HOW TO USE MODELLING FOR ASSET MANAGEMENT
Application for commuter linesApplication for commuter lines
Paris, 04 October 2013
Dr.-Ing. Marc ANTONIInfrastructure Direction – Technical Innovation Dept.F-IRSE, M-VDEI, M-AFFI
SNCF - INFRASTRUCTURE | ASSET MANAGEMENT & MAINTENANCE ENGINEERING
Chapter 1 – Why does Asset management need Modelisation?
Chapter 2 – Modelisation for Infrastructure management after conceptionengineering
HOW TO USE MODELLING FOR ASSET MANAGEMENT
Chapter 3 – Modelisation for Infrastructure management before conceptionengineering
Chapter 4 – Conclusions & perspectives
SNCF1111111 - INFRASTRUCTURE | ASSET MANAGEMENT & MAINTENANCE ENGINEERING
Chapter 1 – Why does Asset management need Modelisation?
Chapter 2 – Modelisation for Infrastructure management after conceptionengineering
HOW TO USE MODELLING FOR ASSET MANAGEMENT
Chapter 3 – Modelisation for Infrastructure management before conceptionengineering
Chapter 4 – Conclusions & perspectives
SNCF2222222 - INFRASTRUCTURE | ASSET MANAGEMENT & MAINTENANCE ENGINEERING
� In the field of railways infrastructures, AM tends to preserve and enhance the railway network in order to make the best out of it:
� public policies underpin this scheme: which strategy for the network?
� the time target is necessarily middle, long or even very long-term as long as the sustainability of the network - or a part of it – remains secured.
1 - Why does Asset management need Modelisation?
long as the sustainability of the network - or a part of it – remains secured.
� Asset Management consists of driving the implementation of the network strategy under financial constraints, while minimizing the life cycle cost.
� Modelling the impacts of the network strategy, on short and long scale, is a key point of the Asset management policy
Principles
Network strategy ProductionAsset
management
Defining the network strategy :
Transforming the network strategy into:
� Maintenance policy :Modelling the impacts of the
Planning the ressources :
� Network capacity and slots adjustments
1 - Why does Asset management need Modelisation?
Future, performances, availability, reliability, failure duration…Network topology...
Modelling the impacts of the maintenance need ���� Good balance between maintenance and renewal
�Renewal programme
�Maintenance programme :. per route. per line. per sub-network
�Analyzing the evolution of the behaviour of the assets and their components
Under constraints :. limited financial capacities. limited network capacity
adjustments� Industrial and human resources
Realizing maintenance and works operations
Updating the knowledge of :. the assets. the description of the components . their behaviour
5
Definition of the expected high level outputs of the network
Route strategy: technical and economic performances per route :
capacity, traffic density, budget
Asset component Operational component
Assets strategy :-definition of the maintenance optimization
parameters (choice between maintenance
and renewals)
-technical choices on components
-definition of the inspections frequencies
Operational strategy :
Operations and control of the network
Network access optimization for
Trains Operators
Asset Management
processA
sset
Man
agem
ent s
cope
> Y-5 / Y-2According to nature and impact of policies
1 - Why does Asset management need Modelisation?
Route Asset Plans-Definition of route performance
-Definition of the number of maintenance
and renewal operations and their costs
-Planning of renewal operations, important
maintenance and enhancement works
Route Operational Plans :Taking into account Train Operators
needs (number of slots, trains
frequency) & maintenance
possessions needs
Route Delivery Plans :- optimization of operations organization
(Maintenance and Renewals)
- confirmation of work conditions
(possessions, budget, assessed detailed
projects)
Timetable and Access
PlanningManagement of the impact of the
required possessions with the slots
demand,
Timetable construction
Execution of work : Realization of operations :
Planning execution, supply chain,
realization of works, tests, acceptance of
the works, placing into service
Network and Traffic
Management Operation(real time)
Ass
et M
anag
emen
t sco
pe
Y-10 / Y-2
Y-3 / Y-2to Y/ M-6
Y to D day
�Obtain reliable deterioration models and survival models for allinfrastructure components
�Formalise the survival model for unreplaced components by fixing the failure rate λ(t) in coherence with several covariates influencing the
� What need Asset Management Modeling in practice?
1 - Why does Asset management need Modelisation?
failure rate λ(t) in coherence with several covariates influencing the life span of the components
�Formalise the existing economic link between maintenance costs and the volume of infrastructure renewal and capacity
�Reduce costs by optimisation of the maintenance/renewal ratio, which is a major issue for infrastructure asset managers.
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� The maintenance costs of the infrastructure are function of various parameters � Impact estimated by modelling � Several parameters have a strong impact on the costs
1 - Why does Asset management need Modelisation?
� LCC
Rather YES
Rather NoSNCF - INFRASTRUCTURE | ASSET MANAGEMENT & MAINTENANCE ENGINEERING
Chapter 1 – Why does Asset management need Modelisation?
Chapter 2 – Modelisation for Infrastructure management after conceptionengineering
HOW TO USE MODELLING FOR ASSET MANAGEMENT
Chapter 3 – Modelisation for Infrastructure management before conceptionengineering
Chapter 4 – Conclusions & perspectives
SNCF8888888 - INFRASTRUCTURE | ASSET MANAGEMENT & MAINTENANCE ENGINEERING
Four steps :
3 – Tools for LCC calculation at the national or route levels, including environmental effects, track possession and unavailability costs…
2 - Modelisation for Infrastructure Management afterconception engineering
2 – Tools for the estimation of maintenance needs of the track (with different renewal strategies)
1 – Work of the deterioration and failure laws of each the track components
0 – Data base describing the population, the traceability of the maintenance operations, the traffic…
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Step 0 : Identification of the homogeneous track segments (RER Line)
• Identification of the several covariates influencing the life span of the components:
2 - Modelisation for Infrastructure Management afterconception engineering
SNCF - INFRASTRUCTURE | ASSET MANAGEMENT & MAINTENANCE ENGINEERING
components:� traffic, rolling stock, environment, � topology, passed maintenance policy…
• Identification of the several covariates influencing the life span of the components:� traffic, rolling stock,
Step 0 : Identification of the homogeneous track segments (RER Line)
2 - Modelisation for Infrastructure Management afterconception engineering
� traffic, rolling stock, environment, � topology, passed maintenance policy…
SNCF - INFRASTRUCTURE | ASSET MANAGEMENT & MAINTENANCE ENGINEERING
Maintenance, Condition of use… Data bases Patrimonial Data bases
Step 1 : Data bases for estimation of the Lifespan of the components
2 - Modelisation for Infrastructure Management afterconception engineering
SNCF - INFRASTRUCTURE | ASSET MANAGEMENT & MAINTENANCE ENGINEERING
of use… Data bases Patrimonial Data bases
Common Data base
Configuration choice
Treatments / estimation of the parameters…
Results
• Failure laws of rails / slabtrack :� the parameters of these laws are sensitive to rail hardness, to track
Step 1 : Lifespan of the component rail (RER Line)
2 - Modelisation for Infrastructure Management afterconception engineering
hardness, to track topology (curves…), track type (with or without ballast) and aggressiveness of the rolling stock…
SNCF - INFRASTRUCTURE | ASSET MANAGEMENT & MAINTENANCE ENGINEERING
MT
• Failure laws of rails / ballasted track :� the parameters of these laws are sensitive to rail
Step 1 : Lifespan of the component rail (RER Line)
2 - Modelisation for Infrastructure Management afterconception engineering
sensitive to rail hardness, to track topology (curves…), track type (with or without ballast) and aggressiveness of the rolling stock…
SNCF - INFRASTRUCTURE | ASSET MANAGEMENT & MAINTENANCE ENGINEERING
MT
• Failure laws of aluminothermy welding :� the parameters of these laws are
Step 1 : Lifespan of the component welding (RER Line)
2 - Modelisation for Infrastructure Management afterconception engineering
these laws are sensitive to track topology (curves…), track type (with or without ballast) and the condition of welding…
MT
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CONTRIBUTION DMR-ER-IT/IMV et IGEV
Périmètres Voies RER E et Localisation des gares
500 1611 2723 3715 4708 5708 6708 7708 8708 9708 10708 11458 12208 13208 14208 15208 16208 17208 18208 19208 20208 21208 22208 23208 24208 25208 26208 27208 28208 29083 29958 31058 32158 33158 34158 35158 36158 37158 38158 39158 40158 41158 42158 43158 44158 45158 46158 47158 48158 49158 50158 51158 52158 53158 54158 55158 56158
979000 979000 1379 1379 1000 1000 1000 1000 1000 1000 1000 1000 70000 70000 70000 70000 70000 70000 70000 70000 70000 70000 70000 70000 70000 70000 70000 70000 70000 70000 991300 991300 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000
Tronçon tunnelTronçon tunnelTronçon tunnelTronçon tunnelGdE - Noisy le secGdE - Noisy le secGdE - Noisy le secGdE - Noisy le secGdE - Noisy le secGdE - Noisy le secGdE - Noisy le secGdE - Noisy le secBranche Chelles-GournayBranche Chelles-GournayBranche Chelles-GournayBranche Chelles-GournayBranche Chelles-GournayBranche Chelles-GournayBranche Chelles-GournayBranche Chelles-GournayBranche Chelles-GournayBranche Chelles-GournayBranche Chelles-GournayBranche Chelles-GournayBranche Chelles-GournayBranche Chelles-GournayBranche Chelles-GournayBranche Chelles-GournayBranche Chelles-GournayBranche Chelles-GournayBranche Chelles-GournayBranche Chelles-GournayBranche TournanBranche TournanBranche TournanBranche TournanBranche TournanBranche TournanBranche TournanBranche TournanBranche TournanBranche TournanBranche TournanBranche TournanBranche TournanBranche TournanBranche TournanBranche TournanBranche TournanBranche TournanBranche TournanBranche TournanBranche TournanBranche TournanBranche TournanBranche TournanBranche Tournan
PKD
Lignes
Défauts récurrents de géométrie (taux observé par année / VI et VR de type Gauche et Niv., exprimé par m de voie)
2012 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 1E-03 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 1E-03 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 2E-03 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 1E-03 0E+00 0E+00 0E+00 0E+00 1E-03 0E+00 0E+00
5,0E-04 -- 2011 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 3E-03 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 1E-03 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 2E-03 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 1E-03 0E+00 0E+00 0E+00 0E+00 1E-03 0E+00 0E+00
1,0E-03 - 2010 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 3E-03 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 5E-04 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 3E-03 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 1E-03 0E+00 0E+00 0E+00 0E+00 1E-03 0E+00 0E+00
2,0E-03 + 2009 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 3E-03 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00
3,0E-03 ++ 2008 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 1E-03 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00
2007 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00 0E+00
Analyse du REX - Voie 2 - Ligne RER E
Haussmann -
MagentaMagenta - Noisy le sec Noisy le sec - Chelles-Gournay
Noisy le sec -
Nogent-le-PerreuxNogent-le-Perreux - Tournan
1000 V2B41000 V2BIS
1000 V2 1000 V21000 V2BIS
979000 V2
1000 V2EO1000 V2B4
70000 V270000 V2B1
991300 V2GC2000 V2
1379 V21000 V2EO
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75
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11
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23
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0
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0
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0
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0
16
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0
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20
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0
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0
22
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23
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0
24
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0
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0
27
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0
28
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29
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0
30
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0
31
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0
32
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0
33
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0
34
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0
35
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0
36
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0
37
00
0
38
00
0
38
00
0
39
00
0
40
00
0
979000 1379 1000 70000 991300 1000 2000
2 - Modelisation for Infrastructure Management afterconception engineering
Step 1 : Lifespan of the different components (RER Line)km
NL d'état en % de longueur de voie - moyenne par campagne de mesure
2012 0% 0% 0% 0% 0% 0% 4% 4% 0% 0% 0% 0% 21% 50% 27% 50% 41% 25% 12% 0% 0% 17% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 31% 28% 0% 0% 64% 0% 80% 40% 0% 100% 0% 0% 0% 0% 100% 100% 0% 0% 0% 50% 0% 0% 0%
2011 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 35% 50% 29% 43% 14% 4% 15% 4% 0% 0% 0% 0% 0% 0% 19% 19% 19% 0% 0% 0% 0% 0% 0% 0% 0% 0% 46% 78% 92% 92% 0% 100% 9% 0% 0% 0% 91% 83% 0% 0% 0% 80% 0% 0% 0%
2010 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 33% 50% 19% 29% 20% 0% 31% 0% 0% 0% 0% 0% 0% 0% 0% 36% 36% 0% 0% 0% 0% 0% 0% 0% 0% 0% 56% 100% 88% 75% 0% 100% 0% 0% 0% 0% 100% 100% 0% 0% 0% 20% 0% 0% 0%
5,0% -- 2009 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 20% 50% 33% 28% 25% 0% 0% 0% 0% 0% 0% 0% 0% 0% 17% 39% 22% 0% 0% 0% 0% 0% 60% 30% 0% 0% 67% 100% 33% 17% 0% 100% 0% 0% 0% 0% 100% 100% 0% 0% 0% 67% 0% 0% 0%
20,0% - 2008 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 33% 0% 0% 13% 25% 17% 0% 0% 0% 0% 0% 0% 0% 0% 33% 33% 0% 0% 0% 0% 0% 60% 60% 0% 0% 33% 100% 75% 0% 0% 67% 0% 0% 0% 0% 100% 100% 0% 0% 0% 0% 0% 0% 0%
40,0% + 2007 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 17% 0% 0% 17% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 100% 100% 0% 0% 0% 0% 100% 0% 0% 100% 0% 0% 0% 0% 100% 100% 0% 0% 0% 0% 0% 0% 0%
117,6% ++ 2006 0% 0% 0% 0% 0% 0% 0% 0% 0% 5% 10% 0% 0% 38% 0% 0% 25% 0% 0% 0% 0% 0% 17% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 33% 0% 0% 0% 50% 0% 67% 0% 0% 100% 0% 0% 0% 0% 100% 50% 0% 0% 0% 0% 0% 0% 0%
2005 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 50% 50% 0% 0% 0% 0% 0% 0% 0% 25% 0% 0% 33% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 50% 0% 0% 25% 0% 100% 0% 0% 0% 0% 100% 100% 0% 0% 0% 0% 0% 0% 0%
2004 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 50% 25% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 100% 0% 0% 0% 0% 100% 33% 0% 0% 0% 100% 0% 0% 0%
2003 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 50% 50% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 17% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 50% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 100% 0% 0% 0%
2002 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 25% 50% 0% 0% 0% 0% 25% 0% 0% 0% 0% 0% 0% 50% 0% 0% 0% 0% 0% 0% 0% 0% 100% 100% 0% 50% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 100% 0% 0% 0%
2001 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 50% 50% 0% 0% 0% 0% 17% 0% 0% 0% 0% 0% 0% 17% 0% 0% 0% 0% 0% 0% 0% 0% 0% 50% 0% 0% 0% 100% 50% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%
2000 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 33% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 100% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%
NL moyen annuel (base kilométrique)
2012 0,00 0,70 0,00 0,00 0,62 0,75 0,80 0,85 0,78 0,69 0,55 0,00 1,63 2,02 1,62 1,77 1,75 1,36 1,07 1,05 1,03 1,04 0,87 0,88 1,15 0,86 0,99 1,07 1,10 1,00 0,00 0,00 0,98 0,97 0,99 0,89 0,59 0,69 1,99 1,31 1,53 1,41 1,06 1,89 0,96 1,05 0,80 1,22 1,51 1,62 0,38 0,27 0,31 1,44 1,22 1,26 0,94
2011 0,00 0,70 0,00 0,00 0,75 0,78 0,82 0,91 0,84 0,86 0,85 0,00 1,76 2,23 1,46 1,61 1,72 1,36 1,28 1,10 0,90 0,82 0,75 0,77 0,98 1,19 1,17 1,24 1,26 1,05 0,00 0,00 0,65 0,58 0,76 0,74 0,52 0,60 1,31 1,47 1,60 1,60 1,10 1,75 1,34 1,07 1,26 1,17 1,60 1,46 0,47 0,33 0,47 1,46 1,22 1,10 0,90
2010 0,00 0,67 0,00 0,00 0,44 0,61 0,77 0,91 0,83 0,90 0,87 0,00 1,74 1,96 1,29 1,56 1,60 1,33 1,25 1,11 0,82 0,84 0,73 0,78 1,07 1,02 1,15 1,32 1,35 1,02 0,00 0,00 0,54 0,48 0,73 0,71 0,50 0,56 1,46 1,54 1,64 1,49 0,97 1,62 1,32 1,04 1,17 1,11 1,78 1,62 0,35 0,26 0,35 1,42 1,15 1,19 0,83
1,00 -- 2009 0,00 0,65 0,00 0,00 0,61 0,73 0,89 0,90 0,81 0,84 0,74 0,00 1,66 1,99 1,27 1,34 1,55 1,19 1,13 1,14 0,68 0,86 0,74 0,97 1,02 0,96 1,29 1,44 1,33 0,95 0,00 0,00 0,68 0,85 1,22 1,16 0,69 0,81 1,68 1,65 1,31 1,19 1,11 1,56 1,27 1,05 1,26 1,13 1,63 1,57 0,00 0,00 0,00 1,47 1,23 0,97 0,78
1,40 - 2008 0,37 0,61 0,00 0,00 0,57 0,60 0,74 0,87 0,81 0,78 0,68 0,00 1,42 1,69 1,12 1,25 1,61 1,32 1,16 1,06 0,75 1,01 0,76 0,79 0,96 0,87 1,16 1,28 1,29 0,96 0,00 0,00 0,57 0,69 0,98 1,02 0,49 0,55 0,76 1,51 1,47 1,23 0,97 1,44 1,21 1,01 1,13 1,17 1,57 1,53 0,56 0,55 0,71 1,34 1,08 0,95 0,74
1,80 + 2007 0,00 0,55 0,73 0,00 0,53 0,60 0,68 0,64 0,54 0,53 0,61 0,98 1,34 1,44 1,28 1,10 1,48 1,15 1,17 0,66 0,52 0,49 0,67 0,45 0,80 0,47 0,65 0,71 0,76 0,86 0,00 0,00 1,30 1,28 1,49 1,54 0,41 0,42 0,00 1,37 1,51 1,07 0,94 1,59 1,13 0,94 1,05 1,15 1,56 1,45 0,35 0,26 0,37 1,33 1,19 0,70 0,69
2,55 ++ 2006 0,00 0,60 0,71 0,00 0,93 1,06 1,23 1,15 1,02 1,05 1,15 0,00 1,58 1,66 1,13 1,19 1,42 0,00 1,24 0,86 0,62 0,00 1,37 1,04 0,93 0,60 0,76 0,84 0,89 0,84 0,00 0,00 1,33 1,32 0,97 0,89 0,72 0,63 1,05 1,16 1,46 0,95 0,99 1,75 1,06 0,91 1,01 1,13 1,50 1,43 0,00 0,00 0,00 1,28 1,34 1,12 0,70
2005 0,34 0,57 0,69 0,00 0,86 0,78 0,86 0,87 0,80 0,87 0,65 0,00 1,85 1,83 0,95 1,17 1,25 0,00 0,95 0,56 0,67 1,15 1,16 0,50 0,95 1,29 0,54 0,65 0,71 0,84 0,00 0,00 0,63 0,65 0,55 0,74 0,58 0,52 1,05 1,21 1,21 1,29 0,84 1,67 1,14 0,82 1,07 1,11 1,52 1,47 0,56 0,45 0,81 1,32 1,13 1,01 0,66
2004 0,00 0,00 0,00 0,00 0,40 0,51 0,55 0,54 0,52 0,56 0,57 0,00 1,80 1,49 1,23 1,13 1,14 0,00 1,00 0,84 0,71 0,89 1,18 1,00 1,17 1,11 0,90 0,80 0,85 0,91 0,00 0,00 0,70 0,83 0,61 0,89 0,73 0,67 0,00 1,21 1,19 1,09 0,95 1,48 1,07 0,77 0,99 1,10 1,50 1,43 0,26 0,22 0,40 1,52 0,90 0,88 0,61
2003 0,00 0,00 0,00 0,00 0,67 0,67 0,71 0,68 0,62 0,66 0,70 0,00 1,76 1,62 1,26 0,98 1,21 0,00 0,99 0,81 0,71 0,96 1,23 1,08 1,03 1,42 0,99 0,94 1,01 0,86 0,00 0,00 1,07 1,20 1,34 1,21 1,04 0,97 0,00 1,44 1,25 0,93 1,10 1,37 1,19 0,86 1,00 1,06 1,41 1,39 0,31 0,27 0,45 1,48 0,96 0,81 0,57
2002 0,00 0,00 0,00 0,00 0,53 0,54 0,60 0,60 0,51 0,55 0,61 0,00 1,69 1,91 1,31 1,00 1,12 0,00 1,35 1,03 0,70 1,03 1,20 1,05 1,01 1,68 1,08 1,11 1,16 0,90 0,00 0,00 1,21 1,18 1,60 1,92 0,42 0,82 0,00 0,00 1,27 0,74 0,83 1,32 1,10 0,78 0,96 1,06 1,36 1,37 0,53 0,39 0,00 1,48 1,06 0,80 0,54
2001 0,00 0,00 0,00 0,00 0,67 0,73 0,83 0,71 0,48 0,49 0,56 0,00 1,76 1,71 1,11 0,93 1,30 0,00 1,16 0,83 0,63 0,86 1,03 0,95 0,91 1,15 0,82 0,74 0,81 0,90 0,00 0,00 0,96 1,19 1,32 0,90 0,35 0,00 0,00 1,99 1,43 1,05 0,86 1,32 1,03 0,76 0,91 1,01 1,36 1,27 0,37 0,28 0,40 1,30 0,93 0,66 0,49
2000 0,00 0,00 0,00 0,00 0,66 0,71 0,78 0,74 0,60 0,66 0,79 0,00 0,00 1,51 0,89 0,98 1,14 0,00 1,12 0,81 0,61 0,72 0,93 0,66 0,80 1,01 0,70 0,67 0,72 0,79 0,00 0,00 0,84 1,22 1,15 1,28 0,93 1,35 1,81 0,00 1,25 1,22 1,00 1,27 1,04 0,80 0,84 0,95 1,18 1,16 0,36 0,25 0,37 1,14 0,98 1,21 1,02
REX Bourrage - % longueur annuelle de voie bourrée (intégrant les longueurs de RL)
Cumulé à fin 2012 0,0 0,0 0,0 0,0 1,4 2,3 1,7 1,3 0,8 2,1 2,0 1,7 2,5 2,4 2,3 2,4 2,1 1,3 1,9 0,6 0,1 0,5 0,1 0,3 0,0 0,2 1,3 1,7 0,7 0,1 1,7 1,6 2,1 0,4 1,7 2,0 1,6 0,6 1,3 1,6 3,9 4,9 5,3 2,4 1,8 0,3 2,5 0,4 1,0 0,9 0,7 0,3 1,4 0,6 0,7 1,7 0,2
0,5 -- 2012 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,2 0,7 0,0 0,4 0,2 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,3 0,0 0,0 0,0 0,2 0,3 0,3 0,2 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,4 0,9 0,0 0,0 0,0 0,7 0,2 0,0 0,0 0,0 0,0 0,0 0,2 0,3 0,2 0,0
1 - 2011 0,0 0,0 0,0 0,0 0,0 0,2 0,0 0,1 0,0 0,1 0,0 0,0 0,2 0,3 0,0 0,0 0,1 0,0 0,8 0,3 0,0 0,0 0,0 0,0 0,0 0,0 0,6 0,8 0,0 0,0 0,3 1,6 0,0 0,1 0,0 0,0 0,0 0,0 0,0 0,6 0,6 0,3 0,7 0,1 0,9 0,1 1,0 0,0 0,8 0,5 0,6 0,2 1,0 0,3 0,3 0,4 0,0
2 + 2010 0,0 0,0 0,0 0,0 0,1 0,6 0,4 0,8 0,3 0,8 0,1 0,4 0,3 0,3 0,4 0,1 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,2 0,2 0,0 0,0 0,0 0,0 0,2 0,1 0,9 1,0 0,3 0,5 0,1 0,0 0,2 0,7 1,0 0,3 0,0 0,0 0,0 0,0 0,0 0,2 0,0 0,0 0,0 0,0 0,0 0,0 0,0
3,22 ++ 2009 0,0 0,0 0,0 0,0 0,0 0,0 0,2 0,1 0,0 0,0 0,0 0,0 0,2 0,6 1,5 1,9 1,9 1,1 1,1 0,3 0,1 0,2 0,1 0,3 0,0 0,0 0,2 0,5 0,5 0,1 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,3 0,5 0,4 0,0 0,7 0,6 0,2 0,2 0,3 0,0 0,0 0,2 0,0 0,0 0,0 0,0 0,0 0,1 0,0
2008 0,0 0,0 0,0 0,0 0,4 0,5 0,2 0,2 0,2 0,2 0,0 0,3 0,2 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 1,0 0,1 0,2 0,1 0,0 0,0 0,1 0,2 0,8 1,0 0,2 0,2 0,0 0,0 0,3 0,2 0,1 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0
0,1 -- 2007 0,0 0,0 0,0 0,0 0,5 0,3 0,5 0,2 0,3 0,3 0,2 0,4 0,5 0,5 0,4 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 1,4 0,0 0,5 0,0 0,1 0,5 1,1 0,1 0,0 0,3 0,5 0,0 0,5 0,6 0,0 0,0 0,0 0,0 0,2 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0
0,3 - 2006 0,0 0,0 0,0 0,0 0,0 0,2 0,3 0,0 0,0 0,1 0,5 0,3 0,4 0,4 0,0 0,5 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,2 0,1 0,5 0,0 0,2 0,0 0,3 0,0 0,4 0,0 1,0 0,6 0,1 0,0 0,0 0,0 0,0 0,0 0,1 0,1 0,3 0,1 0,0 1,0 0,2
0,5 + 2005 0,0 0,0 0,0 0,0 0,4 0,6 0,2 0,0 0,0 0,3 0,4 0,4 0,2 0,1 0,0 0,0 0,1 0,2 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,3 0,0 0,0 0,5 0,0 0,0 0,4 0,0 0,3 0,7 0,3 0,0 0,6 0,0 0,2 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0
1,2 ++ 2004 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0
2003 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0
2002 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0
2001 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,8 1,8 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0
2000 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,0
years
−×+×××= 128,0)Im( 5
N
bakN δ
Annual longitudinal
levelling /homogeneous
track segment
Annual maintenance
intensity /homogeneous
track segment
Tools for estimation of track maintenance needs (EB M) :
Principe / ballasted track:
1 – Cyclical or programmed operations:Fixed charges determined by the standards for track surveillance, programmed maintenance, structure…
Step 2 : Estimation of maintenance needs (RER lines)
2 - Modelisation for Infrastructure Management afterconception engineering
programmed maintenance, structure…
2 – Preventive conditioned maintenance: �Levelling maintenance charges: Interventions conditioned by the information coming from track surveillance. Probabilistic estimation of the intervention needs for a specific route, for a UIC group of routes…�Asset replacement charges: Interventions conditioned by asset defect detection… Probabilistic estimation of the failure laws of each asset
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Step 2 : Estimation of maintenance needs (RER lines)
• Estimation of the cost of each maintenance operation in regard of the traffic, the track possession conditions…
2 - Modelisation for Infrastructure Management afterconception engineering
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x 1x 1,6
possession conditions…• The costs of track
maintenance operation are higher for mass transit line that for conventional lines! � parameters cconst,cremplt
420 €
440 €
Mill
ions
Step 2 : Estimation of maintenance needs (RER lines)
• Estimation of the number of failures requiring a maintenance estimation
• Valuation of the associated costs:
2 - Modelisation for Infrastructure Management afterconception engineering
300 €
320 €
340 €
360 €
380 €
400 €
2005 2010 2015 2020 2025 2030
Entr. Ss Renouv
Scénario de base
Variante 1 (+50%2-4)
Variante 2 (+50%5-6)
Variante 3 (+100%5-6)
Variante 4 (base prolongé)
Entr. Renouv à date (<1000km/an)
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associated costs:
∑ ∑ +=Length Component
repltconst agehNccC )(..
Step 3 : LCC calculation (RER lines) � Theory renewal planning
Tools for estimation of life cycle cost :
� Definition of theoretical optimal the components lifespan, for each configuration and for all type of track
� Calculation for each line of the theoretical renewal planning
2 - Modelisation for Infrastructure Management afterconception engineering
� Calculation for each line of the theoretical renewal planning
� Adaptation of these planning in regard of the local maintenance units, the track possession conditions, the traffic evolution, the criticity of the line…
Chapter 1 – Why does Asset management need Modelisation?
Chapter 2 – Modelisation for Infrastructure management after conceptionengineering
HOW TO USE MODELLING FOR ASSET MANAGEMENT
Chapter 3 – Modelisation for Infrastructure management beforeconception engineering
Chapter 4 – Conclusions & perspectives
SNCF21212121212121 - INFRASTRUCTURE | ASSET MANAGEMENT & MAINTENANCE ENGINEERING
Maintenance Engineering
Design for maintenance & calculation of the LCC based
on modeling & RAMS calculation
Step -1 : Make the right design choice in regard of the traffic (RER Line)
3 - Modelisation for Infrastructure Management beforeconception engineering
System Engineering (promoter)
Suppliers
Maintenance Engineering
(Downstream)
(Operation & maintenance)
Experience feedback
Engineering (Upstream)
Maintenance politics
Design & project Engineering
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Step -1 : Make the right design choice in regard of the traffic (RER Line)
� Design choices could have a huge impact on a maintenance strategy and on the chances of reaching the right quality level (availability, security, safety…) with the economic target value
3 - Modelisation for Infrastructure Management beforeconception engineering
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� The terms of the requirements have to be chosen taking into consideration the context of use and the economic and organizational targets… which are not known by suppliers
� These choice have to be done before the call for tender (construction or renewal of a track)
Thanks to its experience of component and sub-system behaviour, the infrastructure manager:� specify and optimise new components to facilitate
maintenance, taking into account usage, environment,
Step -1 : Make the right design choice in regard of the traffic (RER Line)
3 - Modelisation for Infrastructure Management beforeconception engineering
maintenance, taking into account usage, environment,specific quality targets,…
� optimise the dimension of spare parts and the correspondingmaintenance organisation.
Examples:- ballasted track with PAD- manganese or movable frogs
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� Some under sleeper PADhave an influence on track lifespan and geometry⇒ specific Cochet-Maumy
Step -1 : Make the right design choice in regard of the traffic (RER Line)
3 - Modelisation for Infrastructure Management beforeconception engineering
⇒ specific Cochet-Maumyparameters⇒ lifespan of the ballast is equivalent to the lifespan of the concrete sleeper
Maintenance interventions Average of longitudinal levelling
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� Some frogs have an influence on track lifespan and geometry⇒ specific Cochet-Maumy
Step -1 : Make the right design choice in regard of the traffic (RER Line)
3 - Modelisation for Infrastructure Management beforeconception engineering
Cœur à Pointe Fixe LGV
0,25
0,3
Cœur à Pointe Mobile LGV
HSL fix frog
HSL movable frog⇒ specific Cochet-Maumyparameters⇒ lifespan of the frogs is higher with it is movable and installed of ballast
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MT0
0,05
0,1
0,15
0,2
0 50 100 150 200 250 300 350
Cœur Pointe Fixe Béton
Cœur Pointe Fixe Bois
0
0,05
0,1
0,15
0,2
0,25
0,3
0 50 100 150 200 250 300 350
Cœur Pointe Mobile Béton
Cœur Pointe Mobile Bois
MT
HSL movable frog
Chapter 1 – Why does Asset management need Modelisation?
Chapter 2 – Modelisation for Infrastructure management after conceptionengineering
HOW TO USE MODELLING FOR ASSET MANAGEMENT
Chapter 3 – Modelisation for Infrastructure management before conceptionengineering
Chapter 4 – Conclusions & perspectives
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This approach allows a good mathematic modelling of the intuitively perceived phenomena:- regeneration vs. maintenance- a system cannot last indefinitely
The calibration of the model was based on accessible real data.
4 - Conclusions & perspectives
28
The calibration of the model was based on accessible real data.
The method is very general . This presentation shows that the application range is very wide. All replaceable infrastructure equipment can be used for such a study.
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� The battle for maintenance is won or lost at the system definition & design stage
� This is essential to considerthe industrial balance of the trio made up of
4 - Conclusions & perspectives
trio made up of“Maintenance costs –Network Performances –Quality”
� A technical solution doesn't, on its own, produce the best answer!
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