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Stenström, ChristerORCID iD iconorcid.org/0000-0002-0188-4624
Publications (10 of 59) Show all publications
Stenström, C. & Söderholm, P. (2019). Applying Eurostat’s ESS handbook for quality reports on railway maintenance data. In: Proceedings of the International Heavy Haul Association STS Conference (IHHA 2019): . Paper presented at International Heavy Haul STS Conference 2019, 10th – 14th June, Narvik, Norway (pp. 473-480).
Open this publication in new window or tab >>Applying Eurostat’s ESS handbook for quality reports on railway maintenance data
2019 (English)In: Proceedings of the International Heavy Haul Association STS Conference (IHHA 2019), 2019, p. 473-480Conference paper, Published paper (Refereed)
Abstract [en]

The importance of data quality has become more evident with the digitalization trend and development of new asset management frameworks. Digitalization has changed maintenance work by an increasing share of condition monitoring and digitalized work order processes, which for rail infrastructure and rolling stock give rise to data sets qualifying as big data. Asset management in turn, has progressed significantly the last decades as a response to digitalization, as well as due to a changing organisational culture. ISO 55000, perhaps the best known asset management guidelines, has been adapted to railways by UIC (International Union of Railways), and the EU-projects In2Rail and In2Smart. However, the quality of the data collected has become a growing concern that has not been adequately addressed in asset management. In this study, Eurostat’s ESS (European Statistical System) handbook for quality reports has been adapted and applied to railway maintenance data. The results include a case study on data quality reporting and performance indicator specification. Practical implications are believed to be that the study will support a more structured process towards data quality management, which in turn can aid decision-making, for example by more accurate cost-benefit analysis of preventive maintenance.

Keywords
data quality, quality reporting, quality assurance framework, maintenance, asset management, European Statistical System (ESS), Eurostat, railway
National Category
Reliability and Maintenance Other Civil Engineering
Research subject
Operation and Maintenance; Quality technology and logistics
Identifiers
urn:nbn:se:ltu:diva-75026 (URN)
Conference
International Heavy Haul STS Conference 2019, 10th – 14th June, Narvik, Norway
Available from: 2019-06-26 Created: 2019-06-26 Last updated: 2019-07-08
Anandika, R., Stenström, C. & Lundberg, J. (2019). Non-destructive measurement of artificial near-surface cracks for railhead inspection. Insight (Northampton), 61(7), 373-379
Open this publication in new window or tab >>Non-destructive measurement of artificial near-surface cracks for railhead inspection
2019 (English)In: Insight (Northampton), ISSN 1354-2575, E-ISSN 1754-4904, Vol. 61, no 7, p. 373-379Article in journal (Refereed) Published
Abstract [en]

This paper delivers a study involving the inspection of artificial surface cracks with depths ranging from 0.25-2.5 mm from the surface and with a crack angle of 30°, which is a typical angle for surface cracks in railheads. The inspections were conducted using three different techniques: phased array ultrasonics, single-element ultrasonics and alternating current potential drop (ACPD). For the ultrasonic techniques, the study focused on employing either longitudinal or shear wave signals. In the railway industry, shallow surface cracks in railheads are caused by rolling contact fatigue (RCF). In this study, artificial defects were made, allowing the authors to explore the extent to which the ultrasonic measurement techniques can detect such defects. The negative effect of a dead zone near to the surface in the ultrasonic tests was reduced by using a wedge attachment. A discussion on the extent to which the techniques can be used in field tests was also provided. The most important result is that shallow cracks ranging from 0.25-2.5 mm were successfully characterised with acceptable accuracy. The 2.5 mm-deep crack can be measured with an accuracy of 0.8% using a 20 MHz single-element probe and with an accuracy of 3.5% using a 5 MHz phased array (64 elements, 0.6 mm pitch). The characterisations were performed using a filtering method that was developed in this study.

1675605

Place, publisher, year, edition, pages
UK: The British Institute of Non-Destructive Testing, 2019
Keywords
near-surface cracks, artificial defect, rail, railhead, nondestructive testing, ultrasonic, phased array
National Category
Engineering and Technology Other Civil Engineering
Research subject
Operation and Maintenance
Identifiers
urn:nbn:se:ltu:diva-75528 (URN)10.1784/insi.2019.61.7.373 (DOI)000474598900005 ()2-s2.0-85069039233 (Scopus ID)
Funder
Luleå Railway Research Centre (JVTC), 1675605
Note

Validerad;2019;Nivå 2;2019-08-16 (johcin)

Available from: 2019-08-15 Created: 2019-08-15 Last updated: 2019-08-22Bibliographically approved
Stenström, C. & Eriksson, K. (2019). The J-contour integral in peridynamics via displacements. International Journal of Fracture, 216(2), 173-183
Open this publication in new window or tab >>The J-contour integral in peridynamics via displacements
2019 (English)In: International Journal of Fracture, ISSN 0376-9429, E-ISSN 1573-2673, Vol. 216, no 2, p. 173-183Article in journal (Refereed) Published
Abstract [en]

Peridynamics is a nonlocal formulation of solid mechanics capable of unguided modelling of crack initiation, propagation and fracture. Peridynamics is based upon integral equations, thereby avoiding spatial derivatives, which are not defined at discontinuities, such as crack surfaces. Rice’s J-contour integral is a firmly established expression in classic continuum solid mechanics, used as a fracture characterizing parameter for both linear and nonlinear elastic materials. A corresponding nonlocal J-integral has previously been derived for peridynamic modelling, which is based on the calculation of a set of displacement derivatives and force interactions associated with the contour of the integral. In this paper, we present an alternative calculation of the classical linear elastic J-integral for use in peridynamics, by writing Rice’s J-integral as a function entirely of displacement derivatives. The accuracy of the proposed J-integral on displacement formulation is investigated by applying it to the exact analytical displacement solution of an infinite specimen with a central crack and comparing the exact analytical expression of its J-integral. Further comparison with a well-known peridynamic crack problem shows very good agreement. The suggested method is computationally efficient and further allows testing of the accuracy of a peridynamic model as such.

Place, publisher, year, edition, pages
Springer Netherlands, 2019
Keywords
Peridynamics, J-integral, Nonlocal methods, Fracture, Crack tip, Exact analytical
National Category
Applied Mechanics Other Civil Engineering
Research subject
Solid Mechanics; Operation and Maintenance
Identifiers
urn:nbn:se:ltu:diva-72990 (URN)10.1007/s10704-019-00351-3 (DOI)000466780300004 ()2-s2.0-85064549430 (Scopus ID)
Note

Validerad;2019;Nivå 2;2019-04-23 (inah)

Available from: 2019-02-22 Created: 2019-02-22 Last updated: 2019-08-23Bibliographically approved
Khan, S. A., Lundberg, J. & Stenström, C. (2018). Carry distance of top-of-rail friction modifiers. Proceedings of the Institution of mechanical engineers. Part F, journal of rail and rapid transit, 232(10), 2418-2430
Open this publication in new window or tab >>Carry distance of top-of-rail friction modifiers
2018 (English)In: Proceedings of the Institution of mechanical engineers. Part F, journal of rail and rapid transit, ISSN 0954-4097, E-ISSN 2041-3017, Vol. 232, no 10, p. 2418-2430Article in journal (Refereed) Published
Abstract [en]

Rail issues such as corrugation, rolling contact fatigue, noise and wear have been increasing with the increase in railway traffic. The application of top-of-rail friction modifiers (TOR-FMs) is claimed by their manufacturers in the railway industry to be a well-established technique for resolving the above-mentioned issues. There are various methods for applying friction modifiers at the wheel–rail interface, among which stationary wayside systems are recommended by TOR-FM manufacturers when a distance of a few kilometres is to be covered. TOR-FM manufacturers also claim that by using wayside equipment, the TOR-FM can be spread over a minimum distance of 3 km, over which it maintains a coefficient of friction of µ = 0.35 ± 0.05. To determine the carry distance of TOR-FMs, some researchers use tribometers to measure the coefficients of friction. However, moisture and deposits from the environment and trains can alter the top-of-rail friction and give a misleading indication of the presence of a friction modifier. Therefore, the coefficient of friction itself is not a clear indicator of the presence of TOR-FMs. In the present study, cotton swabs dipped in a mixture of alcohol and ester were used to collect surface deposits (a third body) from both the wheel and rail at various distances from the point of application. Subsequently, the third body collected on the cotton swab was analysed using an energy dispersive X-ray analysis. The results have shown that the maximum carry distance of TOR-FMs on the top of the rail is limited to 70 m when using a TOR-FM from one manufacturer and to 450 m when using a TOR-FM from another manufacturer. The carry distance on the contact band of the wheel is limited to 100 m and 340 m. The friction modifier on the edges of the contact band was detected over a distance of up to 3 km; however, this will not minimise the damage or friction at the wheel–rail interface.

Place, publisher, year, edition, pages
Sage Publications, 2018
Keywords
Friction modifier, carry distance, top-of-rail, wayside equipment, top-of-rail friction modifier
National Category
Other Civil Engineering
Research subject
Operation and Maintenance
Identifiers
urn:nbn:se:ltu:diva-68850 (URN)10.1177/0954409718772981 (DOI)000450295400007 ()2-s2.0-85056728671 (Scopus ID)
Note

Validerad;2018;Nivå 2;2018-11-30 (svasva)

Available from: 2018-05-22 Created: 2018-05-22 Last updated: 2019-02-07Bibliographically approved
Khan, S. A., Persson, I., Lundberg, J. & Stenström, C. (2018). Prediction of the effects of friction control on top-of-rail cracks. Proceedings of the Institution of mechanical engineers. Part F, journal of rail and rapid transit, 232(2), 484-494
Open this publication in new window or tab >>Prediction of the effects of friction control on top-of-rail cracks
2018 (English)In: Proceedings of the Institution of mechanical engineers. Part F, journal of rail and rapid transit, ISSN 0954-4097, E-ISSN 2041-3017, Vol. 232, no 2, p. 484-494Article in journal (Refereed) Published
Abstract [en]

Rolling contact fatigue is a major problem connected with railway tracks, especially in curves, since it leads to highermaintenance costs. By optimising the top-of-rail friction, the wear and cracks on the top of the rail can eventually bereduced without causing very long braking distances. There are several research articles available on crack prediction,but most of the research is focused either on rail without a friction modifier or on wheels with and without frictioncontrol. In the present study, in order to predict the formation of surface-initiated rolling contact fatigue, a range offriction coefficients with different Kalker’s reduction factors has been assumed. Kalker’s reduction factor takes care ofthe basic tendency of creepage as a function of the traction forces at lower creepage. The assumed range covers possiblefriction values from those for non-lubricated rail to those for rail with a minimum measured friction control on the top ofthe rail using a friction modifier. A fatigue index model based on the shakedown theory was used to predict thegeneration of surface-initiated rolling contact fatigue. Simulations were performed using multi-body simulation, forwhich inputs were taken from the Iron Ore line in the north of Sweden. The effect of friction control was studiedfor different curve radii, ranging from 200 m to 3000 m, and for different axle loads from 30 to 40 tonnes at a constanttrain speed of 60 km/h. One example of a result is that a maximum friction coefficient (m) of 0.2 with a Kalker’s reductionfactor of 15% is needed in the case of trains with a heavy axle load to avoid crack formation.

Place, publisher, year, edition, pages
Sage Publications, 2018
Keywords
Rolling contact fatigue, fatigue index, friction modifier, friction control, rail
National Category
Other Civil Engineering
Research subject
Operation and Maintenance
Identifiers
urn:nbn:se:ltu:diva-60052 (URN)10.1177/0954409716674984 (DOI)000424780200012 ()
Projects
top of rail project
Note

Validerad;2018;Nivå 2;2018-02-12 (svasva)

Available from: 2016-10-31 Created: 2016-10-31 Last updated: 2019-02-07Bibliographically approved
Stenström, C., Lindqvist, J. & Andersson, F. (2018). Tillståndsövervakning baserat på billiga sensorer och öppen elektronik: För snabbare utveckling av IoT inom järnväg. Luleå: Luleå tekniska universitet
Open this publication in new window or tab >>Tillståndsövervakning baserat på billiga sensorer och öppen elektronik: För snabbare utveckling av IoT inom järnväg
2018 (Swedish)Report (Other academic)
Abstract [sv]

Denna rapport innehåller resultatet från projektet Tillståndsbaserat underhåll av järnvägsinfrastrukturbaserat på sakernas internet-lösningar, med stöd från det strategiskainnovationsprogrammet InfraSweden2030, en gemensam satsning av VINNOVA, Formasoch Energimyndigheten.Syftet med projektet är att utveckla och fälttesta mätsystem för tillståndsbedömningoch underhåll av järnvägsinfrastruktur. Mätsystemen bygger på öppen hård- och mjukvara.Projektgruppen består av Damill, eMaintenance365, Infranord, Järnvägstekniskt centrum(JVTC), ämnet drift- och underhållsteknik på Luleå tekniska universitet (LTU), SwecoRail, Trafikverket och Vossloh. Projektet har pågått mellan okt 2016 – nov 2018.

Place, publisher, year, edition, pages
Luleå: Luleå tekniska universitet, 2018
Series
Research report / Luleå University of Technology, ISSN 1402-1528
Keywords
järnväg, underhåll, tillståndsbaserat underhåll, sakernas internet, internet of things, IoT, hållbarhet, idégenerering, 635-metoden, brainstorming
National Category
Reliability and Maintenance
Research subject
Operation and Maintenance
Identifiers
urn:nbn:se:ltu:diva-71282 (URN)978-91-7790-264-5 (ISBN)978-91-7790-265-2 (ISBN)
Funder
VINNOVA, 2016-03314
Available from: 2018-10-19 Created: 2018-10-19 Last updated: 2018-12-17Bibliographically approved
Stenström, C. (2017). Idégenerering för tillståndsövervakning av järnvägar och fordon: En workshop med 635-metoden.
Open this publication in new window or tab >>Idégenerering för tillståndsövervakning av järnvägar och fordon: En workshop med 635-metoden
2017 (Swedish)Report (Other academic)
Abstract [sv]

635-metoden har tillämpats i en workshop för att identifiera möjliga praktiska tillämpningar av dataloggers/sensorer i järnvägsinfrastruktur. Workshopen bestod av elva deltagare och varade i tre timmar. Sammanställning resulterade i ca. 40 frågställningar vid införsel eller utökade av sensorer i järnvägar, samt ca. 80 idéer på tillämpningar/fenomen för sensorer i järnvägar. Många frågor och idéer på tillämpningar är väl kända sedan tidigare, men vissa frågor/idéer är mer sällan uttryckta.

Frågorna/idéerna i denna rapport kan vara behjälpliga vid arbete eller tankeverksamhet kring tillståndsövervakning av järnvägar och rullande materiel. Frågorna/idéerna behandlar både småkalig tillämpning av sensorer och storskaling tillämpning, dvs. sakernas internet eller internet of things.

För att gå vidare med frågorna/idéerna kan de väljas ut i en workshop i grupp eller genom individuellt arbete. Att utveckla eller diksutera idéerna vidare är dock utom denna rapports räckhåll.

Publisher
p. 44
Series
Technical report / Luleå University of Technology, ISSN 1402-1536
Keywords
järnväg, underhåll, tillståndsbaserat underhåll, sakernas internet, internet of things, idégenerering, 635-metoden, brainstorming
National Category
Reliability and Maintenance Other Civil Engineering
Research subject
Operation and Maintenance
Identifiers
urn:nbn:se:ltu:diva-66112 (URN)978-91-7583-988-2 (ISBN)978-91-7583-989-9 (ISBN)
Funder
VINNOVA, 2016-03314
Note

Följande personer har bidragit till workshopen och denna rapport:Anton Nilsson, eMaintenance365, Jesper Westerberg, eMaintenance365, Roland Bång, Infranord, Veronica Jägare, JVTC/LTU, Christer Stenström, JVTC/LTU, Jonas Lindqvist, LTU, Julia Jägare, Residensskolan, Fredrik Andersson, Sweco, Arne Nissen, TRV, Peter Söderholm, TRV, Björn Lundwall, Vossloh.

Available from: 2017-10-13 Created: 2017-10-13 Last updated: 2018-01-18Bibliographically approved
Stenström, C. (2017). Nyckeltal för driftsäkerhet inom järnvägstransport. Luleå: Luleå tekniska universitet
Open this publication in new window or tab >>Nyckeltal för driftsäkerhet inom järnvägstransport
2017 (Swedish)Report (Other academic)
Abstract [sv]

Driftsäkra järnvägar och tåg är avgörande för konkurrenskraftig och ökande andel järnvägstranport. För uppföljning av driftsäkerhet använder infrastrukturförvaltare (Trafikverket), tågoperatörer och entreprenörer olika indikatorer, så som merförsening och antal funktionsfel. Indikatorerna mäter olika aspekter och kan illustreras mer eller mindre intuitivt och tilltalande. Metod för definiering och införsel av indikatorer skiljer sig mellan organisationer. En enkel och vanlig metod är diskussion och beslut inom en sammanträdande grupp. En mer objektiv metod är att följa uppsatta riktlinjer för definiering och utvärdering av indikatorer. Dock är det få allmängiltiga metoder tillgängliga för att definiera indikatorer. Utifrån behov inom järnvägstransport och avsaknaden av metoder för definiering och utvärdering av indikatorer, avses i denna studie en sådan allmänt tillämplig metod presenteras och appliceras inom järnvägstransport. Applicering innebär att i detalj dokumentera två indikatorer som kan användas som branschgemensamma nyckeltal inom järnvägstransport.

Två indikatorer definierades och utvärderade i denna studie avseende möjlighet att tillämpa dessa som branschgemensamma indikatorer inom järnvägstransport. Val av indikatorer utgick från litteraturstudie av i Sverige gällande standarder avseende driftsäkerhet. Definiering och utvärdering av valda indikatorer utgick från mall av Neely (2002) bestående av 46 frågor.

De definierade och utvärderade indikatorerna är tillgänglighet och feleffektmatris. Definiering och utvärdering av de två indikatorerna, med utgång från givna 46 frågor, tog i denna rapport fyra arbetsdagar (16 timmar/nyckeltal). Detta ger en fingervisning på arbetsinsatsen som krävs för en organisation som vill införa föreslagen metod för att definiera indikatorer. Förutsatt att data och ett underhållssystem finns tillgängligt, består kostnaderna vid implementering och drift i stora drag av: definiering och utvärdering; implementering av kod i underhållssystem; förbättringsarbete av indikatorer och kod; samt drift av kod i underhållssystem. Det kan därmed vara relevant att utföra en kostnad-nytta-analys avseende indikatorerna. En stor kostnad i sammanhanget är insamling av data. Dock ska denna kostnad eventuellt inte tillskrivas till indikatorerna, eftersom det troligtvis inte är acceptabelt att inte samla in data avseende antal fel, återställelsetider och merförseningar.

Tre överväganden berörande indikatorn tillgänglighet som bör tas i beaktning är: möjlighet att bryta ner indikatorn för att komma närmare orsakerna till indikatorvärden; tidsrymd för beräkning; samt användande av median, medelvärde och registrerade återställningstider vid beräkning. Valen som görs vid en mjukvaruimplementering kan uppdateras efterhand med erfarenhet från tillämpning.

En egenskap hos feleffektmatrisen, så som den är tillämpad i denna studie, är att den påverkas av tidtabeller och gångtidstillägg. Tillgänglighet påverkas inte av tidtabeller och gångtidstillägg, men kan istället inte fånga upp skillnaden mellan få långa fel och många korta fel, så som feleffektmatrisen gör. I detta avseende kompletterar tillgänglighet och feleffektmatris varandra.

Place, publisher, year, edition, pages
Luleå: Luleå tekniska universitet, 2017. p. 48
Series
Technical report / Luleå University of Technology, ISSN 1402-1536
Keywords
Tillförlitlighet, driftsäkerhet, tillgänglighet, funktionssäkerhet, RAMS, underhåll, järnväg
National Category
Infrastructure Engineering
Research subject
Operation and Maintenance
Identifiers
urn:nbn:se:ltu:diva-61407 (URN)978-91-7583-793-2 (ISBN)
Available from: 2017-01-12 Created: 2017-01-12 Last updated: 2017-11-24Bibliographically approved
Khan, S. A., Persson, I., Lundberg, J. & Stenström, C. (2017). Prediction of top-of-rail friction control effects on rail RCF suppressed by wear. Wear, 380-381, 106-114
Open this publication in new window or tab >>Prediction of top-of-rail friction control effects on rail RCF suppressed by wear
2017 (English)In: Wear, ISSN 0043-1648, E-ISSN 1873-2577, Vol. 380-381, p. 106-114Article in journal (Refereed) Published
Abstract [en]

Rolling contact fatigue (RCF) and wear, two major deterioration processes, limit the lifetime of rails. These deterioration processes are even more severe on the curves of tracks used by heavy haul trains. Because wear is a material removing process, it can suppress the formation of RCF (also known as surface initiated cracks). In railways, cracks have a higher risk of instigating a catastrophic failure than wear; hence, it is comparatively better to have wear than to have cracks. By controlling the top-of-rail friction, both of these deteriorating processes can be reduced to enhance the lifetime of rails. In order to achieve these possible advantages, the infrastructure manager of the Swedish railway is planning to implement a top-of-rail friction control technology on the iron ore line in northern Sweden wherein RCF is a major problem on the curves. The present study uses a damage index model in a multi-body simulation software and predicts the probability of RCF formation with suppressing effect of wear for different friction control values. The effect of friction control is simulated on curve radii ranging from 200 to 3,000 m and axle loads ranging from 30 to 40 t at a constant train speed of 60 km/h. Findings show that on a very sharp circular curve, radius < 300 m, RCF can be eliminated without friction control due to the high wear rate. On moderate curves, 300 < radius < 1,000 m, a friction coefficient (µ) of, at most, 0.3 with a Kalker's coefficient of, at most, 30% is required to avoid RCF

Place, publisher, year, edition, pages
Elsevier, 2017
National Category
Other Civil Engineering
Research subject
Operation and Maintenance
Identifiers
urn:nbn:se:ltu:diva-62498 (URN)10.1016/j.wear.2017.03.010 (DOI)000401076300013 ()2-s2.0-85015674892 (Scopus ID)
Note

Validerad; 2017; Nivå 2; 2017-03-27 (andbra)

Available from: 2017-03-14 Created: 2017-03-14 Last updated: 2019-02-07Bibliographically approved
Fecarotti, C., Heubach, J., Kirwan, A., Samson, H. & Stenström, C. (2017). Requirements and Initial Concept for an Asset Management Framework.
Open this publication in new window or tab >>Requirements and Initial Concept for an Asset Management Framework
Show others...
2017 (English)Report (Other academic)
Alternative title[sv]
Krav och initialt koncept för förvaltning av tillgångar
Abstract [en]

This document constitutes the first issue of Deliverable D6.2 ‘Requirements and initial concept for an asset management framework’ in the framework of the project titled ‘Innovative Intelligent Rail’ (Project Acronym: In2Rail; Grant Agreement No 635900).

This document has been prepared to provide the requirements and initial concept of a comprehensive framework for performance prediction, modelling and decision support for railway asset management, taking into account UIC asset management (AM) guidelines, rail infrastructure performance and constraints on resources and the supply chain. Two objectives guide the work: developing a key performance indicator (KPI) decision framework and defining a framework for performance prediction, modelling and decision support.

Based on interviews and a study of previous work, including In2Rail D6.1, a KPI decision framework has been constructed, fully compliant with UIC AM guidelines, and an adapted KPI definition guide has been applied to two case studies. Specifically, the KPI definition guide has been used to exemplarily define availability KPI and risk matrix KPI in the context of rail transportation, using 36 questions to define the indicators and 10 questions to verify them. The KPIs are demonstrated using infrastructure managers’ (IMs) records of operation and maintenance.

The developed framework constitutes a comprehensive modelling structure for describing, analysing, and optimising asset management decisions on a whole-life, whole-system basis. It defines a systematic approach to analysing the effects of any intervention plan and produces performance, risk and cost profiles that can be used as decision support. The framework will facilitate the assessment and development of intervention plans in three planning stages: strategic, tactical and operational. In this sense, the framework is fully compliant with ISO 55001, complementary to the UIC AM framework, and aligned with the Intelligent Asset Management System (IAMS) developed in In2Smart leverabel D2.1.

Abstract [sv]

Innovative Intelligent Rail (IN2RAIL) är ett projekt inom EU:s ramprogram Horizon 2020. Omkring 50 olika organisaitoner deltar i projektet, bland annat Järnvägstekniskt centrum vid Luleå tekniska universitet och Trafikverket. I leverabel D6.2 har ramverk för att definiera nyckeltal och ramverk för förvaltning studerats. I ramverket för nyckeltal ingår två fallstudier med data från Trafikverket. Ramverket för förvaltning presentereas just som ett ramverk och studeras vidare i senare leverabler.

Projektledare för D6.2 var Luleå tekniska universitet. Kontakta Järnvägstekniskt centrum eller Drift- och underhållsteknik på LTU för vidare information.

Publisher
p. 114
Series
Deliverable D6.2 ; 1
Keywords
asset management, railway, maintenance, uic asset management guidelines, ISO 55000, förvaltning av tillgångar, järnväg, ISO 55000, nyckeltal, uppföljning
National Category
Other Civil Engineering Reliability and Maintenance
Research subject
Operation and Maintenance
Identifiers
urn:nbn:se:ltu:diva-69174 (URN)
Projects
Innovative Intelligent Rail (In2Rail)
Funder
EU, Horizon 2020, 635900
Note

Konfidentiellt utanför projektgruppen. Kontakta t.ex. LTU eller Trafikverket för möjlighet till rapport.

Available from: 2018-06-07 Created: 2018-06-07 Last updated: 2018-09-25Bibliographically approved
Organisations
Identifiers
ORCID iD: ORCID iD iconorcid.org/0000-0002-0188-4624

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