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TY  - THES
AU  - Dickenbrok, Björn
TI  - Wirtschaftliche Bewertung von Infrastrukturmaßnahmen zur Anpassung der Streckenleistungsfähigkeit auf Grundlage einer integrierten Systembetrachtung
CY  - Aachen
PB  - Publikationsserver der RWTH Aachen University
M1  - RWTH-CONV-143406
SP  - XII, 158, A12 S. : graph. Darst.
PY  - 2012
N1  - Zsfassung in dt. und engl. Sprache. - Prüfungsjahr: 2012. - Publikationsjahr: 2013
N1  - Aachen, Techn. Hochsch., Diss., 2012
AB  - According to the current state of research, no basic method currently exists for mapping the economic efficiency of the rail system achieved by a specific track section, taking into account all the revenues and costs of rail traffic companies (RTC) and rail infrastructure companies (RIC) for arbitrary track occupation rates. However, in order to establish the optimum performance range from an economic point of view and be able to efficiently evaluate infra-structure measures so as to improve operations, it is necessary to look at all the revenues and costs as a function of the offer quality. In this dissertation, a model approach is therefore developed that creates on the one hand a relationship between the technical design of the railway infrastructure, the operational program conducted with this infrastructure and the accompanying infrastructure utilisation, and, on the other, the attained transport quality and its effect on the customers. For this purpose, the revenues and costs of RTCs and RICs are analysed with the help of four submodels and inserted in the overall model as a function of the number of trains running on a particular section of track. The revenues from transport charges obtained by RTCs are determined with the help of traffic generation and traffic demand models as a function of the number of trains running. The offer quality of a particular track section is then related to the change in demand of the customers and to the competitive situation with other means of transport in order to be able to document the reaction in demand of travelling customers and the associated changes in revenues. The revenue model of the RIC takes into account the revenues from track and station charges and traction energy sales. The track and station charges are entered in the model as a function of the respective track and station category. The energy consumption of the rail vehicles is taken into account as a function of the train mass, speed, number of acceleration processes, length of track covered, and track topology. To determine the costs of RTC, a life cycle cost model was developed that considers the investment, maintenance and energy costs of rail vehicles, the personnel costs of the train staff and the costs for track and station charges. The time-dependent cost components are included as a function of the capacity utilisation-dependent transportation time in the model in order to be able to document the effects of capacity utilisation-dependent waiting times on the RTC costs. To model the RIC costs, a life cycle cost model was developed for the railway infrastructure that takes into account the investment, maintenance and operating costs of individual infra-structure elements. Depending on the technical equipment of the examined track, the relevant overall costs of the infrastructure can be calculated for the period covered by the study. A large proportion of the infrastructure costs was entered in the model as fixed costs. For rails, points and overhead contact lines, the wear-dependent maintenance costs were incorporated in the model in relation to the number, speed and mass of the trains in operation. With the aid of the four described submodels, the income and costs of RTC and RIC achieved on a track section are determined. Through a comparison of the total revenues and total costs, the economic performance range of the track section can be obtained, within which a positive economic result is achieved and which is limited by the break-even numbers of trains. Within the economic performance range, the economically optimum number of trains occurs at the point with the largest difference between revenues and costs. In contrast to the previously used quality standards for determining the optimum track utilisation, this approach does not require any previous calibration of threshold values. Furthermore, it is possible to evaluate infrastructure measures with regard to their effects on the economically optimum performance range and the attained economic result. Via a comparison of the actual number of trains in operation and the economically optimum performance range of the section of track in question, infrastructure measures can be evaluated in respect of how they contribute to an increase in the economic efficiency of a track section by shifting the economically optimum performance range. The economic success of the measure can be defined by the revenues and cost calculation based on monetary values. This creates a basis for decision-making with which strategies for infrastructure expansion and the efficiency of previous funding can be evaluated.
KW  - Eisenbahn (SWD)
KW  - Kapazitätsmanagement (SWD)
KW  - Wirtschaftlichkeit (SWD)
KW  - Schienenfahrzeug (SWD)
KW  - Erlös (SWD)
KW  - Verkehrsnachfrage (SWD)
LB  - PUB:(DE-HGF)11
UR  - https://publications.rwth-aachen.de/record/197551
ER  -