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

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


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.



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.



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.



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.



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.



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.



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.



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.



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.



Integrated Tests



Integrated Tests


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


Integrated Tests


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


Integrated Tests


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


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.



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.



New Jersey Transit’s Light Rail Systems


Newark Light Rail

RiverLINE


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

Questions?

Patrick Haramija

Senior Management Trainee, Rail Operations

21st Century Rail Corporation

[email protected]


mailto:[email protected]
