Rail Projects and Track Installation Supported by Long-Term Track Maintenance Solutions

Hubert Rhomberg Rail Projects and Track Installation supported
by Long-Term Track Maintenance Solutions –

Rhomberg Bahntechnik A Case Study of Current Swiss and Austrian
Railway Project and Maintenance Initiatives
RAIL PROJECTS AND TRACK INSTALLATION

SUPPORTED BY LONG-TERM TRACK
MAINTENANCE SOLUTIONS –
A CASE STUDY OF CURRENT SWISS AND

AUSTRIAN RAILWAY PROJECT AND
MAINTENANCE INITIATIVES
Hubert Rhomberg
MSc (civil engineering)
Board member of the Austrian Transport Institute (OEVG)
Managing Director of Rhomberg Bahntechnik
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22 – 24 November 2005, Sydney
SUMMARY
As in many other industries total life cycle cost considerations are predominant today in the rail
infrastructure industry.
As a result clear-cut requirements in terms of construction, operation and maintenance of railway
facilities are fundamental for the cost-efficient construction and operation of railway installations. A
design based on these requirements, high quality execution of works and optimised maintenance of
railway installations with an overall life cycle cost (LCC) approach are increasingly important. Due to
ever more stringent safety standards and introduction of new technologies, railway engineering
projects are also becoming more complex and have to be carried out and commissioned in ever-
shorter time spans.
The planning and construction of new infrastructure and renewal of existing assets by competent
Design & Build (D&B) contractors with a proven track record in construction and maintenance offers a
real opportunity for the customer and during operation, systematic maintenance of new and existing
railway installations by specialised companies guarantees the required availability at an economical
price. The experience gained in construction and maintenance, together with a thorough know-how of
managing complex projects and logistics provide thus an ideal basis for a contractor to offer a total
service package in delivering railway technology.
The benefits of railway projects managed by such total services contractor are described, taking the
example of the Lötschberg base tunnel amongst others.
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NOTATIONS AND ABBREVIATIONS track and manages multi-disciplinary rail

DB Netz AG Deutsche Bahn Netz AG projects of various magnitude.
German Rail Infrastructure Owner
OEBB „Oesterreichische Bundesbahnen“ 2 REQUIREMENTS TO BE MET BY THE
TRACK
Austrian Federal Railways
SBB “Schweizer Bundesbahnen“ Tracks have to be laid and maintained in such
a manner that the demands by the operator
Swiss Federal Railways and the users in respect to provide a cost
BBW Bahnbau Wels GmbH effective infrastructure are being met. Whether
MDZ “Maschineller DurcharbeitsZug” the track is of ballasted or ballastless design is
only of secondary importance in this respect.
Mechanised maintenance unit
consisting of a ballast regulator, a During the development of DB AG's Track
tamping machine and a track Strategy project [1, 2], the track requirements
stabiliser were compiled by DB AG's own experts
LCC Life Cycle Costs assisted by external specialists and evaluated
as follows:
 Mandatory requirements  must be met
1 INTRODUCTION, BASICS  Tolerated requirements  are backed up
with data and are integrated into the
1.1 SUBSTRUCTURE OF TRACK INSTALLATIONS
lifecycle costs or the overall evaluation
(FOUNDATION)
(either via analysis or comparison)
The following deliberations shall be made on  Subsidiary requirements  criteria are
the premise that the substructure supporting documented, but not further evaluated
the track installations features the required
qualities with regard to stability, load-bearing
capacity and for Alpine conditions – as we
have in Europe - particularly, frost resistance.
The structures, particularly bridges, cut & cover
sections and tunnels shall be designed to
accommodate all track features with the
required dimension and provide a substructure
of sufficient uniform elasticity.
1.2 POINTS AND CROSSINGS

These have deliberately been excluded from
the present considerations, as this subject may
require detailed reflections beyond this very
discussion.
1.3 BASICS OF THIS PRESENTATION

This case study is partly based on DB AG's
report "Track Strategy" [1], a study published in
2003 on DB AG's track strategy [2] as well as
the published excerpts of the "System
Decisions Ballastless Track versus Ballasted
Track for the Swiss Federal Railways" [3].
Further input was drawn from the extensive
experience of Bahnbau Wels (BBW) and
Rhomberg Bahntechnik. BBW is specialised in
the construction and maintenance of railways,
while Rhomberg Bahntechnik has developed
well-proven technologies for laying ballastless
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A detailed list of requirements can be found in For the selection and design of the track in
the “DB-AG Track Strategy” Team study.[2]. connection with the lifecycle costs described
below, the following parameters are presented
Next to the mandatory requirements including
as key criteria.
the mandatory fulfilment of speed and load
requisites, the existing regulations, as well as  Investment costs
the safety requirements regarding safety in  Geometry and design of the earthworks
tunnels, water drainage and environmental and construction works (e.g. smaller radii
protection (noise and vibration emissions) and used when laying ballastless track on new
any tolerated requirements will be evaluated lines)
and added into a matrix in order to define
 Maintenance expenditure
priorities.
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Overall operational Construction and

Risks / Failures Other requirements
model maintenance strategies
 Availability  Maintainability  Safety  Drainage

- Guaranteed punctuality - Reduced impact of damage
- Minimal hindrances due  Possible alterations (e.g. guidance for a derailed  Structure-borne noise
to permanent way - Height and position in wheelset)
- Limited operational the fastenings  Damage symptoms and  Accustic noise
hindrances caused by - Excessive settlement restoration after noise
- Track equipment
maintenance work derailment - Maintenance
-  (Renewal) Investment - Absorbent coatings
- Safe construction processes
 Repair of possible fault
 Economical - Minimal operational symtoms in respective  Impact on the
- Infrastructure costs over hindrances tracks substructure
service life (LCC) - Objective: - Low surface-pressure
- Indirect savings potential  Reliable supply of Planning restoration within pressurepressung
by standardisation and components maximum 8 hours without  Loading gauge
innovation - Components (e.g. subsequent limitations - Improvements during
individual supply points) conversions (e.g. in tunnels)
- System components
 Riding comfort e.g. baseplates)  Eddy-current brake
- High quality and long-
lasting track geometry Source: Track Strategy Project (SMP-T)
Figure 1: Summary of requirements and expectations (source: [2])
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22nd – 24th November 2005, Sydney
The requirements and criteria were arranged  Costs relation to operational hindrances in
according to the following aspects case of scheduled or unscheduled
 Overall operational model availability
 Construction and maintenance strategies  Measures to limit acoustic and structure-
 Risk and failure management borne sound (particularly next to track
infrastructure in urban areas)
 Requirements arising from the outer field
 Operational benefits of geometric profile
(e.g. higher speeds by installing ballastless
tracks on existing routes/ lines)
From the above key criteria, one can subsume
that after direct investment costs, maintenance
and operational hindrance costs are the main
economic parameters for replacement
decisions, and these shall be discussed in
more detail below.
Further parameters determining horizontal and
vertical profile are essentially linked to the
prevailing topography and the overall network
structure and thus have to be analysed
separately on a project specific basis.
3 LIFE CYCLE COSTS (LCC)

The overall life cycle costs of track installations
(from the initial investment in a new track to the
relaying or removal) consist of:
 the initial investment or the replacement
investments
 the diagnosis and inspection
 the unscheduled maintenance and the
associated works carried out immediately
(emergency repairs)
 the scheduled maintenance
Investment
Inspection Maintenance
Emergency
Repairs
Figure 2: Interaction of LCC components
3.1 LCC MODEL

The abovementioned cost components shall
be analysed over an entire life cycle or, in case
of a comparison between systems with
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differing durability, over longer periods of time It shall be noted that on dedicated passenger
and then summarised to a net present value at traffic lines schedules do not usually call for
the time of investment, taking into account operation at night, allowing maintenance to be
inflation and interest rates. carried out without significant operational
hindrances. On freight-only lines, on the other
The model allows therefore a comparison
hand, track possessions for maintenance can
between different track systems (for example:
generally be scheduled to allow for the
ballasted track vs. ballastless track), and can
operational requirements.
be used to represent different maintenance
strategies and comparing these by using Especially on mixed traffic lines, the required
different scenarios. track availability is very high around the clock.
As passenger traffic is normally dense during
As figure 2 shows, there is a high
the day, and freight traffic dense at night,
interdependence between the different
neither during the day nor at night traffic
elements of life cycle costs. As a result pure
volumes are low enough for effective
optimisation of one single component could
maintenance. Maintenance work on this type of
lead to an imbalance of the whole system and
line almost always causes operational
thus have a negative effect on the overall life
hindrances.
cycle costs.
Depending on the operational environment,
3.2 DIAGNOSIS AND INSPECTION
these operational hindrances are taken into
For track infrastructure with high availability account as operational hindrance costs in the
and traffic load requirements, availability is LCC models.
maximised by corresponding diagnosis (e.g.
track inspection train running) and visual 4 TRACK CONSTRUCTION AND
inspections. MAINTENANCE
4.1 MAINTENANCE INTERVALS
3.3 EMERGENCY REPAIRS The objective should be to achieve the longest
possible intervals between systematic track
Emergency repairs are avoided as far as
maintenance cycles.
possible, as the necessary unscheduled ad-
hoc measures are very costly and cause In this respect, it should be remembered that
significant operational hindrance costs with low frequent and often unnecessary tamping of the
efficiency. track wears the ballast and the sleepers down,
which leads to an inferior track stability in the
long run.
3.4 SCHEDULED MAINTENANCE
The average tamping interval ranges between
The objective is to positively impact the total 4 and 7 years in Germany, Switzerland and
life cycle costs by scheduling and preparing Austria.
maintenance intervals based on the actual
track condition.
3.5 OPERATIONAL HINDRANCES

The correlation between gross tonnage and
traffic density on the SBB network [3] shows
that traffic density is higher on passenger lines
than on freight traffic lines for identical traffic
loads. Whereas passenger traffic is
predominated by light trains with high traffic
densities being achieved with comparatively Figure 3: Tamping intervals for ballasted track
depending on the traffic load (source: [3])
low traffic flows, freight trains with generally
heavy axle loads provide high daily traffic loads Figure 3 shows that the tamping interval
with comparatively low traffic densities. depends relatively little on the average daily
traffic load, i.e. the tamping intervals on heavily
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trafficked lines are only insignificantly shorter quality) due to a lack of elasticity. This leads to
that those on lines with light traffic loads. shorter maintenance intervals, which generally
also means a reduction in the service life of the
The tamping interval is much more dependent
track.
however, on the quality of substructure
(uneven track geometry due to settlements or A remedy to these affects may be the
substructure movements). reinforcement of the ballast bed using sleeper
pads or inserting mats under the ballast, in
Major factors influencing maintenance intervals
particular on bridges.
are a high initial track quality and a high quality
of systematic track maintenance. Tracks embedded in ballast can be regarded
as floating in a floating support. Uneven
Modern high performance machines, able to
settlements will be occurring within the ballast
treat up to 3 to 4 sleepers simultaneously,
bed and on the substructure level under the
have an output of up to 2000m/h and offer the
subsequent traffic loading. For this reason the
highest quality in track geometry and track
use of a dynamic track stabilizer anticipating
stability. This quality can be further improved
the initial train loads and the so-called
when using a stabiliser.
stabilisation tamping have proven to be very
Additionally, special attention has to be paid to effective. Tamping for stabilising the track is
high quality track surveying, which is a carried out a few weeks and then a year after
prerequisite for achieving a high quality and the line has been reopened to traffic. Thus,
durable track geometry on new tracks or during initial faults resulting from uneven settlement of
systematic maintenance. the ballast bed are compensated and the
highest possible initial track quality is achieved.
It is essential, particularly with respect to rail
stresses that the track is delimited Due to the inherent high quality of the track
(geometrically monitored) over its entire there are few dynamic forces acting in the
service life and thus can be reset to its original track, which in turn is supporting the strategy of
alignment during each maintenance operation. long maintenance intervals.
Should this not be the case, the curves of the
track may move either to the inside or to the
4.3 PERMANENT WAY BALLAST
outside during maintenance operations, which
leads to changing rail stresses and inner forces On ballasted track special attention needs to
within the track. be paid to top quality ballast requiring high
edge resistance to be able to direct the forces
acting on the track into the substructure, while
4.2 INITIAL TRACK QUALITY maintaining the elasticity within the ballast bed.
As systematic maintenance, including sleeper
When laying new track or during track tamping, necessitates high stresses on the
renewals, special attention has to be paid to components, frequent maintenance operations
the following factors. have a negative impact on the quality of the
 Bearing capacity and stability of the ballast bed material and the bed within which
substructure the sleeper is positioned.
 Drainage and for Europe also frost For this reason track tamping should only be
resistance carried out when it is absolutely necessary.
 Uniform elastic characteristics of the
substructure
 Avoidance of settlements and movements 4.4 MAINTENANCE OF THE RAIL SURFACE
in the substructure After laying the track, the initial quality of the
 Sufficient quality of the ballast used rail surface is improved by grinding the rolling
skin while at the same time treating the
It has been found that the service life of track, welding joints. Simultaneously the impurities
and in particular maintenance intervals, are due to the production process (unevenness
negatively impacted by a sub structure that is caused by crushed ballast) are also removed.
too hard (either a ballast bed laid directly on
bridges or on earth construction of too high
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The grinding also helps produce the rail head 4.6.2 Sleeper pads
cross sections of new rails according to the
specifications. Particularly on high-speed lines, Over the past years, further innovations in the
the initial profile needs to be as accurate as field of permanent way have allowed for the
possible in order to guarantee the required development of improved ballasted track.
wheel-tread conicity. The use of sleeper pads in particular has
These measures have a positive impact on the yielded very positive results with just slightly
service life of the rail and in particular help increased investment costs. These pads can
reduce the incidence of corrugations and rail be installed using existing and well-proven
surface faults. track maintenance machines.
Observations made so far indicate extended
maintenance intervals and possibly also a
4.5 INFRASTRUCTURE ELASTICITY longer overall service life.
Another aspect is the uniform elasticity of As empirical results covering several decades
infrastructure, consisting of substructure and are not available yet , it is impossible to
track. Under standard load conditions, the rail present final conclusions for the time being.
deflection should be 1 to 1.5mm.
Only this deflection allows the rail to optimally
fulfil its longitudinal load-distributing role, which 4.7 EXECUTION OF WORKS WITH SPECIALISED
CONTRACTORS
minimises the load on both the ballast bed and
the substructure and thus reduces the strain on Construction and maintenance operations are
the track and the subgrade. carried out by specialised contractors using the
4.6 ALTERNATIVES TO BALLASTED TRACK
most modern and high capacity machines (e.g.
MDZ units) operated by qualified and very well
trained staff within a framework of medium-
4.6.1 Ballastless track
term operational work programmes.
In the area of tunnel systems, ballastless or
These highly specialised contractors guarantee
concrete tracks are a well-proven and common
highly efficient and state-of-the-art construction
practical alternative to ballasted track.
and maintenance work to the railway
According to studies carried out by DB, infrastructure owners..
ballastless track is – in terms of LCC - also a
Usually the works of these contractors are
cost-efficient alternative in the open primarily
carried out within long-term framework
on lines requiring a high availability around the
contracts, which are essential should the
clock, which in the case of heavily trafficked
contractors be required to invest into
lines require extremely high track reliability.
expensive machinery and train the highly-
Uniform substructure conditions are essential, qualified personnel necessary for the work.
where no settlements or movements would be
expected in the substructure. Current methods 5 GENERAL CONTRACTOR IN RAIL
of construction require higher investments, ENGINEERING
which can only partially be compensated by
5.1 POTENTIAL BENEFITS
lower maintenance cost.
In Germany, Switzerland and Austria, the
Only by using the comparatively high
laying and upgrading of lines are frequently
operational hindrance costs in the LCC is the
outsourced to general contractors.
long-term cost-efficiency of ballastless track
achieved. This is of great importance The benefits to the customer derive from risk
particularly on mixed traffic lines, which are minimisation by awarding the contract to a total
being used by passenger traffic during the day services contractor which provides the
and dense freight traffic at night. following:
 No planning and functionality risk, due to
centralised planning and execution by the
general contractor
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 A high level of schedule reliability for the maintenance intervals and maintenance
construction and commissioning of the schedules. This maintenance was not only
entire railway installation. restricted to the ballastless track itself but
 The complex logistical and construction included complete maintenance of the system
site safety issues, especially for tunnel like signalling, air conditioning, catenary
projects, are centralised. equipment, high and low voltage equipment,
cabeling, etc., in principal you can say,
 Use of synergies between different areas everything around the track in that tunnel.
within the general contractor for railway
technology
 Reliable budgeting by avoidance or
minimisation of supplements.
By doing so BLS AG achieved a twofold goal:
 The customer incurs fewer risks regarding
additional costs and delays, as project a) they could test and evaluate the
management acts as an interface between prospective bidders competence as an
traditionally separate project areas. overall contractor
A prerequisite for the works being carried out b) by introducing the

by a total services contractor for railway availability/maintenance cost approach
technology is a concise and complete they created a bench mark for internal
formulation of the requirements, the definition maintenance procedures.
of the interfaces and responsibilities of the
general contractor, the customer and third
parties. Last but not least, one major reason for BLS
AG to use one general contractor for the whole
“tunnel equipment” was the fact that the real
5.2 EXAMPLE LÖTSCHBERG BASE TUNNEL challenge for the realisation of this project was
the solution of the logistics issue, mainly the
Based on intensive studies with regard to Total transport of all equipment into the tunnel in a
Life Cycle Cost of Swiss Federal Railways and timely manner and assuring the smooth
experience with slab-track technology in sequence of installation.
general it was a very logical decision that the
BLS AG (Bern – Lötschberg – Simplon AG) 5.2.1 The project
had the Swiss and European most prestigious
railway project - the Lötschberg-Tunnel The 35 km long Lötschberg base tunnel will be
connecting the north side and the south side of the first high speed line through the Swiss Alps
the Alps in Switzerland when it goes into service in 2007. The base
tunnel reduces the crown height of the total
a) subcontracted to an experienced Lötschberg line from today's 1240m to 825m
General Contractor namely above sea level.
Zschokke/Rhomberg, a Swiss/Austrian
consortium and
b) have selected the ballastless track
technology for the project itself by
defining clearly the minimum speed,
availability/minimum train frequency
and reaction time to occurring
unforeseen event.
As BLS AG was well aware of the Total Life

Cycle Cost issue, in their tender documents
they clearly challenged the prospective bidders
by not only asking for pure investment cost for Figure 4 : Diagramm of the Lötschberg base tunnel
the whole project but asked the bidders to bid
firmly as an option also for maintenance cost
over a period of 10 years including
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5.2.2 The project organisation  Power supply installations: lighting,

installations of low voltage supplies for the
construction phase
 Communications for the construction
phase: 2-way radio, data links and
telephone
 Containers: for operational centres
 Data-telephone: phone,
telecommunication and loudspeaker
systems
 High-voltage: transformers, switch &
control gear, safety installations
Subject organisation chart highlights the
complexity of the project and the individual  Mechanic equipment: building ventilation,
work packages to be covered by the general lifting equipment, signs and boards,
contractors. It can easily be seen that the signals, lock-gates and other metal
ballastless track work package is only a part of constructions
the whole, in terms of money, approximately  Low-voltage: emergency power supplies,
15% of the total project value only. lighting, low-voltage installations
 Safety equipment: colour-light signals,
5.2.3 Basic principles for the railway system tunnel atmosphere, fire-fighting equipment,
installations video, fire-, gas- and moisture detectors
Installation of components which are well-  Cubicles: for connecting passageways
proven and not merely tested systems: and operational centres
 Only reliable systems are also safe  Sliding doors: as closures for connecting
systems passageways and operational centres
 Strive for simple systems  Tunnel surveillance system: monitoring
 As few systems as possible of all tunnel installations for the control
centre
 Create back-up systems where necessary
 Safety equipment: installations for railway
 Use systems of modular design
engineering, signalling, FSS system, point
 Take into account the special problems of motors
long single-track tunnels (safety, access,
atmospheric conditions etc.) The Railway Engineering Co-ordination is in
overall charge, acting as project management:
 Use the suppliers' expert knowledge
 Co-ordination and control of the design
5.2.4 Comprehensive co-ordination planning of all railway technology
disciplines
The following railway engineering fields must  Construction supervision in the
be planned, co-ordinated and executed
execution phase of all railway technology
 Track: track structure slab, ballasted and fields
ballastless track  Co-ordination of installation planning
 Overhead contact system: catenary and
 Project supervision (services, deadlines,
earthing wire, radio system
costs) and reporting
 Cable: laying of all cables, overhead line
 Interface management
equipment feeder and earthing,
telecommunication and high-voltage  Quality management
cables  Modifications and documentation
 Ventilation: ventilation for regular
operation and the construction phase 5.2.5 Statistical data
The most important installations in the tunnel
are:
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 Track from mid 2003 Approval of execution projects

57 km September Beginning of construction at Raron
 Catenary 25, 2003 site
60 km January 7, Delivery of the control containers in
2004 the assembly depot, beginning of
 Catenary supports production in the plants
1500 units
November Handing over of the first section
 Sliding doors in connecting 2004 Raron-Lötschen (Western tube) for
passages the installation of railway
175 units infrastructure and equipment
January 2005 Commencement of installation of
 Transformer stations
ballastless track
21 units
as of March Start of trial runs in the Eastern
 Electrical cabinets 2006 tube between Visp and Ferden
1200 units January 2007 Beginning of acceptance
 Control equipment containers procedures and commissioning by
in the operations control centers (20“) BLS AlpTransit AG
134 units May 31, 2007 Hand over of the Lötschberg base
tunnel to the Swiss Federation and
 Cables laid the operator (BLS Lötschbergbahn
1390 km AG)
 Video cameras December 9, Beginning of scheduled traffic
133 units 2007
 Fire detectors
3200 units The contract sum of the railway infrastructure
 Central fire alarm systems of this project amounts to a total of approx. 480
20 units million Euros.
 Rooms with automatic fire
extinguishing systems
110 units 6 CONCLUSION
 Emergency tunnel lights 6.1 POTENTIAL BENEFITS
2 500 units
 Telephone switchboards The case study for defining the track strategy
16 units for Deutsche Bahn (DB) concluded that well-
defined and managed technical, functional and
 Phones performance requirements in terms of
427 units construction, operation and maintenance
 Direction and information signs underpin the commercial success of a project
3000 units and the subsequent cost-effective operation of
 Double floors in centres and rooms a railway infrastructure.
5500 m² Combined with high quality execution of works
and an optimised maintenance regime, overall
lifecycle cost (LCC) calculations reinforce
increasingly key decisions in respect to the
5.2.6 Project milestones
development and realisation of rail
July 19, 2001 Publication of 3 "prototype" tender infrastructure projects on an international
lots
scale.
September 4, Publication of 8 main tender lots
2001
The planning and construction of new
infrastructure and/or renewal of existing assets
March 15, Tender closure date for main lots by competent Design & Build or total services
2002
contractors offer a real opportunity to deliver
June 25, 2002 Award of main lots complex programmes of work on behalf of the
July 2002 Beginning of project works of main customer in Germany, Switzerland and Austria
lots
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with the least amount of risk and a measured ballastless versus ballasted track for the Swiss
amount of opportunity. Federal Railways); ETR 6/2005 pages 348-354
Principles in regard to achieving the optimum [4] Ablinger P, Ganzheitliches Prozessdesign im
intervals of track maintenance cycles may Bereich der Bahntechnik (Overall process
apply to infrastructure requirements elsewhere, design in the area of railway technology);
whereby materials are being installed to design Eisenbahningenieur 9/2001, page 14
by the appropriate techniques to allow for the [5] Ablinger P, Vermessen und Einrichten von
asset to perform to its maximum service life. Festen Fahrbahnen – Systemkonzept
Experience gained in both construction and (Surveying and installation of ballastless track –
system concept) ; Eisenbahningenieur 9/2001,
maintenance, together with bringing innovation
page 15 – 21
together with a thorough knowledge of
[6] Ablinger P, Rhomberg H, Kleboth C,
managing complex projects proves to provide
Spezifische Anforderungen an die Herstellung
the right background and sufficient benefits for des Füllbetons bei Festen Fahrbahnen (Specific
a total services package being delivered on requirements on the production of filling
behalf of a railway infrastructure owner. concrete for ballastless tracks);
Eisenbahningenieur 9/2001, pages 22 – 30
6.2 WHAT DOES THAT MEAN FOR [7] Knittel S, PLASMA – das Vermessungssystem
AUSTRALIA? zur effektiven und ökonomischen
Qualitätsbeurteilung von Bahngleisen (PLASMA
The principles of designing, constructing and – the surveying system for efficient and
maintaining a railway infrastructure may not economical quality appraisal of railway tracks) ;
differ greatly to systems being delivered Eisenbahningenieur 7/2004 pages 55-57
elsewhere in the world. [8] Foege T, Flatscher T, Feste Fahrbahn Rheda
The demands by the operator and the users in 2000® auf der NBS Nürnberg Ingolstadt
respect to provide a cost effective railway (Ballastless track Rheda 2000 ® on the new
infrastructure will need to be met line Nuremberg Ingolstadt); ETR 1/2/2005
unconditionally. pages 44 – 54
From the operator to the maintainer and from [9] Zuppiger J, Orsenigo V, Bahntechnik im
the client to the contractor, all have to have Lötschberg-Basitunnel (Railway technology in
sufficient know how and understanding of the the Lötschberg base tunnel); Der
Eisenbahningenieur 8/2004, pages xx –xx
system as a whole. Only then can they share
the tasks and the risks to fulfil the challenging
requirements of a high competitive The literature as well as further information can
environment, in a perfect manner.. be downloaded to a large extent from the
website:
LITERATURE http://www.bahntechnik.com/Englisch/news.html
[1] Koriath H, Hamprecht A, Huesmann H, Ablinger

P; Objektivierung der Systementscheidung
Schotteroberbau versus Feste Fahrbahn bei
der DB-AG (Making an objective system
decision regarding ballasted versus ballastless
Track), ETR 3/2003 pages 113-122
[2] DB Systemtechnik Projektteam
Fahrbahnstrategie, Systementscheidung
Schotteroberbau oder Feste Fahrbahn, ,
(DB Systems Technology Project Team Track
Strategy, System decision ballasted or
ballastless track), published by IFV Bahntechnik
e.V. 10857 Berlin Salzufer 17-19/SG20; second
printing 2003 (www.ifv-bahntechnik.de)
[3] Steinegger R, Lang TP, Güldenapfel P,
Ablinger P, Systementscheidung Feste
Fahrbahn versus Schotteroberbau für die
Schweizerische Bundesbahn (System decision
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Hubert Rhomberg Rail Projects and Track Installation supported

by Long-Term Track Maintenance Solutions –

RAIL PROJECTS AND TRACK INSTALLATION

A CASE STUDY OF CURRENT SWISS AND

AusRAIL PLUS 2005

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NOTATIONS AND ABBREVIATIONS track and manages multi-disciplinary rail

1.2 POINTS AND CROSSINGS

1.3 BASICS OF THIS PRESENTATION

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Overall operational Construction and

 Availability  Maintainability  Safety  Drainage

Figure 1: Summary of requirements and expectations (source: [2])

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3 LIFE CYCLE COSTS (LCC)

3.1 LCC MODEL

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3.5 OPERATIONAL HINDRANCES

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A prerequisite for the works being carried out b) by introducing the

As BLS AG was well aware of the Total Life

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5.2.2 The project organisation  Power supply installations: lighting,

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 Track from mid 2003 Approval of execution projects

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[1] Koriath H, Hamprecht A, Huesmann H, Ablinger

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