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202 Implementation of digital collaboration of wheel-rail on the track sectio Uppsala-Sundsvall-Umeå

Published: 29 May 2017
The background to this project is mainly experience from ePilot119 where a sub project developed a solution for condition based wheel maintenance, based on Trafikverkets's detector data from, the wheel profile and the wheel impact detector in Sunderbyn and the operator's maintenance data. Experience from, among other things, the ePilot119 showed that in addition to the technology itself, it is also necessary to manage business relations between stakeholders and also existing regulations in order to succeed in implementing the solutions. Thus, the sub project "Implementation of digital collaboration of wheel-rail on the track section Uppsala-Sundsvall-Umeå" started within ePilot2.0. The route was selected based on reports from the TTT initiative (Together for Trains in Time) which has identified the East Coastline as a priority route (together with the Western and Southern Main Line). The goal of the sub project was to implement the developed wheel -rail solution from ePilot 119 on the designated route. Implementation covers the three parts: 1) decision support and technical solution, 2) business models and forms of contract and 3) proposals for regulatory changes.  
The overall research strategy was a case study on the specified route, involving active stakeholders to the railway system. The critical technical interface focused on, was between wheel and rails, while the interfaces between the catenary and the pantograph and signalling systems on vehicles and infrastructure were not taken into account. The reason for this demarcation was to build on the solution developed within ePilot119. Quantitative data were collected through Trafikverket´s detectors and participating operators' maintenance and vehicle data systems. Qualitative data were collected through, among other things, document studies, observations, interviews and workshops. Linked to business models and agreements, benchmarking was also carried out between Trafikverket and SL regarding maintenance procurement. In parallel, literature studies were also carried out to obtain additional information. Quantitative data were co-analysed using, among other things, Kalman filters to predict the need for future wheel maintenance from the operator's perspective. Qualitative data were analysed based on theories related to business models and innovation with a focus on the relationship between Trafikverket and the contractor. In regards to regulations, collected qualitative data were analysed based on the structure of existing infrastructure maintenance regulations divided into the stakeholders involved and whether it supported or hindered implementation.  
The sub project results can be divided into three parts:  
• Tested and validated technical solution implemented as a cloud service for predicting and presentation of the condition on wheels adapted to the two participating operators.  
• A description of the business relationship between Trafikverket and the contractor, but also to the owner of sensor data, to create incentives for preventive maintenance. A restraining of some aspects of access to sensor data and suggestions for a checklist to support maintenance procurement.  
• Proposal for regulatory changes regarding maintenance of track, with a focus on regulations within the responsibility of Trafikverket.  
The implementation on the Uppsala-Sundsvall-Umeå route showed a number of experiences that are worth mentioning. The number and type of detectors are crucial for the ability to implement good decision support for vehicle maintenance. On track section 119 (Boden-Luleå) there is a relatively large number of detectors, while the East Coastline has few detectors and mainly hot-box detectors. If the detectors are to be used for more preventive maintenance purposes and not only prevent safety risks or damage to the infrastructure, the number, type and location of detectors should be reviewed. As regards to on-board measurement of the infrastructure, it is necessary to take into account the type of vehicle operating on the route, as they have different opportunities to record infrastructure-related characteristics. If the infrastructure maintenance framework is adapted to the possibility of allowing measurement equipment carried by scheduled vehicles, alternative solutions should be available in cases where some vehicles lack built-in necessary sensor technology.   
As far as business models and contracts are concerned, the entire chain from sensor to decision should be handled. This means that Trafikverket´s transport agreement with the operators and basic contracts with contractors should be adapted to the opportunities offered by new sensor technology. Additional actors are also likely to be added, such as the European Union, to analysis and cloud services, which must also be regulated by contracts. Since the agreements are based on existing regulations, the working methods of regulatory management must also be adapted to take account of innovative technologies effectively, while requiring, for example, the use of regulatory authorities. The design and content of the agreements are also essential in the implementation of collaborative projects where the participation and contributions of all constituent are necessary to achieve common objectives. In order to obtain a broader implementation, similar sub projects on the sections East Coast Line (Västra stambanan) and South Coastline (Södra stambanan) are proposed, in accordance with TTT.
In addition, working methods and tools that support dynamic regulatory management need to be implemented in order to take advantage of the opportunities offered by increased digitalisation. Such a way of working must also be able to deal with safety and information security requirements.

Stakeholders: Luleå tekniska universitet, Trafikverket, SJ, Infranord, eMaintenance365, XLNT, Norrtåg

Project leader: Stefan Kratz, Trafikverket.