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FTA STATE OF GOOD REPAIR ROUNDTABLE JULY 8 -10, 2009 Raymond Friem Chief Operating Officer Metro St. Louis, MO 314 -982 -1445 [email protected] org 3/18/2018
SCHEDULED MAINTENANCE INITIATIVE “THE PLAN” Prepared by the Transit Vehicle Maintenance Division of Bi-State Development Agency May 23, 2002
Mission Statement Develop an affordable solution for the long-term maintenance of the Agency’s Metro. Bus and Call-A-Ride vehicle fleets while improving customer satisfaction and system reliability.
Previous Experiences Rolling stock declines in operability and desirability from in-service date to retirement date. Major maintenance investments made in the declining years of bus life cycle. Maintenance costs vary widely between fiscal years. Maintenance level of effort not coordinated with rolling stock capital investment cycle.
Situation Prior to the Plan Three Garages o Three completely different Business Models • Inconsistent mechanic-to-bus, mechanic-to-operating mile ratios. • Average fleet MDBF less than 4, 500 miles, varies by garage. Main Shop (Central Repair) o 15% of fleet awaiting repair • Average turn-around for bus is 117 days. • For Sale (Scrap fleet) 20% of buses. decommissioned have drive train components with less than 35, 000 miles.
Business Concept: Metro. Bus Perform specific maintenance at regularly scheduled intervals based on unit mileage. o Replace single major overhaul at 400, 000 miles with smaller scale rebuilds at 200, 000. o Perform comprehensive body and minor drive train scheduled repairs at 100, 000 mile intervals. o Perform pre-programmed tune-ups, and minor scheduled activities at 50, 000 mile intervals. o Utilize central maintenance facility assets in support of preventative maintenance efforts; reduce focus on breakdown maintenance. • Perform pre-failure overhauls on individual components. o Implement vehicle configuration management system.
Business Concept: Call-A-Ride Pre-programmed overhaul activities at 50, 000 -mile intervals Development of standard work procedures through M 4 system Full integration of Call-A-Ride into storeroom system
Goals & Objectives 1 st year goals o Achieve departmental consensus on pre- programmed maintenance activities. • Complete audit of original manufacturer suggested maintenance intervals against consensus recommendations. o Develop bill of materials/parts requirements for support groups in advance of need. o Develop standard work procedures for preplanned and routine maintenance activities. o Determine mechanic abilities/training requirements for proper completion of all maintenance activities.
Goals & Objectives 3 -year goals o Rework inspection maintenance program to better support pre-programmed maintenance intervals. o Implement service writer concept (used by profitable maintenance businesses in automotive industry). • Improve and standardize data acquisition. • Free up existing staff to be more involved with quality of tasks performed and overall product on the street. Full implementation of planned maintenance activities.
Impact on Support Departments Create automated interdepartmental interface to work order system, provide for reasonable pre-notification of impending maintenance activity. o Reduce reliance on last-minute parts acquisition procedures which are overused and less accountable than standard storeroom procedures. o Reduce number of mechanic trips to storeroom window.
Impact on Support Departments Review facility (production plant) capabilities, upgrade as necessary o Determine “Choke Points” where out-of- service equipment could impact. maintenance productivity. • Hoists, Dynamometers • Electrical Service • Portable Diagnostic Test Equipment for Field Maintenance functions
Program Risks o Pre-programmed maintenance outline is fatally flawed at it’s inception • Assumptions on component life cycles erroneous • Missed or non-addressed components Addressing risk o Monitoring of existing system reports • Service delays • Road calls • Customer complaints o Implement mean distance between failure measure. • Specific to unit and subsystem
Other Performance Monitoring Sources Negative Contacts, Equipment, Bus/Van/Rail o Compiled by Customer Service Department Monthly Road-calls o From Transit Operations Subsystem Mean Distance Between Failure Analysis o New measure under development Financial Performance o Corporate financial statements
Anticipated Program Rewards Vehicle maintenance expenses become more predictable Improved “curb appeal” and quality in passenger compartment Predictable vehicle reliability over entire life cycle Improved maintenance productivity without significant increase in costs
“PLAN COSTS” vs. Historical Total Maintenance Costs
“PLAN COSTS” vs. Historical Main Shop Costs
Key Issues Near term o Review per-unit replacement schedule, develop interim maintenance programs to extend service life as necessary. o Resist temptation to reduce maintenance costs in short term. Long term o “Right Sizing” of human assets between maintenance work-sites could cause changes in location of jobs. o Current information often lacks sufficient detail. Data acquisition sources and content require additional review. o Analytical skills development needed in Supervisory Staff. o Increase coordination between capital and operating expense plans.
Potential Bus Replacement Scenarios
Bus Replacement Cash Outlay Options
“PLAN” PERFORMANCE: STATE OF GOOD REPAIR 2002 -2009 3/18/2018
Metro. Bus Road Call Analysis 25000 Annual Mean Distance Between Failure 22047 MILES 20000 19166 15000 10000 21827 19686 20061 18068 15194 10124 5000 0 2002 2003 2004 2005 2006 2007 2008 2009
State Of Good Repair Key Indicators Measurable o Improved MDBF o Lower maintenance cost per operated mile o Improved fuel economy o Fewer passenger complaints against rolling stock
State of Good Repair Lagging Indicators Less training on equipment, more training on system Existing staff has more “research” time o “Isolated Failures” are really fleet problems that haven’t drawn attention to themselves…. yet! • This will lead to detailed study of apparent minutia…. But let it go. You never know where it will lead.
State of Good Repair Lagging Indicators Improved Test Procedures o System and Subsystem certifications. Newest Fleet is averaging no more than 10% above fleet average annual miles operated. o Oldest fleet is conversely averaging less than 10% below fleet average.
State of Good Repair Lagging Indicators Time in Shop is Dramatically Reduced o Buses in the shop are there for scheduled activities. No more Maintenance “Campaigns” o Updates / Modernizations slotted into most practical maintenance cycle. • Fleet achieves conformed state. Tremendous Savings in parts cost.
State of Good Repair Lagging Indicators With a little coaching…A TEAM is Born o Intermodal or inter-garage competitiveness replaced with an ongoing discussion about best practices. o Union personnel picking from one location to another find identical tools, procedures and practices in place. o Mechanics are more prepared to become supervisors, supervisors are more promotable.
State of Good Repair - Coaching Tips Develop One Common Measure for All Managers – Incorporate into Evaluations o Modal or garage-level measures still necessary and important but are a lesser measure.
State of Good Repair - Coaching Tips Rotate Key Manager Assignments o Central Repair Area Supervisors learn the impact of their teams’ work on finished product. o Garage Supervisors assigned to Central Repair learn the level of difficulty involved in meeting the customer expectation. Eliminate “It was Good When I Had It!”
State of Good Repair: “Inspect to Fail = Expect to Fail”