[雙語翻譯]--外文翻譯---鐵路基礎(chǔ)設(shè)施的維修窗口成本效率與交通影響（原文）

1、Dimensioning windows for railway infrastructure maintenance: Cost efficiency versus traffic impactTomas Lid? en*, Martin JobornLink€ oping University, Department of Science and Technology, Norrk€ oping SE-601 74, Swedena

2、 r t i c l e i n f oArticle history:Received 8 October 2015Received in revised form 12 February 2016Accepted 19 March 2016Available online 2 April 2016Keywords:Maintenance planningCost benefit analysisRailway infrastruct

3、urea b s t r a c tThe Swedish Transport Administration is introducing a new regime, called maintenancewindows, for allocating train free slots reserved for maintenance tasks on the railwayinfrastructure. In this paper, a

4、 model for the assessment and the dimensioning of suchmaintenance windows is presented, which considers marginal effects on both the main-tenance cost and the expected train traffic demand. The aim is to establish quanti

5、tativemeasures that can be used for comparing conflicting capacity requests from infrastructuremaintenance and traffic operations on railway networks. The model is demonstrated in acost benefit analysis for a real life c

6、ase study on the Swedish Northern Main Line.© 2016 Elsevier Ltd. All rights reserved.1. IntroductionRailway infrastructure maintenance is of crucial importance in order to obtain a well functioning transportation sy

7、stem. The actual maintenance work consists of a large amount of different activities, requiring considerable resources and large budgets. The European countries are reported to allocate 15e25 billion V annually on mainte

8、nance and renewals for a railway system consisting of about 300,000 km of track, giving an average of 70,000V per km track and year (see EIM-EFRTC-CER Working Group (2012)). There is however an inherent conflict in decid

9、ing how to assign maintenance work slots and train operation paths since these activities are mutually exclusive. This planning conflict becomes crucial on lines with high traffic density and/or around the clock operatio

10、n - especially when traffic demand and maintenance needs are increasing. This is the case in Sweden, where passenger and freight trains are mixed on the same infrastructure and a large increase in passenger traffic, both

11、 regional and inter-regional, have forced many freight trains to be run during night time, leaving very few opportunities for maintenance. In addition, a far reaching deregulation has been going on since the 1980s in Eur

12、ope, with the overall purpose of opening up for commercial competition in the railway area. For infrastructure maintenance, this trend has extended the use of maintenance contractors, which raises more concerns regarding

13、 contractual forms, public procurement as well as planning. All these factors e the large volumes, the interrelation between maintenance and traffic, the organizational aspects - motivate efficient and coordinated planni

14、ng as well as more research. This is further accentuated by increasing needs for transportation regarding volumes, weights, speeds, safety and comfort, which, together with an ageing infrastructure, will increase the dem

15、ands for maintenance and renewals. Historically, research about scheduling and planning has however focused more on train operation problems than on infrastructure maintenance. Specifically, the coordinated planning of i

16、nfrastructure maintenance and train operations has received little attention. In such planning, with conflicting capacity* Corresponding author.E-mail address: tomas.liden@liu.se (T. Lid? en).Contents lists available at

17、ScienceDirectJournal of Rail Transport Planning & Managementjournal homepage: www.elsevier.com/locate/jrtpmhttp://dx.doi.org/10.1016/j.jrtpm.2016.03.0022210-9706/© 2016 Elsevier Ltd. All rights reserved.Journal

18、of Rail Transport Planning & Management 6 (2016) 32e47We distinguish between the following cases regarding window size:? Short e when the task must be divided into two or more possessions, ? Nominal e when precisely

19、one task can be performed per possession, and ? Long - when more than one task can be performed within the same possession.The example in Fig. 1 and Table 1 considers a 2 h task, which require 1 h of overhead time - half

20、 of which must be done inside the possession. The nominal window is then 2.5 h, which gives a shift time of 1 þ 2 ¼ 3 h. If only 1.5 h windows are given the work must be split into two 2 h shifts, giving a work

21、 time of 4 h per task. The task time (2 h) is the same in both cases while the sum of possession times has increased from 2.5 to 3 h and the overhead goes from 1 to 2 h. If a 5 h window is used, it will allow for perform

22、ing two such tasks within the same possession - possibly with an extra overhead for moving the crew and equipment (say 0.5 h). In this case two tasks can share the same overhead and we get a shift time of 1.5 h (overhead

23、) þ 4 h (task) ¼ 5.5 h, which reduces the work time per task to 2.75 h (as compared to 3 and 4 h for the 2.5 and 1.5 h windows). We can also note (see Table 1) that the share of overhead time per shift is 50%,

24、33% and 27% for the small, nominal and large window case. As shown by this simple example the choice of window size will determine the total maintenance cost.3. Literature reviewIn this section we review research publica

25、tions that deal with similar issues and compare them to the approach we are interested in. Although lots of research has been done regarding maintenance techniques, engineering, reliability, asset and maintenance managem

26、ent (see e.g. Ben-Daya et al. (2016)), very little have been published regarding planning and sched- uling of infrastructure maintenance together with railway traffic. In Lid? en (2015a) only 60 references (less than 10

27、published before 2005) have been found that use mathematical methods and optimization for solving infrastructure maintenance planning problems and several important problems are identified that have not yet been addresse

28、d. Considerably more has been done in other application domains, such as electricity and road networks, machine, job shop, aircraft and rolling stock scheduling as shown already in Dekker (1996). As will be shown below,

29、virtually all previous publications regarding railway infrastructure maintenance focus either on maintenance or traffic while keeping the other more or less fixed, while we want to handle them jointly. Only a few of theF

30、ig. 1. Division of work time and the three window size cases.Table 1The effect of varying window size for a 2 h task with 0.5 þ 0.5 h overhead time.Window size Time allocation [h] per taskTask Possession Overhead Sh