vous souhaite la bienvenue

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WELCOME
Franz Messerli
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Purpose of the presentation
Homologation of track machines for delivery to
customers experience of manufacturer, Mr.
Franz Messerli, Assistant to the Managing
Director, MATISA
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Purpose

• Purpose of this presentation
• Explain the evolution of the homologation process
  over the last 15 years
• Show some recently made experiences

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Content

• Track maintenance machines
• Homologation process in the nineties
• Today's homologation process
• Experiences made with todays homologation
  process
• Outlook
• Summary
• Questions

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• Track maintenance machines

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Track maintenance machines

• On-track machines look more and more similar to
  freight wagons, passenger coaches or locomotives ?

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Track maintenance machines

• They are built as standard railway vehicles that
  can be incorporated in a train formation or for
  example tamping machines can transit on the track
  under their own power.

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Track maintenance machines

• But other than conventional rolling stock who
  transport passengers or carry freight the main
  purpose of track maintenance machines is to
  maintain and renew the tracks.
• They are manufactured in small numbers, tailored
  to customers and market requirements thus almost
  never at 100 identical to another machine.

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Homologation process in the nineties

• Homologation process in the nineties

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Homologation process in the nineties

• B 66 U for DB in 1993
• BZA 82 in Munich
• One handwritten page A4 of requirements

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Today's approval process

• Today's approval process

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Todays approval process

• Basic requirements are covered by the European
  Standard EN14033-1/-2/-3 Rail bound
  construction and maintenance machines

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Todays approval process

• The following documents, calculations and proof
  must be delivered to the Railway Authorities

• Machine and bogie frame strength
• Proof of strength of mounted parts
• Resistance to longitudinal compressive load
• Powered and idle wheel set calculations
• Demonstration of safety against derailment
• Demonstration of running safety
• Demonstration of brake performances
• Demonstration of electrical contact resistances
• Demonstration of equipment to be monitored
  (pressurised tanks such as brake air reservoir,
  fuel tanks, diesel, hydraulic, pressure valves)
• Etc.

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Some experiences made by MATISA

• Some experiences made by MATISA with todays
  homologation process

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• Some experiences made by MATISA

• Over the last 15 years the MATISA internal amount
  of effort and cost for a European machine
  approval has been multiplied by big factors. For
  MATISA Switzerland the numbers are as follow
• 1993 0.5 person for homologation
  2010 10 people in testing and approval
  department
• 5 people in calculation department
• Design engineers spend 20 of their time
  for the elaboration of approval related
  documents.
• Not counted management efforts used to overcome
  almost daily new problems and requirement.

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Some experiences made by MATISA

• Cost comparison
• B 66 UC Salcef, 2005, under old approval
  process
• B 66 UC Fourchard, 2009, under todays
  approval process, 12 times more in external cost

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Some experiences made by MATISA

• Difficulties to keep up with the huge number of
  EU Standards

• Largely dependant on the person which signs off
  approval
• Interpretation of standard
• Know-how
• Experiences
• Background

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Some experiences made by MATISA

• Request of independent reviews by external
  certified testing bodies for
• Brake testing

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Some experiences made by MATISA

• Safety against derailment

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Some experiences made by MATISA

• Running safety (UIC 518)

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Some experiences made by MATISA

• Testing proof of safety against derailment for a
  3 point suspension system, external cost of more
  than 30K

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Some experiences made by MATISA

• Machine and bogie frame calculations

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Some experiences made by MATISA

• Wheel sets calculations

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Some experiences made by MATISA

• Little difference made between on-track machines
  and Locomotives/Rolling stock
• Tamping machine, re-testing of brake performance
  in the country of destination nearly
  impossible
• WTM SC carrying wagons
• 10 WTM approved for Germany
• 39 WTM delivered into 3 different countries,
  including Germany
• No known safety issue over last 10 years of
  operation
• To approve latest 3 for Germany it becomes
  necessary to go through whole new process again.

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Some experiences made by MATISA

• Approval bodies do not care about cost, efforts
  and delivery delays due to the complexity of
  the homologation.

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Outlook

• Outlook

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Outlook

• Future homologation will be covered by TSIs
  which are EU law
• Notified bodies (NoBos) will carry out approval
  against standards and elaborate technical file
  for submission to the national authorities
• The national authorities of a 3rd country should
  accept verification against a standard that had
  been carried out by the NoBo of another country

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Outlook

• The TSI Noise has already to be applied for the
  approval in certain countries. The conditions
  have been made easier.
• Some of the conditions today are
• No rain
• No snow
• Little wind
• Approved track (shape of the countryside, track
  material, rail roughness
• 1000 km travelled

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Summary

• Summary

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Summary

• Efforts and cost for approval have dramatically
  risen over the last years.
• It seems very likely that the introduction of the
  TSI will further increase efforts, expenses and
  delivery times.
• On-track machines should not be put into the same
  category as locomotives or freight wagons.
• On-track machines are often manufactured in small
  numbers tailored to customer needs

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Summary

• On-track machines travel much less over then
  network than other rolling stock
• The resistance of the national approval bodies
  and external independent experts will in our view
  still prevent the application of the
  Interoperability principle with the explanation
  that national specifications and procedures
  still apply.

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Questions

• Questions

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Tank you very much for your attention
Franz Messerli