TUGraz EBW EconomicConsiderations-RailwayInfrastructure Cluj 2011 Han Dout2

Economic Considerations – Railway Infrastructure

Technische Universität Graz Graz University of TechnologyInstitut für Eisenbahnwesen und Verkehrswirtschaft Institute for Railway Engineering and Transport EconomyInstitut für Eisenbahnwesen und Verkehrswirtschaft Institute for Railway Engineering and Transport Economy

Economic Considerations –Railway InfrastructureRailway InfrastructureAss.Prof. Dipl.-Ing. Dr. techn. Stefan Marschnig21.-25.11.2011Cluj

TU Graz I Institute for Railway Engineering and Transport Economy I Ass.Prof. Dipl.-Ing. Dr. techn. Stefan Marschnig Cluj, 21.-25.11.2011 www.ebw.tugraz.at


Graz

TU Graz I Institute for Railway Engineering and Transport Economy I Ass.Prof. Dipl.-Ing. Dr. techn. Stefan Marschnig Cluj, 21.-25.11.2011


Graz University of TechnologyInstitute for Railway Engineering and Transport Economy


Institute for Railway Engineering and Transport Economy


The Railway Sectorin Austria

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Graz




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Economic Considerations?Before starting a discussion or an evaluation, it has to be defined which Before starting a discussion or an evaluation, it has to be defined which effects should be included.

Business economics (microeconomics) or national economics ( )(macroeconomics)?



Economic Considerations?Microeconomic Point of View Microeconomic Point of View

A microeconomic, but still overall-view on railway infrastructure assets can be analised, if the costs of transport define the joice of the traffic mode:

C l O i Cole- or Oremines

The business economic point:Costs of transport (e.g. $/ton(-kilometres))

How much investment for the route and for the cars?Maintenance and operating costs?

Fo mass t anspo t (e g b lk f eight ban p blic t anspo t) and/o long For mass-transport (e.g. bulk freight, urban public transport) and/or long distances and fixed starting and destination points: Railways



Economic Considerations?Macroeconomic Point of ViewMacroeconomic Point of View

Infrastructure projekts for passenger transport or for mixed freigth transport, especially in networks for mixed transport – as it is common in Europe for

l f l d i b i i lexample – often lead to a negative business economic result.

In including superordinate cost positions or economic benefits projects may turn out being economically advantageous. g y g

“External” CostsEmission Costs (CO2, noise, etc.)Accident Costs Congestion CostsHealth expenditures“unfinanced Infrastructure Costs”

Superordinate BenefitsReachability / Employment Increase in construction and operation phaseAdded Value in construction and operation phase


Generally: Increase of Gross Domestic Product (GDP)



Business economics (microeconomics) or national economics

Microeconomic view of the system or of one part of it?

( )(macroeconomics)?



Economic Considerations?Infrastructure Investment – System-ViewInfrastructure Investment System View

An infrastructure investment generally has four important cost reference:

Investment costs

Cost reduction within the infrastructure (lower maintenance costs)

Reduction of operation costsLower cost of production

Investment costs

Additional revenues due to improved offerLower cost of production

Infrastructure development seldom show positive economic results only due to Infrastructure development seldom show positive economic results only due to lower costs of production.New infrastructure should lead to an improved offer for the costumer and therfore to higher revenues!




Business economics (microeconomics) or national economics

Microeconomic view of the system or of one part of it?

( )(macroeconomics)?

Economic calculations for a special asset (e.g. ‚track,) in order to generate strategic considerationsEconomic calculations for a special asset (e.g. “track”) in order to generate strategic considerations



Track CostsWhich track?Which track?

A “track” is not a “track”, it’s a technical structure.

Therefore only the technical description can define which track should be analysed.

There are lots of different aspects on “what is a track”.



TrackBallasted track or slab track?Ballasted track or slab track?



TrackA track for high speed passenger traffic or for heavy haul freight A track for high speed passenger traffic or for heavy haul freight operation?Or for mixed traffic?



TrackA high loaded track or a branch line?A high loaded track or a branch line?



TrackA straight track or a curved one?A straight track or a curved one?



TrackAnd: Which sub-structure? Which superstructure?And: Which sub structure? Which superstructure?



Track CostsLet’s come back to track costsLet s come back to track costs.

There are some other questions:

Investment or re-investment?

Maintenance costs?

Costs of availability?



Track CostsThe total costs of a track are defined by the general strategyThe total costs of a track are defined by the general strategy.

Infrastructure assets show high costs of (re-)investment and not neglect able maintenance costs.neglect able maintenance costs.

Infrastructure assets show very high service lives.+

=

Life Cycle Cost (LCC)y ( )



Life Cycle Costs (LCC)LCC consist of all costs over the total service life of the assetLCC consist of all costs over the total service life of the asset.

Generally that means:

Costs of developmentCosts of development

Costs for homologationCosts for homologation

Costs of development

Costs of testing

Costs of development

Costs of testing

Investment costs

Maintenance and operation costsCost of replacement

Cost of deposing

A th t t k i ll th fi t th t l t As the system track is well proven, the first three cost elements can be let apart.Talking about re-investments the cost for replacement and deposing


costs for old material are part of the re-investment costs.


Life Cycle Costs (LCC)LCC consist of all costs over the total service life of the assetLCC consist of all costs over the total service life of the asset.

Generally that means:

Investment costs

Maintenance and operation costs

Re-investment costs (incl. replacement of old structure and deposing costs)

A th t t k i ll th fi t th t l t As the system track is well proven, the first three cost elements can be let apart.Talking about re-investments the cost for replacement and deposing


costs for old material are part of the re-investment costs.


Re-investment CostsAgain: Which track? Ballasted trackAgain: Which track?

Re-investment costs are basically influenced by:

C t f th t i l d ( il l b ll t)

Ballasted track

Costs of the materials used (rails, sleepers, ballast)

Costs for substructure measures (e.g. load distributing layers, drainage)

Machinery Costs

Labour costs

ac e y Costs

Costs for safety measures (labour and/or technical installations)

Work-side length / Track closure times

But also by:

Existence of other assets (e.g. bridges, railway crossings)Logistics (number of tracks)



Re-investment CostsTrack closures Work-site length

Labour costsSubstructure measures

Re investment costs M hiRe-investment costs Machinery

ff

Costs for safety measuresMaterial

Number of tracksTraffic densityTraffic volume


Track alignment



Labour costsSubstructure measuresSubstructure measures Labour costs

M hiMachineryRe investment costs MachineryMachineryRe-investment costs

Costs for safety measuresMaterialMaterial

Costs for safety measures

ffNumber of tracks

Traffic densityTraffic volumeTraffic densityTraffic volume

Traffic volume has a strong economical input on the re-investment costs.


Track alignment



Substructure measures Labour costsSubstructure measures Labour costs

Re investment costs MachineryMachineryRe-investment costs MachineryMachinery

Number of tracks

MaterialCosts for safety measuresCosts for safety measures

Material

Traffic densityTraffic volume

Track alignment has a strong technical input on the re-investment costs.


Track alignmentTrack alignment


Maintenance costs are basically influenced by:

Maintenance costsMaintenance costs are basically influenced by:

Costs of the materials used

Costs for substructure measuresCosts for substructure measures

Machinery Costs

Investment costsLabour costs

Costs for safety measures (labour and/or technical installations)

But also by:

Work-side length / Track closure times

Existence of other assets (e.g. bridges, railway crossings)

( b f k )Logistics (number of tracks)



Maintenance measures:

Maintenance costsMaintenance measures:

Levelling – Lining – Tamping

Ballast Cleaning

Rail Grinding (surface failures)

Ballast Cleaning

Rail Grinding (side wear)

Rail Exchange (fatigue)

Rail Exchange (side wear)

Exchange of rail pads

And small maintenance...

Exchange of rail pads

Joint maintenance

Single Failure Tamping

Drainage Cleaning


Welding of rail breakages, etc.


Maintenance CostsBallast quality

Substructure qualitySleeper Type

Rail Profile Rail Steel Grade

B ll t Cl i

TampingSmall maintenance

Ballast CleaningRail Grinding

(RCF)Rail Grinding

Rail Exchange

S a a te a ceRail Grinding (side wear)

Joint maintenanceMaintenance costsRail Exchange (side wear)

Rail pad exchangeRail Exchange (fatigue)


Track alignmentTraffic volume


Maintenance costs depend on

Maintenance costsMaintenance costs depend on

The initial quality

Subsoil quality

Track work quality

Subsoil quality

Track components

Traffic load

Track alignment



The service life is not a given value

Service LifeThe service life is not a given value.

It depends on the

Initial qualityInitial quality

Traffic load


as well.

But the intensity of maintenance executed is the major impact.It’s therefore an economic question:

H h i t i i ll th hil ?How much maintenance is economically worthwhile?



It’s necessary to know the limiting component

Service LifeIt s necessary to know the limiting component.

Rails

Rails can be easily changed Rail exchange is costly but “cheap” compared to Rails can be easily changed. Rail exchange is costly but cheap compared to other measures.

Sleepers

Sleeper exchange is enormously costly and not easy to be executed. But: Concrete sleepers can reach service lives of 50 years, steel sleepers as well. Wooden sleepers are worn out latest at 30 years life span.p y p

Ballast

Also ballast can be changed or at least cleaned. It’s a very costly measure.g y y

Either sleepers or ballast are limiting the service life of the total system.



When talking about “service life” it must be considered that there

Service LifeWhen talking about service life it must be considered that there are three different categories:

The bookkeepers service life a fixed value (e.g. 30 years)p

The technical service life

The economic service life

( g y )

until a system is totally worn out

The optimal balance between pmaintenance and re-investment

The economic service life is always shorter than the technical oneThe economic service life is always shorter than the technical one.

If the bookkeepers one fits to the economic one it’s mere chance.

But: Over all assets the bookkeepers service life is (or should be) the average of the economic one.



Before starting to calculate LCC a short overview of approaches of

Life Cycle CostsBefore starting to calculate LCC a short overview of approaches of economic evaluations must be given to explain different result values.

However, the absolute value of a Life Cycle Cost calculation can not , yanswer any question.

Therefore the question “How much is a track?” can even not be answered by using LCC Life Cycle Costs are an estimation as most answered by using LCC. Life Cycle Costs are an estimation as most of the input data are “uncertain” in terms of economic evolutions.



Static economic evaluation The calculation is based on constant prices Costs of capital The calculation is based on constant prices. Costs of capital commitment are not included. The price level must be defined (year).

Approaches of static economic evaluations

Reliable expectation Unreliable expectation

Benefit / Loss

Profitability

Sensitivity analysesCritical valuesSingle variations

Static amortisation (Break Even)

Global variation



Static economic evaluation All payments and revenues are summed up All payments and revenues are summed up. Result: Total costs (revenues), life cycle costs

Sum of all payments = Benefit (Loss)



Cash Flow

Costs [€]

Time [a]1 2 3 4 5 6 7 8 90

Payment flow

Costs [€]

Time [a]1 2 3 4 5 6 7 8 90

Payment flow


Payment flow


Static Amortisation (Break Even)

Costs [€]

Time [a]1 2 3 4 5 6 7 8 90

Static amortisationkBreak Even Point: 8 years

Costs of capital commitment are not included.Not only the investment must be refinanced, also the financing costs have to be earned back.


Dynamic economic evaluation


Dynamic economic evaluation The calculation is based on constant prices as well This price level The calculation is based on constant prices as well. This price level gives a defined year.

Approaches of dynamic economic evaluations

Reliable expectation Unreliable expectation

Net Present Value (NPV)

Internal Rate of Return (IRR)

Sensitivity analysesCritical valuesSingle variations

Dynamic amortisation (Break Even)

Global variation

Annuity


y


Net Present Value (NPV)All payments are discounted to the reference year and summed up All payments are discounted to the reference year and summed up. Costs of capital commitment are included.

Sum of all discounted payments = Net Present Value

Precondition: Definition of a discounting rate i



Cash Flow

Costs [€]

Time [a]1 2 3 4 5 6 7 8 90

Payment flow

Costs [€]

Time [a]1 2 3 4 5 6 7 8 90

Payment flow


Payment flow


Net Present Value (NPV)

Costs [€]

Time [a]1 2 3 4 5 6 7 8 90

men

tsed

Pay

m

discounting rate i

isco

unte

Σ = NPV

di

A iti NPV h th i ffi i f i t t


A positive NPV shows the economic efficiency of an investment.


Dynamic Amortisation

Costs [€]

Time [a]1 2 3 4 5 6 7 8 90

Costs [€]

Time [a]1 2 3 4 5 6 7 8 90 Time [a]1 2 3 4 5 6 7 8 90

D namic Amo tisation > 9 ea s


Dynamic Amortisation: > 9 years


Internal Rate of Return (IRR)The IRR represents the one discounting rate that sets the NPV to The IRR represents the one discounting rate that sets the NPV to Zero. The higher the Internal Rate of Return the higher the economic efficiency of the investment.

NPV = 0 i = IRR

The IRR can be used to identify the maximum value of financing costs at the beginning of a project.g g p j



Internal Rate of Return (IRR)€]

400.000

Area of Benefit

NPV = 0 Internal Rate of ReturnIRR = 12.8%

nt V

alue

[

100.000

200.000

300.000

5 10 15 20 25 30 35 40 45 50 55 60

Net

Pre

se

-100.000 Area of Loss

Discounting rate i [%]

-200.000

A high IRR shows a high economic efficiency of an investment.



AnnuityThe annuity shows the average dynamic annual costs of an option The annuity shows the average dynamic annual costs of an option. The Net Present Value is multiplied with the Capitalising Factor (CF).

A = NPV × CF11

Precondition: Definition of a discounting rate i



Comparison of approaches

Static method Dynamic methodService life ~ equalInvestment ~ equal Comparative cost

method

NPV method at base of differential cost q

Revenues unaffected method cash flow

Service life ~ equalInvestment ~ equal

Profit comparison method NPV method

Service life ~ equal Cost effectiveness IRR

Static amortisationAverage annual costsP fit i

Dynamic amortisationAnnuity- Profit comparison

method with residual values

AnnuityNPV method with residual values



Economic evaluation: Example

A re-investment shows initial costs of € 250 000 The asset is A re investment shows initial costs of € 250,000. The asset is purchased on 1st January and set into operation immediately. The service life is 10 years. Annual operation costs including maintenance are estimated to € 15,000. In the sixth year of operation additional are estimated to € 15,000. In the sixth year of operation additional maintenance costs of € 50,000 occur. Revenues reach € 45,000 yearly.At the end of service life the residual value of the asset is € 15,000.,

Is it worth lending money for this project?

As bank interests are meant to be around 2.2% net in average over the next 10 years, the expectation of interest yields are 3.0% for the given project.g p j



Economic evaluation: ExampleInvestment OC RV 0% 3.0%

0 -250,000 -15,000 45,000 -220,000 -220,0001 -15,000 45,000 30,000 29,1262 15 000 45 000 30 000 28 2782 -15,000 45,000 30,000 28,2783 -15,000 45,000 30,000 27,4544 -15,000 45,000 30,000 26,6555 -65,000 45,000 -20,000 -17,2526 -15,000 45,000 30,000 25,1257 -15 000 45 000 30 000 24 3937 15,000 45,000 30,000 24,3938 -15,000 45,000 30,000 23,6829 -15,000 60,000 45,000 34,489

The investment is beneficial. But not with 3.0% interest rate.

NPV 15,000 -18,051




Possible approach:Possible approach:How much investment is possible to show an economic efficiency? critical value of investment costs

Solution is trivial under these circumstances:250,000 – 18,051 = € 231,949

If the asset can be invested for less than € 232,000, the project will give the demanded revenue.g




Possible approach:Possible approach:What are acceptable operational and maintenance costs? critical value of costs of operation

Solution:NPV must be 0, operational costs as target value.Annual costs of operation = € 12 946Annual costs of operation = € 12,946

If it,s possible to operate the asset with less than € 12,946 per year, the project can be economically justified.p j y j




Possible approach:Possible approach:How much must be earned to achieve the expected interest rate? critical value of revenues

Solution:NPV must be 0, revenues are target value.Annual revenues = € 47 055Annual revenues = € 47,055

It is necessary to realise 5% higher revenues than forecasted to justify the investment.j y



Economic evaluations – Infrastructure assets

There are two main aspects to be considered when evaluating There are two main aspects to be considered when evaluating infrastructure assets or investments:

There are enormous long services lives (30 years are ,short, in terms of railway infrastructure). This has to be considered especially when it comes to interest rates.

There are no direct revenues within the infrastructure. The revenues (benefits) are generated by the train operating companies (TOCs) and freight operating companies (FOCs).Therefore any investment in infrastructure is inefficient from an economical point of viewTrack access charges (TAC) must be less than (or at maximum equal) the total costs and therefore can never justify an investment.

economical point of view.

Economic evaluations must be modified to generate common results.



Economic evaluations – Infrastructure assets

Necessary modification:Necessary modification:

Economic comparison of two possible technical optionsComparing two options gives a differential payment flow in which p g p g p yadditional costs of the second option occur as “costs” while savings are treated as “revenues”.

This means that

delta-annuities are average annual savings.

This means that

the IRR is the interest rate of the additional investment

the amortisation is the time-span for re-financing the additionalinvestment.

the IRR is the interest rate of the additional investment.

All common economic figures of economic evaluations can be generated (as shown before).



ACosts [€]

Cash FlowA

BCosts [€]

Time [a]1 2 3 4 5 6 7 8 90

B

Kosten B ACosts [€]

Zeit [a]1 2 3 4 5 6 7 8 90 Zeit [a]1 2 3 4 5 6 7 8 90 Time [a]


Zeit [a]1 2 3 4 5 6 7 8 90 Zeit [a]1 2 3 4 5 6 7 8 90 Zeit [a]1 2 3 4 5 6 7 8 90 Time [a]1 9


Cost [€] B A

Net Present Value (NPV)[ ]

Differential payment flow

B A

Time [a]1 2 3 4 5 6 7 8 90

ymen

tsnt

ed p

ayD

isco

un Discounting rate i

Only if service lives are equal!(O d l l )

Σ = ∆NPV(Or: residual values)

A positive ∆NPV (differential Net Present Value) shows the economic


efficiency of strategy B.


IRR and AnnuityThe IRR represents the one discounting rate that sets the ∆NPV to The IRR represents the one discounting rate that sets the ∆NPV to Zero. The higher the Internal Rate of Return the higher the economic efficiency of the additional investment of strategy B.

∆NPV = 0 i = IRR

The delta-annuity shows the average dynamic annual savings of strategy B (or loss, if negative). The Delta Net Present Value is multiplied with the Capitalising Factor (CF)multiplied with the Capitalising Factor (CF).

∆A = ∆NPV × CF



Economic evaluation: ExampleWithin an re-investment project on a high loaded Austrian double Within an re investment project on a high loaded Austrian double track line (70,000 gross tons/day and track) the use of innovative concrete sleepers with elastic footings is discussed. While the standard superstructure in the section (radii around 500 m) leads to standard superstructure in the section (radii around 500 m) leads to a two year tamping interval and a service life of 24 years, the USP (Under Sleeper Pads) equipped superstructure needs tamping only every 5.5 years (alternatively 6 and 5 years) and a forecasted service y y ( y y )life of 34 years.

Additional spare parts have to be changed in the years 11 and 22 together with through going rail grinding (the standard track needs together with through going rail grinding (the standard track needs one spare part exchange and grinding in the year 12, only).

The new superstructure further helps reducing the small maintenance The new superstructure further helps reducing the small maintenance costs by 10%, but means an additional investment of 40,000 €/km.

Is it the additional investment paying back?



Economic evaluation: ExampleThe service lives are differentThe service lives are different.

Only annuities/average annual costs can be directly compared!

The managers ask for the Internal Rate of Return and the amortisation time for the new component.

M difi tiModification:The shorter service life is prolonged with another re-investment. At the end of the longer service life the existing residual value of the standard track is calculated and considered as a negative paymentstandard track is calculated and considered as a negative payment.

It’s almost not possible to calculate the residual value not exactly knowing the degradation of the track formation. As approximation the g g ppresidual value is estimated on a linear basis. It is therefore:Investment/service life ×(service life – track age)



700.000800.000

NPV(2 ) 1 023 000 €

Static Evaluation (i = 0%)Economic evaluation: Example

Cos

ts [

€]

100 000200.000300.000400.000500.000600.000700.000 NPV(24 years) = 1,023,000 €

Annuity(0%) = 42,622 €NPV(34 years) = 1,400,633 €

€] 600.000700.000800.000

5 10 15 200 25 30 35Time [a]

0100.000

NPV(34 years) = 979,000 €

Time

Cos

ts [

€

0100.000200.000300.000400.000500.000600.000

Annuity(0%) = 28,788 €

Time [a]5 10 15 200 25 30 35

0

s [€

]

500 000600.000700.000800.000

∆NPV(34 years) = - 421,633 €

Time [a]5 10 15 200

Cos

ts

25 30 350

100.000200.000300.000400.000500.000

∆ Annuity(0%) = - 13,834 €= Average annual savings


[a]5 10 15 200 25 30 35


Static Evaluation (i = 0%)Economic evaluation: Example

sts

[€]

500.000600.000700.000800.000

Static Amortisation5 years

Time [a]5 10 15 200

Cos

25 30 350

100.000200.000300.000400.000 5 years

Result of the static economic evaluation

NPV(34 years): -421 840 €NPV(34 years): 421,840 €Average annual cost reduction: 13,834 € (-32%)

Amortisation: 5 years



700.000800.000

Dynamic Evaluation (i = 5%)

NPV(2 ) 892 800 €


Annuity(5%) = 64,700 €Cos

ts [

€]

100 000200.000300.000400.000500.000600.000700.000 NPV(24 years) = 892,800 €

NPV(34 years) = 1,051,742 €

€] 600.000700.000800.000

5 10 15 200 25 30 35Time [a]

0100.000

NPV(34 years) = 858,400 €

Annuity(5%) = 53,000 €

Time

Cos

ts [

€

0100.000200.000300.000400.000500.000600.000

Time [a]5 10 15 200 25 30 35

0

s [€

]

500 000600.000700.000800.000

∆NPV(34 years) = - 193,342 €∆ Annuity(5%) = - 11,700 €

Time [a]5 10 15 200

Cos

ts

25 30 350

100.000200.000300.000400.000500.000

= Dynamic average annual savings


[a]5 10 15 200 25 30 35


Dynamic Evaluation (i = 5%)Economic evaluation: Example

sts

[€]

500.000600.000700.000800.000

Dynamic Amortisation12 years

Time [a]5 10 15 200

Cos

25 30 350

100.000200.000300.000400.000 12 years

Result of the dynamic economic evaluation

NPV(34 years): -193 400 €NPV(34 years): 193,400 €Average dynamic annual cost reduction: 11,700 € (-18%)

Dynamic amortisation: 12 years



Economic evaluation: Exampleue

300.000

400.000421.837

esen

t Va

lu[€

]

100.000

200.000

300.000

77.874

193.355IRR = 21.4%

Net

Pre

-100.000

5 10 15 20 25 30 35 45 50 55 6040-23.372

-200.000

Interest rate i [%]

The (very) high IRR shows the high efficiency of the additional investment into Under Sleeper Pads.


p


Input Data

It’s all about the input dataIt s all about the input data.

The example showed an evaluation with given input data. Where are they from?y

It always depends on what has to be evaluated. A project specific decision needs other (more detailed) input data than general strategiesstrategies.

For the specific decision for a track section the existing data have to be analysed, the technical one as well as the cost data. It is y ,necessary to have good and reliable data sources. More on that in the Chapter Life Cycle Management.



Input Data

Starting on a strategic level average figures are necessary; again: Starting on a strategic level, average figures are necessary; again: technical and cost data.

Data sources for the technical side are data ware-houses and – very important – the experience of the railway staff.

As already discussed, maintenance cycles and service life depend on several boundary conditions The most important are:several boundary conditions. The most important are:

The initial quality (Subsoil, drainage, superstructure, quality of work)

Traffic loadTraffic load

Track geometry

(Line speed)( p )

What are the values of these – so called – parameters?



Input Data

The parameter values must be as detailed as necessary and as The parameter values must be as detailed as necessary and as rough to emerge strategic decisions.

Traffic load High loaded track or branch line?Branch line strategy< 15,000 gross tons/day,track15,000 – 30,000 gross tons/day,track30,000 – 45,000 gross tons/day,track45 000 65 000 /d k

8,000 – 15,000 gross tons/day,track5,000 – 8,000 gross tons/day,track2,000 – 5,000 gross tons/day,track

<2 000 gross tons/day track

g gy

45,000 – 65,000 gross tons/day,track65,000 – 100,000 gross tons/day,track>100,000 gross tons/day,track

<2,000 gross tons/day,track

Track geometry - Radii≤ 250 m (300 m)250 m (300 m) < R ≤ 400 m400 m < R ≤ 600 m400 m < R ≤ 600 m600 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)



Input Data


Sleeper typeWooden sleeperSteel SleeperConcrete SleeperConcrete Sleeper with Under Sleeper PadsConcrete Sleeper with Under Sleeper PadsHDS Concrete SleepersFrame Sleepers

Rail Profile ÖBB (SBB)Rail Profile ÖBB (SBB)49E1 (46E1)54E260E1Other Profiles: heavier anti-noise rails

AHC: Anti Head Check Profiles (for 54E2 and 60E1 rails)

Continuously welded (CWR) or jointed rails (JT)



Input Data


Rail Steel GradeR200 (only 46E1/49E1)R 260 (Standard)R 350HT (head hardened)R 370Cr Bainitic R 370Cr, Bainitic, ...

BallastHard stone / magmatic (e.g. Basalt, Granite)Medium-hard stone / metamorphic (e.g. Diabas)Soft stone / sedimentary (e.g. Limestone, Sandstone)

Subsoil Quality“Good”: No negative influence on the superstructure, drained and load-bearing“Poor”: Insufficient drained substructure, maintainable, but costly superstructure “Weak”: Not drained substructure with reduced bearing capability“Bad”: Too less bearing capability often in combination with water


Bad : Too less bearing capability often in combination with water


Input Data

The combination of these parameters lead to so-called standard-The combination of these parameters lead to so called standardkilometres, virtual track sections of 1 km length facing one special set of parameter values.

1200<R<3000Traffic load [gross tons/day,track Rail Profile Rail Steel Grade Subsoil Sleeper

65,000-100,000 60E1 CWR R260 good wooden

Including 6 ranges of traffic loads 6 radii classes 4 sleeper types 3 Including 6 ranges of traffic loads, 6 radii classes, 4 sleeper types, 3 Rail profiles and as much steel grades and 4 different subsoil qualities, already more than 10,000 standardkilometres.

H t kil t h t b d ib d b th t d d ?How many net-kilometres have to be described by these standards?

In Austria the entire network consists of about 10,000 km...There must be some simplification possible!p p

Some superstructure combinations are not possible/allowed/used, some do not exist for specific track geometries or traffic loads.

300 li ti d 50 d ib th t k d h


~300 realistic ones, around 50 describe the network good enough.


Input Data

For each standard-kilometre exists a basic working cycle consisting For each standard kilometre exists a basic working cycle consisting all works executed within the total life span.

Characteristics of the Standard KilometreRe-Investment

300<R<400 zweigleisigGesBT/Tag, Gleis Profil Güte

>100'000 54E2 R350HTGleisarbeit ND in Jahren 19,0 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18Erneuerung (Totalumbau) 1,0 1Schotterbettreinigung Anzahl in ND 0,0

Unterbau SchwelleA Holz

Service Life

1

Stopfen Anzahl in ND 10,0 1 1 1 1 1 1 1 1 1 1 1Schienenbehandlung Anzahl in ND 10,0 1 1 1 1 1 1 1 1 1 1 1Aussenschienenwechsel Anzahl in ND 3,0 1 1 1Aussen-&Innenschienenwechsel Anzahl in ND 1,0 1Zwischenlagenwechsel Anzahl in ND 0,0Mängelbehebung 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 MaintenanceSmall Maintenance (reactive)

Ballast CleaningLevelling – Lining – TampingRail GrindingRail GrindingRail Exchange (outer rail)Rail Exchange (both)Rail Pad Exchange

Th d t i d b i d d t h


The data are gained by experience and data warehouses.


Input Data

To calculate the Life Cycle Costs of these different options it’s only To calculate the Life Cycle Costs of these different options, it s only necessary to replace the amount by the specific costs.


>100'000 54E2 R350HTGleisarbeit ND in Jahren 19,0 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18Erneuerung (Totalumbau) 1,0 1Schotterbettreinigung Anzahl in ND 0,0



>100'000 54E2 R350HTGleisarbeit ND in Jahren 19,0 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18Erneuerung (Totalumbau) 0,0 €Schotterbettreinigung Anzahl in ND 0,0


Stopfen Anzahl in ND 10,0 1 1 1 1 1 1 1 1 1 1 1Schienenbehandlung Anzahl in ND 10,0 1 1 1 1 1 1 1 1 1 1 1Aussenschienenwechsel Anzahl in ND 3,0 1 1 1Aussen-&Innenschienenwechsel Anzahl in ND 1,0 1Zwischenlagenwechsel Anzahl in ND 0,0Mängelbehebung 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

Stopfen Anzahl in ND 0,0 € € € € € € € € € € €Schienenbehandlung Anzahl in ND 0,0 € € € € € € € € € € €Aussenschienenwechsel Anzahl in ND 0,0 € € €Aussen-&Innenschienenwechsel Anzahl in ND 0,0 €Zwischenlagenwechsel Anzahl in ND 0,0Mängelbehebung Anzahl in ND 0,0 € € € € € € € € € € € € € € € € € € €

Costs [€]

Calculation of Annuity

Which costs have to be incorporated?

Time [a]1 2 3 4 5 6 7 8 90



Input Data

Costs considered:Costs considered:

Total costs of track work Material costsLabour costsMachinery costsCosts of logisticsCosts for flagmenCosts for installation of safety equipmentCosts for installation of safety equipmentCosts for dismantling the old trackCosts for disposal of old materialOverhead costs

Average annual costs for small maintenance (statistic figure)

Costs of capacity use for track worksp y

How to calculate that?



Excursus: Costs of operational hindrances (COH)Costs of operational hindrances are all monetary consequences due to operational anomalies.

Monetary consequences occurMonetary consequences occur

within the infrastructure (e.g. additional labour costs)

at the TOCs/FOCs (e.g. additional consumption of labour force, material,…)at the TOCs/FOCs (e.g. additional consumption of labour force, material,…)

and

d e to negati e ma ket espondance (c stome esponse)

As costs and “not realised” revenues have the same “algebraic sign”, they b d h

due to negative market respondance (customer response).

can be treated together.



Operational IncidentsAccidents Third parties

Vehicle break downs

Derailments

Slow going trains

Prolonged stop-overs in stations

Operation / TOCs

Failures and break downs of assets ( t b k b k d f i l il b k )

Delayed train take-overs at borders

(catenary breakage, break down of signals, rail breakages, …)Construction and maintenance works

Insufficient quality of permanent way permanent slow orders

Infrastructure

Insufficient quality of permanent way permanent slow orders



Operational IncidentsAccidents

Vehicle break downs

Derailments

unplannedSlow going trains

Prolonged stop-overs in stations

Failures and break downs of assets ( t b k b k d f i l il b k )

Delayed train take-overs at borders

planned

(catenary breakage, break down of signals, rail breakages, …)Construction and maintenance works

Insufficient quality of track permanent slow ordersInsufficient quality of track permanent slow orders



Operational ConsequencesTemporary non-availability of trackp y y

Capacity constraintIf this capacity limitation has no further operational consequences there are no Capacity constraint operational consequences, there are no costs.

DelaysCancellation of trains

Always depending on- character and duration of cause

the observed line andRail replacement bus/truck serviceProblems of train connectionsTrain assambling problems

- the observed line and- the affected train type

Train assambling problemsAlternative routing of (freight-)trains



Monetary ConsequencesAll operational consequences lead to the same monetary p q yconsequences:

Operational extra costs

Negative market response

Contractual penalties

These consequences can be calculated!

The sum of all monetary consequences are referred to as “Costs of y qoperational hindrances” (COH).



Calculation of COHOperational Consequences must be evaluated. That means that p qthe quantities are known.For ‚planned, hindrances these consequences can be identified in advance with simulation programs It is possible to influence

( )

advance with simulation programs. It is possible to influence operational and monetary consequences by appropriate disposal of trains.In case of unplanned incidents the consequences must be ( )In case of unplanned incidents the consequences must be calculated ex-post.

The boundary conditions for arising costs must be defined.e bou da y co d t o s o a s g costs ust be de ed

For all operational consequences the adequate cost figures must be considered.



Calculation of COHAt ÖBB (Austrian Federal Railways) the operational consequences ( y ) p qof construction and maintenance works are calculated with a simplified simulation tool (RailSys).

According to amount and duration of the incidents delays According to amount and duration of the incidents delays, alternative routing, rail replacement services and other consequences are calculated.D l l d f diff t t i i t diff t t Delays lead for different train services to different monetary consequences (linear – non-linear). Most cost-consequences of the other operational consequences have to be calculated train type specificspecific.

Average delay minutes do not allow to calculate all effects. Trains are additionally clustered in delay groups (up to 10 minutes, between 10 and 30 minutes,…)



Delays and follow-up delays Variable labour costs

Considered Cost Effects / specific Cost Figures

Delays and follow up delays Variable labour costs

Alternative routingVariable train costsVariable labour costsVariable train costs

Additional trains Full costs train costs

Rail replacement service Full costs bus service

Additional operation costs Variable labour costsShunting Variable labour costsAdditional operation costs Variable labour costsCancellation of train services Discharge of variable train costs

Costs for parking vehicles

Other Costs Specific CostsNegative market reactions Loss of custumer, Penalties



COH ApplicationsGeneral Problem:Most of the considered cost positions are so called ‚not cash-effective, (all addressed variable cost effects, negative market reactions).

If they are really not cash-effective, they would not be costs at all.

As they ARE costs they are of course cash-effective! But they As they ARE costs, they are of course cash effective! But they occur- without direct connex to the causative place,- without direct connex to the causative point of timewithout direct connex to the causative point of time- and not (only) within the causative department.

The relevance of Costs of Operational Hindrances can only be seen e e e a ce o Costs o Ope at o a d a ces ca o y be seewhen executing economic evaluations for the system Railway.



Application Example: Unit CostsLong worksite lengths / big masses generally lead to sinking unit g g / g g y gcosts (€/m or €/piece). This is specially true for track works using big machinery.

On the other hand track closures become longer when working on On the other hand, track closures become longer when working on more assets or assetparts. The temporary capacity restraint lasts longer, COH rise.In mo t e the e t o o t f n tion t end into oppo ite

Costs [€/km]COH [€/km]

In most cases, these two cost functions trend into opposite directions. Therefore the optimum can be calculated by summing up to total costs.

Duration of Track Closure [h]



Economic EvaluationsAfter discussing the input data some examples for economic After discussing the input data, some examples for economic evaluations are given:

General strategies

Component strategies

g

Maintenance strategiesMaintenance strategies



General Track Strategies Total Renewal

The most relevant question in this field is:The most relevant question in this field is:

General renewal of track followed by a consistent maintenance regimeorP h ?Permanent component exchange?

There are Pros and Cons for both strategies:

The general renewal gives a high quality of total track (all components new, together continuously laid by machinery), which then is treated best possible. But it’s very costly at a certain point of time (the

l)renewal).Permanent component exchange don’t gives high investment costs concentrated to one point of time. All components are used up to their specific life times. But the component life times are generally lower as wear is higher due to missing high quality.

However it is possible to calculate the answer in assuming LCC


However, it is possible to calculate the answer in assuming LCC.



The working cycle of the permanent component exchange strategy has no limited service life. For calculations it is cut to the one of the t t l l t ttotal renewal strategy.

= 6% of sleepers every year

R id l l l t d i b th


Residual values are neglected in both cases.



All evaluations show that:All evaluations show that:

The general renewal is the more economic one, as LCC are lower than with exchanging single components.

The result is true for traffic volumes down to 1 million gross tons per year (less than 3,000 tons per day and track).

The strategy of “cyclic renewal and maintenance” is economic beneficial The strategy of cyclic renewal and maintenance is economic beneficial for different price levels and maintenance expenditures (Austria, Norway, Croatia).

An exception are branch lines with uncertain future use: If the expected An exception are branch lines with uncertain future use: If the expected service life can possibly not be reached (line is shut down due to too low traffic, political reasons, etc.), permanent component exchange might be cheaper.p

Lost residual values due to residual service life of single components (rails and sleepers) within the total renewal strategy can be avoided in re-using these components in branch lines, station track and sidings.


o po b a , a o a a d d g


General Track Strategies Minimised Maintenance

Every now and then it comes up to save costs in maintenanceEvery now and then, it comes up to save costs in maintenance.

This is driven by the aspect that following such a strategy short-term costs can be reduced (simply in not spending money).

But at the end of the day such strategies lead to higher total costs over the life cycle as maintenance is necessary to transpose the initial quality of an investment into service life.initial quality of an investment into service life.

Once quality is lost service life can not be reached anymore


Once quality is lost, service life can not be reached anymore.


General Track Strategies Permanent Slow Orders

In some countries it’s common to prolong service life of track (and In some countries it s common to prolong service life of track (and therefore postponing the re-investment and its costs) by setting speed restrictions.

Calculating without COH this might lead to lower costs Considering Calculating without COH this might lead to lower costs. Considering the additional operational costs (delays, more energy consumption, negative market response) this is always unbeneficial – at least for the main networkthe main network.

No Permanent Slow Orders within the main network


No Permanent Slow Orders within the main network.


General Track StrategiesThe cost proportions of reinvestment maintenance and COH give The cost proportions of reinvestment, maintenance and COH give very enlightening information on what triggers the total LCC.

For a high traffic mixed line gives the following picture (Austrian cost level and maintenance strategy):



General Track StrategiesThe cost proportions of reinvestment maintenance and COH give The cost proportions of reinvestment, maintenance and COH give very enlightening information on what triggers the total LCC.

For a high traffic mixed line gives the following picture (Austrian cost level and maintenance strategy):

Total Life Cycle Cost (100%)

Depreciation 58%

Maintenance costs 20%Costs of Operational Hindrances 22%

What ever doing: Keep service life high!




General Track Strategies





General Track Strategies Subsoil

The substructure is the most important element when it comes to The substructure is the most important element when it comes to the behaviour of track. A not sufficient load-bearing substructure leads to enormous maintenance demands and finally to a loss of service life.service life.

This leads to very high costs!

There are different aspects:There are different aspects:

Insufficient water drainageAs in every civil engineering construction the water drainage is one of the y g g gmost important aspects. Water must not keep in the track structure.This is true for surface water as well as for capillary and leakage water.




Avoid constructions hindering the water to flow out track!

Cleaning open ditches an keeping them free of any vegetation

Fl hi f d i


Flushing of drainages



The substructure is the most important element when it comes to The substructure is the most important element when it comes to the behaviour of track. A not sufficient load-bearing substructure leads to enormous maintenance demands and finally to a loss of service life.service life.

This leads to very high costs!

There are different aspects:There are different aspects:

Insufficient water drainageAs in every civil engineering construction the water drainage is one of the y g g gmost important aspects. Water must not keep in the track structure.This is true for surface water as well as for capillary and leakage water.

Weak subsoilWeak subsoilIf the solid ground material shows too low bearing capability or the subsoil is waterlogged, the system can not unfold its filter function. Fines are pumped up into the ballast bed and pollute it. A system break


Fines are pumped up into the ballast bed and pollute it. A system break down follows.



Subsoil rehabilitation and generally all measures on the extended Subsoil rehabilitation and generally all measures on the extended permanent way are very costly.

But as insufficient subsoil quality is far more expensive, rehabbing works pay back – at least at dense traffic lines.

Technical consequences:Bad behaviour of track geometryBad behaviour of track geometryAs settlements arise due to settlements of subsoil as well as in the ballast bed due to different stiffness, track geometry has to be corrected far more often (LLT). Ballast cleaning is necessary once in a life time. Higher forces in the rail footingAs there is too much deflection (elasticity) and therefore bending stresses, rail durability goes down; rail breakages are more frequent.Small maintenanceSmall maintenanceSmall unplanned repairs increase; mud spots have to be treated.Temporary Slow OrdersDue to frequently freezing and de-frosting speed restrictions are necessary in winter


q y g g p yand spring time.









General strategic subsoil policy:General strategic subsoil policy:

For high traffic volume (> 15,000 gt/day/track) and/or high speeds (> 160 km/h) a good substructure is a pre-condition for a low cost track.

An adequate water drainage system is necessary to keep maintenance demands low and therefore costs down.

For turnouts a sufficient substructure quality is even more important.

For low traffic loads and branch lines a light superstructure (e.g. steel sleepers) can often handle a low bearing-capability of subsoil. Water drainage is a pre-condition anyway.drainage is a pre condition anyway.



Component StrategiesAs already mentioned the used track components influence the costs As already mentioned the used track components influence the costs massively.

The right composition of track depends on the boundary conditions, mainly traffic volume and track alignment.

The following components are analysed further on:

BallastSleepersRail (Profile and Steel Grade)



Component StrategiesHowever track must always be seen as an integrative technical However, track must always be seen as an integrative technical structure, not as an accidental composition of components.

Whenever evaluating technical and/or economic effects of any component, the effects on the behaviour of other components must be incorporated.



Component Strategies Ballast

The ballast has technically different duties within the track structureThe ballast has technically different duties within the track structure.

On the one hand the ballast bed is the main component for load distribution, reducing the stresses in the sleeper-ballast interface to lo one on the b t t e f elow ones on the substructure surface.

Load distribution is only possible if the total system elasticity allows to allocated the forces from the rail-to-wheel-contact using different effects. Among them is the deflection of track allowing to distribute the forces to several sleepers and from there via the ballast to the substructure.

The ballast bed also provides about 20% of the total elasticity.

Not at least, the water drainage is one of the most important duties f th b ll tof the ballast.

Ballast stones must be well sized, the material must be adequate. Additionally the grain size distribution must be within the limits and


the ballast bed thickness sufficient (30 cm underneath the sleepers).



From the material itself it is favourable to use hard-stone material From the material itself it is favourable to use hard stone material (Basalt, Gneiss, Granite, ...) , as magmatic or metamorphic ones. Sediment material (e.g. Limestone) shows far less usability as track material.material.

Nowadays two figures are used to describe the “strength and resistance” of track ballast material:The so called LA value (LA for Los Angeles) and the impact test In The so called LA-value (LA for Los Angeles) and the impact test. In both cases the material is crushed, the weight percentage of fine sized material is measured.

Therefore: the smaller the values, the better the material.




The grain size distribution is important for the stability of the ballast The grain size distribution is important for the stability of the ballast bed as well as for the water drainage. The regulations give an area in which the distribution curve must be.

ÖBB (K ttel asche )


ÖBB (Kuttelwascher)ÖBB (Kuttelwascher)



The grains themselves must show a “compact” shape Longish platy The grains themselves must show a compact shape. Longish, platy or laminated stones do not fulfil the criteria for a tightly arranged ballast bed as the tend far more easily to break.

The differences in tamping cycles and track service life between different ballast qualities (considering all of the three criteria) is not detailed analysed yet, but:y y

Comparative analyses between Austria (mostly Granite) and Croatia (mostly Limestone) showed almost halved tamping cycles and in average 20% shorter track service livesand in average 20% shorter track service lives.

Evaluations of tamping cycles and service lives in Austria and Switzerland (ballast with LA-values under 16) show big differences (about 50% longer cycles in Switzerland)differences (about 50% longer cycles in Switzerland).

Also in Austria the ballast quality varies in a high range between one ballast quarry to the other.




In Austria ballast is the critical element for the service life of trackIn Austria, ballast is the critical element for the service life of track.

Ballast deteriorates due to many different reasons:

Traffic load

Tamping

Fines from substructure

Transport goods

Other influences

Ballast deterioration ends up with geometric failures (track position and level) and is fought commonly by tamping. If the stones are round already or the ballast is massively polluted, ballast cleaning can be executed. (Part of Maintenance Strategies)



Component Strategies Sleepers

There are generally three main types of sleepers:There are generally three main types of sleepers:

Wooden sleepersConcrete sleeperspSteel sleepers

All three of them have their specific li ti b tapplication, but:

Concrete sleepers are expected to have life spans up to 50 years, steel sleepers already have proven to keep for this time. Wooden sleepers reach 30 years if drainage is working properly.

Concrete sleepers need perfect substructures (weight).Co c ete s eepe s eed pe ect subst uctu es ( e g t)

Wooden sleepers are the only option for jointed track.

Wooden sleepers should be used wherever derailments are more likely


(shunting yards, sidings).



Economic evaluation of different sleepers (medium quality of ballast):Economic evaluation of different sleepers (medium quality of ballast):

No difference in the working cycle. Costs?

W d l i th t ( d 5% hi h Wooden sleepers are more expensive than concrete ones (around 5% higher total investment costs) and show therefore higher LCC.




Economic evaluation of different sleepers (high quality of ballast):Economic evaluation of different sleepers (high quality of ballast):

Wooden sleepers do not reach more than 29 years in average. Natural wear and high horizontal forces (R ~500 m) stressing the rail fastenings are the reason for reduced life times.

Steel ones also count to “light” superstructure, but show a longer service life.

In this case, concrete sleepers are the best option: lowest investment, lowest maintenance demands longest service life


maintenance demands, longest service life.



Economic evaluation of different sleepers (high quality of ballast)Economic evaluation of different sleepers (high quality of ballast)Insufficient subsoil quality:

Concrete sleepers are too heavy for the subsoil, track is not sustainable.Also the wooden sleeper track looses service life as these subsoil condition implicates drainage problems.Steel sleeper track also needs much tamping but keeps for 30 years. Even if the sleeper price is higher (around 75%) the LCC are lower.


Subsoil rehabilitation may be the best option!



Innovative sleeper designsInnovative sleeper designs

In the last years many European railway companies tested innovative concrete sleepers using elastic footings (Under Sleeper Pads – USP).The polyurethane layer has two main benefits:

Enlarged contact area sleeper/ballastTests showed that conventional concrete sleepers have less than 10% contact area to the ballast bed. This is the main disadvantage compared with wooden sleepers. The contacted ballast stones break, leading to high initial settlements USPs triple the contact area (up to 30% of the sleeper initial settlements. USPs triple the contact area (up to 30% of the sleeper area) reducing initial settlements and follow-up track deterioration.

Additional elasticity of trackWherever needed USPs can be used to enlarge total elasticity of track. This helps much if substructure is too stiff, for example.





Under Austria conditions concrete sleepers with elastic footings have proven to enlarge tamping cycles by at least 100%.

A prolongation of service life by 25-30% is expected.

For high loaded tracks (> 70 000 gt/day track)For high loaded tracks (> 70,000 gt/day,track)this means a LCC reduction of more than 30% (static calculation).

At ÖBB (A t i F d l R il ) USP At ÖBB (Austrian Federal Railways) USP are standard component for daily traffic loads higher than 30,000 gross tons per day.





Another application for very high loaded tracks, specially in curves, are the so called Frame Sleepers.

These double concrete sleepers have a longitudinal beam as well, boosting the moment of inertia tremendously and enlarging the lateral resistance against displacementresistance against displacement.

The sleepers are as well equipped with Under Sleepers Pads and are tested in several sites in Austria, Switzerland and Italy., y

Evaluations show that this sleeper type seems to need no tamping anymore. As it is still very costly and methods for sleeper laying are missing it is still a ‘research product’missing, it is still a research product .





The HDS (high duty) sleeper is the consequent further development of the frame sleeper. It’s not a double-sleeper anymore, but still shows hi h l l i high lateral resistance.

The sleeper is tested in very narrow curves (R 214 m) and continuous welded railswelded rails.

It is also used for transition sections from bridges to open track in order to smooth out the differences in stiffness.



It was already mentioned that there are several aspects when it

Component Strategies Rails

It was already mentioned that there are several aspects when it comes to rails:

Fatigue resistanceg

Wear of the rail head

Rail surface failures

Corrugation wavesHead Checks (Rail Contact Fatigue RCF)

Rail length is also to be considered as every weld is a possible failure.

voest alpine



Rail fatigue was calculated for a long period with a kind of estimation.


Rail fatigue was calculated for a long period with a kind of estimation.

It was known that 49E1 rails reach their fatigue limit at about 300 million gross tons passed, as this was proven under operation.

The consequence was to develop a new, heavier rail for the rising traffic and axle loads; the UIC60 profile (today: 60E1). The moment of inertia was enlarged by a higher rail web the rail foot became of inertia was enlarged by a higher rail web, the rail foot became larger and the profile as a whole was blown up.

As a compromise for medium loaded tracks the UIC54 rail (new: 54E1) was developed. It was estimated to have about half of the fatigue resistance of the UIC60 profile.

In Austria and other countries this profile was meant to replace the In Austria and other countries this profile was meant to replace the 49E1 without changing the sleepers. Hence, it was necessary to use the same foot dimensions, leading to the 54E2 profile.




49E1 54E2 60E1



Rail fatigue limits


Rail fatigue limits

New calculations based on the Eurocode show astonishing results:

Axle load collective

This calculation is sensitive to

Temperature differences

Track geometry



Rail fatigue limits


Rail fatigue limits

What does this means in terms of costs?

LCC +16%

Rail exchangeIt is cheaper not to change the LCC +37%rail but go for reinvestment



Rail fatigue limits


Rail fatigue limits

What does this means in terms of costs?

LCC +16%

LCC +37%



Wear


Wear

The relevant wear occurs at the rail head in curves (lateral wear). The contact between the wheel flange and the rail results in abrasive wear.

’ h l f lIt’s not the rail profile!



Wear


Wear

The relevant wear occurs at the rail head in curves (lateral wear). The contact between the wheel flange and the rail results in abrasive wear.

It’s the rail steel grade!



Rail Contact Fatigue



Due to overstressing at the gauge corners of the rail heads, micro-cracks start to develop.

The cracks develop in about 45°to the gauge line. When they get deeper, the start to follow a stiff function into the rail head leading to a splintered fracture.a splintered fracture.

Once deeper than a 1 millimetre, it’s almost impossible to grind or mill them out; expensive rail exchanges are the necessary consequence.


ÖBB (Auer) ÖBB (Auer)





The crack growth rate depends on Traffic volume


Rail steel grade

The maximum crack growth occurs The maximum crack growth occurs in radii around 1,200 to 1,500 m.

R260 steel grade R260 steel grade crack growth rate: 0.015 mm/mio. gt

R350HT steel grade crack growth rate: 0.008 mm/mio. gt






The strategy of ÖBB is executing preventive rail grinding with a 1 mm crack depth limit.

Half of the grinding amount is saved by using the higher steel grade.



Having all theses evaluations, it is possible to formulate an integrated,

Component StrategiesHaving all theses evaluations, it is possible to formulate an integrated, LCC-based, and component specific investment strategy.

In Austria, this strategy can be summed up as follows:

Precondition 1: Good subsoil quality in the main network.

Precondition 2: Properly working drainage system.

Generally concrete sleepers, wherever possible.

Precondition 2: Properly working drainage system.

Precondition 3: Ballast quality control.

Generally concrete sleepers, wherever possible.

60E1 rails for lines carrying more than 15,000 gross tons per day and track. For lower traffic: 49E1 or 54E2 rails, or used 60E1 rails.

Steel grade R350HT (head hardened) up to 3,000 metres radii –depending on the traffic volume.



Also the quality of the track relaying work itself influences the initial

Re-Investment of TrackAlso the quality of the track relaying work itself influences the initial quality of track.

Continuously working subgrade rehabilitation and track relaying machinery ensure such high quality demandsmachinery ensure such high quality demands.



Most maintenance is reactive, thus executed when necessary.

Maintenance StrategiesMost maintenance is reactive, thus executed when necessary.

The are some examples showing that preventive (pro-active) maintenance is economically beneficial.

The next slides tread general maintenance strategies. Therefore these measures can be evaluated using “average” data.



As ballast is a critical element for total service life of track, a ballast

Maintenance Strategies Ballast Cleaning

As ballast is a critical element for total service life of track, a ballast bed rehabilitation (ballast cleaning) could be economically beneficial.

Pollutes ballast is digged out by a big chain and then cleaned by washing and re-screening. The rehabbed ballast is re-introduced, missing masses are substituted by new ballast.

As the chain only grabs the high situated layer, the ballast bed s t e c a o y g abs t e g s tuated aye , t e ba ast bedunderneath the cleaned ballast keeps in the polluted condition.

The result of ballast cleaning is therefore not a new ballast bed (and thus a “never ending service life of ballast) But track service life can thus a never-ending service life of ballast). But, track service life can be prolonged.



The effect could be pretty easy calculated

Maintenance Strategies Ballast Cleaning

, but:The effect could be pretty easy calculated, but:

H h dditi 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 technical question is very controversial discussed.Under standard conditions this is not realistic. Ballast cleaning thus is no standard maintenance action

How much additional service life?Ballast cleaning must add about 20-40% of service life.

The critical value for the service life prolongation is calculated.

As this is an “uncertain value” for an economic evaluation, a sensitivity analysis must give the answer:

no standard maintenance action.

And renewal of courseExceptions: Bad subsoil quality, special cases, high line speeds


The critical value for the service life prolongation is calculated.And renewal, of course.


After the tamping process the track is not stable enough to bear the

Maintenance Strategies Dynamic Track Stabilisation

After the tamping process the track is not stable enough to bear the applied loads of train operation.

The track grid is lifted to the target position, the ballast bed is moved up to the geometry needed. The initial settlements are needed to recover the (lateral) resistance of track.

Many countries therefore have speed restrictions for new tamped y p ptrack sections for several million gross tons.

These temporary slow orders can be avoided in using the DTS (Dynamic Track Stabiliser) by bringing up the loads with dynamic (Dynamic Track Stabiliser) by bringing up the loads with dynamic surface vibration.An additional benefit is that the initial settlements are applied under homogeno ondition Th the e ed ed nd f mo e homogenous conditions. Thus they are reduced and – far more important – they are equally distributed, so that initial failures of vertical track geometry are kept low.


Plasser & Theurer


The benefits of this machine are so high that in Austria every tamping

Maintenance Strategies Dynamic Track Stabilisation

The benefits of this machine are so high that in Austria every tamping action – for track as well as for turnouts – is executed with a follow up track stabilisation.

T t th i l t ti f thi t h l (t k t ff l To support the implementation of this technology (track staff only saw higher costs) at ÖBB it was only possible to order a “tamping unit”. The DTS – or DGS in German – was simply send with the tamper by the machinery distribution departmentthe machinery distribution department.

Meanwhile this machine is integrated in the Dynamic-Stopf-Express.



Local problems, often caused by differences in stiffness, lead to single

Maintenance Strategies Single Failure Tamping

Local problems, often caused by differences in stiffness, lead to single failures.

Geometrical imperfection (mostly in vertical track geometry) occur on a length of less than 50 metres.

Correction with conventional tamping machines is like shooting sparrows with canon balls sparrows with canon balls.

Special single tamping machines (“sprinters”) do the corrective maintenance They generally “follow” the measuring carmaintenance. They generally follow the measuring car.

Preconditions:

D t il d l ti f th i l f il i kDetailed location of the single failure is known.

Detailed measuring of the failure.

Correction with “right” tamping softwaret i i @ i ki d


Correction with right tamping [email protected]


Rail grinding is probably the most undervalued track maintenance

Maintenance Strategies Preventive Grinding

Rail grinding is probably the most undervalued track maintenance work. It does not give any better geometrical track quality and is therefore often simply not executed.

But:

Corrugation waves on top of the rail head in curves lead to high-frequent vibration destroying ballast stones into very fine materialfrequent vibration destroying ballast stones into very fine material.

This material hinders water drainage and leads to pumping spots.




Rail grinding is probably the most undervalued track maintenance

Maintenance Strategies Preventive Grinding

Rail grinding is probably the most undervalued track maintenance work. It does not give any better geometrically track quality and is therefore often simply not executed.

But:

Corrugation waves on top of the rail head in curves lead to high-frequent vibration destroying ballast stones into very fine materialfrequent vibration destroying ballast stones into very fine material.

This material hinders water drainage and leads to pumping spots.

R fili th il h d h l t t il h f th Re-profiling the rail head helps to postpone rail exchange of the outer rail in curves.

Preventive rail grinding in big radii and straight track keeps RCF e e t e a g d g b g ad a d st a g t t ac eeps Cdefects low, as upcoming cracks are ground out early.


ÖBB (Auer)


The term “ integrated” stands for combined tamping and rail grinding

Maintenance Strategies Integrated Maintenance

The term integrated stands for combined tamping and rail grinding within one track closure.

The degradation rate of track quality is influenced on long (substructure) medium (ballast) and short (rail surface) waves in the (substructure), medium (ballast) and short (rail surface) waves in the track.

Less failures lead to low dynamics in the train rides and therefore to reduced deterioration.

Additionally, there is an economic effect:As both machine use one track closure, COH are lower than if the ,works would be executed separately.

Integrated Maintenance is coordinated in the headquarters and is now implemented for high loaded linesimplemented for high loaded lines.




Maintenance Strategies ÖBB Tamping Strategy

Single Failures Tamping Integrated gGeometry

p gTrack & Turnouts

gMaintenance

Single Failure Tamping due to

Tamping due to ensure through

Preventive Grinding&Tamping

2,000 900 km Track 150 km Track

Tamping due to ensure safety limits

ensure through-going track quality

Grinding&Tamping (high loaded tracks)

Single Failures &1,500 Turnouts

100 Turnouts

2 Mio € 19 Mio € 4 Mio €2 Mio. € 19 Mio. € 4 Mio. €


ÖBB (Auer) ÖBB (Auer)ÖBB (Wogowitsch)


Life Cycle ManagementHaving general investment and maintenance strategies component Having general investment and maintenance strategies, component use and preventive maintenance is determined.

What about the “real situation”?

The most important question of track maintenance – or better: of Life Cycle Management of track – is:

Maintenance or track renewal?



Life Cycle ManagementIt is known what has happened in the past so the working cycle for It is known what has happened in the past, so the working cycle for the specific track can be set up.An estimation is needed to forecast the future maintenance demands

Westbahn 1 400<R<600 eingleisigGesBT/Tag, Gleis Profil Güte

55.000 49E1 200Nutzungsdauer 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 22Neulage 1,0 1Neulage mit Unterbausanierung 0 0

Unterbau Schwellegut Beton

demands.

Neulage mit Unterbausanierung 0,0Schotterbettreinigung 0,0Stopfen alle x Jahre 1,9 1 1 1 1 1 1 1 1 1 1 1 1zusätzlich Teilewechsel Anzahl in ND 1,0 1Schleifen Anzahl in ND 2,0 1 1Schienenwechsel Anzahl in ND 1,0 1Stoßpflege Anzahl in ND 0,0Zwischenlagenwechsel Anzahl in ND 0,0Mängelbehebung 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


55.000 49E1 200Nutzungsdauer 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 27Neulage 1,0 1Neulage mit Unterbausanierung 0,0Schotterbettreinigung 0,0Stopfen alle x Jahre 2,0 1 1 1 1 1 1 1 1 1 1 1 1 1 1zusätzlich Teilewechsel Anzahl in ND 1,0 1Schleifen Anzahl in ND 2,0 1 1Schienenwechsel Anzahl in ND 1,0 1


,Stoßpflege Anzahl in ND 0,0Zwischenlagenwechsel Anzahl in ND 0,0Mängelbehebung 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 to forecast? By a prediction model or by experience.


Or – better – both.


Life Cycle Management

Ballast bed okRail exchange (fatigue) Intensified tamping

Very dense tamping intervalSingle sleeper exchangesmall maintenance (rail fasteners)

Planned service life

Intensified tampingLittle increase of small maintenancesmall maintenance (rail fasteners) increases rapidly

Annuity decreases Annuity increases


Optimal point of time for re-investment



Ballast bed okRail exchange (fatigue) Intensified tamping

Very dense tamping intervalSingle sleeper exchangesmall maintenance (rail fasteners)

Ballast bed pollutedno additional measures Permanent Slow Order

Planned service life

Intensified tampingLittle increase of small maintenancesmall maintenance (rail fasteners) increases rapidly

Permanent Slow Order


Optimal point of time for re-investment


PrognosisIt is necessary to have the best possible prognosis of the track It is necessary to have the best possible prognosis of the track behaviour to enable track engineers making the right technical and economical decisions.

There is a lot of information gathered by measuring and inspections. But:

The best information is pointless if not usedThe best information is pointless if not used.

And: Before it is possible to use the existing information, it is necessary to know how.y



Prognosis



Track Quality Behaviour What is Quality?What is Quality?

Quality does not mean fulfilling of safety limits!

Quality criteria and economic threshold values must be much more strict than safety limits in order to have “space” for an optimisation processprocess.

This process needs time and therefore an adequate time reserve for planning. Reaching the safety limits means immediate intervention.




1223456

Actual quality is 3.2.Good enough or intervention?

6

If quality was 3.1 last If quality was 0.9 last year there is no need for any intervention as there is practically no change

year, intervention is urgent! There is a fast deterioration.

A description of quality with a single value is not enough. It is necessary to know the quality behaviour over time


necessary to know the quality behaviour over time.



Which quality figure to use?

Average annual costs are no quality figure! Not executing necessary maintenance would lead to a “better” track...

EU regulations use the vertical standard deviation (H) as quality index. Track quality is thereby only described by the vertical failures. Horizontal failures and twist failures are not considered.

Evaluating networks with a high percentage of curves, more information is needed than vertical alignment only.




21,,

1,,

vvüvv

vvvvvv

RLiRiRR

RLiLiLL

21,,

1,,

ühhhhh

hhhhhh

iRiRR

RLiLiLL

Levelling and Tamping

²ü)²)²(h(v²Levelling Lining and Tamping

hLining²ü)²(v²


²ü)²)²(h(v²Levelling, Lining and Tamping



The MDZ-Figure describes the track geometry as acceleration differences in a virtual vehicle caused by track imperfections differences in a virtual vehicle caused by track imperfections. Failures in x-, y- and z-dimension cause accelerations in the centre of gravity. Physical laws replace weighting factors.

L

MDZ ühvDiffL

ADA0

22265,0 )(.*1*v

Impact of the speedEvaluation length Impact of the track

geometry

As speed is also included (no speed, no accelerations) it is possible to compare measurements executed with different speed levels as it is easy to re-calculate the MDZ-Figure for one speed level only.


y g p y


Track Quality Behaviour An integrative research approach for track quality:An integrative research approach for track quality:

A good track behaves well, a bad one deteriorates faster.

The track deterioration depends on the actual quality level.

= const. ∆QQDifferential equation:



Track Quality Behaviour An integrative research approach for track quality:An integrative research approach for track quality:

A good track behaves well, a bad one deteriorates faster.

The track deterioration depends on the actual quality level.

beQ0Q(t) t

Initial qualitydelivered byInvestment

Track deterioration fought by

Maintenance+ = LCC + COH



Track Quality Behaviour

beQ0Q(t) t

It is not possible to divide the quality function.

Therefore it is not possible to divide investment and maintenance Therefore it is not possible to divide investment and maintenance responsibilities and budgets!



Track Quality Behaviour w

al

TimeRene

w

igur

eQ

ualit

y F

Intervention Level




al

TimeRene

w

igur

eQ

ualit

y F

Intervention Level

The quality function is shifted horizontally. With the same deterioration rate b the inclination of the tangent at the time 0 (Q0‘) is much bigger


only because of the lower initial quality level (Q02 = Q1(t1)).



al

TimeRene

w

igur

eQ

ualit

y F

Intervention Level




al

TimeRene

w

„Right Maintenance“Elimination of the failure causeig

ure

Elimination of the failure cause

Qua

lity

F

„Wrong Maintenance“ Elimination of the failure consequence

Intervention Level




Bad section?

igur

eQ

ualit

y F

Single failure!


Track length



Single failures?

igur

eQ

ualit

y F

Crossing Turnout Bridge


Track length



Failures come back at the same locations!

igur

eQ

ualit

y F

Tamping 2005


Track length



Good track and bad track?

igur

eQ

ualit

y F

New track and old track!


Track length


Track Quality Behaviour Where is the e-function? Is it plain theory?


p yig

ure

Qua

lity

F



Track length


Track Quality Behaviour Where is the e-function? Is it plain theory?


p yig

ure

Qua

lity

F


Q tbQ Q= tbeQ 0


Track length


wal


al

TimeRene

w

TimeRene

w

igur

eig

ure

but

Qua

lity

FQ

ualit

y F

Intervention Level 2

Intervention LevelIntervention Level



wal


wal

wal

TimeRene

w

Rene

w

TimeRene

w

igur

eig

ure

Qua

lity

FQ

ualit

y F

Intervention Level

Service LifeIntervention Level




alw

al

wal

TimeRene

wRe

new

Time4

Rene

w

igur

eig

ure

Qua

lity

F

Intervention Level 2Intervention Level

Qua

lity

F

Intervention LevelService Life

Intervention Level

For a “young” track the intervention level has to be stricter.At the end of service life the threshold value must be limited


At the end of service life the threshold value must be limited.



alw

al

wal

TimeRene

wRe

new

Time4

Rene

w

igur

eig

ure

Qua

lity

F

Intervention Level 2Intervention Level

Qua

lity

F

Intervention LevelService Life

Intervention Level

For a “young” track the intervention level has to be stricter.At the end of service life the threshold value must be limited


At the end of service life the threshold value must be limited.



al

TimeRene

w 4

igur

e

Intervention Level

Qua

lity

F

Service Life

Holzfeind, TU Graz

The earlier the better?Q t t b d th Q l f th b h b f


Q must not be exceed the Q-value of the bough before.






Track is perfect.

Ballast Cleaningg

Why?Track deteriorates very fast Track deteriorates very fast

after ballast cleaning.

Feasible?Holzfeind, TU Graz

Evaluation of the data warehouse

eas b e



Functional Knowledge

StreckeGleis

StreckeDaten

Daten

StreckeGleisDaten

StreckeGleisDaten

StreckeGleisDaten

EM250Einbauten MEKrüm.bild Oberbau

ÖBB-Datenbank



Superstructure influence on track deterioration:

Functional Knowledge

Superstructure influence on track deterioration:

60E1 on concrete sleepers:

F ibl ?Highest deterioration rate b.

Feasible?Not considered parameters:

Traffic volumeTrack alignmentSubstructureT k

wooden

Conclusions are only possible on parameter basis

Track ageExecuted maintenance

woodenconcrete


Conclusions are only possible on parameter basis.


Functional Knowledge Homogenous Sections

Conclusions are only possible if only one parameter is variedConclusions are only possible if only one parameter is varied.

Enquires show very short homogenous sections.q y gIs this reality?



Radii / Diverging radii

Functional Knowledge Homogenous Sections

Länge [km] Unterbau [-] Radius/Abzw. Oberbau Jahr der Neulage

SuperstructureSubstructureRadii / Diverging radii

g [ ] [ ] g0,840 4 R > 600 49 E1 Be 19590,033 4 ABW 300 54 E2 H 19800,638 1 R > 600 49 E1 Be 19590,012 1 R > 600 54 E2 Be 19590,074 4 R > 600 49 E1 Be 19590 042 4 EW 500 49 E1 Be 1978

Only 5 Parameters!0,042 4 EW 500 49 E1 Be 19780,010 4 R > 600 49 E1 Be 19850,042 4 EW 500 49 E1 Be 19780,009 4 R > 600 49 E1 Be 19590,107 4 R > 600 49 E1 Be 19690,277 4 400 < R < 600 49 E1 Be 1969

y12 standard elements

on 2.3 km,

0,042 1 IBW 500 54 E2 H 19690,165 1 400 < R < 600 49 E1 Be 19692,300

Length of homogenous section

Track relaying year

Example of a manual evaluation on ÖBBs network


Example of a manual evaluation on ÖBBs network.


Functional Knowledge Discontinuities

Every turnout bridge tunnel or station is a discontinuity for track Every turnout, bridge, tunnel, or station is a discontinuity for track behaviour. Other discontinuities are points of changes in track stiffness (Change of rail profile or sleeper type) or starting and ending points of track works.

Qualitätssignal

ending points of track works.

Messsignal

20 30 40 500 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 25010

von Störstelle beeinflusster Bereich

Störstelle

Evaluating on a 100-metres basis length, discontinuities influence the quality value 50 m before and after their location.



Functional Knowledge Valid lengths

Sections must be corrected due to this influenceSections must be corrected due to this influence.

Such “valid lengths” are sections without any influence of discontinuities within the homogenous sections. Also changes in

t l i i flparameter values give influence.

To gather significant conclusions on the influence of a parameter or different parameter characteristics, the size of the sample should be p , pas big as possible.




al

TimeRene

w

igur

eQ

ualit

y F

Intervention Level



Functional Knowledge Examples

ÖBB (Auer)




Time

ty F

igur

e

??Qua

lit

There is a similar behaviour, but it is divided into two significant different parts. Either there is nothing to evaluate (and the theory is wrong) or there is a not considered parameter.


g) p



Time

Qua

lity

Figu

re

Are noise barriers an additional parameter? What do noise barriers have to do with track geometry?It’s not the noise barrier, but a drainage problem. Two different substructure conditions give two different track quality behaviours.




60E1 rails on USP concrete sleepers

Reference: 60E1 rails on Reference: 60E1 rails on conventional concrete sleepers

The positive effects are proven net-wide. More than 1,500 sections were evaluated.




1 section with asphalt layer 1 section without

2 sections with asphalt layer1 section without




1 2 11 2


with, without asphalt layer21



1 2 211




Subsoil rehabilitation improves track quality significantly!

“Track memory”



DZ

DZ


Track is perfect (b= 0,05) no intervention!

MD

MD

After the SUZ track quality deteriorates very fast (b= 0,7!) immediate intervention!

ewal

Track is perfect (b 0,05) no intervention!

ewal

Trac

k re

ne

Trac

k re

n

T

Stabilising tamping (4th relaying tamping) maximum one year after l i i t k lit i ifi tl d t i bl (b 0 1)


relaying improves track quality significantly and sustainably (b= 0,1).


Functional Knowledge Conclusions

Functional knowledge about track behaviour enables to forecast Functional knowledge about track behaviour enables to forecast maintenance actions and service lives.Functions must reflect on the parameters influencing track quality behaviour The Parameters are:behaviour. The Parameters are:

Traffic loadTrack alignmentSubstructure conditionSubsoilSubstructure conditionSubsoil

Sub-layersDrainage conditions

Ballast qualityBallast qualitySuperstructure (Sleepers, Rail profile, Rail steel grade)

Additionally it must be knownImprovement due to a maintenance actionImprovement due to a relaying of track

Research is advanced but still there are some things unsolved


Research is advanced, but still there are some things unsolved.


Track section with a traffic load of

GleisPROPHET Gleisprognose und planbare Häufigkeit von Erhaltungstätigkeiten

about 40,000 GesBt/TagAt re-investment 1995 60E1 rails were laid on concrete sleepers.were laid on concrete sleepers.

2000, 2004 and 2007 tamping was executed.

50 metres further on200 metres further on

The sections show different quality levels the relation between quality The sections show different quality levels, the relation between quality Q and deterioration rate b are similar.









The goal of prognosis is always forecasting the future behaviour but


The goal of prognosis is always forecasting the future behaviour, but the initial quality must be known as it influences further behaviour.

The improvement of Q due to tamping is known.The sections behave similar. It is possible to merge an average b-rate.

Knowing the laws of interaction between Q and b, the behaviour before

It is very likely that before 2000 there was another tamping.

g Q ,the tamping in 2000 can be derivated.After renewal Q generally deteriorates very fast.


On the section Q never falls below a certain quality level.


A 10-years time-row still shows a short part of track service life


A 10 years time row still shows a short part of track service life only. Functional knowledge is a precondition for reliable prognosis.

Due to existing functional knowledge future tamping demands can be foreseen. Open questions:Absolute quality improvement due to tamping?A d d i t k ?Any dependencies on track age?If the minimum quality level can not be guaranteed anymore, the technical service life is reached. (Economic service life is calculated


evaluating LCC due to prognosis of the other components as well).


A 10-years time-row still shows a short part of track service life


A 10 years time row still shows a short part of track service life only. Functional knowledge is a precondition for reliable prognosis.

Due to existing functional knowledge future tamping demands can be foreseen. Open questions:Absolute quality improvement due to tamping?A d d i t k ?Any dependencies on track age?If the minimum quality level can not be guaranteed anymore, the technical service life is reached. (Economic service life is calculated


evaluating LCC due to prognosis of the other components as well).



And all the interrelations between the different maintenance works and the component/track condition.



Life Cycle ManagementAnd here we are again: Maintenance or reinvestment?


55.000 49E1 200Nutzungsdauer 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 22Neulage 1,0 1Neulage mit Unterbausanierung 0,0Schotterbettreinigung 0 0


And here we are again: Maintenance or reinvestment?

Schotterbettreinigung 0,0Stopfen alle x Jahre 1,9 1 1 1 1 1 1 1 1 1 1 1 1zusätzlich Teilewechsel Anzahl in ND 1,0 1Schleifen Anzahl in ND 2,0 1 1Schienenwechsel Anzahl in ND 1,0 1Stoßpflege Anzahl in ND 0,0Zwischenlagenwechsel Anzahl in ND 0,0Mängelbehebung 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


55.000 49E1 200Nutzungsdauer 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 27Neulage 1,0 1Neulage mit Unterbausanierung 0,0Schotterbettreinigung 0,0Stopfen alle x Jahre 2,0 1 1 1 1 1 1 1 1 1 1 1 1 1 1zusätzlich Teilewechsel Anzahl in ND 1,0 1


zusätzlich Teilewechsel Anzahl in ND 1,0 1Schleifen Anzahl in ND 2,0 1 1Schienenwechsel Anzahl in ND 1,0 1Stoßpflege Anzahl in ND 0,0Zwischenlagenwechsel Anzahl in ND 0,0Mängelbehebung 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 attached LCC calculation should support right decision making and optimising costs in future.



Life Cycle ManagementLCM is now implemented in Austria at the ÖBBLCM is now implemented in Austria at the ÖBB.

Every re-investment project is evaluated in terms of:

Optimal point of time for re-investmentRe-investment length

Strategy conformity of used components

The projects are set up by the track engineers. The give the main input data (from km to km, planned components) and the alternative measures in maintenance.

After finishing the economic calculations, the track engineers get a After finishing the economic calculations, the track engineers get a report either confirming their approach or giving input for alternative doing.



Life Cycle ManagementAn then we end up with a lot of LCC proofed projects More projects An then we end up with a lot of LCC proofed projects. More projects than can be financed by the given budgets...

As budgets are limited and – more important – can not be changed by any LCC calculation, the projects with the highest economic efficiency must be figured out.



Project A


Re-Investment Costs: 590.000 €/km655.000 €/km (incl. COH)

Benefit: 8.850 €/km and yearReduction of the annuity by 17%

Target annuity (60E1 – USP concrete sleeper)

Reduction of the annuity by 17%

g y ( p )


Optimal point of time for the re-investment


Project A



Loss: 750 €/km and yearIncrease of the annuity by 7%BUT: vor 34 years!

Benefit: 8.850 €/km and yearReduction of the annuity by 17%

BUT: vor 34 years!

Reduction of the annuity by 17%

Target annuity (60E1 – USP concrete sleeper)g y ( p )



Project B



Benefit: 6.100 €/km and yearReduction of the annuity by 13%Reduction of the annuity by 13%




Project B



Loss: 5.450 €/km and yearIncrease of the annuity by 11%BUT: For 26 years! BUT: For 26 years!

Benefit: 6.100 €/km and yearReduction of the annuity by 13%Reduction of the annuity by 13%




Life Cycle ManagementFinally all projects are known in terms of costs benefits and lossesFinally all projects are known in terms of costs, benefits and losses.

In a cost/benefit and cost/loss analyses the projects are ranked.

Whenever budgets are too low projects with high costs and low Whenever budgets are too low, projects with high costs and low benefits or high costs and low loss are postponed first.

Of course, projects with high losses are ranked first. Under Austrian , p j gconditions, this concerns projects re-establishing standard speed levels (and therefore a reduction of permanent slow orders).

That is the day-to-day work in Life Cycle Management. Let’s come to some more sophisticated analyses!some more sophisticated analyses!



Economic Considerations Microeconomics

Example: Distance between CrossoversA reduction of the distance between crossovers leads to a reduction of operational hindrances. Delays are kept low, COH as well.

p

5 km Slow Order with 90 km/h

24 h Track Closure 8 h Track ClosureCosts of Operational Hindrances

15 k

m

10 k

m

7,5

km

5 km


1 1 7 5



Example: Distance between Crossovers

Costs of Operational Hindrances can be reduced dramatically reducing the distance between crossovers.

p

But:

More crossovers means more turnouts. Turnouts are much more More crossovers means more turnouts. Turnouts are much more expensive than open track, so that total costs rise. Depreciation costs as well as maintenance expenditures increase.

Dense maintenance intervals of turnouts also cause more track closures, leading to rising COH.

A th t f ti i t diff t di ti th f As these cost functions go into different directions, the sum of both leads to a defined cost minimum.

TU Graz I Institute for Railway Engineering and Transport Economy I Ass.Prof. Dipl.-Ing. Dr. techn. Stefan Marschnig Cluj, 21.-25.11.2011TU Graz I Institut für Eisenbahnwesen und Verkehrswirtschaft I Ass.Prof. Dipl.-Ing. Dr. techn. Stefan Marschnig


Optimal distance of crossovers


double tracked line with ~70,000 gt/day,track or ~ 150 trains/day,track

60.000

70.000

50.000

m]

30.000

40.000

Ann

uitiy

[€/

k

10.000

20.000

0

0 5 10 15 20 25 30 35

Crossover distance [km]

7,5 km

Di idi b 10 k


[ ]Dividing number: 10 km


Optimaler ÜberleitstellenabstandWestbahn 2-gleisigOptimaler Überleitstellenabstand

zweigleisige Strecke mit ~70 000 GesBt/Tag Gleis oder ~ 150 Zügen/Tag GleisOptimal distance of crossovers

double tracked line with ~50 000 gt/day track or ~ 100 trains/day track


60.000

70.000zweigleisige Strecke mit ~70.000 GesBt/Tag,Gleis oder ~ 150 Zügen/Tag,Gleisdouble tracked line with ~50,000 gt/day,track or ~ 100 trains/day,track

40.000

50.000

km]

30.000

40.000

Ann

uity

[€/

k

10.000

20.000

0

0 5 10 15 20 25 30 35

Crossover distance [km]

7,5 km

Dividing number: 10 kmDividing number: 13 km


Dividing number: 10 kmDividing number: 13 km„A 11 km crossover-distance lead to lower annuities than two times 5,5 km“



The project:On the existing main line a tunnel reached its technical service life. The new safety regulations can not be realised within the existing infrastructure.Meanwhile there is a temporary allowance to still operate trains, but on a reduced speed level and only until 2026.

Two options for a new tunnel are Two options for a new tunnel are observed: One is a rebuilding of the tunnel close to the existing one, the other option is a new g , pbase tunnel in new location.




Option 1 Option 2

Length: 7.664 kmLength: 9.891 kmLength: 4.715 km

Option 1 Option 2

Costs: ~XXX mio € gRe-investment of major parts of the existing line-sections (Station, bridges, track, catenary) included:M I li ti 12 8 ‰

Costs: XXX mio. €

catenary) included:Max. Inclination: 12.8 ‰Costs: ~XXX mio. €

Max Inclination: 21 4 ‰Max. Inclination: 21.4 ‰



Freight Terminal


Freight Terminal

Due to the 21 4 ‰ heavy freight Due to the 21.4 ‰ heavy freight trains (>950 to) in the direction north have to run on a minor line.

Thi i dditi l 60 k t iThis gives additional 60 km train-run and about additional 70 minutes.

Iron ore mineOperational problem: These trains have to run partly on the busiest mixed-traffic line in the net-work.

F i ht T i l

The iron ore is partly transported to the north and the south. Four trains pairs (full/empty) per day at maximum.


Freight Terminal



The project is located on a major passenger traffic line.

In the bypass line there is no passenger service.




The analyses of the traffic flow gives a major input to the y g j pcomparison of both project.

First the microeconomic view:The steep ramp to the existing tunnel hinders heavy freight trains to use the major line, while the base tunnel shows a smooth inclination.

Thus freight trains could be operated on the main line in future, if realising project option 1.

One of several consequences is, that the traffic loads on the bypass line rapidly shrinks.

Let’s have a deeper view on this line:




This line is one of the oldest lines in Austria and was constructed once as the main connection.

Due to political and economical reasons the new main line was built later onlater on.

As there is low traffic volume on the bypass nowadays (some heavy freight trains, the iron ore trains, no more passenger service since g , , p g2009), maintenance and reinvestment was kept low the last years (decades).




On the whole bypass section there are some 20 speed restrictions yp pon the 60 km line to the next passenger station (Almost one third of the line!).Some of them reduce speed down to 30-40 km/hSome of them reduce speed down to 30 40 km/h.

Most of them are caused by over-aged superstructure, old turnouts and a lot of them by worn out bridges.

That means: High reinvestments in the upcoming years.

90% of the line consists of 49E1 or 54E2 rails, 50% of them on (old) wooden sleepers.

20% of the track length face insufficient subsoil conditions.

20% of the superstructure is over-aged.

Around 25% of the line shows radii under 600 metres (Making the section to one of the most expensive lines in Austria)


section to one of the most expensive lines in Austria).



Additionally, bridges, walls and drainages are old. Partly they have y, g , g y yto be renewed urgently. This gives another high reinvestment rate.

The line is not equipped with an electronic signalling system. El t i t l t h t b i t ll d d th i tElectronic control centres have to be installed and the inter-connection to the operation control centre. This means additional investment up to XX million €.

Is it worth rebuilding the line?



Freight Terminal


Freight Terminal

The planned base tunnel gives the The planned base tunnel gives the possibility to (re-)direct the heavy freight trains from the bypass to the main line.the main line.

Iron ore mine

F i ht T i l


Freight Terminal


Freight Terminal


Freight Terminal

The planned base tunnel gives the The planned base tunnel gives the possibility to (re-)direct the heavy freight trains from the bypass to the main line.the main line.

What about the remaining traffic?

Iron ore mineAlso the iron ore trains can use the fast connection via the new tunnel.

There will be no more traffic on one

F i ht T i l

There will be no more traffic on one part of the line!

This would save a lot of money in i d i


Freight Terminalreinvestment and maintenance.


Freight Terminal


Freight Terminal

What to do with this line segment?What to do with this line segment?

A full operation for 8 trains a day, p y,all from the same company is definitely not beneficial.Two possibilities:

Iron ore mineTwo possibilities:- Siding operation - Hand it over to the iron ore company

F i ht T i l

Both options save a lot of money, as electronic signalling centres are not necessary for siding operation.

(private siding)


Freight Terminalcentres are not necessary for siding operation.


Costs: ~XXX mio € Costs: ~XXX mio €


Costs: XXX mio. € Costs: XXX mio. €Savings due to not necessary investments:

- XX mio. €Savings due shutting down a part of the line:

X i €/- X mio. €/aSavings due siding operation and reduced maintenance/re-investment in the other part of the bypass:

- X mio €/aX mio. €/a(- XX mio. €/a)



Life Cycle Management Prolonging Service Life

The bypass line has to be operated until the new tunnel can be yp popened.

Of course, reinvestment will be kept as low as possible.

And maintenance will be sized down to what is really necessary to stay within the safety limits.

Which options exist for a prolongation of service life?Which options exist for a prolongation of service life?




Sleeper Ankersp




Tie rods




Repair of wooden sleeper rail supporting areap p pp g




And tamping, of course.

Other options:

Single sleeper exchange

p g,

g p gRail exchange(Ballast cleaning)More slow orders




All mentioned effects only concern the infrastructure assets.y

But of course there are other effects that should be incorporated when making decisions of this scale.



Freight Terminal


Freight Terminal

Due to the 21 4 ‰ heavy freight Due to the 21.4 ‰ heavy freight trains (>950 to) in the direction north have to run on a minor line.

Thi i dditi l 60 k t i Th FOC ti t This gives additional 60 km train-run and about additional 70 minutes.

The FOCs save operation costs due to 60 km and 70 minutes less transport time.

Iron ore mineOperational problem: These trains have to run partly on the busiest mixed-traffic line in the net-work.

F i ht T i l

The iron ore is partly transported to the north and the south. Four trains pairs (full/empty) per day at maximum.


Freight Terminal







- 3 mio €/aSavings due siding operation and reduced maintenance/re-investment in the other part of the bypass:

- X mio. €/a

3 mio. €/a

/



Freight Terminal


Freight Terminal

And the market response?And the market response?

Very conservative estimations of the southern freight terminal see the southern freight terminal see at least additional benefits of XXX,000 €/a.

F i ht T i l


Freight Terminal



And the market response?And the market response?

Due to reduced travelling time in the high ranking passenger the high ranking passenger transport, benefits can be estimated to around XXX,000 €/a.








- 3 mio €/aSavings due siding operation and reduced maintenance/re-investment in the other part of the bypass:

- X mio. €/a

3 mio. €/a

/Additional earnings of TOCs and FOCs :

- X mio. €/a

What do the FOCs and TOCs really need?



Freight Terminal


Freight Terminal

The FOCs need a travel time The tunnel alone is not enough to realise The FOCs need a travel time between the terminals of 5 hours.The tunnel alone is not enough to realise this goal, but it is one major step!

Option 2 (Rebuilding of the existing t l) ill f il th l f l

Realising this means saving every second 5 htunnel) will foil these plans for a long

time.

g g ytrain as transport time then fits to production process and overall transport (to the next terminals).

F i ht T i l

( )

This gives high savings and additional market share (high additional earnings)Th b l t h i ht t b i l ti t d


Freight TerminalThe absolute height can not be seriously estimated.



What are the needs of passenger transport?transport?




In Austria it is planned to install an integrated p gtimetable for high ranking passenger traffic. That means, travel times between the main stations must be a multiple unit of 30 minutesstations must be a multiple unit of 30 minutes.




In Austria it is planned to install an integrated p gtimetable for high ranking passenger traffic. That means, travel times between the main stations must be a multiple unit of 30 minutesstations must be a multiple unit of 30 minutes.

The infrastructure must be compatible with these plans.

In some areas new lines must be constructed to reach these In some areas new lines must be constructed to reach these necessary travel times. Other lines have to be upgraded to enable the time schedule.

At l t i ti j t h ld fit i t th hAt least existing projects should fit into these scheme.




What are the needs of passenger transport?transport?

Travelling times must fit into the integrated timetable scheme!

60For the knots on the line that means:60 minutes travelling time on the

3060section with the tunnel.

Additional investments (line up-

30dd t o a est e ts ( e up

grading and new constructions)

And the base tunnel!


And the base tunnel!







- X mio €/aX mio. €/aSavings due siding operation and reduced maintenance/re-investment in the other part of the bypass:

- X mio. €/a/Additional earnings of TOCs and FOCs :

- X mio. €/a




Option 1 fits to the future Option 2 does notOption 1 fits to the future demands.

Option 2 does not.

Further calculations are not necessary as one option does not meet the targets the targets.

or

Option 2 is no valid “option” as an option always have to fulfil the demands of the system.



Economic Considerations Macroeconomics

And what about the macroeconomic effects?And what about the macroeconomic effects?

Generally, macroeconomic effects are treaded in three parts:

Added values (changes in reachability and employment)Added values (changes in reachability and employment)

Ecological effects

Social effectsSocial effects




Added valuesAdded values

The added values are estimated in percentage of the gross domestic product (GDP).p ( )Effects are evaluated for the construction and for the operation period separately. In the on t tion pe iod of il et the A t i n it tion i In the construction period of railway assets the Austrian situation is somehow special:

Most products used in the railway sector are produced in Austria p y p(Sleepers in Linz (SSL), rails in Donawitz (voest alpine), turnout in Zeltweg (voest alpine), signalling devices in Vienna (Siemens)). And mass goods (ballast) is also produced in Austria.

The construction is also mostly executed by Austrian companies (Swietelsky, Porr, Strabag, Bahnbau Wels,...)





The added values are taxes on goods, salary, income, corporation tax and communal taxes levied in Austria.

More over the additional social security taxes due to a rise of employment are calculated.

For the construction period, added values are therefore the higher, the higher the percentage of workload is produced in the country of the project.





In the operation period (limited in calculations normally to a 30 year evaluation period) the growth of GDP is reached by better y p ) g yreachabilities of the regions influenced by the project.

Example: new Semmering-Base-TunnelChanges in Reachability due to the SBT

in percentage






Example: new Semmering-Base-TunnelChanges in Reachabilty due to the SBT

in percentageEffects in GDP

in percentage

15 years after operation start






Example: new Semmering-Base-TunnelChanges in Reachabilty due to the SBT

in percentageEffects in GDP

in percentage


Effects in employmentin percentage







Example: new Semmering-Base-Tunnel

For this example the added values of the project is about 2.5 times higher than the effects in the construction period.

Just to give an idea of the figures discussed:The annual added values in the operation period reach about the same absolute height than the investment cost.




Ecological effectsEcological effects

The effects are based on the prognosis of transport growth on one hand, and on the possibility of modal shift due to the better railway , p y yinfrastructure on the other one.

The scenarios “project” and “no project” are used to calculate the deltas for passenger and freight trafficdeltas for passenger and freight traffic.

These deltas of the amount of transported passengers and goods on the railway are multiplied with delta costs between railway and y p yroad for:

Emissions: CO2, NOx, CO, NMVOC (non-methane volatile organic compound), and particlescompound), and particles(Noise costs)(Energy consumption)





In Austria today:50 €/to








Social effectsSocial effects

The so called incidental damages are calculated on the same database and methodology than the ecological effects.gy g

The cost data used in Austria these days are:

Person died: 2,837,000 €, ,Person seriously injured: 335,000 €Person injured: 25,000 €



Economic Considerations Summary

Projects should be evaluated considering all effects in all parts of Projects should be evaluated considering all effects in all parts of the system.Different options to realise projects should be evaluated only, if the options are comparablethe options are comparable.For projects of big scales, macroeconomic effects should be considered, if financed by the state (most likely case for infrastructure projects).

In most cases, expenditures for infrastructure do not re-finance by savings in the infrastructure (efficiency).y g ( y)The additional benefits are created in other parts of the system (TOCs, FOCs) and/or on the macroeconomic scale.



Economic Considerations Summary

And the most important thing isAnd the most important thing is...

... that the infrastructure is used as good as possible!And: by trains, not by machinery.



Technische Universität Graz Graz University of TechnologyInstitut für Eisenbahnwesen und Verkehrswirtschaft Institute for Railway Engineering and Transport EconomyInstitut für Eisenbahnwesen und Verkehrswirtschaft Institute for Railway Engineering and Transport Economy

[email protected]

TU Graz I Institute for Railway Engineering and Transport Economy I Ass.Prof. Dipl.-Ing. Dr. techn. Stefan Marschnig Cluj, 21.-25.11.2011 www.ebw.tugraz.at

Documents

TUGraz EBW EconomicConsiderations-RailwayInfrastructure Cluj 2011 Han Dout2