maintenance and operation of high speed rolling stock · maintenance and operation of high speed...

Maintenance and Operation of High Speed Rolling Stock

Pierre-Etienne GautierINEXIA, Scientific DirectorSt Denis La Plaine, France

With collaboration of Laurent Olivier, TGV Fleet Manager, SNCF

Presentation outlook• General data and Case study:

TGV Fleet outlook• Maintenance principles

(levels/schemes optimization) • Strategies for maintenance

optimization /planning and scheduling: links with operation

● The future of maintenance

What are we talking about?(A few figures to keep in

mind)• Purchase cost of high speed trainset

(350 seats): ~$30-36M • Yearly Maintenance cost of high speed

trainset: ~$ 1.4 M• Maintenance cost per mile:~$2 to 5• Yearly mileage: 310 000 miles/year • Expected lifetime: > 30, 40+ years!

4

TGV KEY FIGURES•Volume (million pax) :114

•Number of high speed trains per day :Around 720 TGV•Average seat occupation rate 2009: 75 %

•Fleet :(largest High Speed train fleet in Europe)• 457 High Speed trainsets• 15 years average age• 11 to 15 new sets each year

•High speed network in France: 1870 km (~1160 miles)•TGV NETWORK: each high speed line is connected to traditional network

TGV case study

5

FLEET ZOOMTGV, the first european HST fleet

• Sud-Est for Paris Lyon at the beginning(1980) 104• domestic 1 48• Domestic 1 Burgundy 7• domestic 2 42• France-Switzerland 7

• Atlantique for West of France (1988) 105• Réseau for all networks in France (1993) 60

• domestic 33• Paris Turin (Italy) 6• France Belgium 21

• POS for Germany (2007) 18

• Transmanche part of Eurostar sets usedfor domestic trafic (1995) 6

• Duplex for everywhere France (from 1996…) 149

• PBA & PBKA north Europe THALYS(1995) 15

• TOTAL 457

A wide-ranging and varied fleet

3 generations of trainsets

Rolling stock maintenance goals :to provide rolling stock which is fully operational for commercial

service:

• Safe in operation• Reliable at the required level• Available at the right time• With maintenance Cost under control

• The maintenance policy defines the best balance between corrective and preventive maintenance, to meet these goals

PREVENTIVEMaintenance

CORRECTIVEMaintenance

Maintenance must be taken into account from the train

set design• Accessibility, quick repair, in case of

failure> compromises !• Modularity,• Interchangeability

• European discussions towards interchangeability....

CONDITIONAL PREVENTIVEReplacement of components in accordance with measurable

CRITERIA

SYSTEMATIC PREVENTIVEReplacement of components

according to their POTENTIALworking life

(time or distance)

PREVENTIVE

MAINTENANCE

After a failureCORRECTIVEMAINTENANCE

Two major maintenance concepts

“Low level”, quick and simple operations and cleaning

“High level”, more complex operations, implying removal of the vehicle from commercial service for several days

PREVENTIVE

MAINTENANCE

Rolling stock preventive maintenance: principles and management

• Preventive Maintenance is based on the knowledge of the life potential of different components and subsystems of the trainset, and planning interventions to each components at (closest to) the component life potential.

• Necessity to derive/monitor reliability data form feedback from experience for main cost drivers > update life potential

• Interaction with design

Rolling stock preventive maintenance: principles and management

• Maintenance organisation is based on a hierarchy of maintenance activities, into 5 levels, increasing depending on work complexity (EU standard EN 13306)

• Implies Matching interventions to components of equal potential into a single operation

Specification

Maintenance Engineering (3% )

Lightmaintenance

N1,2,3(60%)

Parts repairs (PRM)(16%)

OverhaulN4

(6%)

TransformationN5

(15%)

Recycling

Removalfrom service/destruction

Feedback

Purchase,Design andconstructionsupervisions

Testing and Commissioning

The value chain in the rolling stock life cycle

LEVEL 1: IN SERVICE CHECKS by driver or train manager

• Low level maintenance.• Tests before train departure

Maintenance levels

LEVEL 2: CHECKS & OPERATIONS ON DEDICATED WORKPLACES

• Low level maintenance.• Quick interventions between two services, rostered teams • Application of preventive and corrective maintenance plan. External

cleaning.

Maintenance levels

LEVEL 3 : PERIODIC VISITS IN MAINTENANCE CENTER:

• High level maintenance.• Interventions requiring removal

from service.

Maintenance levels

Maintenance cycles examples: L1 to L3

VG : general level checksATS : another systematic worksGVG : complete level checksHalf-life Overhaul: 15 years (modular Operations)

ES : checks in serviceECC : comfort checksEMN : mechanical checksVL : limited level checks

1,125,000 miles or 36 months

22 days

ATSO

52 days

ATS 1

168 days

ATS 2

281,250 miles or 10 months

VL

562,500 miles or 18 months

VG

3,125 miles

ES

8 days

ECC

37 days

EMN/ECF GVGBeginning (or GVG)

Continuous Progress in Maintenance schemes :

Operations Feedback + Engineering • Data from design not accurate enough

(yet?)• Necessity to monitor key components and

subsystems• Derive/update reliability laws/potential

life from feedback from experience• TGV case :ATS, VG, GVG: ~+48% in

time , ~+86% in mileage for operations periods in ten years

GVG ATS ATS 1 ATS 2 VL VG GVGES ECC ECF/EMN

22 days

140 000 miles or 168 days

281 500 miles or 10 months

52 days

1 125 000 miles or 37 months

560000 miles or 19 months

3100 miles

37 days

8 days

2009

37 days



8 days

3100 miles


104 days

52 days

18 days

1999

Opt

imis

atio

n of

mai

nten

ance

cyc

les

LEVEL 4 : OVERHAUL: MAJOR PERIODIC OPERATIONS AT INDUSTRIAL MAINTENANCE FACILITY

• High level maintenance.• Major dismounted components check and repair• Structural parts check and repair (car body...)• Mid life review

Maintenance levels

LEVEL 5 :MODERNISATION OR MODIFICATION AT INDUSTRIAL MAINTENANCE FACILITY

• High level maintenance.• Trainset overhaul (interior

design & component upgrades).• Interventions requiring removal

from service, during several weeks.e.g. Implementing ERTMS

Maintenance levels

Level 5 Case:TGVretrofitting in a few figures :● §2.5M per trainset● 105 TGV A

trainsets(1988)● 72 TGV R trainsets

(1992)● A total of 1626

coaches to be retrofitted

● 40 trainsets per year for 6 years (2004-2010)

TGV A

TGV R

Maintenance strategic planning and scheduling

Interaction with operation

• Localization of workshops depends on operation characteristics

• Analyzing the statistics of operations: A smart use of free time slots in roster to schedule maintenance operations

When a change in business/ operation characteristics stems a

strategic change in plant localization…and cost saving

• Traffic demand will change : from a radial model to an interconnected network

• Availability of “interoperable “ fleet: TGV Réseau and Duplex

• Need to reconsider the maintenance workshop geography

Change in traffic demand characteristics observed… and enhanced until 2020

Green: radial share, Blue: transversal share

Bayonne

Brig

Garede l'Est

Gared'Austerlitz

OloronBuzy

CharsVernon

BarentinYvetot

Tarascon

Chagny

Livron

Moirans

Morcenx

Marmande

Marne-la-Vallée - Chessy

MorlaixGuingamp

LamballeDol

Redon

Auray

Vitré

Laval

Sablé

La Rochelle

Libourne

PérigueuxBrive

Mont-de-MarsanDax

Pau

Lourdes

CarcassonneNarbonne

Béziers

MillauAlbi

Agen Rodez

Aurillac

Neussargues

Le Monastier

Tulle

Ussel

Guéret

Montluçon

Le Puy-en-Velay

RiomVolvic

Gannat Vichy

Châtellerault

Vendôme-TGV

Châteaudun

ChartresAlençonSurdon Dreux

ArgentanVireGranville

PontorsonAvranches

Coutances St-LoLison

Carentan

Cherbourg

CaenLisieux

Trouville

Dives

Fécamp

Dieppe

Gisors

Évreux

Cholet

La Roche/Yon

ThouarsChinonPornic

St-Gilles-Croix-de-Vie

Ruffec

East station

Bayonne

Brig

Garede l'Est

Gared'Austerlitz

OloronBuzy

CharsVernon

BarentinYvetot

Tarascon

Chagny

Livron

Moirans

Morcenx

Marmande

Marne-la-Vallée - Chessy

MorlaixGuingamp

LamballeDol

Redon

Auray

Vitré

Laval

Sablé

La Rochelle

Libourne

PérigueuxBrive

Mont-de-MarsanDax

Pau

Lourdes

CarcassonneNarbonne

Béziers

MillauAlbi

Agen Rodez

Aurillac

Neussargues

Le Monastier

Tulle

Ussel

Guéret

Montluçon

Le Puy-en-Velay

RiomVolvic

Gannat Vichy

Châtellerault

Vendôme-TGV

Châteaudun

ChartresAlençonSurdon Dreux

ArgentanVireGranville

PontorsonAvranches

Coutances St-LoLison

Carentan

Cherbourg

CaenLisieux

Trouville

Dives

Fécamp

Dieppe

Gisors

Évreux

Cholet

La Roche/Yon

ThouarsChinonPornic

St-Gilles-Croix-de-Vie

Ruffec

An oportunity: in the same time, operation has changedfrom a radial operating system in which each segment was independant

to a global use of the fleetduring the last ten years

So it becomes possible to run all the trainsets sets on all routes

LYON station

Montparnasse station

North station

• A completereorganisation of the initial radial model

• Objective : • To have a better use of sets

in operation by multiplyingtrain set reuse

• Sharing the maintenance worload of each maintenance center

productivity:purchase of 7 trainsets avoided

• A real challenge for operators: working in a network!

Switching to a bigger fleetrather than subfleets

1 train roster / 150 sets / 3 Maintenance centers

1 train roster 1 maintenance center

50 sets

X 3

How can the productivity of the fleet beincreased?

Time-slot : 7.AM – 11.PM

3 %

58 %

15 %

7,5 %

8 %8,5 %

Terminus re-departure

Clients on board

Sets in siding

Others: empty circulation, inreserve set …

MaintenanceWork shop for refurbishment and overhaul

Trai

n op

erat

ion

Set

s m

aint

enan

ce

Friday : a week peak

13 sets36 sets

To improve productivity:

•Reduce time in stations (Japan!)

• reduction of number of sets in maintenance

• AND/OR Smart use of sidings!

28/37Higher operational availability ,but… strong pressure on ordinary parking

J1

J2

J3

J4

J5

J6

J7

J8J9

J10

J1

J2

J3

J4

J5

J6

J7

J8J9

J10

J11

J12

Some maintenance is “absorbed” into ordinary parking time

Integration of L1 to L3 maintenance into roster “free” slots

7h 12 h 17 h

Fleet under

maintenance

PmLong term preventive level 2 / 3Heavy corrective maintenance and break downs

Available fleet Pex

Maintenance is usually scheduled above and beyond peak service needs

Maximum use of fleet at peak service times

7th Training on High Speed Systems. Paris, June 2010

Fleet under maintenance Pm

Available fleetPex Reduction in

required fleet

Heavy corrective maintenance

Lev 2/3Lev 2/ 3 ModulesBreakdownsBreakdownsBreakdowns

7h 12 h 17 h

Development potential for a

constant fleet number

The future of maintenance…

• Component standardization?• Continuous monitoring of sensitive

components : Towards predictive maintenance?

• Refined FMDS of subsystems + statistical approaches : saving costs and time in selecting the key drivers to reliability

Conclusions• Maintenance is a key cost driver in Rolling

stock LCC• Needs strategic planning (workshop

locations) and operations scheduling closely linked with operation and market evolution

• Implies specific engineering and rigourous feedback of subsystems and components behavior

• From preventive to predictivemaintenance: a breakthrough?

Thank you for your attention!

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