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The Role of System Integration in Maintaining a Transit System in a State of Good Repair Philip Maccioli (President & CEO - 21 st Century Rail Corp.) Alfred Fazio (Railway Age) Patrick Harrison (Senior Chief Engineer - AECOM) & N. Shashidhara (Director, Quality Assurance - Light Rail, New Jersey Transit) Presented By Patrick Haramija (Senior Management Trainee, Rail Ops. - 21 st Century Rail Corp.) American Public Transportation Association June 2019 Toronto, Canada

The Role of System Integration in Maintaining a Transit ...€¦ · -----System Safety Manager System Integration Manager. New Jersey Transit. Integrated Tests. 2019 APTA Rail Conference,

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  • The Role of System Integration inMaintaining a Transit System in a State of Good Repair

    Philip Maccioli(President & CEO - 21st Century Rail Corp.)

    Alfred Fazio(Railway Age)

    Patrick Harrison(Senior Chief Engineer - AECOM)

    &

    N. Shashidhara (Director, Quality Assurance - Light Rail, New Jersey Transit)

    Presented ByPatrick Haramija

    (Senior Management Trainee, Rail Ops. - 21st Century Rail Corp.)

    American Public Transportation Association

    June 2019

    Toronto, Canada

    http://www.njtransit.com/index.jsp

  • The Nexus Between State of Good Repair and System Integration

    This presentation covers:

    What is State of Good Repair?

    What is System Integration?

    How are they related?

    2019 APTA Rail Conference, Toronto, Canada 2

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  • State of Good Repair

    • An asset in a State of Good Repair (SOGR) is able to operate at a full level of performance.

    • A capital asset is in a State of Good Repair if it meets the following objective standards:

    • It is able to perform its designed function.

    • It does not pose an identified unacceptable safety risk.

    • The life-cycle investment needs of the asset have been met or recovered, including all scheduled maintenance, rehabilitation, and replacements.

    2019 APTA Rail Conference, Toronto, Canada 3

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  • State of Good Repair

    • When transit assets are not in a State of Good Repair, some of the consequences include increased safety risks, decreased system reliability, quality, and availability, and higher maintenance costs.

    2019 APTA Rail Conference, Toronto, Canada 4

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  • Transit Asset Management (TAM)

    • TAM is the strategic and systematic practice of procuring, operating, inspecting, maintaining, rehabilitating, and replacing transit capital assets. This is done in order to manage their performance, risks, and costs over their life cycles. In turn, it provides safe, cost effective, and reliable public transportation.

    • TAM policy is the transit provider’s documented commitment to achieving and maintaining a State of Good Repair for all of its capital assets. The TAM policy defines the transit provider’s TAM objectives and defines and assigns roles and responsibilities for meeting those objectives.

    2019 APTA Rail Conference, Toronto, Canada 5

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  • Transit Asset Management (TAM)

    • Improving Transit Asset Management (TAM) is now a national policy.

    • The FTA found that 40% of bus assets and 25% of rail transit assets were in marginal or poor condition.

    • Capital asset means a unit of rolling stock, a facility, a unit of equipment, or an element of infrastructure used for providing public transportation.

    • There is an estimated backlog of $50-$80 billion in deferred maintenance and replacement needs.

    2019 APTA Rail Conference, Toronto, Canada 6

    http://www.njtransit.com/index.jsp

  • System Integration (SI)

    • System Integration (SI) can be described as a process, which assures that the performance of all the elements comprising a railroad product are compatible and function as an entity to support the purpose and goals of that system.

    • Elements considered by SI include engineered systems, sub-systems, assemblies, components, operational rules and procedures, and human interfaces.

    • SI is a continuing process through all phases (design, construction, installation, start-up, activation, and operations and maintenance).

    • SI leads to a seamless integrated testing and start-up and commissioning.

    2019 APTA Rail Conference, Toronto, Canada 7

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  • Configuration

    • Configuration is the physical, functional, and operational characteristics of the structures, systems, components, or parts of the existing system.

    • Configuration Management is the process that controls the activities and interfaces among design, construction, procurement, training, safety certification, and operations and maintenance to ensure that the configuration of the facility is established, approved, and maintained.

    2019 APTA Rail Conference, Toronto, Canada 8

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  • Configuration

    • Configuration Control is the process of managing proposed changes to the configuration items, supporting documentation, and project cost and schedule baselines. Configuration Control ensures that proposed changes are accurately described, systematically reviewed and evaluated for impact, properly implemented upon approval, documented, and completed.

    2019 APTA Rail Conference, Toronto, Canada 9

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  • Configuration

    • Why is this necessary?

    • Configuration establishes:

    • A baseline engineering configuration and baseline operation (Safety Certification, AS-Built Drawings, and Procedures).

    • A method to identify, evaluate, implement, and document changes to baseline.

    • Assures a high level of system safety and security for operations.

    2019 APTA Rail Conference, Toronto, Canada 10

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  • Integrated Tests

    • Integrated Tests are performed in order to demonstrate that the systems, subsystems, or assemblies on either side of an interface function as designed.

    • Verification of design is accompanied by demonstration of the characteristics defined in the Interface Control Documents (ICDs), which are a product of the Systems Integration process.

    2019 APTA Rail Conference, Toronto, Canada 11

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  • Integrated Tests

    2019 APTA Rail Conference, Toronto, Canada 12

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  • Integrated Tests

    2019 APTA Rail Conference, Toronto, Canada 13

    INTEGRATED TEST LIST

    INTEGRATED TEST DESCRIPTION ICD

    1. Rolling Stock

    Shuttle Wagon

    a. Shuttle Wagon/LRV Interface

    Couple Shuttle Wagon to LRV and tow 19

    b. Shuttle Wagon Rail –to-wheel interface

    Operate Shuttle Wagon over applicable sections of configuration (as determined by Shuttle Wagon design minimum radius curve)

    16

    c. Shuttle Wagon Vibration Measure to ensure that ground vibration is less than allowable limits (Table 3-4 MODC)

    20

    d. Shuttle Wagon Noise Measure external noise generated by Shuttle Wagon less than or equal to 75dba @15m from CL of track and 1.5m above TOR

    21

    e. MOW Equipment /Line side Equipment Clearances

    Verify clearances of Shuttle wagon with retaining walls, CIHs, fences, catenary poles, wayside cases, switch machines, signal posts, signage, road divider

    165. 30

    LRV

    LRV Rail –to-wheel interface

    Operate LRV over applicable sections of configuration (as determined by LRV design minimum radius curve)

    6, 56, 204

    LRV Fouling Point at tail track

    Perform measurement to ensure that track geometry and LRV dynamic envelope are coordinated

    8

    LRV Vibration Measure to ensure that ground vibration is less than allowable limits (MODC Sec. 12.13, Table 3-4 MODC)

    4

    LRV Noise Measure external noise generated by LRV less than or equal to 75dba @15m from CL of track and 1.5m above TOR

    5

    Passenger Comfort Test Comfort speed without exceeding 0.1g lateral acceleration at posted line speed

    7

    Ride Quality Ensure whole body vibration and lateral acceleration meet ISO 2631 rev. E requirements

    2

    2. Electrification

    Height and Stagger Gauge Inspection

    Verify contact wire height and offset relative to TOR using height and stagger gauge

    31, 151,

    Continuity and Loop Resistance Test

    Hi Pot and verify proper termination 24

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  • Integrated Tests

    2019 APTA Rail Conference, Toronto, Canada 14

    SYSTEMS INTEGRATION PROGRAM

    INTERFACE CONTROL DOCUMENT

    SYSTEM: 1.0.0 ROLLING STOCK

    INTERFACING SYSTEM:11.0.0 Right of Way

    MOS-2 (N-15 & N-25)

    ICD NUMBER: 151.30

    INTERFACE: ROLLING STOCK

    SUBSYSTEM:1.1.0 LRV

    ASSEMBLY:1.1.8 Car Frame/ Structure

    INTERFACING SUBSYSTEM:11.3.0 Structures

    Interfacing Assembly:11.3.1 Overhead11.3.3 Retaining Walls

    DESCRIPTION OF THE INTERFACE:(i) Interface betweenthe Light Rail Vehicle and

    the structures and facilities along the right-of-way: (ii) Clearances at line side structures –

    retaining walls, CIHs, Fences, Catenary Poles, Wayside Cases, Switch Machines, Signal

    Posts, Signage and Road Divider.

    ACCEPTANCE CRITERIA:Design Criteria: Chapter 4.2.4 Figure 4.9 – Light Rail Clearance Diagram Paragraph 4.2.4.3 : LRV Dynamic and Clearance Envelope

    Retaining walls (cuts) – 9’0” ( 6’7” min)Hand rails on retaining walls in fills – 9’0” (6’0” min)Through girder bridges– 9’0”Emergency evacuation paths – 36” (min) – passengers; 30”(min) – maintenance-of-way employees

    VERIFICATION BY DESIGN AND FIELD INSPECTIONS:

    • Verified that the Design is in conformance with the Design Criteria, Specifications, Standards and/or their waivers noted above.

    • References to related Drawings and/or Calculations and specific locations to be checked in the field are noted on the attached Verification Sheets

    Supervising Discipline Engineer (LRV): Date: Signature:

    Supervising Discipline Engineer (Civil): Date: Signature:

    Verification:Method Inspection Test Test No. Schedule: Construction Start-up Maintainability Reliability

    DISTRIBUTION:

    Project Engineering Manager Construction ManagerQuality Assurance Manager Startup Manager

    -------------System Safety Manager System Integration Manager

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  • Integrated Tests

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    Table of Interfaces

    PRIMARY SECONDARY

    INTERFACE

    INTERFACE

    No. Name Description Engineering Parameter ICD Description

    1.1 Pantograph OCS Must be within acceptable

    range of pantograph action; avoid

    lock-down, over-extension or mis-

    alignment

    Trolley gauge and height

    • Travel of catenary Weights, pantograph pressure

    Track Alignment including @

    turnouts. Track super-elevation and

    cross level

    1.3 Automatic

    Doors

    Station Platforms must not

    obstruct door operation

    Clearance dimension Track position with respect to platform

    1.4 Brakes Service and emergency braking

    must conform to block design for

    train separation ( Operator

    applied)

    Service and emergency brakes to

    control diverging speed (Operator

    applied)

    Rail, wheel adhesion rates

    Turnouts and operator practice,

    wayside signage

    1.4 Brakes Action by ATP. Emergency

    operation must conform to

    emergency braking model

    described in ICD

    Must achieve emergency brake,

    application and brake rate assurance of

    4.0 mphps

    1.1.4A Removal of Traction power

    Rail for adhesion

    OCS if traction power supply lost

    dynamic brake is ineffective

    1.5 Propulsion Rate of acceleration to avoid wheel

    slip. Do not exceed allowable jerk

    rate

    -mphs

    -57 mph max

    -mphps/sec

    Traction power supply and return.

    Line voltage at nominal 750V.

    1.8 Car Frame

    & Structure

    Vehicle achieves ride quality.

    Achieve Dynamic and Static

    Clearance

    ISO Standard No.2631

    List of dimensions and drawing for

    clearances, and end excess and center

    excess

    Track is to meet class 4 geometry 1.1.6

    Tracks and suspension

    Track location per design

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  • Tying it All Together

    • Transit Asset Management ensures that systems are kept in a State of Good Repair.

    • System Integration ensures that as assets are maintained in a State of Good Repair, the performance of all the elements continue to be compatible and function as an entity to support the purpose and goals of that system.

    • Integrated Tests are used to verify that System Integration was properly implemented.

    • Configuration Management is used as a tool to facilitate these processes.

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  • Hudson-Bergen Light Rail’s Experience withState of Good Repair

    • The Hudson-Bergen Light Rail system has an Aggressive Maintenance Program and Capital Asset Replacement Program (CARP).

    • The CARP Program:

    • Provides funding to keep the assets in a State of Good Repair.

    • Addresses equipment obsolescence.

    • Reduces major repairs, upgrades, and overhauls.

    • Reduces downtime and provides a better experience for passengers.

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  • New Jersey Transit’s Light Rail Systems

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    Newark Light Rail

    RiverLINE

    http://www.njtransit.com/index.jsp

  • Hudson-Bergen Light Rail’s Experience withState of Good Repair

    Questions?

    Patrick Haramija

    Senior Management Trainee, Rail Operations

    21st Century Rail Corporation

    [email protected]

    2019 APTA Rail Conference, Toronto, Canada 19

    mailto:[email protected]://www.njtransit.com/index.jsp