VPFW 979002 - C - Operation Follow Up Procedure

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AFFAIRE :
CONCERNING : CITADIS ISTANBUL
N° Identification Client N° Identification VPF
Customer identification number VPF identification number
VPFW 979 002

Type de document
Document type
Reliability note
Titre
Title
Reliability and availability operation

monitoring procedure
Langue d’origine :
WP : PBS :
Origin language: English
ébauche pour consultation bon pour application ✘ confidentiel

draft for consultation for application confidential
FONCTION NOM DATE SIGNATURE

FUNCTION NAME DATE SIGNATURE
REDIGE PAR RAMS project M. MORCHIDE.
WRITTEN BY manager CHUETTE
VERIFIE PAR RAM manager J-M. LEFEBVRE
VERIFIED BY
APPROUVE PAR RTP N. GARDASJ. COPIN
APPROVED BY
APPROUVE PAR PM L. DARMONM.
APPROVED BY WURSTEISEN
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Titre N° Identification VPF Révision N° Pages :

Title VPF identification number Revision Nr Pages :
Reliability and availability Operation monitoring procedure VPFW 979 002 AC 1/ 18
© 2007 - ALSTOM Transport SA Ce document et les informations qu'il comprend sont la propriété exclusive d'ALSTOM Transport SA
Toute publication, reproduction, présentation, adaptation, traduction sont interdites sans l'accord écrit d'ALSTOM Transport SA.
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SUIVI DES MODIFICATIONS

MODIFICATION FOLLOW UP
Rév. Page/Chapitre Rédact./Date Désignation succincte de la modification
Rev. Sheet/Chapter Writter/Date Summarized designation of the modification
0 M. MORCHID CREATION
A M.MORCHID Update within Ulasim/Alstom meeting on 30/09/10
B M Wursteisen Update pages 7-8
C M Wursteisen Update following Ulasim comments Jan 2012
CONTENT

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ABBREVIATIONS.............................................................................................................................................................4
1 INTRODUCTION.....................................................................................................................................................5
1.1 PURPOSE..............................................................................................................................................................5
1.2 SCOPE..................................................................................................................................................................5
2 REFERENCES..........................................................................................................................................................6
2.1 CUSTOMER DOCUMENTATION.............................................................................................................................6
2.2 ALSTOM DOCUMENTATION..................................................................................................................................6
2.3 REFERENCE DOCUMENTATION.............................................................................................................................6
3 ORGANIZATION.....................................................................................................................................................7
3.1 OPERATION MONITORING UP COMMISSION..........................................................................................................7
3.2 DATA GATHERING...............................................................................................................................................7
3.3 ANALYSIS OF ALSTOM DATABASE...................................................................................................................8
4 RELIABILITY.........................................................................................................................................................10
4.1 DEFINITIONS......................................................................................................................................................10
4.2 CONTRACTUAL RELIABILITY REQUIREMENT.....................................................................................................11
5 CONTRACTUAL COUNTING OF FAILURES.................................................................................................13
5.1 INTRODUCTION..................................................................................................................................................13
5.2 COUNTING RULES..............................................................................................................................................13
6 AVAILABILITY......................................................................................................................................................15
6.1 DEFINITION........................................................................................................................................................15
6.2 MEASUREMENT.................................................................................................................................................15
6.3 RULES................................................................................................................................................................15
7 SERIAL DEFETCS.................................................................................................................................................16
7.1 CONTRACTUAL DEFINITION...............................................................................................................................16
7.2 METHOD OF CALCULATIONS.............................................................................................................................16
8 MTBF Calculation method........................................................................................................................................17

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ABBREVIATIONS
ATSA ALSTOM Transport SA

C&W Commissioning & Warranty
MTBF Mean Time Between Failures
MTBSF Mean Time Between Service Failures
MKBF Mean Kilometers Between Failures
NNFNFF No Fault Found
OCC Operation Control Center
RAM Reliability, Availability, and Maintainability.
RAMS Reliability, Availability, Maintainability, and Safety.
RS Rolling Stock
SU/MU Single Unit / Multiple Unit
TCMS Train Control and Monitoring System
VPF ALSTOM Valenciennes

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1 INTRODUCTION
1.1 PURPOSE
The purpose of this document is to describe the methodology used for the operation follow up of the
ISTANBUL Tram rolling stock. The C&W and RAM engineer in charge of the reliability
monitoring in agreement with Ulasim will use it.
1.2 SCOPE
This procedure is applicable to the entire Rolling Stock, including all train borne systems. The
limits of the Rolling Stock system are given by its breakdown and interfaces.
This document is applicable for 37 tramways 301 NG
Kilometres predicted: 70 000 km/year/tram
Operation configuration: SU or MU
This procedure, and in particularly, the reliability and availability targets that are defined, is
applicable on ALSTOM Rolling Stock, and not on Ulasim supply

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2 REFERENCES
2.1 CUSTOMER DOCUMENTATION

[A1]: CBC-Istanbul-rev.H- 29 July 2007
[A2] : CONTRACT FOR PROCUREMENT OF 30 EA. LOW FLOOR TRAMWAY VEHICLES
AND 1 EA. VEHICLE TRAINING SIMULATOR FOR ISTANBUL KABATAS-
ZEYTINBURNU- BAGCILAR LINE
2.2 ALSTOM DOCUMENTATION

[B1]: Functional Breakdown Structure VPFW 972 002
[B2]: RAM plan management VPFW 972 001
[B-3]: Reliability Preliminary analysis VPFW 979 001
2.3 REFERENCE DOCUMENTATION

[C1]: Standard EN 50126
[C2]: NF F01 305

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3 ORGANIZATION
3.1 OPERATION MONITORING UP COMMISSION

A commission to analyse the reliability and availability performances will be set up with Ulasim
and ALSTOM staff after the delivery of the last trampreliminary acceptance of all trams (37th
tramway). This commission will be maintained
The first reliability meeting will take place each 3 months after the preliminary acceptance of all
trams. If the reliability targets are not demonstrated, the reliability meeting will be maintained each
month, until the targets are achieved.
The first availability meeting will take place 12 months after start of the revenue service. If the
availability target is not demonstrated, the availability meeting will be maintained each month, until
the target is achieved
The purpose of this commission is:
- To validate the contradictory checking of all failure descriptions happened during

operation, and to identify failures that are imputable to rolling stock
- To calculate the contractual reliability and availability parameters: MTBF and ,
MTBSF and availability
- To analyse serial defects
3.2 DATA GATHERING

The event descriptions are transmitted from the driver to the OCC, and then Ulasim registers them.
This record: The Event Information Form will has been be defined in agreement between Ulasim
and ALSTOM (IFR form). This notice has to containcontains at least those information:
- N° reference of the OCC that registers the event
- Date and hour of the event
- Identification of the tram, cab in service, and the concerned element: M1, NP, M2
- N° of mission/service
- Place where the failure was raised
- Information concerning the failure (what has been noticed and/or what has been read
on the DDU)
- Type of operation disturbance in accordance with the preliminary reliability analysis
[B5B3]
- Kilometers
- Hours in counters
In multiple unit configuration, those information must be for each tram (each single unit).

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The events are recorded by Ulasim in the workshop (depot). For each event, when the
responsibility of the rolling stock constructor is proven, this notice has to be sent to the C&W of
ALSTOM for intervention. The record of the event has to be accompanied with the defects
memorised in the concerned equipments: it has to be communicated to the C&W within 18
hours after the observation of the anomaly. In case of overrunning of 48 hours, the event won’t
be taken into account, and won’t be part of MTBF or MTBSF calculations.
C&W will immediately enter the results of corrective maintenance interventions in ALSTOM
database.
A monthly report of reliability parameters MTBF and MTBSF will be set up by ALSTOM and
communicated to ULASIM during warranty period.
3.3 ANALYSIS OF ALSTOM DATABASE

The data will be analysed by Alstom and Ulasim periodically in order to:
Set up an harmonization of the data by filtering and attribution of the events using the knowledge of
interventions’ causes and results
A daily meeting between ALSTOM C&W and Ulasim representative, to make decisions about the
litigations identified: responsibility of events that are not agreed between ALSTOM and Ulasim.
The event in litigation mode will not be counted in contractual reliability calculations
To make fast decisions about the interventions, and to be as efficient as possible in anomaly
treatments.
ALSTOM database is analysed by the reliability department of VPF.

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Driver
PCC
Record of the events Ulasim events
RS Responsability
Not RS responsibility Depot
filtering
C&W
Daily meetings
Intervention
between C&W
ALSTOM
Data entry by
C&W
Intervention notice to
Ulasim database Data base Record of
interventions and
events
ALSTOM Analysis of data by VPF

Reliability entity
and Ulasim
Database
treatment and
calculation of
reliability
parameters by
VPF
Reliability follow
up entity
Diagram of gathering, analysis and treatment of feedback data

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4 RELIABILITY
4.1 DEFINITIONS
Reliability
The probability that an item can perform a required function under given conditions for a given time
interval
Failure
The inability of a system or component to fulfil its operational requirements. Failures may be
systematic or due to physical change.
MTBF
 The MTBF (Mean Time Between Failure) is the mean time in hours traveled by a vehicle in
good working order between two fault events.
 The MTBF is calculated according to the following formula:
Where: T1 is the total time of the trains operating,

N1 is the number of failures of the trains occurred in time T1.
MTBSF
 The MTBSF (Mean Time Between Service Failure) is the mean time in hours traveled by a
vehicle in good working order between two fault events that impact the service.
 The MTBF is calculated according to the following formula:
Where: T1 is the total time of the trains operating,

N1 is the number of failures of the trains occurred in time T1.
MKBF
 The MKBF (Mean Kilometer Between Failure) is the mean distance in kilometers traveled
by a vehicle in good working order between two fault events.
 The MKBF is calculated according to the following formula:
MKBF = Distance traveled by fleet in service

Total number of fleet faults
Failure rate (k)
This is defined by the following formula:
k = 1/MKBF

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Tramway in service
A tramway that fulfils or ready to fulfil its operation planning. It can be an operation with
passengers or waiting to start at end of line (terminus).
Tramway is in service if the driver enters the mission number.A tramway is in service as from the
moment when the ignition key is placed to start the car for operation until the car is taken out of
service (ignition key is removed)
Wake up of a tramway
The tramway is waked up if all equipments are under voltage and have been tested. The tram is
activated by the driver and is waiting for the service mission.
4.2 CONTRACTUAL RELIABILITY REQUIREMENT
4.2.1 Definition of the contractual reliability parameters

The contractual parameters that will be calculated are: MTBF and MTBSF for a single unit
All failures under Classes A, B, C, D and E shall be applicable for the MTBF calculations, and only
Type A, B and C failures shall be taken into account in MTBSF calculations.
A: failures leading to rescue (towing/pushing)in which the car cannot move and the car has to be
towed as spare
B: failures leading to Return to Depot after evacuation of passengersthat require evacuation of
passengers, but that the car can go to the depot with its own power
C: failures leading to end of linethat do not require evacuation of passengers , but specific failures
that are found as obstacles for service by Istanbul Administration
D: failures leading to end of day and doesn’t impact the servicein which the car can continue
service until the end of the day
E: failures that can be treated at next maintenanceare repairable until the next maintenance
4.2.2. Reliability targets

Reliability targets are as per [B4B2]
4.2.3 Hypothesis taken into account for reliability calculations

 The MTBF and MTBSF targets are for the whole fleet of 37 tramways.
 The MTBF and MTBSF will be calculated each month for the whole fleet, taken to account
the information of: failures of the fleet and operation hours of the fleet of the three sliding
months.
 The operation hours calculated is the sum of the operation hours of 37 tramways, single
units hours will be taken into account.

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 The calculations are based on 70 000 km/year/unit and 17km/h as average speed.
 If those hypotheses below are not respected, the MTBF and MTBSF will be re evaluated.
 The date of deliverypreliminary acceptance of the last tramway is the date of beginning of
the contractual reliability monitoring
 For reliability calculations, each tramway has to exceed its first 10 000 Km: period of burn-
in. failure for tram not exceeding 10 000km, as burn in criteria , will not be taken into
account.

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5 CONTRACTUAL COUNTING OF FAILURES
5.1 INTRODUCTION
The reliability measures are based on organic and functional failures.
The failures related to Ulasim equipment are not part of the measures; in particular the track point
antenna and radio track system are not part of ALSTOM supply.
5.2 COUNTING RULES

5.2.1 Case of the period before a corrective maintenance operation
During the period before a corrective maintenance operation, a same failure in the same tram at the
same equipment will be calculated one time even if we have several events according to that failure.
5.2.2. Case of resulting failures
The event should have one organic cause. The failures caused by other equipment or other tram will
not be taken to account.
5.2.3. Case of modification
Three dates will be taken in account
A: date of first failure
B: date of decision of retrofit (modification)
B’: date of validation of solution, modification
C: date of application of modification on one tram
Counting No counting Back to counting of trams modified
A B B’ C
A failure will not be taken to account at the beginning of application of ALSTOM modification
5.2.4. Case of repeating NFF

- Determination of a repeating NFF:
An event, that appears at the same equipment or function (if the equipment is not identified) at the
same tram, and has the same symptom, will be considered as a repeating event if it appears 1 weeks
after the first event.
- Counting of NFF:
o A NFF failure is counted if it is a repeating NFF and is ALSTOM responsibility.

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o After 1 week, a repeating NFF is counted as a new NFF.

o A NFF failure that requires the defects memorised and recorded, will not be counted
if the records were not send at the right time
o A NFF failure, which memorised defects show that the failure is not ALSTOM
responsibility, will not be part of calculations
o A NFF failure according to an event that is not well described and not repeated
during line tests or maintenance will not be part of calculations
o Only NFF failures that have a well described event, memorised defects and has an
impact on service will be part of calculations
5.2.5. Case of failures caused by a non respect of maintenance plan
The usury of equipments has to be detected at preventive maintenance or during daily tests.
Failures caused by usury will not be part of calculations because they are considered as non-respect
of maintenance plan.
5.2.6. Case of bad adjustment
Failures caused by bad adjustments will not be part of calculations except if equipments have
systematic bad adjustments.
5.2.7. Case of storage
Failures caused by bad storage of equipments will not be part of calculations.
5.2.8. Case of maintenance or operation errors
Failures caused by an error of maintenance worker (during corrective or preventive maintenance) or
driver will not be part of calculations.
5.2.9. Case of failures out of operation
The operation zone: T1 and T2 zones. Failures observed out of this zone will not be part of
calculations.
Out of T1 and T2, failures occurring in section of LRT line between Zeytinburnu and Esenler are
counted in the MTBF and not in the MTBSF.
5.2.10. Case of exclusions
The management of these failures are not part of the reliability monitoring
 Vandalism failures
 Non-respect of maintenance process
 Failures caused by traffic accidents that are not caused by a vehicle’s failure.
 Conditions of the train operation that are not specified in the contract
 Ulasim equipments
 Particular climatic conditions

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6 AVAILABILITY
6.1 DEFINITION
- Availability is the ratio of the realized number of travels to the planned number of travels.
Precision: Considering a train not available due to curative maintenance is not counted (i.e. a train
in preventive maintenance is considered as being available for service).
- The fleet of 37 cars shall be operated in the arrangements of 2 sets according to [A1]
- The availability of the remaining sets shall be minimum 99% during peak hours.
- The peak hours are during 07.30 – 10.00 a.m. and 05.00 – 08.30 p.m.
6.2 MEASUREMENT
- Measurements will start 12 months after revenue service start: at T0 + 12
- Each day: from Monday to Sunday, we consider the peak hours: 07.30 – 10.00 a.m. and 05.00 –
08.30 p.m.
- We consider 17 sets: multiple unit configuration because we have 37 tramways and three vehicles
as spares in depot. 17 = (36-2)/2
- Availability per day: (travels realised between 07.30 – 10.00 a.m + travels realised between 05.00
– 08.30 p.m). / (travels planned between 07.30 – 10.00 a.m + travels planned between 05.00 – 08.30
p.m )
- Average aAvailability will be calculated monthly., until the target is demonstrated
6.3 RULES
6.3.1. Case of Ulasim equipments
If a set is not available due to Ulasim equipments; this set will not be part of availability
calculations.
6.3.2. Case of preventive maintenance
The preventive maintenance operations shall not be planned at peak hours defined according to
[A1].
6.3.5. Case of exclusions
Sets not available for those reasons will not be part of availability calculations:
- Accidents
- Vandalism
- Ulasim immobilization of sets
- Strike
- Conditions of sets operation that are not specified in the contract
- Particular climatic conditions

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7 SERIAL DEFETCS
7.1 CONTRACTUAL DEFINITION

If the same fault occurs on the same parts and components (these parts are indicated below) that
have the same function at minimum 15% (related to all tramway vehicles) within 5 years following
the preliminary acceptance, this fault shall be regarded as a Serial Defect. In case of serial defect,
the Contractor shall inspect all the related parts and provide a technical solution for remedial of the
defect with all costs on account of him. This solution provided by the contractor shall be put into
application after being approved by the contracting entity and the serial defect shall be remedied
free of charge.
Parts and components to be regarded within the scope of serial defect are as follows;
- Car body, main structure and connections (rivets, bolts and welds)
- Bottom flooring
- Bogies and all under frame equipment
- Axles, axle bearings, wheels
- Traction motors and gearboxes
- Brake calipers.
7.2 METHOD OF CALCULATIONS

- Calculations of the serial defects will be done each 12 months beginning at the date of delivery of
the last car
- The serial defects will be calculated on the components defined above § 7.1 within the 37 trams
- The ratio of serial defects shall not exceed 15%: counting will be for defects of same nature on
same equipment, counting the [number of same equipments presenting defect of the same nature /
number of same equipments on the fleet],defects of same nature on same equipment / number of
same equipments on the fleet
- Only components defined above § 7.1 will be analysed.

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8 MTBF CALCULATION METHOD
The reliability parameters are calculated based on N FF 01305.

Extract from NFF 01305:
<MTBF> = T / c
avec,
T : Number of operating hours of the fleet,
c : Number of failures obesreved during this period.
With a probability fixed p=1- 
This probability p is generally fixed at 60%, that means a risk to have the MTBF lower than the one given by
the upper bound <sup> of the interval is equal to :
= 20%.
The estimator repects an exponential law, the low and upper bounds of the MTBSF are estimated by the
formula following :
Upper bound : = = MTBFsup
Lower bound : = = MTBFinf
is the distribution law of the khi – deux.
The failure rates are defined as following :
< h >= ; ;
A reliability target will be stated as not respected if it’s not bordered by the confidence interval, that means:
 h inf = >  h objectif

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The practical identification of the is determined as following :
Zp 3
, avec : Zp=0,84162
The reliability indicator calculation will be done each month on three sliding months.


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VPFW 979 002

Reliability and availability operation

ébauche pour consultation bon pour application ✘ confidentiel

FONCTION NOM DATE SIGNATURE

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SUIVI DES MODIFICATIONS

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ATSA ALSTOM Transport SA

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2.1 CUSTOMER DOCUMENTATION

2.2 ALSTOM DOCUMENTATION

2.3 REFERENCE DOCUMENTATION

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3.1 OPERATION MONITORING UP COMMISSION

- To validate the contradictory checking of all failure descriptions happened during

3.2 DATA GATHERING

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3.3 ANALYSIS OF ALSTOM DATABASE

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Record of the events Ulasim events

ALSTOM Analysis of data by VPF

Diagram of gathering, analysis and treatment of feedback data

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Where: T1 is the total time of the trains operating,

Where: T1 is the total time of the trains operating,

MKBF = Distance traveled by fleet in service

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4.2 CONTRACTUAL RELIABILITY REQUIREMENT

4.2.1 Definition of the contractual reliability parameters

4.2.2. Reliability targets

4.2.3 Hypothesis taken into account for reliability calculations

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5 CONTRACTUAL COUNTING OF FAILURES

5.2 COUNTING RULES

Counting No counting Back to counting of trams modified

5.2.4. Case of repeating NFF

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o After 1 week, a repeating NFF is counted as a new NFF.

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7.1 CONTRACTUAL DEFINITION

7.2 METHOD OF CALCULATIONS