Bogie Maintenance Policy - Tramstore21

TramStore21 Report Building sustainable and efficient tram depots for cities in the 21st century

Bogie Maintenance Policy

© TramStore21, 2012

Contents Contents ..................................................................................................................... 2 Contacts of TramStore21 Partners ............................................................................. 3 Introduction................................................................................................................. 4 Applications by the partners ....................................................................................... 5 Blackpool Council ................................................................................................... 5 Le Grand Dijon........................................................................................................ 8 RET....................................................................................................................... 11 STIB ...................................................................................................................... 14 External applications ................................................................................................ 19 Recommendation ..................................................................................................... 22

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Contacts of TramStore21 Partners This is a list of resource people responsible for this issue within TramStore21 partnership. The resource people are your experts in this field. They can work within your organisation or at another local authority of your country or can be your consultant.

Name

Organisation

Department or Function

E-mail

Fernand van de Plas STIB

Department of Rolling Stock, Drawing Office

[email protected]. be

Jean-François Colinet

STIB

Department of Tramway, Technical Department – In charge of technical equipment new depot Haren 2 + Marconi

[email protected]

Lode Schildermans

STIB

Direction of Infrastructures – Project Manager

schildermansl@stib. irisnet.be

Daniela Kirsch

Fraunhofer IML

Department of Logistic

Daniela.Kirsch@iml. fraunhofer.de

Henning Schaumann

Fraunhofer IML

Department of Logistic

Henning.Schaumann@ iml.fraunhofer.de

Ludovic Soleil

Keolis

Director Project Tramway

[email protected]

Phil Bowman

Blackpool City Council

M&E Coordinator

Philip.Bowman@ blackpool.gov.uk

REM de Tender

RET

Project Manager

[email protected]

Dick Huybens

RET

Technical Engineering Office Project Manager

[email protected]

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Introduction An important area of the depot is the bogie maintenance area. Bogies are changed or maintained regularly and the procedure is expensive. The high weight and large size of the elements request special equipment and / or methods. Often the bogie maintenance is located in a special part of the depot. This issue is about the frequency of the maintenance, the basis of calculation and the procedure itself.

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Applications by the partners Blackpool Council Description At the eastern end of the depot a track runs at right angles to the two most southern maintenance roads with turntables installed to provide access for bogies between the heavy lifting berths and the bogie workshop area. The bogie workshop area will be located in the South Eastern corner of the workshop building. It is necessary to incorporate a loading bay for road vehicles within the workshop which can be reached by the overhead mobile crane, located in the bogie workshop area, so that bogies can be lifted from the workshop floor onto a vehicle and vice versa.

Key figures Cars for refurbishment are lifted off their bogies and mounted on accommodation trucks with rubber tyres. This would allow the bodies to be moved to non-rail connected workshops for refurbishment. The bogies would then be refurbished in a separate facility and refurbished cars mounted on appropriate bogies on completion of their refurbishment. This approach would save a significant amount of track costs. Depending upon the new vehicle design there may not be a requirement to have a wheel lathe. If this is the case then it is suggested that an under-floor bogie drop pit is added to allow for bogie changes to take place without the need to lift a vehicle on the jacks. Ideally, a wheel lathe and bogie drop could be located together on one road, subject to cost. The roof height should also allow the lifting of a vehicle clear of its bogies and also allow the removal of roof-mounted equipment by an overhead crane. Bogie turntables could be utilised on the south end berths to allow bogies to be moved from one road to the other and / or into the bogie overhaul and machine shop area without the need to lift bogies with the overhead crane. In this area, no overhead line is needed, with trams being moved by shunting tractors or other means. Bogie turntables are necessary to provide movement of bogies to and from the bogie workshop. TramStore21 | Bogie Maintenance Policy 5

The workshop inspection pits should be 1.2 m deep (below top of rail level) at the sides to provide a comfortable area for working around the tram wheels / bogies for berths A, B and C.

Figure 1: Track map

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Description of the bogie turntables Two manually operated bogie turntables should be located at the south end of tracks designated No.2 and No.3 within the maintenance workshop building to facilitate the transport of bogies removed from a vehicle to / from the maintenance tracks to / from the bogie workshop. The bogie turntables shall be designed, manufactured and installed to have a design life of 25 years and to operate a minimum load of 5000 kg. Furthermore, the bogie turntables should support and rotate bogies with a minimum wheelbase of 1880 mm for the new fleet and a minimum bogie length of 2980 mm. For the heritage fleet the minimum bogie wheelbase is approximately 2743 mm and a bogie frame length of 3500 mm. Additionally, a rotation of 360 degrees should be possible. Two bogie turntables are necessary which have rails compatible with rail profile 56 E 1 from BS EN 13674-1:2003. Both of them should be effortless to operate with a minimum of one person. The contractor shall provide both operator and maintenance training for the staff designated for this work. The training shall take place at the operator's location following commissioning, testing and handover of the turntables for service operation. If applicable the bogie turntable supplier shall be responsible for the satisfactory completion of all pre-delivery testing and on-site testing and commissioning of the equipment in order to qualify for the issue of an Acceptance Certificate. These tests shall consist of all FAT, SAT and SIT.

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Le Grand Dijon Description Maintenance of the bogies will be performed in the workshops in Dijon. This maintenance is limited to the first levels of maintenance until the installation / removal of components of the bogie. Beyond this first level, specialised maintenance is provided directly by the manufacturer of the rolling stock or other specialised companies.

Key figures The bogies maintenance of Citadis tramway is based on the plan provided by the manufacturer Alstom. It essentially consists of regular maintenance checks and the thorough exchange of parts at greater intervals. Apart from the wheel re-profiling operations that are performed every 20,000 km, the maintenance plan of Alstom recommends every 25,000 km. Any modification of the maintenance plan with respect to the one proposed by the manufacturer would require a thorough security review. This review would firstly be conducted by the operator’s safety engineer and if he deems it necessary, by an expert or an authorised, qualified organisation. The large maintenance operations take place every 300,000 km; but the very first one at 600,000 km. At 300,000 km they essentially focus on the hydraulics and the brakes. The revision after 600,000 km includes a major maintenance operation of the bogies. It includes: • complete disassembling of the bogies • review of the vertical and lateral shock absorbers • replacement of the stabiliser system • replacement of the rubber stoppers • replacing the base and the low stoppers • control of the characteristics of secondary suspensions • replacing of the lifting cables TramStore21 | Bogie Maintenance Policy 8

• replacement of the side bar joint • replacement of wheel bearings • stripping paint of the subassemblies and repainting • replacement of the bridge seals • replacement of low voltage wiring • replacement of high voltage wiring • control of mechanical bridge sets • a magnetic particle inspection • review of brake callipers • review of the central brake • review of the sanding compressor • replacement of hydraulic accumulators • review of magnetic pads • replacing sand ejectors • review of traction motors • reassembly and control of the bogie. Maintenance operations at 600,000 km are generally sub-contracted in whole or in parts. To perform maintenance on the bogies, the workshop in Dijon is equipped with: • a pit lathe for wheel re-profiling • a specific workshop. Operations performed in the specific workshop are essentially exchanges of components on a removed bogie and the exchange of wheels (assembling a wheel bandage and a primary suspension on the axle). This workshop is equipped with a mobile crane that can lift a load of 6 tons.

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It is positioned as an extension of the lift track on which a bogie can be detached from a box. Between the hoistway and the bogie workshop, the bogie can be cleaned thoroughly before any operation is performed on the bogie. Figure 5 shows the access to the internal maintenance workshop where bogies are sent out and delivered back for outsourced maintenance work.

Figure 2: Map of the bogie workshop

Experiences It is absolutely necessary to provide an area for storing and working on bogies in order to be able to change certain components (wheels, gearboxes, motors). The first level of maintenance carried out in the depot provides good quality work and the presence of skilled workers reduces risks.

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RET Description The bogies proposed for Rotterdam 2 are COREGE bogies identical to those developed for CITADIS. The major advantages of this compact construction include e.g. a maximum width of the aisle in the vehicle, good accessibility and ease of maintenance. The conventional construction of the bogie consists of features such as flexible wheels and fully suspended motors.

Figure 3: Bogie frame RET

Key figures The maintenance of the bogie can be carried out easily after positioning the arms of the frame towards the outside of the wheels. The installation of the gearboxes in the outer axle boxes and the design of the axle can then be conducted. Removing the wheels, traction motors, the brake discs and callipers simplify the maintenance.

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Figure 4: Maintenance

This revised tender for instance incorporates the following modifications: a modified hardness of the rim of the front axles, new dimensions for the differences in diameter between the front and rear wheels and a new fixture between the cross-beam of the bogie and gearbox without the use of Loctite The bogie can reach a maximum speed of 70 km/h. The motor bogie has a total weight of 4075 kg whereas the rolling bogie only weighs 3030 kg. The maximum axle load is 11.6 metric tons. The bogie frame of the motor-driven bogie transmits the vertical, transverse and longitudinal loads of the carriage work to the rails through the primary suspension. The loads can also be transmitted through the secondary suspension via a series of springs, elastics stops and drive rods. Heavy stress on the frame is avoided through the alignment of the primary and secondary suspension. Due to its height, the traditional rotary shaft is replaced by a U-shaped crossbeam. The bogie is fitted with conventional, flexible wheels that ensure a silent run and consists of a central disc and a truss ring. These wheels can be removed without having to remove the bogie and they are fitted with an anti-squeak unit in the wheel hub. The lower section of the secondary suspension can be fitted with 1 to 3 filler plates, each with a thickness of 10 mm, to compensate wheel wear and tear. A single traction bar transfers traction and brake-load longitudinally between the carriage work and the bogie. This bar is connected to the bogie frame and runs along the longitudinal axle. Each of the two motors drives the two wheels on its side. The bogie is fitted with 3 brake systems, which work independently, namely electric brakes, mechanical friction brakes with callipers, discs and magnetic brakes. The most important of these are the electric brakes because they are wear-resistant, regenerative and work under all operational TramStore21 | Bogie Maintenance Policy 12

conditions. The auxiliary equipment consists of a sander, splashguards, a return current, wheel flange lubrication, a speed sensor and a load sensor. The structure of the rolling bogie is identical to that of the motor-driven bogie. The following equipment is comparable with the two bogie types: the longitudinal traction, the primary and secondary suspension, the bogie frame, the axle structure and the wheels. The brake system consists of a mechanical friction brake with callipers, discs and magnetic rail brake. The auxiliary equipment includes a speed sensor and a return current.

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STIB Description At STIB, different levels of maintenance operations are performed. At Marconi depot, bogie maintenance will not be provided. STIB distinguishes between light and heavy maintenance. The aim is to provide one centralised workshop for heavy maintenance. Only light maintenance operations shall then be performed in the other five depots.

Key figures Since 1st January 2010, the first level of maintenance service has been combined with the driver and staff services, which forms the Business Unit Tram. Before 2010, all maintenance activities were part of the technical direction. The maintenance of the tramways was divided into three levels. The first maintenance level contains all ”light” operations performed on the vehicles in order to reduce the failure of vehicles and remain available for operation within the tram network. The main activities are cleaning (internal and external), preventive maintenance on kilometre base, corrective maintenance, interventions on the tram network and small framework jobs. The second maintenance level contains still activities performed only on the vehicles but requires more specific technical skills of the workers. It can happen that vehicles are not available for operation ranging from a few days to several weeks. The main activities are the maintenance of bogies, replacement of the wheels, repair of mechanical or electrical components (electrical accelerator etc.) and diagnostics of more complex breakdowns. A more specific infrastructure is needed to execute these tasks. The third maintenance level contains heavy operations on components of the tramways requiring a high level of technical competences (big framework jobs after accidents, heavy cabling works in case of added equipments or in case of retrofitting, etc.). A very specific infrastructure is needed to execute these tasks. Historically, the first level of maintenance is performed in the depots, the second and third level of maintenance in the workshops. STIB therefore distinguishes between workshop and depot.

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For our workshops, we favour a lifting facility as the one in Blackpool (pit + lifting jack), while we would rather choose a lift area for our depots (lifting jack + lift table).

Figure 5: Lifting jacks for quick maintenance

Figure 6: Lifting table

The latest generation of tramways at STIB, T3000 and T4000 are too long for the bogie maintenance in the existing workshops. A new workshop at Haren will be built within the next few years allowing the centralisation of the second and third maintenance level within one building and designed for all types of tramways operating in Brussels. The layout of the new workshop will be designed by the “Lean” principle, which means eliminating all steps of the process flow that are not important for the process. TramStore21 | Bogie Maintenance Policy 15

In the meantime, the wheels and rubbers can be changed in the depot of Haren. For the tramways of type T3000 and T4000, this is done every 180,000 km. A revision of the bogie is performed for T3000 and T4000 every 400,000 km and includes the following main tasks: • replacing the primary suspension • replacing the traction engine • replacing the redactor • replacing the hydraulic group • replacing the callipers.

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Start

Place tram

Safety : - switch-off 700 V + place red disc - Switch-off tram + place red disc

Remove faceplates and skirts

Place blocks for lifting tram

Place lifting jacks

Lift tram

Lift to correct height

Disassembling parts + cabling

Place assembly cart for removing the bogie

Remove lemniscate

Swap bogie on assembly cart

Tackle

High-pressure cleaner

Tackle

Place bogie on trolley

Replace bogie with new wheels

Transport to washing plant at H5

Assembling parts + cabling

Wash bogie

Lower tram

Transport to work station H3

Remove lifting jacks

Place on work station

Remove blocks

Mechanical

Old/new bogie Tackle

Mechanical

3x for T3000

Install faceplates and skirts

End

Setting up wheel diameter

New wheel = 580 mm

Setting BCM

Currently performed by the depot of Haren

Figure 7: Process flow of bogie maintenance

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Experiences STIB is prepared to install the bogie maintenance into the depots by 2012.

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External applications In Germany, tram maintenance is regulated by VDV recommendation 170.1 The main duty of a transport company is to ensure safe and proper management. All agreements made have to follow this policy. Maintenance is thus supposed to provide all vehicles in an agreed condition and availability to the lowest possible costs. In order to achieve these goals, a number of different maintenance strategies are provided. Three aspects are important: • detection of the status quo of the vehicle • forecast for the wear-out • optimised maintenance. It is not useful to provide an exact and broad description of the vehicle; on the contrary, it is better to present a targeted selection of status data. A “picture of the vehicle” can be assembled by this selection. This can be later complemented by further inspections and the use of other sources.

Maintenance strategies As different parts of the vehicle have different life spans and are not equally important, each piece or module needs a different maintenance strategy. The three strategies discussed in this VDV recommendation are:2 • corrective (replacement of the module in case of breakdown) • preventive

1

VDV Recommendation 170: VDV Schrift Instandhaltung von Schienenfahrzeugen nach BOStrab,

Köln 10/00 2

VDV Recommendation 170: VDV Schrift Instandhaltung von Schienenfahrzeugen nach BOStrab,

Köln 10/00

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• maintenance by inspection.

Maintenance by inspection This maintenance strategy is chosen if the costs for inspection and the following maintenance are lower than the costs for all other kinds of maintenance. The usage of EDP makes this strategy often economical. Other reasons to favour this strategy are a centrally positioned workshop and standardised vehicles (reduced costs for the analysis and documentation). Preventive maintenance For this strategy, a prognosis about the abrasion of the modules is created that is based on inspection results and manufacturer’s data. This type of maintenance is an exception of the inspection and is mainly used if inspection is too expensive and especially if the prognosis is secured. Corrective maintenance This strategy is chosen if a prognosis about the failure mode cannot be done and other strategies are not considered economical (considering the reliability).

Vulnerability management A weak point is characterised through a significant high number of similar failings. Vulnerability management involves all activities reaching from the analysis of a weakness to the release of actions. The measures taken normally include a change of maintenance procedures or a general improvement of the module. If new vehicles reveal weak points, the operator should try to transfer the repair costs to the manufacturer. This follows the causative principle.

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Figure 8: Selection criteria for maintenance3

3

VDV Recommendation 170: VDV Schrift Instandhaltung von Schienenfahrzeugen nach BOStrab,

Köln 10/00

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Recommendations Bogie maintenance is a very important part of maintenance in a tram depot. Bogies are changed or maintained regularly and the procedure is extensive. The process requests special equipment and methods due to high weight and large size of the elements. There are different ways to reach the bogies. Either the whole tram is lifted to remove the bogies or the work is done under the tram in an underfloor pit. In Blackpool, the vehicles are lifted off their bogies for refurbishment and mounted on rubber-tyred accommodation trucks. That way, the bodies can be transported to connected workshops without rails. If the wheel lathe is not mandatory, Blackpool suggests constructing an underfloor bogie drop. This makes it possible to change bogies without lifting the vehicle. In order to be able to remove the roof equipment and lift the trams, a high roof is obligatory. Bogie turntables allow moving the bogies from one road to another without lifting it with a crane. In Dijon the bogie maintenance is equipped with a pit lathe for wheel re-profiling and a specific workshop. In this workshop components and wheels are exchanged on a removed bogie after lifting the tram on a lift track. The major maintenance operations at 600,000 km are generally sub-contracted in whole or in parts. The bogies used by RET are COREGE bogies. They allow a good accessibility and ease of maintenance. In order to simplify the maintenance, the wheels, traction motors, brake discs and calliper brakes should be removed beforehand. At STIB, bogie maintenance is performed by a special service. This does not take place in the depot but in a different workshop building. Heavy and light maintenance is separated but will be combined in the next 3-5 years in one workshop. This workshop will be larger and better equipped than the existing ones.

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