TUGraz EBW EconomicConsiderations-RailwayInfrastructure Cluj 2011 Han Dout2

Economic Considerat ions Railway I nfrast ruct ure
Technische Universit t Graz Graz Universit y of Technology

I nst i t ut f r Ei senbahnw esen und Ver k ehr sw i r t schaf t I nst i t ut e f or Rai l w ay Engi neer i ng and Tr anspor t Economy I nst i t ut f r Ei senbahnw esen und Ver k ehr sw i r t schaf t I nst i t ut e f or Rai l w ay Engi neer i ng and Tr anspor t Economy
Economic Considerat ions
Railway I nfrast ruct ure Railway I nfrast ruct ure
Ass. Prof. Dipl.- I ng. Dr. t echn. St efan Marschnig
21.- 25. 11. 2011
Cluj
TU Graz I I nst i t ut e f or Rai l w ay Engi neer i ng and Tr anspor t Economy I Ass.Prof. Dipl.- I ng. Dr. t echn. St efan Marschnig
Cluj , 21. - 25. 11. 2011
www.ebw.t ugraz. at
Gr az
Cluj , 21. - 25. 11. 2011
Graz Universit y of Technology
I nst it ut e for Railway Engineering and Transport Economy
Cluj , 21. - 25. 11. 2011
I nst it ut e for Railway Engineering and Transport Economy
The Railway Sect or
in Aust ria
Graz
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The Railway Sect or
in Aust ria
Graz
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The Railway Sect or
in Aust ria
Graz
Cluj , 21. - 25. 11. 2011
The Railway Sect or
in Aust ria
Graz
Cluj , 21. - 25. 11. 2011
The Railway Sect or
in Aust ria
Graz
Cluj , 21. - 25. 11. 2011
Economic Considerat ions?
Before st art ing a discussion or an evaluat ion, it has t o be defined which Before st art ing a discussion or an evaluat ion, it has t o be defined which
effect s should be included.
Business economics ( microeconomics) or nat ional economics ( )
( macroeconomics) ?
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Microeconomic Point of View Microeconomic Point of View
A microeconomic, but st ill overall- view on railway infrast ruct ure asset s can be
analised, if t he cost s of t ransport define t he j oice of t he t raffic mode:
C l O i Cole- or Oremines
The business economic point :
Cost s of t ransport ( e. g. $/ t on( - kilomet res) )
How much invest ment for t he rout e and for t he cars?
Maint enance and operat ing cost s?
Fo mass t anspo t ( e g b lk f eight ban p blic t anspo t ) and/ o long For mass- t ransport ( e. g. bulk freight , urban public t ransport ) and/ or long
dist ances and fixed st art ing and dest inat ion point s: Railways
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Macroeconomic Point of View Macroeconomic Point of View
I nfrast ruct ure proj ekt s for passenger t ransport or for mixed freigt h t ransport ,
especially in net works for mixed t ransport as it is common in Europe for
l f l d i b i i l example oft en lead t o a negat ive business economic result .
I n including superordinat e cost posit ions or economic benefit s proj ect s may
t urn out being economically advant ageous. g y g
Ext ernal Cost s
Emission Cost s ( CO
2
, noise, et c. )
Accident Cost s
Congest ion Cost s
Healt h expendit ures
unfinanced I nfrast ruct ure Cost s
Superordinat e Benefit s
Reachabilit y / Employment I ncrease in const ruct ion and operat ion phase
Added Value in const ruct ion and operat ion phase
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Generally: I ncrease of Gross Domest ic Product ( GDP)
Business economics ( microeconomics) or nat ional economics
Microeconomic view of t he syst em or of one part of it ?
( )
( macroeconomics) ?
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I nfrast ruct ure I nvest ment Syst em-View I nfrast ruct ure I nvest ment Syst em View
An infrast ruct ure invest ment generally has four import ant cost reference:
I nvest ment cost s
Cost reduct ion wit hin t he infrast ruct ure ( lower maint enance cost s)
Reduct ion of operat ion cost s
Lower cost of product ion
I nvest ment cost s
Addit ional revenues due t o improved offer
Lower cost of product ion
I nfrast ruct ure development seldom show posit ive economic result s only due t o I nfrast ruct ure development seldom show posit ive economic result s only due t o
lower cost s of product ion.
New infrast ruct ure should lead t o an improved offer for t he cost umer and
t herfore t o higher revenues!
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Business economics ( microeconomics) or nat ional economics
Microeconomic view of t he syst em or of one part of it ?
( )
( macroeconomics) ?
Economic calculat ions for a special asset ( e. g. t rack, ) in order t o
generat e st rat egic considerat ions
Economic calculat ions for a special asset ( e. g. t rack ) in order t o
generat e st rat egic considerat ions
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Track Cost s
Which t rack? Which t rack?
A t rack is not a t rack, it s a t echnical st ruct ure.
Therefore only t he t echnical descript ion can define which t rack
should be analysed.
There are lot s of different aspect s on what is a t rack.
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Track
Ballast ed t rack or slab t rack? Ballast ed t rack or slab t rack?
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Track
A t rack for high speed passenger t raffic or for heavy haul freight A t rack for high speed passenger t raffic or for heavy haul freight
operat ion?
Or for mixed t raffic?
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Track
A high loaded t rack or a branch line? A high loaded t rack or a branch line?
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Track
A st raight t rack or a curved one? A st raight t rack or a curved one?
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Track
And: Which subst ruct ure? Which superst ruct ure? And: Which sub st ruct ure? Which superst ruct ure?
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Track Cost s
Let s come back t o t rack cost s Let s come back t o t rack cost s.
There are some ot her quest ions:
I nvest ment or reinvest ment ?
Maint enance cost s?
Cost s of availabilit y?
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Track Cost s
The t ot al cost s of a t rack are defined by t he general st rat egy The t ot al cost s of a t rack are defined by t he general st rat egy.
I nfrast ruct ure asset s show high cost s of ( re- ) invest ment and not
neglect able maint enance cost s. neglect able maint enance cost s.
I nfrast ruct ure asset s show very high service lives.
+
=
Life Cycle Cost ( LCC) y ( )
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Life Cycle Cost s ( LCC)
LCC consist of all cost s over t he t ot al service life of t he asset LCC consist of all cost s over t he t ot al service life of t he asset .
Generally t hat means:
Cost s of development Cost s of development
Cost s for homologat ion Cost s for homologat ion
Cost s of development
Cost s of t est ing
Cost s of development
Cost s of t est ing
I nvest ment cost s
Maint enance and operat ion cost s
Cost of replacement
Cost of deposing
A t h t t k i ll t h fi t t h t l t As t he syst em t rack is well proven, t he first t hree cost element s can
be let apart .
Talking about reinvest ment s t he cost for replacement and deposing
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cost s for old mat erial are part of t he reinvest ment cost s.
Life Cycle Cost s ( LCC)
LCC consist of all cost s over t he t ot al service life of t he asset LCC consist of all cost s over t he t ot al service life of t he asset .
Generally t hat means:
I nvest ment cost s
Maint enance and operat ion cost s
Re- invest ment cost s ( incl. replacement of old st ruct ure and deposing cost s)
A t h t t k i ll t h fi t t h t l t As t he syst em t rack is well proven, t he first t hree cost element s can
be let apart .
Talking about reinvest ment s t he cost for replacement and deposing
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cost s for old mat erial are part of t he reinvest ment cost s.
Re- invest ment Cost s
Again: Which t rack? Ballast ed t rack Again: Which t rack?
Re- invest ment cost s are basically influenced by:
C t f t h t i l d ( il l b ll t )
Ballast ed t rack
Cost s of t he mat erials used ( rails, sleepers, ballast )
Cost s for subst ruct ure measures ( e. g. load dist ribut ing layers, drainage)
Machinery Cost s
Labour cost s
ac e y Cost s
Cost s for safet y measures ( labour and/ or t echnical inst allat ions)
Work- side lengt h / Track closure t imes
But also by:
Exist ence of ot her asset s ( e. g. bridges, railway crossings)
Logist ics ( number of t racks)
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Track closures Work- sit e lengt h
Labour cost s Subst ruct ure measures
Re invest ment cost s
M hi
Re- invest ment cost s
Machinery
ff
Cost s for safet y measures
Mat erial
Number of t racks
Traffic densit y
Traffic volume
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Track alignment
Labour cost s Subst ruct ure measures Subst ruct ure measures Labour cost s
M hi Machinery
Machinery Machinery
Mat erial Mat erial
ff
Number of t racks
Traffic densit y
Traffic volume
Traffic densit y
Traffic volume
Traffic volume has a st rong economical input
on t he reinvest ment cost s.
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Track alignment
Subst ruct ure measures Labour cost s Subst ruct ure measures Labour cost s
Machinery Machinery
Machinery Machinery
Number of t racks
Mat erial
Cost s for safet y measures Cost s for safet y measures
Mat erial
Traffic densit y
Traffic volume
Track alignment has a st rong t echnical input
on t he reinvest ment cost s.
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Track alignment Track alignment
Maint enance cost s are basically influenced by:
Maint enance cost s
Maint enance cost s are basically influenced by:
Cost s of t he mat erials used
Cost s for subst ruct ure measures Cost s for subst ruct ure measures
Machinery Cost s
I nvest ment cost s Labour cost s
Cost s for safet y measures ( labour and/ or t echnical inst allat ions)
But also by:
Work- side lengt h / Track closure t imes
Exist ence of ot her asset s ( e. g. bridges, railway crossings)
( b f k ) Logist ics ( number of t racks)
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Maint enance measures:
Maint enance cost s
Maint enance measures:
Levelling Lining Tamping
Ballast Cleaning
Rail Grinding ( surface failures)
Ballast Cleaning
Rail Grinding ( side wear)
Rail Exchange ( fat igue)
Rail Exchange ( side wear)
Exchange of rail pads
And small maint enance. . .
Exchange of rail pads
Joint maint enance
Single Failure Tamping
Drainage Cleaning
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Welding of rail breakages, et c.
Maint enance Cost s
Ballast qualit y
Subst ruct ure qualit y
Sleeper Type
Rail Profile Rail St eel Grade
B ll t Cl i
Tamping
Small maint enance
Ballast Cleaning
Rail Grinding
( RCF)
Rail Grinding
Rail Exchange
S a a t e a ce Rail Grinding
( side wear)
Joint maint enance Maint enance cost s
Rail Exchange
( side wear)
Rail pad exchange Rail Exchange ( fat igue)
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Track alignment
Traffic volume
Maint enance cost s depend on
Maint enance cost s
Maint enance cost s depend on
The init ial qualit y
Subsoil qualit y
Track work qualit y
Subsoil qualit y
Track component s
Traffic load
Track alignment
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The service life is not a given value
Service Life
The service life is not a given value.
I t depends on t he
I nit ial qualit y I nit ial qualit y
Traffic load
as well.
But t he int ensit y of maint enance execut ed is t he maj or impact .
I t s t herefore an economic quest ion:
H h i t i i ll t h hil ? How much maint enance is economically wort hwhile?
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I t s necessary t o know t he limit ing component
Service Life
I t s necessary t o know t he limit ing component .
Rails
Rails can be easily changed Rail exchange is cost ly but cheap compared t o Rails can be easily changed. Rail exchange is cost ly but cheap compared t o
ot her measures.
Sleepers
Sleeper exchange is enormously cost ly and not easy t o be execut ed.
But : Concret e sleepers can reach service lives of 50 years, st eel sleepers as
well. Wooden sleepers are worn out lat est at 30 years life span. p y p
Ballast
Also ballast can be changed or at least cleaned. I t s a very cost ly measure. g y y
Eit her sleepers or ballast are limit ing t he service life of t he t ot al
syst em.
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When t alking about service life it must be considered t hat t here
Service Life
When t alking about service life it must be considered t hat t here
are t hree different cat egories:
The bookkeepers service life a fixed value ( e. g. 30 years) p
The t echnical service life
The economic service life
( g y )
unt il a syst em is t ot ally worn out
The opt imal balance bet ween p
maint enance and reinvest ment
The economic service life is always short er t han t he t echnical one The economic service life is always short er t han t he t echnical one.
I f t he bookkeepers one fit s t o t he economic one it s mere chance.
But : Over all asset s t he bookkeepers service life is ( or should be)
t he average of t he economic one.
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Before st art ing t o calculat e LCC a short overview of approaches of
Life Cycle Cost s
Before st art ing t o calculat e LCC a short overview of approaches of
economic evaluat ions must be given t o explain different result values.
However, t he absolut e value of a Life Cycle Cost calculat ion can not , y
answer any quest ion.
Therefore t he quest ion How much is a t rack? can even not be
answered by using LCC Life Cycle Cost s are an est imat ion as most answered by using LCC. Life Cycle Cost s are an est imat ion as most
of t he input dat a are uncert ain in t erms of economic evolut ions.
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St at ic economic evaluat ion
The calculat ion is based on const ant prices Cost s of capit al The calculat ion is based on const ant prices. Cost s of capit al
commit ment are not included. The price level must be defined
( year) .
Approaches of st at ic economic evaluat ions
Reliable expect at ion Unreliable expect at ion
Benefit / Loss
Profit abilit y
Sensit ivit y analyses
Crit ical values
Single variat ions
St at ic amort isat ion
( Break Even)
Global variat ion
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St at ic economic evaluat ion
All payment s and revenues are summed up All payment s and revenues are summed up.
Result : Tot al cost s ( revenues) , life cycle cost s
Sum of all payment s = Benefit ( Loss)
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Cash Flow
Cost s [ ]
Time [ a] 1 2 3 4 5 6 7 8 9 0
Payment flow
Cost s [ ]
Time [ a] 1 2 3 4 5 6 7 8 9 0
Payment flow
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Payment flow
St at ic Amort isat ion ( Break Even)
Cost s [ ]
Time [ a] 1 2 3 4 5 6 7 8 9 0
k Break Even Point : 8 years
Cost s of capit al commit ment are not included.
Not only t he invest ment must be refinanced, also t he financing cost s
have t o be earned back.
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Dynamic economic evaluat ion
Dynamic economic evaluat ion
The calculat ion is based on const ant prices as well This price level The calculat ion is based on const ant prices as well. This price level
gives a defined year.
Approaches of dynamic economic evaluat ions
Reliable expect at ion Unreliable expect at ion
Net Present Value ( NPV)
I nt ernal Rat e of Ret urn ( I RR)
Sensit ivit y analyses
Crit ical values
Single variat ions
Dynamic amort isat ion
( Break Even)
Global variat ion
Annuit y
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y
All payment s are discount ed t o t he reference year and summed up All payment s are discount ed t o t he reference year and summed up.
Cost s of capit al commit ment are included.
Sum of all discount ed payment s = Net Present Value
Precondit ion: Definit ion of a discount ing rat e i
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Cash Flow
Cost s [ ]
Time [ a] 1 2 3 4 5 6 7 8 9 0
Payment flow
Cost s [ ]
Time [ a] 1 2 3 4 5 6 7 8 9 0
Payment flow
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Payment flow
Cost s [ ]
Time [ a] 1 2 3 4 5 6 7 8 9 0
m
e
n
t
s
e
d

P
a
y
m
discount ing rat e i
i
s
c
o
u
n
t
e
= NPV
d
i
A it i NPV h t h i ffi i f i t t
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A posit ive NPV shows t he economic efficiency of an invest ment .
Dynamic Amort isat ion
Cost s [ ]
Time [ a] 1 2 3 4 5 6 7 8 9 0
Cost s [ ]
Time [ a] 1 2 3 4 5 6 7 8 9 0 Time [ a] 1 2 3 4 5 6 7 8 9 0
D namic Amo t isat ion > 9 ea s
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Dynamic Amort isat ion: > 9 years
The I RR represent s t he one discount ing rat e t hat set s t he NPV t o The I RR represent s t he one discount ing rat e t hat set s t he NPV t o
Zero. The higher t he I nt ernal Rat e of Ret urn t he higher t he economic
efficiency of t he invest ment .
NPV = 0 i = I RR
The I RR can be used t o ident ify t he maximum value of financing
cost s at t he beginning of a proj ect . g g p j
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]
400. 000
Area of Benefit
NPV = 0 I nt ernal Rat e of Ret urn
I RR = 12. 8%
n
t

V
a
l
u
e

[
100. 000
200. 000
300. 000
5 10 15 20 25 30 35 40 45 50 55 60
N
e
t

P
r
e
s
e
- 100. 000
Area of Loss
Discount ing rat e i [ %]
- 200. 000
A high I RR shows a high economic efficiency of an invest ment .
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Annuit y
The annuit y shows t he average dynamic annual cost s of an opt ion The annuit y shows t he average dynamic annual cost s of an opt ion.
The Net Present Value is mult iplied wit h t he Capit alising Fact or ( CF) .
A = NPV CF
CF =
(1 +i)
t
i
(1 +i)
t
-i

Precondit ion: Definit ion of a discount ing rat e i
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Comparison of approaches
St at ic met hod Dynamic met hod
Service life ~ equal
I nvest ment ~ equal
Comparat ive cost
met hod
NPV met hod at base
of different ial cost q
Revenues unaffect ed
met hod
cash flow
Service life ~ equal
I nvest ment ~ equal
Profit comparison
met hod
NPV met hod
Service life ~ equal Cost effect iveness I RR
Average annual cost s
P fit i
Dynamic amort isat ion
Annuit y
- Profit comparison
met hod wit h residual
values
Annuit y
NPV met hod wit h
residual values
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Economic evaluat ion: Example
A reinvest ment shows init ial cost s of 250 000 The asset is A re invest ment shows init ial cost s of 250, 000. The asset is
purchased on 1
st
January and set int o operat ion immediat ely. The
service life is 10 years. Annual operat ion cost s including maint enance
are est imat ed t o 15, 000. I n t he sixt h year of operat ion addit ional are est imat ed t o 15, 000. I n t he sixt h year of operat ion addit ional
maint enance cost s of 50, 000 occur.
Revenues reach 45, 000 yearly.
At t he end of service life t he residual value of t he asset is 15, 000. ,
I s it wort h lending money for t his proj ect ?
As bank int erest s are meant t o be around 2. 2% net in average over
t he next 10 years, t he expect at ion of int erest yields are 3. 0% for t he
given proj ect . g p j
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I nvest ment OC RV 0% 3. 0%
0 - 250, 000 - 15, 000 45, 000 - 220, 000 - 220, 000
1 - 15, 000 45, 000 30, 000 29, 126
2 15 000 45 000 30 000 28 278 2 - 15, 000 45, 000 30, 000 28, 278
3 - 15, 000 45, 000 30, 000 27, 454
4 - 15, 000 45, 000 30, 000 26, 655
5 - 65, 000 45, 000 - 20, 000 - 17, 252
6 - 15, 000 45, 000 30, 000 25, 125
7 - 15 000 45 000 30 000 24 393 7 15, 000 45, 000 30, 000 24, 393
8 - 15, 000 45, 000 30, 000 23, 682
9 - 15, 000 60, 000 45, 000 34, 489
The invest ment is beneficial. But not wit h 3. 0% int erest rat e.
NPV 15, 000 - 18, 051
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Possible approach: Possible approach:
How much invest ment is possible t o show an economic efficiency?
crit ical value of invest ment cost s
Solut ion is t rivial under t hese circumst ances:
250, 000 18, 051 = 231, 949
I f t he asset can be invest ed for less t han 232, 000, t he proj ect will
give t he demanded revenue. g
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What are accept able operat ional and maint enance cost s?
crit ical value of cost s of operat ion
Solut ion:
NPV must be 0, operat ional cost s as t arget value.
Annual cost s of operat ion = 12 946 Annual cost s of operat ion = 12, 946
I f it , s possible t o operat e t he asset wit h less t han 12, 946 per year,
t he proj ect can be economically j ust ified. p j y j
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How much must be earned t o achieve t he expect ed int erest rat e?
crit ical value of revenues
Solut ion:
NPV must be 0, revenues are t arget value.
Annual revenues = 47 055 Annual revenues = 47, 055
I t is necessary t o realise 5% higher revenues t han forecast ed t o
j ust ify t he invest ment . j y
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Economic evaluat ions I nfrast ruct ure asset s
There are t wo main aspect s t o be considered when evaluat ing There are t wo main aspect s t o be considered when evaluat ing
infrast ruct ure asset s or invest ment s:
There are enormous long services lives ( 30 years are , short , in t erms of
railway infrast ruct ure) . This has t o be considered especially when it
comes t o int erest rat es.
There are no direct revenues wit hin t he infrast ruct ure. The revenues
( benefit s) are generat ed by t he t rain operat ing companies ( TOCs) and
freight operat ing companies ( FOCs) .
Therefore any invest ment in infrast ruct ure is inefficient from an
economical point of view
Track access charges ( TAC) must be less t han ( or at maximum equal) t he
t ot al cost s and t herefore can never j ust ify an invest ment .
economical point of view.
Economic evaluat ions must be modified t o generat e common result s.
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Economic evaluat ions I nfrast ruct ure asset s
Necessary modificat ion: Necessary modificat ion:
Economic comparison of t wo possible t echnical opt ions
Comparing t wo opt ions gives a different ial payment flow in which p g p g p y
addit ional cost s of t he second opt ion occur as cost s while savings
are t reat ed as revenues.
This means t hat
delt a- annuit ies are average annual savings.
This means t hat
t he I RR is t he int erest rat e of t he addit ional invest ment
t he amort isat ion is t he t ime- span for re- financing t he addit ional
invest ment .
t he I RR is t he int erest rat e of t he addit ional invest ment .
All common economic figures of economic evaluat ions can be
generat ed ( as shown before) .
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A
Cost s [ ]
Cash Flow
A
B
Cost s [ ]
Time [ a] 1 2 3 4 5 6 7 8 9 0
B
Kost en
B A
Cost s [ ]
Zeit [ a] 1 2 3 4 5 6 7 8 9 0 Zeit [ a] 1 2 3 4 5 6 7 8 9 0 Time [ a]
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Zeit [ a] 1 2 3 4 5 6 7 8 9 0 Zeit [ a] 1 2 3 4 5 6 7 8 9 0 Zeit [ a] 1 2 3 4 5 6 7 8 9 0 Time [ a] 1 9
Cost [ ]
B A
[ ]
Different ial payment flow
B A
Time [ a] 1 2 3 4 5 6 7 8 9 0
y
m
e
n
t
s
n
t
e
d

p
a
y
D
i
s
c
o
u
n
Discount ing rat e i
Only if service lives are equal!
( O d l l )
= NPV
( Or: residual values)
A posit ive NPV ( different ial Net Present Value) shows t he economic
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efficiency of st rat egy B.
I RR and Annuit y
The I RR represent s t he one discount ing rat e t hat set s t he NPV t o The I RR represent s t he one discount ing rat e t hat set s t he NPV t o
Zero. The higher t he I nt ernal Rat e of Ret urn t he higher t he economic
efficiency of t he addit ional invest ment of st rat egy B.
NPV = 0 i = I RR
The delt a- annuit y shows t he average dynamic annual savings of
st rat egy B ( or loss, if negat ive) . The Delt a Net Present Value is
mult iplied wit h t he Capit alising Fact or ( CF) mult iplied wit h t he Capit alising Fact or ( CF) .
A = NPV CF
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Wit hin an reinvest ment proj ect on a high loaded Aust rian double Wit hin an re invest ment proj ect on a high loaded Aust rian double
t rack line ( 70, 000 gross t ons/ day and t rack) t he use of innovat ive
concret e sleepers wit h elast ic foot ings is discussed. While t he
st andard superst ruct ure in t he sect ion ( radii around 500 m) leads t o st andard superst ruct ure in t he sect ion ( radii around 500 m) leads t o
a t wo year t amping int erval and a service life of 24 years, t he USP
( Under Sleeper Pads) equipped superst ruct ure needs t amping only
every 5. 5 years ( alt ernat ively 6 and 5 years) and a forecast ed service y y ( y y )
life of 34 years.
Addit ional spare part s have t o be changed in t he years 11 and 22
t oget her wit h t hrough going rail grinding ( t he st andard t rack needs t oget her wit h t hrough going rail grinding ( t he st andard t rack needs
one spare part exchange and grinding in t he year 12, only) .
The new superst ruct ure furt her helps reducing t he small maint enance The new superst ruct ure furt her helps reducing t he small maint enance
cost s by 10%, but means an addit ional invest ment of 40, 000 / km.
I s it t he addit ional invest ment paying back?
Cluj , 21. - 25. 11. 2011
The service lives are different The service lives are different .
Only annuit ies/ average annual cost s can be direct ly compared!
The managers ask for t he I nt ernal Rat e of Ret urn and t he
amort isat ion t ime for t he new component .
M difi t i Modificat ion:
The short er service life is prolonged wit h anot her reinvest ment . At
t he end of t he longer service life t he exist ing residual value of t he
st andard t rack is calculat ed and considered as a negat ive payment st andard t rack is calculat ed and considered as a negat ive payment .
I t s almost not possible t o calculat e t he residual value not exact ly
knowing t he degradat ion of t he t rack format ion. As approximat ion t he g g pp
residual value is est imat ed on a linear basis. I t is t herefore:
I nvest ment / service life ( service life t rack age)
Cluj , 21. - 25. 11. 2011
700. 000
800. 000
NPV( 2 ) 1 023 000
St at ic Evaluat ion ( i = 0%)
C
o
s
t
s

[
]
100 000
200. 000
300. 000
400. 000
500. 000
600. 000
700. 000
NPV( 24 years) = 1, 023, 000
Annuit y( 0%) = 42, 622
NPV( 34 years) = 1, 400, 633
]
600. 000
700. 000
800. 000
5 10 15 20 0 25 30 35
Time
[ a]
0
100.000
NPV( 34 years) = 979, 000
Time
C
o
s
t
s

[
0
100. 000
200. 000
300. 000
400. 000
500. 000
600. 000
Annuit y( 0%) = 28, 788
Time
[ a]
5 10 15 20 0 25 30 35
0
s

[
]
500 000
600. 000
700. 000
800. 000
NPV( 34 years) = - 421, 633
Time
[ a]
5 10 15 20 0
C
o
s
t
s
25 30 35
0
100. 000
200. 000
300. 000
400. 000
500.000
Annuit y( 0%) = - 13, 834
= Average annual savings
Cluj , 21. - 25. 11. 2011
[ a]
5 10 15 20 0 25 30 35
St at ic Evaluat ion ( i = 0%)
s
t
s

[
]
500. 000
600. 000
700. 000
800. 000
St at ic Amort isat ion
5 years
Time
[ a]
5 10 15 20 0
C
o
s
25 30 35
0
100. 000
200. 000
300. 000
400. 000
5 years
Result of t he st at ic economic evaluat ion
NPV( 34 years) : - 421 840 NPV( 34 years) : 421, 840
Average annual cost reduct ion: 13, 834 ( - 32%)
Amort isat ion: 5 years
Cluj , 21. - 25. 11. 2011
700. 000
800. 000
Dynamic Evaluat ion ( i = 5%)
NPV( 2 ) 892 800
Annuit y( 5%) = 64, 700
C
o
s
t
s

[
]
100 000
200. 000
300. 000
400. 000
500. 000
600. 000
700. 000
NPV( 24 years) = 892, 800
NPV( 34 years) = 1, 051, 742
]
600. 000
700. 000
800. 000
5 10 15 20 0 25 30 35
Time
[ a]
0
100.000
NPV( 34 years) = 858, 400
Annuit y( 5%) = 53, 000
Time
C
o
s
t
s

[
0
100. 000
200. 000
300. 000
400. 000
500. 000
600. 000
Time
[ a]
5 10 15 20 0 25 30 35
0
s

[
]
500 000
600. 000
700. 000
800. 000
NPV( 34 years) = - 193, 342
Annuit y( 5%) = - 11, 700
Time
[ a]
5 10 15 20 0
C
o
s
t
s
25 30 35
0
100. 000
200. 000
300. 000
400. 000
500.000
= Dynamic average annual savings
Cluj , 21. - 25. 11. 2011
[ a]
5 10 15 20 0 25 30 35
Dynamic Evaluat ion ( i = 5%)
s
t
s

[
]
500. 000
600. 000
700. 000
800. 000
Dynamic Amort isat ion
12 years
Time
[ a]
5 10 15 20 0
C
o
s
25 30 35
0
100. 000
200. 000
300. 000
400. 000
12 years
Result of t he dynamic economic evaluat ion
NPV( 34 years) : - 193 400 NPV( 34 years) : 193, 400
Average dynamic annual cost reduct ion: 11, 700 ( - 18%)
Dynamic amort isat ion: 12 years
Cluj , 21. - 25. 11. 2011
u
e

300. 000
400. 000
421. 837
e
s
e
n
t

V
a
l
u
[
]
100. 000
200. 000
300. 000
77. 874
193. 355
I RR = 21. 4%
N
e
t

P
r
e
- 100. 000
5 10 15 20 25 30 35 45 50 55 60 40
- 23. 372
- 200. 000
I nt erest rat e i [ %]
The ( very) high I RR shows t he high efficiency of t he addit ional
invest ment int o Under Sleeper Pads.
Cluj , 21. - 25. 11. 2011
p
I nput Dat a
I t s all about t he input dat a I t s all about t he input dat a.
The example showed an evaluat ion wit h given input dat a. Where are
t hey from? y
I t always depends on what has t o be evaluat ed. A proj ect specific
decision needs ot her ( more det ailed) input dat a t han general
st rat egies st rat egies.
For t he specific decision for a t rack sect ion t he exist ing dat a have t o
be analysed, t he t echnical one as well as t he cost dat a. I t is y ,
necessary t o have good and reliable dat a sources.
More on t hat in t he Chapt er Life Cycle Management .
Cluj , 21. - 25. 11. 2011
I nput Dat a
St art ing on a st rat egic level average figures are necessary; again: St art ing on a st rat egic level, average figures are necessary; again:
t echnical and cost dat a.
Dat a sources for t he t echnical side are dat a warehouses and very
import ant t he experience of t he railway st aff.
As already discussed, maint enance cycles and service life depend on
several boundary condit ions The most import ant are: several boundary condit ions. The most import ant are:
The init ial qualit y ( Subsoil, drainage, superst ruct ure, qualit y of work)
Traffic load Traffic load
Track geomet ry
( Line speed) ( p )
What are t he values of t hese so called paramet ers?
Cluj , 21. - 25. 11. 2011
I nput Dat a
The paramet er values must be as det ailed as necessary and as The paramet er values must be as det ailed as necessary and as
rough t o emerge st rat egic decisions.
Traffic load High loaded t rack or branch line?Branch line st rat egy
< 15, 000 gross t ons/ day, t rack
15, 000 30, 000 gross t ons/ day, t rack
45 000 65 000 / d k
< 2 000 gross t ons/ day t rack
g gy
> 100, 000 gross t ons/ day, t rack
< 2, 000 gross t ons/ day, t rack
Track geomet ry - Radii
250 m ( 300 m)
250 m ( 300 m) < R 400 m
400 m < R 600 m 400 m < R 600 m
600 m < R 1, 000 m ( 1, 200 m)
1, 000 m / 1, 200 m < R 3, 000 m ( 5, 000 m)
R > 3, 000 m ( 5, 000 m)
Cluj , 21. - 25. 11. 2011
I nput Dat a
Sleeper t ype
Wooden sleeper
St eel Sleeper
Concret e Sleeper
Concret e Sleeper wit h Under Sleeper Pads Concret e Sleeper wit h Under Sleeper Pads
HDS Concret e Sleepers
Frame Sleepers
Rail Profile BB ( SBB) Rail Profile BB ( SBB)
49E1 ( 46E1)
54E2
60E1
Ot her Profiles: heavier ant i- noise rails
AHC: Ant i Head Check Profiles ( for 54E2 and 60E1 rails)
Cont inuously welded ( CWR) or j oint ed rails ( JT)
Cluj , 21. - 25. 11. 2011
I nput Dat a
Rail St eel Grade
R200 ( only 46E1/ 49E1)
R 260 ( St andard)
R 350HT ( head hardened)
R 370Cr Bainit ic R 370Cr, Bainit ic, . . .
Ballast
Hard st one / magmat ic ( e. g. Basalt , Granit e)
Medium- hard st one / met amorphic ( e.g. Diabas)
Soft st one / sediment ary ( e. g. Limest one, Sandst one)
Subsoil Qualit y
Good : No negat ive influence on t he superst ruct ure, drained and load- bearing
Poor : I nsufficient drained subst ruct ure, maint ainable, but cost ly superst ruct ure
Weak : Not drained subst ruct ure wit h reduced bearing capabilit y
Bad : Too less bearing capabilit y oft en in combinat ion wit h wat er
Cluj , 21. - 25. 11. 2011
Bad : Too less bearing capabilit y oft en in combinat ion wit h wat er
I nput Dat a
The combinat ion of t hese paramet ers lead t o so- called st andard- The combinat ion of t hese paramet ers lead t o so called st andard
kilomet res, virt ual t rack sect ions of 1 km lengt h facing one special
set of paramet er values.
1200< R< 3000
Traffic load [ gross t ons/ day, t rack Rail Profile Rail St eel Grade Subsoil Sleeper
65, 000- 100, 000 60E1 CWR R260 good wooden
I ncluding 6 ranges of t raffic loads 6 radii classes 4 sleeper t ypes 3 I ncluding 6 ranges of t raffic loads, 6 radii classes, 4 sleeper t ypes, 3
Rail profiles and as much st eel grades and 4 different subsoil
qualit ies, already more t han 10, 000 st andardkilomet res.
H t kil t h t b d ib d b t h t d d ? How many net - kilomet res have t o be described by t hese st andards?
I n Aust ria t he ent ire net work consist s of about 10, 000 km. . .
There must be some simplificat ion possible! p p
Some superst ruct ure combinat ions are not possible/ allowed/ used,
some do not exist for specific t rack geomet ries or t raffic loads.
300 li t i d 50 d ib t h t k d h
Cluj , 21. - 25. 11. 2011
~ 300 realist ic ones, around 50 describe t he net work good enough.
I nput Dat a
For each st andardkilomet re exist s a basic working cycle consist ing For each st andard kilomet re exist s a basic working cycle consist ing
all works execut ed wit hin t he t ot al life span.
Charact erist ics of t he St andard Kilomet re
Re- I nvest ment
300<R<400 zweigleisig
GesBT/ Tag, Gleis Prof il Gt e
>100'000 54E2 R350HT
Gleisarbeit ND in Jahren 19, 0 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
Erneuerung ( Tot alumbau) 1, 0 1
Schot t erbet t reinigung Anzahl in ND 0, 0
Unt erbau Schwelle
A Holz
Service Life
1
St opf en Anzahl in ND 10, 0 1 1 1 1 1 1 1 1 1 1 1
Schienenbehandlung Anzahl in ND 10, 0 1 1 1 1 1 1 1 1 1 1 1
Aussenschienenwechsel Anzahl in ND 3, 0 1 1 1
Aussen- &I nnenschienenwechsel Anzahl in ND 1, 0 1
Zwischenlagenwechsel Anzahl in ND 0, 0
Mngelbehebung Anzahl in ND 19, 0 0, 5 0, 5 0, 5 0, 5 0, 5 0, 5 1, 0 1, 0 1, 0 1, 0 1, 0 1, 0 1, 0 1, 5 1, 5 1, 5 1, 5 1, 5 1, 5
Planned Maint enance
Small Maint enance ( react ive)
Ballast Cleaning
Levelling Lining Tamping
Rail Grinding Rail Grinding
Rail Exchange ( out er rail)
Rail Exchange ( bot h)
Rail Pad Exchange
Th d t i d b i d d t h
Cluj , 21. - 25. 11. 2011
The dat a are gained by experience and dat a warehouses.
I nput Dat a
To calculat e t he Life Cycle Cost s of t hese different opt ions it s only To calculat e t he Life Cycle Cost s of t hese different opt ions, it s only
necessary t o replace t he amount by t he specific cost s.
>100'000 54E2 R350HT
Erneuerung ( Tot alumbau) 1, 0 1
Unt erbau Schwelle
A Holz
>100'000 54E2 R350HT
Erneuerung ( Tot alumbau) 0, 0
Unt erbau Schwelle
A Holz
St opf en Anzahl in ND 10, 0 1 1 1 1 1 1 1 1 1 1 1
Schienenbehandlung Anzahl in ND 10, 0 1 1 1 1 1 1 1 1 1 1 1
Aussenschienenwechsel Anzahl in ND 3, 0 1 1 1
Aussen- &I nnenschienenwechsel Anzahl in ND 1, 0 1
Mngelbehebung Anzahl in ND 19, 0 0, 5 0, 5 0, 5 0, 5 0, 5 0, 5 1, 0 1, 0 1, 0 1, 0 1, 0 1, 0 1, 0 1, 5 1, 5 1, 5 1, 5 1, 5 1, 5
St opf en Anzahl in ND 0, 0
Schienenbehandlung Anzahl in ND 0, 0
Aussenschienenwechsel Anzahl in ND 0, 0
Aussen- &I nnenschienenwechsel Anzahl in ND 0, 0
Mngelbehebung Anzahl in ND 0, 0
Cost s [ ]
Calculat ion of Annuit y
Which cost s have t o be incorporat ed?
Time [ a] 1 2 3 4 5 6 7 8 9 0
Cluj , 21. - 25. 11. 2011
I nput Dat a
Cost s considered: Cost s considered:
Tot al cost s of t rack work Mat erial cost s
Labour cost s
Machinery cost s
Cost s of logist ics
Cost s for flagmen
Cost s for inst allat ion of safet y equipment Cost s for inst allat ion of safet y equipment
Cost s for dismant ling t he old t rack
Cost s for disposal of old mat erial
Overhead cost s
Average annual cost s for small maint enance ( st at ist ic figure)
Cost s of capacit y use for t rack works p y
How t o calculat e t hat ?
Cluj , 21. - 25. 11. 2011
Excursus: Cost s of operat ional hindrances ( COH)
Cost s of operat ional hindrances are all monet ary consequences due t o
operat ional anomalies.
Monet ary consequences occur Monet ary consequences occur
wit hin t he infrast ruct ure ( e. g. addit ional labour cost s)
at t he TOCs/ FOCs ( e. g. addit ional consumpt ion of labour force, mat erial, ) at t he TOCs/ FOCs ( e. g. addit ional consumpt ion of labour force, mat erial, )
and
d e t o negat i e ma ket espondance ( c st ome esponse)
As cost s and not realised revenues have t he same algebraic sign, t hey
b d h
due t o negat ive market respondance ( cust omer response) .
can be t reat ed t oget her.
Cluj , 21. - 25. 11. 2011
Operat ional I ncident s
Accident s Third part ies
Vehicle break downs
Derailment s
Slow going t rains
Prolonged st op- overs in st at ions
Operat ion / TOCs
Failures and break downs of asset s
( t b k b k d f i l il b k )
Delayed t rain t ake- overs at borders
( cat enary breakage, break down of signals, rail breakages, )
Const ruct ion and maint enance works
I nsufficient qualit y of permanent way permanent slow orders
I nfrast ruct ure
I nsufficient qualit y of permanent way permanent slow orders
Cluj , 21. - 25. 11. 2011
Operat ional I ncident s
Accident s
Vehicle break downs
Derailment s
unplanned
Slow going t rains
Prolonged st op- overs in st at ions
Failures and break downs of asset s
( t b k b k d f i l il b k )
Delayed t rain t ake- overs at borders
planned
( cat enary breakage, break down of signals, rail breakages, )
Const ruct ion and maint enance works
I nsufficient qualit y of t rack permanent slow orders I nsufficient qualit y of t rack permanent slow orders
Cluj , 21. - 25. 11. 2011
Operat ional Consequences
Temporary non- availabilit y of t rack p y y
Capacit y const raint
I f t his capacit y limit at ion has no furt her
operat ional consequences t here are no Capacit y const raint operat ional consequences, t here are no
cost s.
Delays
Cancellat ion of t rains
Always depending on
- charact er and durat ion of cause
t he observed line and
Rail replacement bus/ t ruck service
Problems of t rain connect ions
Train assambling problems
- t he observed line and
- t he affect ed t rain t ype
Train assambling problems
Alt ernat ive rout ing of ( freight - ) t rains
Cluj , 21. - 25. 11. 2011
Monet ary Consequences
All operat ional consequences lead t o t he same monet ary p q y
consequences:
Operat ional ext ra cost s
Negat ive market response
Cont ract ual penalt ies
These consequences can be calculat ed!
The sum of all monet ary consequences are referred t o as Cost s of y q
operat ional hindrances ( COH) .
Cluj , 21. - 25. 11. 2011
Calculat ion of COH
Operat ional Consequences must be evaluat ed. That means t hat p q
t he quant it ies are known.
For planned, hindrances t hese consequences can be ident ified in
advance wit h simulat ion programs I t is possible t o influence
( )
advance wit h simulat ion programs. I t is possible t o influence
operat ional and monet ary consequences by appropriat e disposal of
t rains.
I n case of unplanned incident s t he consequences must be
( )
I n case of unplanned incident s t he consequences must be
calculat ed ex- post .
The boundary condit ions for arising cost s must be defined. e bou da y co d t o s o a s g cost s ust be de ed
For all operat ional consequences t he adequat e cost figures must
be considered.
Cluj , 21. - 25. 11. 2011
Calculat ion of COH
At BB ( Aust rian Federal Railways) t he operat ional consequences ( y ) p q
of const ruct ion and maint enance works are calculat ed wit h a
simplified simulat ion t ool ( RailSys) .
According t o amount and durat ion of t he incident s delays According t o amount and durat ion of t he incident s delays,
alt ernat ive rout ing, rail replacement services and ot her
consequences are calculat ed.
D l l d f diff t t i i t diff t t Delays lead for different t rain services t o different monet ary
consequences ( linear non- linear) . Most cost - consequences of t he
ot her operat ional consequences have t o be calculat ed t rain t ype
specific specific.
Average delay minut es do not allow t o calculat e all effect s. Trains
are addit ionally clust ered in delay groups ( up t o 10 minut es,
bet ween 10 and 30 minut es, )
Cluj , 21. - 25. 11. 2011
Delays and follow- up delays Variable labour cost s
Considered Cost Effect s / specific Cost Figures
Delays and follow up delays Variable labour cost s
Alt ernat ive rout ing
Variable t rain cost s
Variable labour cost s
Variable t rain cost s
Addit ional t rains Full cost s t rain cost s
Rail replacement service Full cost s bus service
Addit ional operat ion cost s Variable labour cost s
Shunt ing Variable labour cost s
Addit ional operat ion cost s Variable labour cost s
Cancellat ion of t rain services Discharge of variable t rain cost s
Cost s for parking vehicles
Ot her Cost s Specific Cost s
Negat ive market react ions Loss of cust umer, Penalt ies
Cluj , 21. - 25. 11. 2011
COH Applicat ions
General Problem:
Most of t he considered cost posit ions are so called not cash-
effect ive, ( all addressed variable cost effect s, negat ive market
react ions) .
I f t hey are really not cash- effect ive, t hey would not be cost s at all.
As t hey ARE cost s t hey are of course cash- effect ive! But t hey As t hey ARE cost s, t hey are of course cash effect ive! But t hey
occur
- wit hout direct connex t o t he causat ive place,
- wit hout direct connex t o t he causat ive point of t ime wit hout direct connex t o t he causat ive point of t ime
- and not ( only) wit hin t he causat ive depart ment .
The relevance of Cost s of Operat ional Hindrances can only be seen e e e a ce o Cost s o Ope at o a d a ces ca o y be see
when execut ing economic evaluat ions for t he syst em Railway.
Cluj , 21. - 25. 11. 2011
Applicat ion Example: Unit Cost s
Long worksit e lengt hs / big masses generally lead t o sinking unit g g / g g y g
cost s ( / m or / piece) . This is specially t rue for t rack works using
big machinery.
On t he ot her hand t rack closures become longer when working on On t he ot her hand, t rack closures become longer when working on
more asset s or asset part s. The t emporary capacit y rest raint last s
longer, COH rise.
I n mo t e t he e t o o t f n t ion t end int o oppo it e
Cost s [ / km]
COH [ / km]
I n most cases, t hese t wo cost funct ions t rend int o opposit e
direct ions. Therefore t he opt imum can be calculat ed by summing
up t o t ot al cost s.
Durat ion of Track Closure [ h]
Cluj , 21. - 25. 11. 2011
Economic Evaluat ions
Aft er discussing t he input dat a some examples for economic Aft er discussing t he input dat a, some examples for economic
evaluat ions are given:
General st rat egies
Component st rat egies
g
Maint enance st rat egies Maint enance st rat egies
Cluj , 21. - 25. 11. 2011
General Track St rat egies Tot al Renewal
The most relevant quest ion in t his field is: The most relevant quest ion in t his field is:
General renewal of t rack followed by a consist ent maint enance regime
or
P h ? Permanent component exchange?
There are Pros and Cons for bot h st rat egies:
The general renewal gives a high qualit y of t ot al t rack ( all component s
new, t oget her cont inuously laid by machinery) , which t hen is t reat ed
best possible. But it s very cost ly at a cert ain point of t ime ( t he
l) renewal) .
Permanent component exchange don t gives high invest ment cost s
concent rat ed t o one point of t ime. All component s are used up t o t heir
specific life t imes. But t he component life t imes are generally lower as
wear is higher due t o missing high qualit y.
However it is possible t o calculat e t he answer in assuming LCC
Cluj , 21. - 25. 11. 2011
However, it is possible t o calculat e t he answer in assuming LCC.
The working cycle of t he permanent component exchange st rat egy
has no limit ed service life. For calculat ions it is cut t o t he one of t he
t t l l t t t ot al renewal st rat egy.
= 6% of sleepers every year
R id l l l t d i b t h
Cluj , 21. - 25. 11. 2011
Residual values are neglect ed in bot h cases.
All evaluat ions show t hat : All evaluat ions show t hat :
The general renewal is t he more economic one, as LCC are lower t han
wit h exchanging single component s.
The result is t rue for t raffic volumes down t o 1 million gross t ons per year
( less t han 3, 000 t ons per day and t rack) .
The st rat egy of cyclic renewal and maint enance is economic beneficial The st rat egy of cyclic renewal and maint enance is economic beneficial
for different price levels and maint enance expendit ures ( Aust ria, Norway,
Croat ia) .
An except ion are branch lines wit h uncert ain fut ure use: I f t he expect ed An except ion are branch lines wit h uncert ain fut ure use: I f t he expect ed
service life can possibly not be reached ( line is shut down due t o t oo low
t raffic, polit ical reasons, et c. ) , permanent component exchange might be
cheaper. p
Lost residual values due t o residual service life of single component s ( rails
and sleepers) wit hin t he t ot al renewal st rat egy can be avoided in re- using
t hese component s in branch lines, st at ion t rack and sidings.
Cluj , 21. - 25. 11. 2011
o po b a , a o a a d d g
General Track St rat egies Minimised Maint enance
Every now and t hen it comes up t o save cost s in maint enance Every now and t hen, it comes up t o save cost s in maint enance.
This is driven by t he aspect t hat following such a st rat egy short - t erm
cost s can be reduced ( simply in not spending money) .
But at t he end of t he day such st rat egies lead t o higher t ot al cost s
over t he life cycle as maint enance is necessary t o t ranspose t he
init ial qualit y of an invest ment int o service life. init ial qualit y of an invest ment int o service life.
Once qualit y is lost service life can not be reached anymore
Cluj , 21. - 25. 11. 2011
Once qualit y is lost , service life can not be reached anymore.
General Track St rat egies Permanent Slow Orders
I n some count ries it s common t o prolong service life of t rack ( and I n some count ries it s common t o prolong service life of t rack ( and
t herefore post poning t he reinvest ment and it s cost s) by set t ing
speed rest rict ions.
Calculat ing wit hout COH t his might lead t o lower cost s Considering Calculat ing wit hout COH t his might lead t o lower cost s. Considering
t he addit ional operat ional cost s ( delays, more energy consumpt ion,
negat ive market response) t his is always unbeneficial at least for
t he main net work t he main net work.
No Permanent Slow Orders wit hin t he main net work
Cluj , 21. - 25. 11. 2011
No Permanent Slow Orders wit hin t he main net work.
General Track St rat egies
The cost proport ions of reinvest ment maint enance and COH give The cost proport ions of reinvest ment , maint enance and COH give
very enlight ening informat ion on what t riggers t he t ot al LCC.
For a high t raffic mixed line gives t he following pict ure ( Aust rian cost
level and maint enance st rat egy) :
Cluj , 21. - 25. 11. 2011
The cost proport ions of reinvest ment maint enance and COH give The cost proport ions of reinvest ment , maint enance and COH give
very enlight ening informat ion on what t riggers t he t ot al LCC.
For a high t raffic mixed line gives t he following pict ure ( Aust rian cost
level and maint enance st rat egy) :
Tot al Life Cycle Cost ( 100%)
Depreciat ion 58%
Maint enance cost s 20%
Cost s of Operat ional Hindrances 22%
What ever doing: Keep service life high!
Cluj , 21. - 25. 11. 2011
Cluj , 21. - 25. 11. 2011
General Track St rat egies Subsoil
The subst ruct ure is t he most import ant element when it comes t o The subst ruct ure is t he most import ant element when it comes t o
t he behaviour of t rack. A not sufficient load- bearing subst ruct ure
leads t o enormous maint enance demands and finally t o a loss of
service life. service life.
This leads t o very high cost s!
There are different aspect s: There are different aspect s:
I nsufficient wat er drainage
As in every civil engineering const ruct ion t he wat er drainage is one of t he y g g g
most import ant aspect s. Wat er must not keep in t he t rack st ruct ure.
This is t rue for surface wat er as well as for capillary and leakage wat er.
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Avoid const ruct ions hindering t he
wat er t o flow out t rack!
Cleaning open dit ches an keeping
t hem free of any veget at ion
Fl hi f d i
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Flushing of drainages
The subst ruct ure is t he most import ant element when it comes t o The subst ruct ure is t he most import ant element when it comes t o
t he behaviour of t rack. A not sufficient load- bearing subst ruct ure
leads t o enormous maint enance demands and finally t o a loss of
service life. service life.
This leads t o very high cost s!
There are different aspect s: There are different aspect s:
I nsufficient wat er drainage
As in every civil engineering const ruct ion t he wat er drainage is one of t he y g g g
most import ant aspect s. Wat er must not keep in t he t rack st ruct ure.
This is t rue for surface wat er as well as for capillary and leakage wat er.
Weak subsoil Weak subsoil
I f t he solid ground mat erial shows t oo low bearing capabilit y or t he
subsoil is wat erlogged, t he syst em can not unfold it s filt er funct ion.
Fines are pumped up int o t he ballast bed and pollut e it . A syst em break
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Fines are pumped up int o t he ballast bed and pollut e it . A syst em break
down follows.
Subsoil rehabilit at ion and generally all measures on t he ext ended Subsoil rehabilit at ion and generally all measures on t he ext ended
permanent way are very cost ly.
But as insufficient subsoil qualit y is far more expensive, rehabbing
works pay back at least at dense t raffic lines.
Technical consequences:
Bad behaviour of t rack geomet ry Bad behaviour of t rack geomet ry
As set t lement s arise due t o set t lement s of subsoil as well as in t he ballast bed due
t o different st iffness, t rack geomet ry has t o be correct ed far more oft en ( LLT) .
Ballast cleaning is necessary once in a life t ime.
Higher forces in t he rail foot ing
As t here is t oo much deflect ion ( elast icit y) and t herefore bending st resses, rail
durabilit y goes down; rail breakages are more frequent .
Small maint enance Small maint enance
Small unplanned repairs increase; mud spot s have t o be t reat ed.
Temporary Slow Orders
Due t o frequent ly freezing and de- frost ing speed rest rict ions are necessary in wint er
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q y g g p y
and spring t ime.
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General st rat egic subsoil policy: General st rat egic subsoil policy:
For high t raffic volume ( > 15, 000 gt / day/ t rack) and/ or high speeds
( > 160 km/ h) a good subst ruct ure is a precondit ion for a low cost t rack.
An adequat e wat er drainage syst em is necessary t o keep maint enance
demands low and t herefore cost s down.
For t urnout s a sufficient subst ruct ure qualit y is even more import ant .
For low t raffic loads and branch lines a light superst ruct ure ( e. g. st eel
sleepers) can oft en handle a low bearing- capabilit y of subsoil. Wat er
drainage is a precondit ion anyway. drainage is a pre condit ion anyway.
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Component St rat egies
As already ment ioned t he used t rack component s influence t he cost s As already ment ioned t he used t rack component s influence t he cost s
massively.
The right composit ion of t rack depends on t he boundary condit ions,
mainly t raffic volume and t rack alignment .
The following component s are analysed furt her on:
Ballast
Sleepers
Rail ( Profile and St eel Grade)
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However t rack must always be seen as an int egrat ive t echnical However, t rack must always be seen as an int egrat ive t echnical
st ruct ure, not as an accident al composit ion of component s.
Whenever evaluat ing t echnical and/ or economic effect s of any
component , t he effect s on t he behaviour of ot her component s must
be incorporat ed.
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Component St rat egies Ballast
The ballast has t echnically different dut ies wit hin t he t rack st ruct ure The ballast has t echnically different dut ies wit hin t he t rack st ruct ure.
On t he one hand t he ballast bed is t he main component for load
dist ribut ion, reducing t he st resses in t he sleeper- ballast int erface t o
lo one on t he b t t e f e low ones on t he subst ruct ure surface.
Load dist ribut ion is only possible if t he t ot al syst em elast icit y allows
t o allocat ed t he forces from t he rail- t o- wheel- cont act using different
effect s. Among t hem is t he deflect ion of t rack allowing t o dist ribut e
t he forces t o several sleepers and from t here via t he ballast t o t he
subst ruct ure.
The ballast bed also provides about 20% of t he t ot al elast icit y.
Not at least , t he wat er drainage is one of t he most import ant dut ies
f t h b ll t of t he ballast .
Ballast st ones must be well sized, t he mat erial must be adequat e.
Addit ionally t he grain size dist ribut ion must be wit hin t he limit s and
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t he ballast bed t hickness sufficient ( 30 cm underneat h t he sleepers) .
From t he mat erial it self it is favourable t o use hard- st one mat erial From t he mat erial it self it is favourable t o use hard st one mat erial
( Basalt , Gneiss, Granit e, . . . ) , as magmat ic or met amorphic ones.
Sediment mat erial ( e. g. Limest one) shows far less usabilit y as t rack
mat erial. mat erial.
Nowadays t wo figures are used t o describe t he st rengt h and
resist ance of t rack ballast mat erial:
The so called LA value ( LA for Los Angeles) and t he impact t est I n The so called LA- value ( LA for Los Angeles) and t he impact t est . I n
bot h cases t he mat erial is crushed, t he weight percent age of fine
sized mat erial is measured.
Therefore: t he smaller t he values, t he bet t er t he mat erial.
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The grain size dist ribut ion is import ant for t he st abilit y of t he ballast The grain size dist ribut ion is import ant for t he st abilit y of t he ballast
bed as well as for t he wat er drainage. The regulat ions give an area
in which t he dist ribut ion curve must be.
BB ( K t t el asche )
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BB ( Kut t elwascher)
BB ( Kut t elwascher)
The grains t hemselves must show a compact shape Longish plat y The grains t hemselves must show a compact shape. Longish, plat y
or laminat ed st ones do not fulfil t he crit eria for a t ight ly arranged
ballast bed as t he t end far more easily t o break.
The differences in t amping cycles and t rack service life bet ween
different ballast qualit ies ( considering all of t he t hree crit eria) is not
det ailed analysed yet , but : y y
Comparat ive analyses bet ween Aust ria ( most ly Granit e) and
Croat ia ( most ly Limest one) showed almost halved t amping cycles
and in average 20% short er t rack service lives and in average 20% short er t rack service lives.
Evaluat ions of t amping cycles and service lives in Aust ria and
Swit zerland ( ballast wit h LA-values under 16) show big
differences ( about 50% longer cycles in Swit zerland) differences ( about 50% longer cycles in Swit zerland) .
Also in Aust ria t he ballast qualit y varies in a high range bet ween
one ballast quarry t o t he ot her.
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I n Aust ria ballast is t he crit ical element for t he service life of t rack I n Aust ria, ballast is t he crit ical element for t he service life of t rack.
Ballast det eriorat es due t o many different reasons:
Traffic load
Tamping
Fines from subst ruct ure
Transport goods
Ot her influences
Ballast det eriorat ion ends up wit h geomet ric failures ( t rack posit ion
and level) and is fought commonly by t amping. I f t he st ones are
round already or t he ballast is massively pollut ed, ballast cleaning
can be execut ed. ( Part of Maint enance St rat egies)
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Component St rat egies Sleepers
There are generally t hree main t ypes of sleepers: There are generally t hree main t ypes of sleepers:
Wooden sleepers
Concret e sleepers p
St eel sleepers
All t hree of t hem have t heir specific
li t i b t applicat ion, but :
Concret e sleepers are expect ed t o have life spans up
t o 50 years, st eel sleepers already have proven t o
keep for t his t ime. Wooden sleepers reach 30 years
if drainage is working properly.
Concret e sleepers need perfect subst ruct ures ( weight ) . Co c et e s eepe s eed pe ect subst uct u es ( e g t )
Wooden sleepers are t he only opt ion for j oint ed t rack.
Wooden sleepers should be used wherever derailment s are more likely
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( shunt ing yards, sidings) .
Economic evaluat ion of different sleepers ( medium qualit y of ballast ) : Economic evaluat ion of different sleepers ( medium qualit y of ballast ) :
No difference in t he working cycle. Cost s?
W d l i t h t ( d 5% hi h Wooden sleepers are more expensive t han concret e ones ( around 5% higher
t ot al invest ment cost s) and show t herefore higher LCC.
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Economic evaluat ion of different sleepers ( high qualit y of ballast ) : Economic evaluat ion of different sleepers ( high qualit y of ballast ) :
Wooden sleepers do not reach more t han 29 years in average. Nat ural wear and
high horizont al forces ( R ~ 500 m) st ressing t he rail fast enings are t he reason
for reduced life t imes.
St eel ones also count t o light superst ruct ure, but show a longer service life.
I n t his case, concret e sleepers are t he best opt ion: lowest invest ment , lowest
maint enance demands longest service life
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maint enance demands, longest service life.
Economic evaluat ion of different sleepers ( high qualit y of ballast ) Economic evaluat ion of different sleepers ( high qualit y of ballast )
I nsufficient subsoil qualit y:
Concret e sleepers are t oo heavy for t he subsoil, t rack is not sust ainable.
Also t he wooden sleeper t rack looses service life as t hese subsoil condit ion
implicat es drainage problems.
St eel sleeper t rack also needs much t amping but keeps for 30 years. Even if
t he sleeper price is higher ( around 75%) t he LCC are lower.
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Subsoil rehabilit at ion may be t he best opt ion!
I nnovat ive sleeper designs I nnovat ive sleeper designs
I n t he last years many European railway companies t est ed innovat ive
concret e sleepers using elast ic foot ings ( Under Sleeper Pads USP) .
The polyuret hane layer has t wo main benefit s:
Enlarged cont act area sleeper/ ballast
Test s showed t hat convent ional concret e sleepers have less t han 10%
cont act area t o t he ballast bed. This is t he main disadvant age compared
wit h wooden sleepers. The cont act ed ballast st ones break, leading t o high
init ial set t lement s USPs t riple t he cont act area ( up t o 30% of t he sleeper init ial set t lement s. USPs t riple t he cont act area ( up t o 30% of t he sleeper
area) reducing init ial set t lement s and follow- up t rack det eriorat ion.
Addit ional elast icit y of t rack
Wherever needed USPs can be used t o enlarge t ot al elast icit y of t rack. This
helps much if subst ruct ure is t oo st iff, for example.
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Under Aust ria condit ions concret e sleepers wit h elast ic foot ings have
proven t o enlarge t amping cycles by at least 100%.
A prolongat ion of service life by 25- 30% is expect ed.
For high loaded t racks ( > 70 000 gt / day t rack) For high loaded t racks ( > 70, 000 gt / day, t rack)
t his means a LCC reduct ion of more t han
30% ( st at ic calculat ion) .
At BB ( A t i F d l R il ) USP At BB ( Aust rian Federal Railways) USP are
st andard component for daily t raffic loads
higher t han 30, 000 gross t ons per day.
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Anot her applicat ion for very high loaded t racks, specially in curves,
are t he so called Frame Sleepers.
These double concret e sleepers have a longit udinal beam as well,
boost ing t he moment of inert ia t remendously and enlarging t he lat eral
resist ance against displacement resist ance against displacement .
The sleepers are as well equipped wit h Under Sleepers Pads and are
t est ed in several sit es in Aust ria, Swit zerland and I t aly. , y
Evaluat ions show t hat t his sleeper t ype seems t o need no t amping
anymore. As it is st ill very cost ly and met hods for sleeper laying are
missing it is st ill a research product missing, it is st ill a research product .
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The HDS ( high dut y) sleeper is t he consequent furt her development of
t he frame sleeper. I t s not a double- sleeper anymore, but st ill shows
hi h l l i high lat eral resist ance.
The sleeper is t est ed in very narrow curves ( R 214 m) and cont inuous
welded rails welded rails.
I t is also used for t ransit ion sect ions from bridges t o open t rack in
order t o smoot h out t he differences in st iffness.
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I t was already ment ioned t hat t here are several aspect s when it
Component St rat egies Rails
I t was already ment ioned t hat t here are several aspect s when it
comes t o rails:
Fat igue resist ance g
Wear of t he rail head
Rail surface failures
Corrugat ion waves
Head Checks ( Rail Cont act Fat igue RCF)
Rail lengt h is also t o be considered as
every weld is a possible failure.
voest alpine
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Rail fat igue was calculat ed for a long period wit h a kind of est imat ion.
Rail fat igue was calculat ed for a long period wit h a kind of est imat ion.
I t was known t hat 49E1 rails reach t heir fat igue limit at about 300
million gross t ons passed, as t his was proven under operat ion.
The consequence was t o develop a new, heavier rail for t he rising
t raffic and axle loads; t he UI C60 profile ( t oday: 60E1) . The moment
of inert ia was enlarged by a higher rail web t he rail foot became of inert ia was enlarged by a higher rail web, t he rail foot became
larger and t he profile as a whole was blown up.
As a compromise for medium loaded t racks t he UI C54 rail ( new: 54E1)
was developed. I t was est imat ed t o have about half of t he fat igue
resist ance of t he UI C60 profile.
I n Aust ria and ot her count ries t his profile was meant t o replace t he I n Aust ria and ot her count ries t his profile was meant t o replace t he
49E1 wit hout changing t he sleepers. Hence, it was necessary t o use
t he same foot dimensions, leading t o t he 54E2 profile.
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49E1 54E2 60E1
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Rail fat igue limit s
New calculat ions based on t he Eurocode show ast onishing result s:
Axle load collect ive
This calculat ion is sensit ive t o
Temperat ure differences
Track geomet ry
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What does t his means in t erms of cost s?
LCC + 16%
Rail exchange
I t is cheaper not t o change t he
LCC + 37%
rail but go for reinvest ment
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What does t his means in t erms of cost s?
LCC + 16%
LCC + 37%
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Wear
Wear
The relevant wear occurs at t he rail head in curves ( lat eral wear) . The
cont act bet ween t he wheel flange and t he rail result s in abrasive wear.
h l f l I t s not t he rail profile!
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Wear
Wear
The relevant wear occurs at t he rail head in curves ( lat eral wear) . The
cont act bet ween t he wheel flange and t he rail result s in abrasive wear.
I t s t he rail st eel grade!
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Rail Cont act Fat igue
Due t o overst ressing at t he gauge corners of t he rail heads, micro-
cracks st art t o develop.
The cracks develop in about 45t o t he gauge line. When t hey get
deeper, t he st art t o follow a st iff funct ion int o t he rail head leading t o
a splint ered fract ure. a splint ered fract ure.
Once deeper t han a 1 millimet re, it s almost impossible t o grind or mill
t hem out ; expensive rail exchanges are t he necessary consequence.
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BB ( Auer)
BB ( Auer)
The crack growt h rat e depends on Traffic volume
Rail st eel grade
The maximum crack growt h occurs The maximum crack growt h occurs
in radii around 1, 200 t o 1, 500 m.
R260 st eel grade R260 st eel grade
crack growt h rat e: 0. 015 mm/ mio. gt
R350HT st eel grade
crack growt h rat e: 0. 008 mm/ mio. gt
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The st rat egy of BB is execut ing prevent ive rail grinding wit h a 1 mm
crack dept h limit .
Half of t he grinding amount is saved by using t he higher st eel grade.
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Having all t heses evaluat ions, it is possible t o formulat e an int egrat ed,
Having all t heses evaluat ions, it is possible t o formulat e an int egrat ed,
LCC- based, and component specific invest ment st rat egy.
I n Aust ria, t his st rat egy can be summed up as follows:
Precondit ion 1: Good subsoil qualit y in t he main net work.
Precondit ion 2: Properly working drainage syst em.
Generally concret e sleepers, wherever possible.
Precondit ion 2: Properly working drainage syst em.
Precondit ion 3: Ballast qualit y cont rol.
Generally concret e sleepers, wherever possible.
60E1 rails for lines carrying more t han 15, 000 gross t ons per day
and t rack. For lower t raffic: 49E1 or 54E2 rails, or used 60E1 rails.
St eel grade R350HT ( head hardened) up t o 3, 000 met res radii
depending on t he t raffic volume.
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Also t he qualit y of t he t rack relaying work it self influences t he init ial
Re- I nvest ment of Track
Also t he qualit y of t he t rack relaying work it self influences t he init ial
qualit y of t rack.
Cont inuously working subgrade rehabilit at ion and t rack relaying
machinery ensure such high qualit y demands machinery ensure such high qualit y demands.
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Most maint enance is react ive, t hus execut ed when necessary.
Maint enance St rat egies
Most maint enance is react ive, t hus execut ed when necessary.
The are some examples showing t hat prevent ive ( pro- act ive)
maint enance is economically beneficial.
The next slides t read general maint enance st rat egies. Therefore t hese
measures can be evaluat ed using average dat a.
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As ballast is a crit ical element for t ot al service life of t rack, a ballast
Maint enance St rat egies Ballast Cleaning
As ballast is a crit ical element for t ot al service life of t rack, a ballast
bed rehabilit at ion ( ballast cleaning) could be economically beneficial.
Pollut es ballast is digged out by a big chain and t hen cleaned by
washing and re- screening. The rehabbed ballast is re- int roduced,
missing masses are subst it ut ed by new ballast .
As t he chain only grabs t he high sit uat ed layer, t he ballast bed s t e c a o y g abs t e g s t uat ed aye , t e ba ast bed
underneat h t he cleaned ballast keeps in t he pollut ed condit ion.
The result of ballast cleaning is t herefore not a new ballast bed ( and
t hus a never ending service life of ballast ) But t rack service life can t hus a never- ending service life of ballast ) . But , t rack service life can
be prolonged.
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The effect could be pret t y easy calculat ed
Maint enance St rat egies Ballast Cleaning
, but : The effect could be pret t y easy calculat ed, but :
H h ddit i l i lif ? B ll t l i t dd b t 20 40% f i lif
A hi i i l f i l i
This t echnical quest ion is very cont roversial discussed. Under st andard condit ions t his is not realist ic. Ballast cleaning t hus is
no st andard maint enance act ion
How much addit ional service life? Ballast cleaning must add about 20- 40% of service life.
The crit ical value for t he service life prolongat ion is calculat ed.
As t his is an uncert ain value for an economic evaluat ion, a
sensit ivit y analysis must give t he answer:
no st andard maint enance act ion.
And renewal of course
Except ions: Bad subsoil qualit y, special cases, high line speeds
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The crit ical value for t he service life prolongat ion is calculat ed.
And renewal, of course.
Aft er t he t amping process t he t rack is not st able enough t o bear t he
Maint enance St rat egies Dynamic Track St abilisat ion
Aft er t he t amping process t he t rack is not st able enough t o bear t he
applied loads of t rain operat ion.
The t rack grid is lift ed t o t he t arget posit ion, t he ballast bed is moved
up t o t he geomet ry needed. The init ial set t lement s are needed t o
recover t he ( lat eral) resist ance of t rack.
Many count ries t herefore have speed rest rict ions for new t amped y p p
t rack sect ions for several million gross t ons.
These t emporary slow orders can be avoided in using t he DTS
( Dynamic Track St abiliser) by bringing up t he loads wit h dynamic ( Dynamic Track St abiliser) by bringing up t he loads wit h dynamic
surface vibrat ion.
An addit ional benefit is t hat t he init ial set t lement s are applied under
homogeno ondit ion Th t he e ed ed nd f mo e homogenous condit ions. Thus t hey are reduced and far more
import ant t hey are equally dist ribut ed, so t hat init ial failures of
vert ical t rack geomet ry are kept low.
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Plasser & Theurer
The benefit s of t his machine are so high t hat in Aust ria every t amping
Maint enance St rat egies Dynamic Track St abilisat ion
The benefit s of t his machine are so high t hat in Aust ria every t amping
act ion for t rack as well as for t urnout s is execut ed wit h a follow up
t rack st abilisat ion.
T t t h i l t t i f t hi t h l ( t k t ff l To support t he implement at ion of t his t echnology ( t rack st aff only saw
higher cost s) at BB it was only possible t o order a t amping unit .
The DTS or DGS in German was simply send wit h t he t amper by
t he machinery dist ribut ion depart ment t he machinery dist ribut ion depart ment .
Meanwhile t his machine is int egrat ed in t he Dynamic- St opf- Express.
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Local problems, oft en caused by differences in st iffness, lead t o single
Maint enance St rat egies Single Failure Tamping
Local problems, oft en caused by differences in st iffness, lead t o single
failures.
Geomet rical imperfect ion ( most ly in vert ical t rack geomet ry) occur on
a lengt h of less t han 50 met res.
Correct ion wit h convent ional t amping machines is like shoot ing
sparrows wit h canon balls sparrows wit h canon balls.
Special single t amping machines ( sprint ers ) do t he correct ive
maint enance They generally follow t he measuring car maint enance. They generally follow t he measuring car.
Precondit ions:
D t il d l t i f t h i l f il i k Det ailed locat ion of t he single failure is known.
Det ailed measuring of t he failure.
Correct ion wit h right t amping soft ware t i i @ i ki d
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Correct ion wit h right t amping soft ware. t rainpic@winki. de
Rail grinding is probably t he most undervalued t rack maint enance
Maint enance St rat egies Prevent ive Grinding
work. I t does not give any bet t er geomet rical t rack qualit y and is
t herefore oft en simply not execut ed.
But :
Corrugat ion waves on t op of t he rail head in curves lead t o high-
frequent vibrat ion dest roying ballast st ones int o very fine mat erial frequent vibrat ion dest roying ballast st ones int o very fine mat erial.
This mat erial hinders wat er drainage and leads t o pumping spot s.
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BB ( Auer)
BB ( Auer)
Maint enance St rat egies Prevent ive Grinding
work. I t does not give any bet t er geomet rically t rack qualit y and is
t herefore oft en simply not execut ed.
But :
Corrugat ion waves on t op of t he rail head in curves lead t o high-
frequent vibrat ion dest roying ballast st ones int o very fine mat erial frequent vibrat ion dest roying ballast st ones int o very fine mat erial.
This mat erial hinders wat er drainage and leads t o pumping spot s.
R fili t h il h d h l t t il h f t h Re- profiling t he rail head helps t o post pone rail exchange of t he
out er rail in curves.
Prevent ive rail grinding in big radii and st raight t rack keeps RCF e e t e a g d g b g ad a d st a g t t ac eeps C
defect s low, as upcoming cracks are ground out early.
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BB ( Auer)
The t erm int egrat ed st ands for combined t amping and rail grinding
Maint enance St rat egies I nt egrat ed Maint enance
The t erm int egrat ed st ands for combined t amping and rail grinding
wit hin one t rack closure.
The degradat ion rat e of t rack qualit y is influenced on long
( subst ruct ure) medium ( ballast ) and short ( rail surface) waves in t he ( subst ruct ure) , medium ( ballast ) and short ( rail surface) waves in t he
t rack.
Less failures lead t o low dynamics in t he t rain rides and t herefore t o
reduced det eriorat ion.
Addit ionally, t here is an economic effect :
As bot h machine use one t rack closure, COH are lower t han if t he ,
works would be execut ed separat ely.
I nt egrat ed Maint enance is coordinat ed in t he headquart ers and is now
implement ed for high loaded lines implement ed for high loaded lines.
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BB ( Auer)
BB ( Auer)
Maint enance St rat egies BB Tamping St rat egy
Single Failures Tamping I nt egrat ed g
Geomet ry
p g
Track & Turnout s
g
Maint enance
Single Failure
Tamping due t o
Tamping due t o
ensure t hrough
Prevent ive
Grinding&Tamping
2, 000 900 km Track 150 km Track
Tamping due t o
ensure safet y limit s
ensure t hrough-
going t rack qualit y
Grinding&Tamping
( high loaded t racks)
Single Failures &
1, 500 Turnout s
100 Turnout s
2 Mio 19 Mio 4 Mio 2 Mio. 19 Mio. 4 Mio.
Cluj , 21. - 25. 11. 2011
BB ( Auer)
BB ( Auer)
BB ( Wogowit sch)
Life Cycle Management
Having general invest ment and maint enance st rat egies component Having general invest ment and maint enance st rat egies, component
use and prevent ive maint enance is det ermined.
What about t he real sit uat ion ?
The most import ant quest ion of t rack maint enance or bet t er: of
Life Cycle Management of t rack is:
Maint enance or t rack renewal?
Cluj , 21. - 25. 11. 2011
I t is known what has happened in t he past so t he working cycle for I t is known what has happened in t he past , so t he working cycle for
t he specific t rack can be set up.
An est imat ion is needed t o forecast t he fut ure maint enance
demands
West bahn 1 400< R< 600 ei ngl ei si g
GesBT/ Tag, Gl eis Profi l Gt e
55.000 49E1 200
Nut zungsdauer Jahre 23,0 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22
Neul age 1,0 1
Neul age mit Unt erbausani erung 0 0
Unt erbau Schwel l e
gut Bet on
demands.
Neul age mit Unt erbausani erung 0,0
Schot t erbet t rei ni gung 0,0
St opfen all e x Jahre 1,9 1 1 1 1 1 1 1 1 1 1 1 1
zust zl ich Tei lewechsel Anzahl in ND 1,0 1
Schl ei fen Anzahl in ND 2,0 1 1
Schi enenwechsel Anzahl in ND 1,0 1
St opflege Anzahl in ND 0,0
Zwi schenl agenwechsel Anzahl in ND 0,0
Mngelbehebung Anzahl in ND 23,0 0,5 0,5 0, 5 0,5 0, 5 0,5 0, 5 1 1 1 1 1 1 1 1 1 1,5 1,5 1, 5 1,5 1, 5 1,5 1, 5
West bahn 1 400< R< 600 ei nglei sig
GesBT/ Tag, Gl eis Profil Gt e
55. 000 49E1 200
Nut zungsdauer Jahre 28,0 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27
Neul age 1, 0 1
Neul age mi t Unt erbausani erung 0, 0
Schot t erbet t rei ni gung 0, 0
St opfen al l e x Jahre 2, 0 1 1 1 1 1 1 1 1 1 1 1 1 1 1
zust zl i ch Teil ewechsel Anzahl in ND 1, 0 1
Schl eifen Anzahl in ND 2, 0 1 1
Schi enenwechsel Anzahl in ND 1, 0 1
gut Bet on
,
St opfl ege Anzahl in ND 0, 0
Zwi schenl agenwechsel Anzahl in ND 0, 0
Mngel behebung Anzahl in ND 33,1 0, 5 0, 5 0,5 0, 5 0,5 0,5 0, 5 1 1 1 1 1 1 1 1 1 1,5 1, 5 1,5 1,5 1, 5 1,5 1,5 1, 7 1,8 2 2, 2 2,4
How t o forecast ? By a predict ion model or by experience.
Cluj , 21. - 25. 11. 2011
Or bet t er bot h.
Ballast bed ok
Rail exchange ( fat igue)
I nt ensified t amping
Very dense t amping int erval
Single sleeper exchange
small maint enance ( rail fast eners)
Planned service life
Lit t le increase of small maint enance
increases rapidly
Annuit y decreases
Annuit y increases
Cluj , 21. - 25. 11. 2011
Opt imal point of t ime for reinvest ment
Ballast bed ok
Rail exchange ( fat igue)
Very dense t amping int erval
Ballast bed pollut ed
no addit ional measures
Permanent Slow Order
Planned service life
Lit t le increase of small maint enance
increases rapidly
Permanent Slow Order
Cluj , 21. - 25. 11. 2011
Prognosis
I t is necessary t o have t he best possible prognosis of t he t rack I t is necessary t o have t he best possible prognosis of t he t rack
behaviour t o enable t rack engineers making t he right t echnical and
economical decisions.
There is a lot of informat ion gat hered by measuring and inspect ions.
But :
The best informat ion is point less if not used The best informat ion is point less if not used.
And: Before it is possible t o use t he exist ing informat ion, it is
necessary t o know how. y
Cluj , 21. - 25. 11. 2011
Prognosis
Cluj , 21. - 25. 11. 2011
Track Qualit y Behaviour
What is Qualit y? What is Qualit y?
Qualit y does not mean fulfilling of safet y limit s!
Qualit y crit eria and economic t hreshold values must be much more
st rict t han safet y limit s in order t o have space for an opt imisat ion
process process.
This process needs t ime and t herefore an adequat e t ime reserve for
planning. Reaching t he safet y limit s means immediat e int ervent ion.
Cluj , 21. - 25. 11. 2011
1
22
3
4
5
6
Act ual qualit y is 3. 2.
Good enough or int ervent ion?
6
I f qualit y was 3. 1 last I f qualit y was 0. 9 last
year t here is no need for
any int ervent ion as t here
is pract ically no change
year, int ervent ion is
urgent ! There is a fast
det eriorat ion.
A descript ion of qualit y wit h a single value is not enough. I t is
necessary t o know t he qualit y behaviour over t ime
Cluj , 21. - 25. 11. 2011
necessary t o know t he qualit y behaviour over t ime.
Which qualit y figure t o use?
Average annual cost s are no qualit y figure! Not execut ing necessary
maint enance would lead t o a bet t er t rack. . .
EU regulat ions use t he vert ical st andard deviat ion (H) as qualit y
index. Track qualit y is t hereby only described by t he vert ical failures.
Horizont al failures and t wist failures are not considered.
Evaluat ing net works wit h a high percent age of curves, more
informat ion is needed t han vert ical alignment only.
Cluj , 21. - 25. 11. 2011
2
1 , ,
1 , ,

v v v v
v v
v v v v
R L i R i R R
R L
i L i L L
2
1 , ,
1 , ,

h h h h h
h h
h h h h
i R i R R
R L
i L i L L
Levelling and Tamping
)) ( h ( v
Levelling Lining and Tamping
h
Lining
) ( v

Cluj , 21. - 25. 11. 2011
)) ( h ( v
Levelling, Lining and Tamping
The MDZ- Figure describes t he t rack geomet ry as accelerat ion
differences in a virt ual vehicle caused by t rack imperfect ions differences in a virt ual vehicle caused by t rack imperfect ions.
Failures in x- , y- and z- dimension cause accelerat ions in t he cent re
of gravit y. Physical laws replace weight ing fact ors.

L
MDZ
h v Diff
L
ADA
0
2 2 2 65 , 0
) ( . *
1
* v
I mpact of t he speed
Evaluat ion lengt h
I mpact of t he t rack
geomet ry
As speed is also included ( no speed, no accelerat ions) it is possible
t o compare measurement s execut ed wit h different speed levels as it
is easy t o re- calculat e t he MDZ- Figure for one speed level only.
Cluj , 21. - 25. 11. 2011
y g p y
An int egrat ive research approach for t rack qualit y: An int egrat ive research approach for t rack qualit y:
A good t rack behaves well, a bad one det eriorat es fast er.
The t rack det eriorat ion depends on t he act ual qualit y level.
= const .
Q
Q
Different ial equat ion:
Cluj , 21. - 25. 11. 2011
An int egrat ive research approach for t rack qualit y: An int egrat ive research approach for t rack qualit y:
A good t rack behaves well, a bad one det eriorat es fast er.
The t rack det eriorat ion depends on t he act ual qualit y level.
b
e Q
0
Q
( t )
t
I nit ial qualit y

delivered by
I nvest ment
Track det eriorat ion
fought by
Maint enance
+ = LCC
+ COH
Cluj , 21. - 25. 11. 2011
b
e Q
0
Q
( t )
t
I t is not possible t o divide t he qualit y funct ion.

Therefore it is not possible t o divide invest ment and maint enance Therefore it is not possible t o divide invest ment and maint enance
responsibilit ies and budget s!
Cluj , 21. - 25. 11. 2011
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a
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Time
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e
n
e
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i
g
u
r
e
Q
u
a
l
i
t
y

F
I nt ervent ion Level
Cluj , 21. - 25. 11. 2011
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Time
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e
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g
u
r
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Q
u
a
l
i
t
y

F
The qualit y funct ion is shift ed horizont ally. Wit h t he same det eriorat ion
rat e b t he inclinat ion of t he t angent at t he t ime 0 ( Q0) is much bigger
Cluj , 21. - 25. 11. 2011
only because of t he lower init ial qualit y level ( Q02 = Q1( t 1) ) .
w
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e
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i
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Q
u
a
l
i
t
y

F
Cluj , 21. - 25. 11. 2011
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Right Maint enance
Eliminat ion of t he failure cause
i
g
u
r
e
Eliminat ion of t he failure cause
Q
u
a
l
i
t
y

F
Wrong Maint enance
Eliminat ion of t he failure consequence
Cluj , 21. - 25. 11. 2011
Bad sect ion?
i
g
u
r
e
Q
u
a
l
i
t
y

F
Single failure!
Cluj , 21. - 25. 11. 2011
Track lengt h
Single failures?
i
g
u
r
e
Q
u
a
l
i
t
y

F
Crossing Turnout Bridge
Cluj , 21. - 25. 11. 2011
Track lengt h
Failures come back at t he
same locat ions!
i
g
u
r
e
Q
u
a
l
i
t
y

F
Tamping 2005
Cluj , 21. - 25. 11. 2011
Track lengt h
Good t rack and bad t rack?
i
g
u
r
e
Q
u
a
l
i
t
y

F
New t rack and old t rack!
Cluj , 21. - 25. 11. 2011
Track lengt h
Where is t he e- funct ion? I s it plain t heory?
p y
i
g
u
r
e
Q
u
a
l
i
t
y

F
Cluj , 21. - 25. 11. 2011
Track lengt h
Where is t he e- funct ion? I s it plain t heory?
p y
i
g
u
r
e
Q
u
a
l
i
t
y

F
Q
t b
Q

Q
=
t b
e Q

0
Cluj , 21. - 25. 11. 2011
Track lengt h
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Time
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e
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w
Time
R
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n
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w
i
g
u
r
e
i
g
u
r
e
but
Q
u
a
l
i
t
y

F
Q
u
a
l
i
t
y

F
I nt ervent ion Level 2
I nt ervent ion Level I nt ervent ion Level
Cluj , 21. - 25. 11. 2011
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e
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i
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u
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e
Q
u
a
l
i
t
y

F
Q
u
a
l
i
t
y

F
Service Life
Cluj , 21. - 25. 11. 2011
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4
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Q
u
a
l
i
t
y

F
Q
u
a
l
i
t
y

F
Service Life
For a young t rack t he int ervent ion level has t o be st rict er.
At t he end of service life t he t hreshold value must be limit ed
Cluj , 21. - 25. 11. 2011
At t he end of service life t he t hreshold value must be limit ed.
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4
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g
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r
e
Q
u
a
l
i
t
y

F
Q
u
a
l
i
t
y

F
Service Life
For a young t rack t he int ervent ion level has t o be st rict er.
At t he end of service life t he t hreshold value must be limit ed
Cluj , 21. - 25. 11. 2011
At t he end of service life t he t hreshold value must be limit ed.
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Time
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4
i
g
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Q
u
a
l
i
t
y

F
Service Life
Holzfeind, TU Graz
The earlier t he bet t er?
Q t t b d t h Q l f t h b h b f
Cluj , 21. - 25. 11. 2011
Q must not be exceed t he Q- value of t he bough before.
Cluj , 21. - 25. 11. 2011
Track is perfect .
Ballast Cleaningg
Why?
Track det eriorat es very fast Track det eriorat es very fast
aft er ballast cleaning.
Feasible?
Holzfeind, TU Graz
Evaluat ion of t he dat a warehouse
eas b e
Cluj , 21. - 25. 11. 2011
Funct ional Knowledge
Strecke
Gleis
Strecke
Daten
Daten
Strecke
Gleis
Daten
Strecke
Gleis
Daten
Strecke
Gleis
Daten
EM250 Einbauten ME Krm.bild Oberbau
BB-Datenbank
Cluj , 21. - 25. 11. 2011
Superst ruct ure influence on t rack det eriorat ion:
Funct ional Knowledge
Superst ruct ure influence on t rack det eriorat ion:
60E1 on concret e sleepers:
F ibl ?
Highest det eriorat ion rat e b.
Feasible?
Not considered paramet ers:
Traffic volume
Track alignment
Subst ruct ure
T k
wooden
Conclusions are only possible on paramet er basis
Track age
Execut ed maint enance
wooden
concret e
Cluj , 21. - 25. 11. 2011
Conclusions are only possible on paramet er basis.
Funct ional Knowledge Homogenous Sect ions
Conclusions are only possible if only one paramet er is varied Conclusions are only possible if only one paramet er is varied.
Enquires show very short homogenous sect ions. q y g
I s t his realit y?
Cluj , 21. - 25. 11. 2011
Radii / Diverging radii
Funct ional Knowledge Homogenous Sect ions
Lnge [km] Unterbau [-] Radius/Abzw. Oberbau Jahr der Neulage
Superst ruct ure
Subst ruct ure
Radii / Diverging radii
g [ ] [ ] g
0,840 4 R > 600 49 E1 Be 1959
0,033 4 ABW 300 54 E2 H 1980
0,638 1 R > 600 49 E1 Be 1959
0,012 1 R > 600 54 E2 Be 1959
0,074 4 R > 600 49 E1 Be 1959
0 042 4 EW 500 49 E1 Be 1978
Only 5 Paramet ers!
0,042 4 EW 500 49 E1 Be 1978
0,010 4 R > 600 49 E1 Be 1985
0,042 4 EW 500 49 E1 Be 1978
0,009 4 R > 600 49 E1 Be 1959
0,107 4 R > 600 49 E1 Be 1969
0,277 4 400 < R < 600 49 E1 Be 1969
y
12 st andard element s
on 2. 3 km
,
0,042 1 IBW 500 54 E2 H 1969
0,165 1 400 < R < 600 49 E1 Be 1969
2,300
Lengt h of homogenous
sect ion
Track relaying year
Example of a manual evaluat ion on BBs net work
Cluj , 21. - 25. 11. 2011
Example of a manual evaluat ion on BBs net work.
Funct ional Knowledge Discont inuit ies
Every t urnout bridge t unnel or st at ion is a discont inuit y for t rack Every t urnout , bridge, t unnel, or st at ion is a discont inuit y for t rack
behaviour. Ot her discont inuit ies are point s of changes in t rack
st iffness ( Change of rail profile or sleeper t ype) or st art ing and
ending point s of t rack works.
Qualittssignal
ending point s of t rack works.
Messsignal
20 30 40 50 0 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 10
von Strstelle beeinflusster Bereich
Strstelle
Evaluat ing on a 100- met res basis lengt h, discont inuit ies influence
t he qualit y value 50 m before and aft er t heir locat ion.
Cluj , 21. - 25. 11. 2011
Funct ional Knowledge Valid lengt hs
Sect ions must be correct ed due t o t his influence Sect ions must be correct ed due t o t his influence.
Such valid lengt hs are sect ions wit hout any influence of
discont inuit ies wit hin t he homogenous sect ions. Also changes in
t l i i fl paramet er values give influence.
To gat her significant conclusions on t he influence of a paramet er or
different paramet er charact erist ics, t he size of t he sample should be p , p
as big as possible.
Cluj , 21. - 25. 11. 2011
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F
Cluj , 21. - 25. 11. 2011
Funct ional Knowledge Examples
BB ( Auer)
Cluj , 21. - 25. 11. 2011
Time
t
y

F
i
g
u
r
e
??
Q
u
a
l
i
t
There is a similar behaviour, but it is divided int o t wo significant
different part s. Eit her t here is not hing t o evaluat e ( and t he t heory is
wrong) or t here is a not considered paramet er.
Cluj , 21. - 25. 11. 2011
g) p
Time
Q
u
a
l
i
t
y

F
i
g
u
r
e
Are noise barriers an addit ional paramet er? What do noise barriers
have t o do wit h t rack geomet ry?
I t s not t he noise barrier, but a drainage problem. Two different
subst ruct ure condit ions give t wo different t rack qualit y behaviours.
Cluj , 21. - 25. 11. 2011
60E1 rails on USP
concret e sleepers
Reference: 60E1 rails on Reference: 60E1 rails on
convent ional concret e
sleepers
The posit ive effect s are proven net - wide. More t han 1, 500 sect ions
were evaluat ed.
Cluj , 21. - 25. 11. 2011
1 sect ion wit h asphalt layer
1 sect ion wit hout
2 sect ions wit h asphalt layer
1 sect ion wit hout
Cluj , 21. - 25. 11. 2011
1 2 1
1 2
Cluj , 21. - 25. 11. 2011
wit h, wit hout asphalt layer
2 1
1 2 2 1 1
Cluj , 21. - 25. 11. 2011
Subsoil rehabilit at ion
improves t rack qualit y
significant ly!
Track memory
Cluj , 21. - 25. 11. 2011
D
Z
D
Z
Track is perfect ( b= 0, 05) no int ervent ion!
M
D
M
D
Aft er t he SUZ t rack qualit y det eriorat es very
fast ( b= 0, 7! ) immediat e int ervent ion!
e
w
a
l
Track is perfect ( b 0, 05) no int ervent ion!
e
w
a
l
T
r
a
c
k

r
e
n
e
T
r
a
c
k

r
e
n
T
St abilising t amping ( 4
t h
relaying t amping) maximum one year aft er
l i i t k lit i ifi t l d t i bl ( b 0 1)
Cluj , 21. - 25. 11. 2011
relaying improves t rack qualit y significant ly and sust ainably ( b= 0, 1) .
Funct ional Knowledge Conclusions
Funct ional knowledge about t rack behaviour enables t o forecast Funct ional knowledge about t rack behaviour enables t o forecast
maint enance act ions and service lives.
Funct ions must reflect on t he paramet ers influencing t rack qualit y
behaviour The Paramet ers are: behaviour. The Paramet ers are:
Traffic load
Track alignment
Subst ruct ure condit ionSubsoil Subst ruct ure condit ionSubsoil
Sub- layers
Drainage condit ions
Ballast qualit y Ballast qualit y
Superst ruct ure ( Sleepers, Rail profile, Rail st eel grade)
Addit ionally it must be known
I mprovement due t o a maint enance act ion
I mprovement due t o a relaying of t rack
Research is advanced but st ill t here are some t hings unsolved
Cluj , 21. - 25. 11. 2011
Research is advanced, but st ill t here are some t hings unsolved.
Track sect ion wit h a t raffic load of
GleisPROPHET Gleisprognose und planbare Hufigkeit von Erhalt ungst t igkeit en
about 40, 000 GesBt / Tag
At reinvest ment 1995 60E1 rails
were laid on concret e sleepers. were laid on concret e sleepers.
2000, 2004 and 2007 t amping was
execut ed.
50 met res furt her on
200 met res furt her on
The sect ions show different qualit y levels t he relat ion bet ween qualit y The sect ions show different qualit y levels, t he relat ion bet ween qualit y
Q and det eriorat ion rat e b are similar.
Cluj , 21. - 25. 11. 2011
Cluj , 21. - 25. 11. 2011
Cluj , 21. - 25. 11. 2011
The goal of prognosis is always forecast ing t he fut ure behaviour but
The goal of prognosis is always forecast ing t he fut ure behaviour, but
t he init ial qualit y must be known as it influences furt her behaviour.
The improvement of Q due t o t amping is known.
The sect ions behave similar. I t is possible t o merge an average b- rat e.
Knowing t he laws of int eract ion bet ween Q and b, t he behaviour before
I t is very likely t hat
before 2000 t here was anot her t amping.
g Q ,
t he t amping in 2000 can be derivat ed.
Aft er renewal Q generally det eriorat es very fast .
Cluj , 21. - 25. 11. 2011
On t he sect ion Q never falls below a cert ain qualit y level.
A 10- years t ime- row st ill shows a short part of t rack service life
A 10 years t ime row st ill shows a short part of t rack service life
only. Funct ional knowledge is a precondit ion for reliable prognosis.
Due t o exist ing funct ional knowledge fut ure t amping demands can be
foreseen. Open quest ions:
Absolut e qualit y improvement due t o t amping?
A d d i t k ? Any dependencies on t rack age?
I f t he minimum qualit y level can not be guarant eed anymore, t he
t echnical service life is reached. ( Economic service life is calculat ed
Cluj , 21. - 25. 11. 2011
evaluat ing LCC due t o prognosis of t he ot her component s as well) .
A 10- years t ime- row st ill shows a short part of t rack service life
A 10 years t ime row st ill shows a short part of t rack service life
only. Funct ional knowledge is a precondit ion for reliable prognosis.
Due t o exist ing funct ional knowledge fut ure t amping demands can be
foreseen. Open quest ions:
Absolut e qualit y improvement due t o t amping?
A d d i t k ? Any dependencies on t rack age?
I f t he minimum qualit y level can not be guarant eed anymore, t he
t echnical service life is reached. ( Economic service life is calculat ed
Cluj , 21. - 25. 11. 2011
evaluat ing LCC due t o prognosis of t he ot her component s as well) .
And all t he int errelat ions bet ween t he different maint enance works
and t he component / t rack condit ion.
Cluj , 21. - 25. 11. 2011
And here we are again: Maint enance or reinvest ment ?
West bahn 1 400< R< 600 ei ngl ei si g
GesBT/ Tag, Gl eis Profi l Gt e
55.000 49E1 200
Nut zungsdauer Jahre 23,0 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22
Neul age 1,0 1
Neul age mit Unt erbausani erung 0,0
Schot t erbet t rei ni gung 0 0
gut Bet on
And here we are again: Maint enance or reinvest ment ?
Schot t erbet t rei ni gung 0,0
St opfen all e x Jahre 1,9 1 1 1 1 1 1 1 1 1 1 1 1
zust zl ich Tei lewechsel Anzahl in ND 1,0 1
Schl ei fen Anzahl in ND 2,0 1 1
Schi enenwechsel Anzahl in ND 1,0 1
St opflege Anzahl in ND 0,0
Zwi schenl agenwechsel Anzahl in ND 0,0
Mngelbehebung Anzahl in ND 23,0 0,5 0,5 0, 5 0,5 0, 5 0,5 0, 5 1 1 1 1 1 1 1 1 1 1,5 1,5 1, 5 1,5 1, 5 1,5 1, 5
West bahn 1 400< R< 600 ei nglei sig
GesBT/ Tag, Gl eis Profil Gt e
55. 000 49E1 200
Nut zungsdauer Jahre 28,0 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27
Neul age 1, 0 1
Neul age mi t Unt erbausani erung 0, 0
Schot t erbet t rei ni gung 0, 0
St opfen al l e x Jahre 2, 0 1 1 1 1 1 1 1 1 1 1 1 1 1 1
gut Bet on
Schl eifen Anzahl in ND 2, 0 1 1
Schi enenwechsel Anzahl in ND 1, 0 1
St opfl ege Anzahl in ND 0, 0
Zwi schenl agenwechsel Anzahl in ND 0, 0
Mngel behebung Anzahl in ND 33,1 0, 5 0, 5 0,5 0, 5 0,5 0,5 0, 5 1 1 1 1 1 1 1 1 1 1,5 1, 5 1,5 1,5 1, 5 1,5 1,5 1, 7 1,8 2 2, 2 2,4
A reliable prognosis and an at t ached LCC calculat ion should support
right decision making and opt imising cost s in fut ure.
Cluj , 21. - 25. 11. 2011
LCM is now implement ed in Aust ria at t he BB LCM is now implement ed in Aust ria at t he BB.
Every reinvest ment proj ect is evaluat ed in t erms of:
Re- invest ment lengt h
St rat egy conformit y of used component s
The proj ect s are set up by t he t rack engineers. The give t he main
input dat a ( from km t o km, planned component s) and t he
alt ernat ive measures in maint enance.
Aft er finishing t he economic calculat ions, t he t rack engineers get a Aft er finishing t he economic calculat ions, t he t rack engineers get a
report eit her confirming t heir approach or giving input for alt ernat ive
doing.
Cluj , 21. - 25. 11. 2011
An t hen we end up wit h a lot of LCC proofed proj ect s More proj ect s An t hen we end up wit h a lot of LCC proofed proj ect s. More proj ect s
t han can be financed by t he given budget s. . .
As budget s are limit ed and more import ant can not be changed
by any LCC calculat ion, t he proj ect s wit h t he highest economic
efficiency must be figured out .
Cluj , 21. - 25. 11. 2011
Proj ect A
Re- I nvest ment Cost s: 590. 000 / km
655. 000 / km ( incl. COH)
Benefit : 8. 850 / km and year
Reduct ion of t he annuit y by 17%
Target annuit y ( 60E1 USP concret e sleeper)
g y ( p )
Cluj , 21. - 25. 11. 2011
Opt imal point of t ime for t he reinvest ment
Proj ect A
655. 000 / km ( incl. COH)
Loss: 750 / km and year
I ncrease of t he annuit y by 7%
BUT: vor 34 years!
BUT: vor 34 years!
Target annuit y ( 60E1 USP concret e sleeper) g y ( p )
Cluj , 21. - 25. 11. 2011
Proj ect B
655. 000 / km ( incl. COH)
Reduct ion of t he annuit y by 13% Reduct ion of t he annuit y by 13%
Cluj , 21. - 25. 11. 2011
Proj ect B
655. 000 / km ( incl. COH)
Loss: 5. 450 / km and year
I ncrease of t he annuit y by 11%
BUT: For 26 years! BUT: For 26 years!
Reduct ion of t he annuit y by 13% Reduct ion of t he annuit y by 13%
Cluj , 21. - 25. 11. 2011
Finally all proj ect s are known in t erms of cost s benefit s and losses Finally all proj ect s are known in t erms of cost s, benefit s and losses.
I n a cost / benefit and cost / loss analyses t he proj ect s are ranked.
Whenever budget s are t oo low proj ect s wit h high cost s and low Whenever budget s are t oo low, proj ect s wit h high cost s and low
benefit s or high cost s and low loss are post poned first .
Of course, proj ect s wit h high losses are ranked first . Under Aust rian , p j g
condit ions, t his concerns proj ect s re- est ablishing st andard speed
levels ( and t herefore a reduct ion of permanent slow orders) .
That is t he day- t o- day work in Life Cycle Management . Let s come t o
some more sophist icat ed analyses! some more sophist icat ed analyses!
Cluj , 21. - 25. 11. 2011
Economic Considerat ions Microeconomics
Example: Dist ance bet ween Crossovers
A reduct ion of t he dist ance bet ween crossovers leads t o a reduct ion
of operat ional hindrances. Delays are kept low, COH as well.
p
5 km Slow Order wit h 90 km/ h
24 h Track Closure 8 h Track Closure
Cost s of Operat ional Hindrances
1
5

k
m
1
0

k
m
7
,
5

k
m
5

k
m
Cluj , 21. - 25. 11. 2011
1 1 7 5
Example: Dist ance bet ween Crossovers
Cost s of Operat ional Hindrances can be reduced dramat ically
reducing t he dist ance bet ween crossovers.
p
But :
More crossovers means more t urnout s. Turnout s are much more More crossovers means more t urnout s. Turnout s are much more
expensive t han open t rack, so t hat t ot al cost s rise. Depreciat ion
cost s as well as maint enance expendit ures increase.
Dense maint enance int ervals of t urnout s also cause more t rack
closures, leading t o rising COH.
A t h t f t i i t diff t di t i t h f As t hese cost funct ions go int o different direct ions, t he sum of
bot h leads t o a defined cost minimum.
Cluj , 21. - 25. 11. 2011
TU Graz I I nst i t ut f r Ei senbahnw esen und Ver k ehr sw i r t schaf t I Ass.Prof. Dipl.- I ng. Dr. t echn. St efan Marschnig
Opt imal dist ance of crossovers
double t racked line wit h ~ 70, 000 gt / day, t rack or ~ 150 t rains/ day, t rack
60. 000
70. 000
50. 000
m
]
30. 000
40. 000
A
n
n
u
i
t
i
y

[
/
k
10. 000
20. 000
0
0 5 10 15 20 25 30 35
Crossover dist ance [ km]
7, 5 km
Di idi b 10 k
Cluj , 21. - 25. 11. 2011
[ ]
Dividing number: 10 km
Optimaler berleitstellenabstand
Westbahn 2-gleisig
Opt imaler berleit st ellenabst and
zweigleisige St recke mit ~ 70 000 GesBt / Tag Gleis oder ~ 150 Zgen/ Tag Gleis
Opt imal dist ance of crossovers
double t racked line wit h ~ 50 000 gt / day t rack or ~ 100 t rains/ day t rack
60. 000
70. 000
zweigleisige St recke mit ~ 70. 000 GesBt / Tag, Gleis oder ~ 150 Zgen/ Tag, Gleis double t racked line wit h ~ 50, 000 gt / day, t rack or ~ 100 t rains/ day, t rack
40. 000
50. 000
k
m
]
30. 000
40. 000
A
n
n
u
i
t
y

[
/
k
10. 000
20. 000
0
0 5 10 15 20 25 30 35
Crossover dist ance [ km]
7, 5 km
Dividing number: 10 km Dividing number: 13 km
Cluj , 21. - 25. 11. 2011
Dividing number: 10 km Dividing number: 13 km
A 11 km crossover- dist ance lead t o lower annuit ies t han t wo t imes 5, 5 km
The proj ect :
On t he exist ing main line a t unnel reached
it s t echnical service life. The new safet y
regulat ions can not be realised wit hin t he
exist ing infrast ruct ure.
Meanwhile t here is a t emporary allowance
t o st ill operat e t rains, but on a reduced
speed level and only unt il 2026.
Two opt ions for a new t unnel are Two opt ions for a new t unnel are
observed:
One is a rebuilding of t he t unnel close t o
t he exist ing one, t he ot her opt ion is a new g , p
base t unnel in new locat ion.
Cluj , 21. - 25. 11. 2011
Opt ion 1 Opt ion 2
Lengt h: 7. 664 km
Lengt h: 9. 891 km
Lengt h: 4. 715 km
Opt ion 1 Opt ion 2
Cost s: ~ XXX mio
g
Re- invest ment of maj or part s of
t he exist ing line- sect ions
( St at ion, bridges, t rack,
cat enary) included:
M I li t i 12 8
Cost s: XXX mio.
cat enary) included:
Max. I nclinat ion: 12. 8
Cost s: ~ XXX mio.
Max I nclinat ion: 21 4 Max. I nclinat ion: 21. 4
Cluj , 21. - 25. 11. 2011
Freight Terminal
Freight Terminal
Due t o t he 21 4 heavy freight Due t o t he 21. 4 heavy freight
t rains ( > 950 t o) in t he direct ion
nort h have t o run on a minor line.
Thi i ddit i l 60 k t i This gives addit ional 60 km t rain-
run and about addit ional 70
minut es.
I ron ore mine
Operat ional problem: These t rains have t o
run part ly on t he busiest mixed- t raffic line
in t he net - work.
F i ht T i l
The iron ore is part ly t ransport ed t o t he nort h and
t he sout h. Four t rains pairs ( full/ empt y) per day at
maximum.
Cluj , 21. - 25. 11. 2011
Freight Terminal
The proj ect is locat ed on a maj or
passenger t raffic line.
I n t he bypass line t here is no
passenger service.
Cluj , 21. - 25. 11. 2011
The analyses of t he t raffic flow gives a maj or input t o t he y g j p
comparison of bot h proj ect .
First t he microeconomic view:
The st eep ramp t o t he exist ing t unnel hinders heavy freight t rains
t o use t he maj or line, while t he base t unnel shows a smoot h
inclinat ion.
Thus freight t rains could be operat ed on t he main line in fut ure, if
realising proj ect opt ion 1.
One of several consequences is, t hat t he t raffic loads on t he
bypass line rapidly shrinks.
Let s have a deeper view on t his line:
Cluj , 21. - 25. 11. 2011
This line is one of t he oldest lines in Aust ria and was const ruct ed
once as t he main connect ion.
Due t o polit ical and economical reasons t he new main line was built
lat er on lat er on.
As t here is low t raffic volume on t he bypass nowadays ( some heavy
freight t rains, t he iron ore t rains, no more passenger service since g , , p g
2009) , maint enance and reinvest ment was kept low t he last years
( decades) .
Cluj , 21. - 25. 11. 2011
On t he whole bypass sect ion t here are some 20 speed rest rict ions yp p
on t he 60 km line t o t he next passenger st at ion ( Almost one t hird
of t he line! ) .
Some of t hem reduce speed down t o 30- 40 km/ h Some of t hem reduce speed down t o 30 40 km/ h.
Most of t hem are caused by over- aged superst ruct ure, old t urnout s
and a lot of t hem by worn out bridges.
That means: High reinvest ment s in t he upcoming years.
90% of t he line consist s of 49E1 or 54E2 rails, 50% of t hem on ( old)
wooden sleepers.
20% of t he t rack lengt h face insufficient subsoil condit ions.
20% of t he superst ruct ure is over- aged.
Around 25% of t he line shows radii under 600 met res ( Making t he
sect ion t o one of t he most expensive lines in Aust ria)
Cluj , 21. - 25. 11. 2011
sect ion t o one of t he most expensive lines in Aust ria).
Addit ionally, bridges, walls and drainages are old. Part ly t hey have y, g , g y y
t o be renewed urgent ly. This gives anot her high reinvest ment rat e.
The line is not equipped wit h an elect ronic signalling syst em.
El t i t l t h t b i t ll d d t h i t Elect ronic cont rol cent res have t o be inst alled and t he int er-
connect ion t o t he operat ion cont rol cent re. This means addit ional
invest ment up t o XX million .
I s it wort h rebuilding t he line?
Cluj , 21. - 25. 11. 2011
Freight Terminal
Freight Terminal
The planned base t unnel gives t he The planned base t unnel gives t he
possibilit y t o ( re- ) direct t he heavy
freight t rains from t he bypass t o
t he main line. t he main line.
I ron ore mine
F i ht T i l
Cluj , 21. - 25. 11. 2011
Freight Terminal
Freight Terminal
Freight Terminal
The planned base t unnel gives t he The planned base t unnel gives t he
possibilit y t o ( re- ) direct t he heavy
freight t rains from t he bypass t o
t he main line. t he main line.
What about t he remaining t raffic?
I ron ore mine
Also t he iron ore t rains can use t he fast
connect ion via t he new t unnel.
There will be no more t raffic on one
F i ht T i l
There will be no more t raffic on one
part of t he line!
This would save a lot of money in
i d i
Cluj , 21. - 25. 11. 2011
Freight Terminal
reinvest ment and maint enance.
Freight Terminal
Freight Terminal
What t o do wit h t his line segment ? What t o do wit h t his line segment ?
A full operat ion for 8 t rains a day, p y,
all from t he same company is
definit ely not beneficial.
Two possibilit ies:
I ron ore mine
Two possibilit ies:
- Siding operat ion
- Hand it over t o t he iron ore company
F i ht T i l
Bot h opt ions save a lot of money, as elect ronic signalling
cent res are not necessary for siding operat ion.
( privat e siding)
Cluj , 21. - 25. 11. 2011
Freight Terminal
cent res are not necessary for siding operat ion.
Cost s: ~ XXX mio Cost s: ~ XXX mio
Cost s: XXX mio. Cost s: XXX mio.
Savings due t o not necessary invest ment s:
- XX mio.
Savings due shut t ing down a part of t he line:
X i / - X mio. / a
Savings due siding operat ion and reduced
maint enance/ reinvest ment in t he ot her part
of t he bypass:
- X mio / a X mio. / a
( - XX mio. / a)
Cluj , 21. - 25. 11. 2011
Life Cycle Management Prolonging Service Life
The bypass line has t o be operat ed unt il t he new t unnel can be yp p
opened.
Of course, reinvest ment will be kept as low as possible.
And maint enance will be sized down t o what is really necessary t o
st ay wit hin t he safet y limit s.
Which opt ions exist for a prolongat ion of service life? Which opt ions exist for a prolongat ion of service life?
Cluj , 21. - 25. 11. 2011
Sleeper Ankers p
Cluj , 21. - 25. 11. 2011
Tie rods
Cluj , 21. - 25. 11. 2011
Repair of wooden sleeper rail support ing area p p pp g
Cluj , 21. - 25. 11. 2011
And t amping, of course.
Ot her opt ions:
p g,
g p g
Rail exchange
( Ballast cleaning)
More slow orders
Cluj , 21. - 25. 11. 2011
All ment ioned effect s only concern t he infrast ruct ure asset s. y
But of course t here are ot her effect s t hat should be incorporat ed
when making decisions of t his scale.
Cluj , 21. - 25. 11. 2011
Freight Terminal
Freight Terminal
Due t o t he 21 4 heavy freight Due t o t he 21. 4 heavy freight
t rains ( > 950 t o) in t he direct ion
nort h have t o run on a minor line.
Thi i ddit i l 60 k t i Th FOC t i t This gives addit ional 60 km t rain-
run and about addit ional 70
minut es.
The FOCs save operat ion cost s
due t o 60 km and 70 minut es less
t ransport t ime.
I ron ore mine
Operat ional problem: These t rains have t o
run part ly on t he busiest mixed- t raffic line
in t he net - work.
F i ht T i l
The iron ore is part ly t ransport ed t o t he nort h and
t he sout h. Four t rains pairs ( full/ empt y) per day at
maximum.
Cluj , 21. - 25. 11. 2011
Freight Terminal
- XX mio.
X i / - X mio. / a
of t he bypass:
- 3 mio / a
of t he bypass:
- X mio. / a
3 mio. / a
/
Cluj , 21. - 25. 11. 2011
Freight Terminal
Freight Terminal
And t he market response? And t he market response?
Very conservat ive est imat ions of
t he sout hern freight t erminal see t he sout hern freight t erminal see
at least addit ional benefit s of
XXX, 000 / a.
F i ht T i l
Cluj , 21. - 25. 11. 2011
Freight Terminal
And t he market response? And t he market response?
Due t o reduced t ravelling t ime in
t he high ranking passenger t he high ranking passenger
t ransport , benefit s can be
est imat ed t o around XXX, 000 / a.
Cluj , 21. - 25. 11. 2011
- XX mio.
X i / - X mio. / a
of t he bypass:
- 3 mio / a
of t he bypass:
- X mio. / a
3 mio. / a
/
Addit ional earnings of TOCs and FOCs :
- X mio. / a
What do t he FOCs and TOCs really need?
Cluj , 21. - 25. 11. 2011
Freight Terminal
Freight Terminal
The FOCs need a t ravel t ime The t unnel alone is not enough t o realise The FOCs need a t ravel t ime
bet ween t he t erminals of 5 hours.
The t unnel alone is not enough t o realise
t his goal, but it is one maj or st ep!
Opt ion 2 ( Rebuilding of t he exist ing
t l) ill f il t h l f l
Realising t his means saving every second
5 h
t unnel) will foil t hese plans for a long
t ime.
g g y
t rain as t ransport t ime t hen fit s t o
product ion process and overall t ransport
( t o t he next t erminals) .
F i ht T i l
( )
This gives high savings and addit ional
market share ( high addit ional earnings)
Th b l t h i ht t b i l t i t d
Cluj , 21. - 25. 11. 2011
Freight Terminal The absolut e height can not be seriously est imat ed.
What are t he needs of passenger
t ransport ? t ransport ?
Cluj , 21. - 25. 11. 2011
I n Aust ria it is planned t o inst all an int egrat ed p g
t imet able for high ranking passenger t raffic.
That means, t ravel t imes bet ween t he main
st at ions must be a mult iple unit of 30 minut es st at ions must be a mult iple unit of 30 minut es.
Cluj , 21. - 25. 11. 2011
I n Aust ria it is planned t o inst all an int egrat ed p g
t imet able for high ranking passenger t raffic.
That means, t ravel t imes bet ween t he main
st at ions must be a mult iple unit of 30 minut es st at ions must be a mult iple unit of 30 minut es.
The infrast ruct ure must be compat ible wit h t hese plans.
I n some areas new lines must be const ruct ed t o reach t hese I n some areas new lines must be const ruct ed t o reach t hese
necessary t ravel t imes. Ot her lines have t o be upgraded t o enable
t he t ime schedule.
At l t i t i j t h ld fit i t t h h At least exist ing proj ect s should fit int o t hese scheme.
Cluj , 21. - 25. 11. 2011
What are t he needs of passenger
t ransport ? t ransport ?
Travelling t imes must fit int o t he
int egrat ed t imet able scheme!
60
For t he knot s on t he line t hat
means:
60 minut es t ravelling t ime on t he
30
60
sect ion wit h t he t unnel.
Addit ional invest ment s ( line up-

30
dd t o a est e t s ( e up
grading and new const ruct ions)
And t he base t unnel!
Cluj , 21. - 25. 11. 2011
And t he base t unnel!
- XX mio.
X i / - X mio. / a
of t he bypass:
- X mio / a X mio. / a
of t he bypass:
- X mio. / a /
Addit ional earnings of TOCs and FOCs :
- X mio. / a
Cluj , 21. - 25. 11. 2011
Opt ion 1 fit s t o t he fut ure Opt ion 2 does not Opt ion 1 fit s t o t he fut ure
demands.
Opt ion 2 does not .
Furt her calculat ions are not necessary as one opt ion does not meet
t he t arget s t he t arget s.
or
Opt ion 2 is no valid opt ion as an opt ion always have t o fulfil t he
demands of t he syst em.
Cluj , 21. - 25. 11. 2011
Economic Considerat ions Macroeconomics
And what about t he macroeconomic effect s? And what about t he macroeconomic effect s?
Generally, macroeconomic effect s are t readed in t hree part s:
Added values ( changes in reachabilit y and employment ) Added values ( changes in reachabilit y and employment )
Ecological effect s
Social effect s Social effect s
Cluj , 21. - 25. 11. 2011
Added values Added values
The added values are est imat ed in percent age of t he gross
domest ic product ( GDP) . p ( )
Effect s are evaluat ed for t he const ruct ion and for t he operat ion
period separat ely.
I n t he on t t ion pe iod of il et t he A t i n it t ion i I n t he const ruct ion period of railway asset s t he Aust rian sit uat ion is
somehow special:
Most product s used in t he railway sect or are produced in Aust ria p y p
( Sleepers in Linz ( SSL) , rails in Donawit z ( voest alpine) , t urnout
in Zelt weg ( voest alpine) , signalling devices in Vienna
( Siemens) ) . And mass goods ( ballast ) is also produced in Aust ria.
The const ruct ion is also most ly execut ed by Aust rian companies
( Swiet elsky, Porr, St rabag, Bahnbau Wels, . . . )
Cluj , 21. - 25. 11. 2011
The added values are t axes on goods, salary, income, corporat ion
t ax and communal t axes levied in Aust ria.
More over t he addit ional social securit y t axes due t o a rise of
employment are calculat ed.
For t he const ruct ion period, added values are t herefore t he higher,
t he higher t he percent age of workload is produced in t he count ry
of t he proj ect .
Cluj , 21. - 25. 11. 2011
I n t he operat ion period ( limit ed in calculat ions normally t o a 30
year evaluat ion period) t he growt h of GDP is reached by bet t er y p ) g y
reachabilit ies of t he regions influenced by t he proj ect .
Example: new Semmering- Base-Tunnel
Changes in Reachabilit y due t o t he SBT
in percent age
Cluj , 21. - 25. 11. 2011
Changes in Reachabilt y due t o t he SBT
in percent age
Effect s in GDP
in percent age
15 years aft er operat ion st art
Cluj , 21. - 25. 11. 2011
Changes in Reachabilt y due t o t he SBT
in percent age
Effect s in GDP
in percent age
Effect s in employment
in percent age
Cluj , 21. - 25. 11. 2011
For t his example t he added values of t he proj ect is about 2. 5 t imes
higher t han t he effect s in t he const ruct ion period.
Just t o give an idea of t he figures discussed:
The annual added values in t he operat ion period reach about t he
same absolut e height t han t he invest ment cost .
Cluj , 21. - 25. 11. 2011
Ecological effect s Ecological effect s
The effect s are based on t he prognosis of t ransport growt h on one
hand, and on t he possibilit y of modal shift due t o t he bet t er railway , p y y
infrast ruct ure on t he ot her one.
The scenarios proj ect and no proj ect are used t o calculat e t he
delt as for passenger and freight t raffic delt as for passenger and freight t raffic.
These delt as of t he amount of t ransport ed passengers and goods
on t he railway are mult iplied wit h delt a cost s bet ween railway and y p y
road for:
Emissions: CO2, NOx, CO, NMVOC ( non- met hane volat ile organic
compound) , and part icles compound) , and part icles
( Noise cost s)
( Energy consumpt ion)
Cluj , 21. - 25. 11. 2011
I n Aust ria t oday:
50 / t o
Cluj , 21. - 25. 11. 2011
Cluj , 21. - 25. 11. 2011
Social effect s Social effect s
The so called incident al damages are calculat ed on t he same
dat abase and met hodology t han t he ecological effect s. gy g
The cost dat a used in Aust ria t hese days are:
Person died: 2, 837, 000 , ,
Person seriously inj ured: 335, 000
Person inj ured: 25, 000
Cluj , 21. - 25. 11. 2011
Economic Considerat ions Summary
Proj ect s should be evaluat ed considering all effect s in all part s of Proj ect s should be evaluat ed considering all effect s in all part s of
t he syst em.
Different opt ions t o realise proj ect s should be evaluat ed only, if
t he opt ions are comparable t he opt ions are comparable.
For proj ect s of big scales, macroeconomic effect s should be
considered, if financed by t he st at e ( most likely case for
infrast ruct ure proj ect s) .
I n most cases, expendit ures for infrast ruct ure do not re- finance
by savings in t he infrast ruct ure ( efficiency) . y g ( y)
The addit ional benefit s are creat ed in ot her part s of t he syst em
( TOCs, FOCs) and/ or on t he macroeconomic scale.
Cluj , 21. - 25. 11. 2011
Economic Considerat ions Summary
And t he most import ant t hing is And t he most import ant t hing is. . .
. . . t hat t he infrast ruct ure is used as good as possible!
And: by t rains, not by machinery.
Cluj , 21. - 25. 11. 2011
Technische Universit t Graz Graz Universit y of Technology
I nst i t ut f r Ei senbahnw esen und Ver k ehr sw i r t schaf t I nst i t ut e f or Rai l w ay Engi neer i ng and Tr anspor t Economy I nst i t ut f r Ei senbahnw esen und Ver k ehr sw i r t schaf t I nst i t ut e f or Rai l w ay Engi neer i ng and Tr anspor t Economy
st efan. marschnig@t ugraz. at
Cluj , 21. - 25. 11. 2011
www.ebw.t ugraz. at

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Economic Considerat ions Railway I nfrast ruct ure

Technische Universit t Graz Graz Universit y of Technology

I nit ial qualit y

I t is not possible t o divide t he qualit y funct ion.

Addit ional invest ment s ( line up-

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