Marginal railway track renewal costs: A survival data approach

Andersson, Mats; Björklund, Gunilla; Haraldsson, Mattias

doi:10.1016/j.tra.2016.02.009

Cited by 8 publications

(10 citation statements)

References 6 publications

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“…tracks (sub-and superstructure), electrification, signalling, and telecommunications. Major replacements are defined as renewals and are not included in this analysis as it requires a different model approach with a different data generating process; see for exampleAndersson et al (2012),Andersson et al (2016) andOdolinski…”

mentioning

confidence: 99%

Railway line capacity utilisation and its impact on maintenance costs

Odolinski

Boysen

2019

Journal of Rail Transport Planning & Management

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In this paper, we analyse how railway maintenance costs are affected by different levels of railway line capacity utilisation. Previous studies have focused on the wear and tear of the infrastructure, while this paper shows that it is important to also acknowledge the heterogeneity of the maintenance production environment. Specifically, we estimate marginal costs for traffic using econometric methods on a panel dataset from Sweden and show that these costs increase with line capacity utilisation. The results are significant considering that current EU regulation (2015/909) states that track access charges can be based on marginal costs, with the aim of creating an effective use of available infrastructure capacity.

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confidence: 99%

Railway line capacity utilisation and its impact on maintenance costs

Odolinski

Boysen

2019

Journal of Rail Transport Planning & Management

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“…Surprisingly few research has since then been conducted to develop this conceptual framework further and to test it for different national road data. Apart from Haraldsson's (2007) application to Swedish roads, the concept has only been used in Andersson et al (2016) to estimate marginal renewal costs for the Swedish rail network.…”

Section: Literature Reviewmentioning

confidence: 99%

A Duration Approach for Estimating the Marginal Renewal Cost at German Motorways

Murray¹,

Link

2020

SSRN Journal

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We estimate the marginal costs of road renewals as part of a social marginal cost scheme for road user charging. Within an analytical approach that mirrors the relationship between road deterioration, traffic load and road renewal, we use an accelerated failure time model for road pavement with the purpose to derive the effect from traffic increase on the length of road renewal cycles. Based on a comprehensive dataset for German motorways we fit a Weibull duration model with covariates such as traffic load from heavy vehicles as well as various control variables and derive the road deterioration elasticity with respect to heavy traffic. Similar to available studies for Sweden we find a deterioration elasticity below one, implying that Newbery's (1985) fundamental theorem does not hold for the German motorway network. The shape parameter of the Weibull function indicates that there is an ageing or weathering effect, and higher traffic loads are not the sole factor impacting on shorter pavement lifetimes. Our estimations yield a marginal renewal cost, which makes up approximately 40% of the average renewal cost. It implies that road user charges based on marginal costs will not yield a sufficient revenue to cover total costs.

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“…rails) is supposed to undergo a scheduled process of rehabilitation over time. This tricky task is accomplished based on the international literature, on pieces of information gathered for tracks in service in the country, based on materials (geometry, material quality and quantity), and traffic (Andersson, Björklund, & Haraldsson, 2016). Assessing the rehabilitation frequency per given component, under given hypotheses of traffic, is a key factor in this task.…”

Section: Figure 2 Problem Modellingmentioning

confidence: 99%

“…1) non-uniform BT degradation results in a higher rate of rail wear/ defects; 2) maintenance of track activities include tamping, adding ballast every 15 MGT (million gross tons per year), surfacing and alignment, subgrade improvement, tie replacement (60−100 sleepers per mile per year), and rail replacement (after 3−5 years on heavy haul lines); 3) Annual Maintenance Costs (AMC) of ballastless tracks usually range from 75% to 90% than the ones for BT; maintenance activities result in a short life cycle (1−5 years) and maintenance frequencies are affected by failure patterns and repair methods adopted (mean times to restore services (MTRS) and mean time among failures (MTBF)) (Smith, 2005)); 4) marginal railway track renewal costs, calculated as a change in present values of renewal costs from premature renewal following increased traffic volumes, are estimated to approximately 0.002 EUR/GTkm (Andersson, Björklund, & Haraldsson, 2016); 5) costs of maintenance activities mainly depend on speed and traffic (Baumgartner, 2001;Silavong, Guiraud, & Brunel, 2014;Thompson, 1986); expenditures for maintenance, occurring at certain times, is distributed annually. In this study, based on the literature and data gathered, the following Eq.…”

Section: Figure 2 Problem Modellingmentioning

confidence: 99%

LCC-Based Appraisal of Ballasted and Slab Tracks: Limits and Potential

Praticò¹,

Giunta

2018

BJRBE

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The increase in train speed and axle load is an important goal to achieve in the future. From a technical standpoint, ballastless tracks seem to be suitable to the aim, especially when high-speed passenger trains share the track with freight trains. Based on the above, the primary objective of this study is the comparison between ballasted and slab tracks regarding total costs over the life course. A suitable model to evaluate the total costs of competing solutions is set up. A solution for solving the issue of CO2 price fluctuation and for the quantification of External Costs is also formulated. Life Cycle Costs are estimated based on agency, environmental and present user values. Analyses and results show that when Life Cycle Costing-based approaches are applied: i) Agency Costs have to be considered in the long-term perspective; ii) expected life has an appreciable impact and several solutions and systems, more affordable in the short term, yield unfavourable maintenance and renewal processes; iii) if total costs are considered over track life, the breakeven point is very far from the construction. Furthermore, the differences between the total Present Values of the two solutions become too small to yield sound conclusions in favour of the ballasted vs. the ballastless solution.

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Marginal railway track renewal costs: A survival data approach

Cited by 8 publications

References 6 publications

Railway line capacity utilisation and its impact on maintenance costs

Railway line capacity utilisation and its impact on maintenance costs

A Duration Approach for Estimating the Marginal Renewal Cost at German Motorways

LCC-Based Appraisal of Ballasted and Slab Tracks: Limits and Potential

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