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Abstract
ABSTRACTA multi-objective model for managing railway infrastructure asset renewal is presented. The model aims to optimize three objectives, while respecting operational constraints: levelling investment throughout multiple years, minimizing total cost and minimizing work start postponements. Its output is an optimized intervention schedule. The model is based on a case study from a Portuguese infrastructure management company, which specified the objectives and constraints, and reflects management practice on railway infrastructure. The results show that investment levelling greatly influences the other objectives and that total cost fluctuations may range from insignificant to important, depending on the condition of the infrastructure. The results structure is argued to be general and suggests a practical methodology for analysing trade-offs and selecting a solution for implementation.
Highlights
Transportation infrastructure is the backbone of a modern economy
Calculations were carried out using the IBM ILOG CPLEX v12.7 solver, running on an Apple Macintosh i7 3720QM quad-core @2.60 GHz
A pay-off matrix was obtained by minimizing each objective individually
Summary
Transportation infrastructure is the backbone of a modern economy. Modernizing, and maintaining transportation infrastructure systems requires large investments in order to facilitate the efficient movement of people and goods, promote trade, connect supply chains, and reduce operating costs (BR, 2015). The model addresses three objectives often sought-after by infrastructure managers, namely the even spreading, or leveling of investment peaks over multiple years, minimization of total costs, and minimization of work postponements on higher priority assets. IP has an incoming short-term railway investment peak and requested for an optimization model considering three objectives, namely to level out the peak over five years; minimize total renewal costs; minimize work postponements on the higher priority lines. Four railway sections are too long to fit into the N = 60 months total span, so those sections require a double work-front approach, increasing work progress to 4.2 km/month per track, but doubling train delay times and monthly renewal costs. For sections consisting of subsections with different TOS, a length-weighted average was carried out and results were rounded up to the integer minute
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