the signalman in the signal box.

It consists of buildings (mess facilities, workshops, tool stores), tracks, a car park and a storagearea.

The tracks will be 300 m in length, suitable for stabling and forming work trains and for stablingan 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 differentsubsystems. Some of the spare parts are stored in an enclosed area protected by alarms and orcamera supervision.

6.3.3. Emergency depot:

Some networks (SNCF in France; Infrabel in Belgium) have set up emergency depots that canbe installed on a full maintenance base or as an independent single depot to cover the needsfor 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 ofthe infrastructure and often constitutes part of the contract requirements.

There is, as of the date hereof, no specific definition for the Degree of availability. Variousformulas 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 existingconcession.

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 thetime 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 infrastructureand 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 andweekend traffic interruptions); these interruptions are not taken into account indetermining the degree of availability,

- Defaults of one or more critical elements/components in the infrastructure; the delaysresulting 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 differenttimes during the life cycle.

T1T1T1T1 T2T2T2T2 T3T3T3T3 T4T4T4T4 T5 T6 T7T5 T6 T7T5 T6 T7T5 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, availabilityof measuring devices, preparation and travel with respect to the machines). Arriving atthe 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 desiredavailability.

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 longdelivery 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 (Japan, Perpignan-Figueras).

- Maximising the monitoring of the systems and grouping the remote control in one SCADAroom; for example by monitoring: The switches and crossings,

The access control,

Fire detection,

The condition of the pantograph (made in some stations),

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The wheel impact forces on the rail (especially recommended for lines with mixedtraffic),

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 ensuremutual 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 serviceIn case of unforeseen default, the reaction time of the operators of the control command roomand the content of the given information is very important; they both affect the total duration ofthe 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 permitsmaintenance staff to follow all communications concerning the operations and to obtaininformation 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 theinterruption 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 provideadequate means of intervention.

10. Test devices, wear parts, spare parts

Contracts with the suppliers for subsystems should provide for parts of subsystems or elementsof 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 canbe replaced on site. The clients 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 maintenanceservice and those which have to be carried out by the supplier,

Comment: The supplier may be granted full responsibility of the totality of itsdeliveries (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 ofintervention 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 machineryand 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 determinethe 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 ofemergency (derailment, lack of traction power, etc), a service level agreement must be enteredinto with one or more operators of the line or with the infrastructure manager of adjacent lines toguarantee an intervention within the shortest possible time.

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CHAPTER 4. MAINTENANCE REQUIREMENTS DURINGTHE CONSTRUCTION PHASE

1. Introduction

The quality of a high speed line and the degradation of the quality of most of the subsystemsdepend largely on the initial quality of these subsystems after construction and on the caretaken to maintain the initial quality in the period of pre-operation and during the first months ofoperation.

The best way to ensure very high construction quality is to establish an active collaborationbetween 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 behelpful to obtain quality exceeding the required one,

- The maintenance staff and technicians-to-be are concerned with the construction and assuch 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 duringtests and at the time of initial operations.

Participation of maintenance staff in construction is the best way of training such staff andprepares them in taking over responsibility with respect to maintenance and repairs in case ofdisruption.

Nevertheless, it is only a preliminary step in the awareness needed to achieve process-driven,computer-supported work.

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CHAPTER 5 MAINTENANCE REQUIREMENTS IN THE TESTAND SERVICE SHADOW PHASE

1. Introduction

Before opening the line, a number of tests are to be performed; in this respect, please refer tothe requirements of the different specifications for interoperability contained in Guidelines forhomologation of high speed lines published by the UIC and the specific requirements of thecontract.

During the test period, and with an increase in speed and in the duration of the shadow serviceperiod, specific attention must be given to the geometry of the track and the overhead contactsystem.Indeed, these tests are done during a period of stabilisation of the construction and itscomponents. Unexpected defaults due to differential settlements or due to the dynamic forcesof the high speed test trains may occur.

In case of any defaults, measures to repair them must be taken immediately to avoid furtherdegradation 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 *

Subsystem Type of verification Frequency Staff Comments

Drainage system and pumping 2 weeks Senior Technical

Barriers and fences 1 week Technical Assistant

Civil structures and line side 2 weeks Senior Technical

Geometry of the track 2 weeks

Switches and crossings

- visual check

- verification of critical dimensions

2 weeks

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 Check flyingballast

Monitoring of the switches andcrossings

2 weeks Senior Technical

Control of the forces in switches

and crossings

2 weeks Senior Technical

Infrastructure

Civil works

Infrastructure-Track

Transition zones slab track/ballast track

1 month Technical assistant

Geometry of the contact wire 2 weeks Senior TechnicalEnergy Overheadcontact system Lifting of the contact wire 1 month Senior Technical Rear cabin of a

train

Control commandandtelecommunication

Recovery of GSM-R 2 weeks Technical assistant Or recovery ofradiomaintenance

Tunnel protectionequipment

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 theRailway Authority.

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CHAPTER 6. INSPECTIONS AND TESTS DURINGOPERATIONS ON THE LINE

1. Introduction

The frequency of inspection and tests depends on the type of traffic on the line (passengertraffic 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 listof elements to be examined)

Civil works and Surroundings

Civil worksCodification

numberDesignation Comments

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 Watch for calcite formation

CV 6 Noise abatement structures (walls, barriers, etc.)

CV 8 Crash barriers

CV 9 Detecting systems for movement of theembankment slopes, rain gauges,

CV 10 Control of weed and undergrowth

SurroundingsCodification

numberDesignation Comments

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 Verify distance and height

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Track

Energy

Power Supply (PS)

Codification

number

Designation Comments

PS1 Transformers Substations; AT posts

PS2 Return circuit Continuity

PS3 Protection devices Protective gratings

PS4 Switches

Codificationnumber


TR1 Track Geometry If possible, in combination with the OCS

geometryTR2 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

Thermic and electric rail welds, squats, headchecks

TR5 Sleepers and bearers

- Concrete structure of the sleeper

- Under sleeper mats

- Gaps between sleepers and concrete*

- Bending of the sleepers and bearers

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.

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Overhead Contact System (OCS)

Codification

number


OCS1 Feeder

OCS 2 Contact wire

OCS3 Tension equipment

OCS4 Insulators Periodic cleaningoperation may benecessary

OCS5 Heating device of the contact wire

Earthing

Codificationnumber


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

EA 5

EA 6

EA 7

Control command and Communication

Signalling

Codificationnumber


SI 1 Automatic Train Control System

- mean system

- fall back system

SI 2 Electronic interlocking system

SI 3 Signalling power supply systemSI 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

SI 12

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Communication System

Codificationnumber


CC 1 Data transmission systemCC 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

CC 9

Auxiliary equipment

Codificationnumber


AE 1 Ventilation

AE 2 Rescue doors

AE 3 Pump systems

AE 6 Collectors of dangerous liquids Mixed traffic withdangerous liquids

AE 7 Fire extinguishers

AE 8 Extinguishing circuits in buildingsAE 9 Extinguishing circuits in tunnels

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Types of possessions

Possessions intended for monitoring

Possessions intended for making detailed (visual) inspections of some installations situated inthe danger area.These inspections are made without machines on the track and do not require the interruptionof 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 thecomponents, etc.),

- General state of the disposition of the different contact wires in the zones of switches andcrossings.

For these inspections, daytime possession is recommended to have good lighting for theinspected 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 thenecessary 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 ofinsulators, etc.,

- Replacement of elements (expansion joint, rail, sleeper, insulator, contact wire, switchmotor, 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 adjacentmanagers 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 BEST PRACTICES IN MAINTENANCE WORKS

1. Introduction

This chapter provides information about best practices with respect to the performance ofcertain 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, staffand 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 reliabilityand the availability of the line.

Increased integration can also bring added versatility to maintenance staff.

3. Minimum maintenance requirements between finishing theconstruction and tests and starting operations

If, after finishing the construction of the line and before opening the line for operations, there isa period without traffic, a minimum of survey and maintenance works have to be carried out tomaintain the installations and to avoid significant costs in preparing once again the line foroperations.The works to be carried out depend on the technology chosen for the concerned subsystemand on the requirements of the different suppliers.

The following suggestions should be considered:

3.1 Prevention against vandalism and burglaryof cables, overhead contactwire, etc.

Regular verification and visits of the line and technical buildingsMaintaining tension on the OCS

Maintaining monitoring systems protecting against any intrusion with respect to serviceMaintaining fire detection systems ensuring they are operationalRequesting the assistance of the local police for extra patrols (strongly recommended during thefirst days of school holidays)

To avoid corrosion of the running surface of the rails, some traffic must run over the line (ingeneral, a passage of some axles each 72 hours is a minimum); when it is not possible, the railsurface 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 thesurroundings of the line.

It is recommended to schedule (three years after initial operations) a yearly weed killingoperation for the track and the surroundings.

Control of the substations, the AT-posts, the rooms with transformers and with batteries to becarried 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 theseruns, 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, levellingand tamping of the track with grinding results in a lower degradation ratio of the geometry of thetrack.

About ten years ago, preventive grinding of the rail heads before opening the line wasintroduced. 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 thetest runs,

- Prevent the decarbonisation of the surface of the railhead (~ 0.3 mm) causing micro cracksand, over a longer period, rail defects.

Recent research on the phenomena of squats and head checks (especially in rails of highersteel grade) has determined another advantage of grinding.

SNCF and Infrabel have found that light grinding (about 0.1 mm) on a regular basis (once ayear 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 dueto 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, ashift 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 torestore 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 anddamage the rails or the rolling stock.A good ballast profile (the upper surface of the ballast must be about 4 cm lower than the upperface of the sleepers) and avoiding ballast stones on the surface of the sleepers or bearers helpto overcome these kind of defects.If the described measures are not sufficient for some types of rolling stock, a temporary orpermanent 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 groundequipment.

By combining vehicle side measures and ground side measures, the amount of snow adhesioncan 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 stocktravelling 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 theirinspection work.The purpose of this kind of inspection is to obtain a clear and consistent picture of the heatingpattern of the catenaries.

The camera was mounted on a wagon and inspected the overhead contact wire with speeds upto 120 km/h.

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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 showthat concerning the limits of wear, the life cycle of a CuMg wire is about 4 times the life cycle ofa CuAg contact wire.

Overhead contact system piles and portals:

For the overhead contact system piles and portals, the concept, the chosen material and themodes 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 classicline side signalling system disappeared over time and was replaced systematically by on boardCAB signalling.Different levels of CAB signalling were developed over the last few years (e.g. in Europe, theERTMS-ETCS system (level 1 and 2) is becoming commonplace); new developments areforthcoming (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 ofelectronic components in signalling systems is now 15 years.

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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 Espaoles (Spain)

RFF Rseau Ferre Franais

RFI Rete Ferroviara Italiana (Italy)

SNCF Socit National des Chemins de Fer Franais

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 firstweeks of operation

TYPE OF SURVEILLANCE OBJECT OF INSPECTION INTERVALS

Running track and line side in cab (front or rear) 1 weekOCL in cab 1 week

Running track and line side on foot 2 weeks

Inspection of turns on running track

OCL on foot 2 weeks

Inspection in cab 1 weekInspection of transition zones between

- types of track

- types of OCL system

- types of signalling systems

Inspection on foot

2 weeks

Visual safety check (except for safety criticaldimensions)

1 week

Verification of safety critical dimensions 2 weeks

Inspection of turns in zones ofswitches and crossings

Detailed verification 1 month

Specific inspection of turns on slabtrack

Inspection on foot to control cracks in the concreteof the slab

2 weeks

Appendix 2 B:Inspection and verification: Table used in normal operation mode

INTERVALSTYPE OFSURVEILLANCE

OBJECTOF INSPECTION

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

Switches and crossings 5 weeks 5 weeks 6 weeks

OCL in front or rear cabin 6 months 6 months 8 months

Inspection of turns

Line sides 5 weeks 5 weeks 5 weeks

Track level and alignment faults,including long waves:

- conventional recording car

ballasted track

slab track

- vertical and lateral accelerations (axleboxes and body)

2 months

3 months

1 week

3 months

4 months

2 weeks

4 months

6 months

3 weeks

Geometry of the OCL

Wear on the contact wire

6 months

1 year

6 months

2 years

8 months

3 years

Ultrasonic testing See details in table2C

Corrugation testing* 1 year 2 years 3 years

Recordings of

- Track

- OCL system

Recording of the ballast profile 1 year 1 year 1 year

Switches and crossings Visual safety check (except for safetycritical dimensions)

Verification of safety critical dimensions

Detailed verification

See details in table 2D

* 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

UIC CategoryUltrasonic control with heavyequipment

1& 2 3 & 4 5 & 6

Before commencement of operations once once Once

Cumulative load carried 200 milliontons and = 400 milliontons

3 times per year Twice per year Once per year

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

Appendix 2 D:Detailed verifications of switches and crossings

UIC CategoryType of verification

Age of the switch

1 & 2 3 & 4 5 & 6

< 3 years Once in theperiod

Once in the period Once in the period

> 3 years < =6 years Twice in theperiod

Once in the period Once in the period

Detailed verification

> 6 years 1 year 1 year 1 year

< 6 years 1 year 1 year 1 yearVisual safety check

> 6 years 6 months 1 year 1 year

< 6 years 3 months 6 months 1 yearVerification of safetycritical dimensions

> 6 years 2 months 4 months 6 months

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Country Italy

LineTopics

Milan-Bologna Bologna-Florence Turin - Milan Rome - Naples Comments

Length of the line (km)

Total km of line- Double track %- Single track %

200 km

1000

100 km

1000

120 km

1000

220 km

1000

Maximum Speed (km/h)- Design- Operational

300 km/h300 km/h

300 km/h300 km/h

300 km/h300 km/h

300 km/h300 km/h

Daily service (trains/day) 90 104 16 80

Structure type:- % bridges and viaducts- % tunnels- % earthwork

39%1%60%

5%90%5%

80%1%

19%

40%30%20%

Subgrade- Classic %- Bituminous %- Concrete %

100% 100% 100% 100%

Traffic- Passengers (P)- Mixed (M)

PNo freight at the

moment

PNo freight at the

moment

PNo freight at the

moment

PNo freight at the

moment

Specify themaximumspeed of freighttraffic

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

100%0%0%

100%0%0%

100%0%0%

100%0%0%

Number of switches 48 tg 0,022 + 20 tg0,074 + 20 tg 0,040

24 tg 0,022 + 10 tg0,074 + 10 tg 0,040

24 tg 0,022 + 10 tg0,074 + 10 tg 0,040

48 tg 0,022 + 20 tg0,074 + 20 tg 0,040

Substations- Number of substations- Number of AT- stations

- Installed power

42

120 MVA

22

120 MVA

22

120 MVA

53

120 MVA

Overhead contact system- Voltage and frequency

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

- Tension (daN)

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

- tension (daN)

2x25 kV c.a. 50 Hz3 kV c.c.

Copper1x150 mmq(c.a. system)2x150 mmq(c.c. system)

2000 daN


1500 daN



2000 daN


1500 daN


Copper (2experimental

regulations in copper-silver)

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

2000 daN


1500 daN



2000 daN


1500 daN

Control command

-Signalling system

- telecommunication system

ERTMS/ETCS L2No lateral signalling(only in STM-L0ambient)

Track-traincommunication for theposition reports +GSM-R







Maintenance Bases- Number- Average coverage (km)

450

330

340

455

Maintenance approach RFI is moving fromtime-based

maintenance tocondition-basedmaintenance in termsof defect detection by

RFI is moving fromtime-based






Specify : time-based or

condition-basedAlso specifychangesplanned in the

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mobile diagnosticmeans




near future

Sweep train No No No No Indicate yes orno.Also specify themax. speed

Daily possession time- During day- Overnight

.1 track

.2 tracks

No

2 tracks

No

2 tracks

No

2 tracks

No

2 tracks

On HSL, trackpossession isonly during the

night. The linesare typically notin operationfrom 00:00 to5:30 for bothtracks.There is nodifferencebetweenworking daysand weekend.

In case ofinterruption ofonly one track(e.g. failure), theother oneoperates at 150

km/h by RadioBlock Centerlogic.

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

1030 persons for 400 kmof track and all civilworks47 persons for 4substations, 11Parallel Sites, 400 kmof OCL and 200 km ofHVL line38 persons for 400 kmof track (200 km of line- double track)

1015 persons for 180 kmof track and all civilworks20 persons for 2substations, 5 ParallelSites, 180 km of OCLand 100 km of HVLline20 persons for 180 kmof track (90 km of line -double track)

1020 persons for 240 kmof track and all civilworks20 persons for 2substations, 5 ParallelSites, 240 km of OCLand 120 km of HVLline20 persons for 240 kmof track (120 km of line- double track)

1030 persons for 440 kmof track and all civilworks40 persons for 5substations, 11Parallel Sites, 440 kmof OCL and 240 km ofHVL line40 persons for 440 kmof track (220 km of line- double track)

Works done by contractors Assistance during

warranty period (2years)

2nd

level operations

Assistance during


2nd

level operations

Assistance during


2nd

level operations

Assistance during


2nd

level operations

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

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Country: Spain

LineTopics Madrid - Sevilla Cordoba - Malaga Madrid - Barcelona Madrid

ValladolidComments


Total km of line- double track %- single track %

471 km

100 %0 %

155 km

100 %0 %

620 km

100 %0 %

180 km

100 %0 %

Maximum Speed (km/h)- design- operational

300 km/h300 km/h

350 km/h300 km/h

350 km/h300 km/h

350 km/h300 km/h

Daily service (trains/day)

Structure type:- % bridges and viaducts- % tunnels- % earthworkSubgrade- Classic %

- Bituminous %- Concrete %

100 %

0 %0 %

100 %

0 %0 %

100 %

0 %0 %

100 %

0 %0 %

Traffic- Passengers (P)- Mixed (M)

OnlyPassengers

OnlyPassengers

OnlyPassengers

OnlyPassengers

Specify maximumspeed of freighttraffic


100 %0 %0 %

100 %0 %0 %

100 %0 %0 %

60 %40 %0 %

Number of switches


- Installed power

12 Substations0 AT

500 MVA

3 Substations11 AT

360 MVA

Overhead contact system- Voltage and frequency- Type of contact wire:

. Material

. Section (mm)

. Tension (daN)- Type of carrying cable

. Material

. Section (mm)

. Tension (daN)

25 kV, 50 Hz

Cu, AgAC 120 mm

1500

Bz II 7070 mm1500

25 kV, 50 Hz

Cu, MgAC 150

3000

Cu 9595 mm1500

25 kV, 50 Hz

Cu, MgAC 150

3000

Cu 9595 mm1500

25 kV, 50 Hz

Cu, MgAC 120

2700

Bz II 120120 mm

2100Control command:- Signalling system- Telecommunication system

LZBGSM-R

LZB y ERTMSGSM-R

ERTMSGSM-R

ERTMSGSM-R


3 Bases150 km

1 Base155 km

4 Bases150 km

1 Base180 km

Maintenance approach Time &Conditions

Time &Conditions

Time &Conditions

Time &Conditions

Specify : time-based orcondition-basedAlso specifychanges plannedin the near future

Sweep train Yes200 km/h

Yes200 km/h

Yes200 km/h

Yes200 km/h

Indicate yes orno.Also specify themax. speed

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

-0 h during day4 h overnight

2 tracks


2 tracks


2 tracks


2 tracks

Number of staff/km single trackDetails:

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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

- 0,072- 0,33

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

Works done by contractors Yes Yes Yes Yes

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changesplanned in thenear future

Sweep train Yes, 170km/h by 700T trainset Indicate yes orno.Also specifythe max.speed


1 track 2 tracks

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

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

- Management: Each department has 3sections- Civil works and buildings- Track: 0.26 staff/km.- Energy and OCS: Energy: 0.116staff/km, OCS: 0.223 staff/km.- Control command:

Signalling 0.243 staff/km, Communication 0.171 staff/km

- Other

Works done by contractors

Tamping, Rail grinding, Hi-rail type UT test,

Wayside E&M system & equipment buildingetc.

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LineTopics

RFI China The Netherlands Korea UK



200

100

212

100

Maximum Speed (km/h) 300 330

Daily service (trains/day) 74


391

60

73

90Subgrade- Classic %- Bituminous %- Concrete %

100850

15Traffic- Passengers

- Mixed

P P P


100 100 100

Number of switches


- Installed power

42

2x60 MVA

3

Overhead contact system:- Voltage and frequency- Type of contact wire

- Type of carrying cable

2x25 kV50 Hz

Cu 150mm

2000 daN

Cu120mm1250 kg

2,25 kV50 Hz

CuAg/CuMg

2000daN/3000daN

Control command- Signalling system

- Telecommunication system

ERTMS/ETCS 2

GSM-R GSM-R GSM-RMaintenance Bases- Number- Average coverage (km)

450

370 km

Maintenance approach Actual: time-basedFuture: condition-based

Time-based/Condition-based

Sweep train No Yes Yes

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

No

5h30Number of staff/km singletrackDetails :- Management- Track and civil works- Energy and Ocs- Control command- Others

3.41030

47

47

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Belgium - Infrabel

LineTopics

L1French border

- Brussels

L2Leuven - Bierset

L3Chne -German

border

L4Antwerp -

Dutch borderComments



71

100%

65

100%

36

100%

38

100%

Maximum Speed (km/h)- Design- Operation

320300

300300

260260

300300

Daily service (trains/day)


6%1%

93%

3%1%96%

85%15%0%

16%7%

77%

Subgrade- Classic %- Bituminous %- Concrete %

100%00

98%0

2%

00

100%

100%00

Traffic- Passengers- Mixed

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


10000

10000

10000

10000

Number of switches

Substations- Number of substations- Number of AT- stations- Installed power

17

2x60 MVA

17

2x60MVA

13

2x40MVA

14

2x40MVAOverhead contact system- Voltage and frequency

- Type of contact wire

- Type of carrying cable

2x25 kV50 Hz

CuAg 150mm*

2000 daN

Bz65 mm1370 kg

2x25kV50 Hz

CuMg 150mm3000 daN

Bz94 mm21960 kg

2x25 kV50Hz

CuAg 150mm

2200 daN

Bz65 mm1370 kg

2x25 kV50 Hz

CuMg 150mm

3000 daN

Bz65 mm1370 kg

* Test section ofCuMg 150mm

Control command- Signalling system

- Telecommunication system

TVM 430

GSM-R

TBL 1/2

GSM-R

ERTMS/ETCS

GSM-R

ERTMSETCS

GSM-R

ERTMS Version2.3.0


172

265

Common basewith L2

Common basewith L2

Maintenance approach Time-basedinspections /Condition-

basedmaintenance

idem idemTime-based/Condition-

based

Sweep train Yes Yes Yes Yes Daily


1 h 40 min 40 min 40 min

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. 1 track

. 2 tracks6h004h00

6h004h00

6h004h00

6h004h00

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

Others

1/40km1/8km1/14km1/20km

1/50

1/40km1/10km1/14km1/18km

1/50

1/40km1/10km1/12km1/20km

1/50

1/40km1/8km1/16km1/20km

1/50

Onemanagementstaff for thewhole HS net-work

Works done by contractors Grinding andultra-sonictesting of railsWeed controlMaintenanceof slopes andhydraulicsystemsMeasuringcars (partly)

Idem L1 Idem L1+

ERTMS 1/2

Idem L1+

ERTMS 1/2

Subcontractorcan be theconventionalnetwork(tamping,measuring of thegeometry oftrack and OCS,) or a privatecontractor

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Japan (not confirmed by JR East)

LineTopics Comments


Total km of line- double track %- single track %

Maximum Speed (km/h)- design- operationDaily service (trains/day)


Subgrade- classic %- bituminous %

- concrete %Traffic- Passengers- Mixed


Number of switchesSubstations- 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

M

520e

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