12, 13, 14 November ‘13

Official media partner:

Silver Sponsor:

Sponsor:Silver Sponsor WTMS:

Gold Sponsor:Event partner:In cooperation with:

a voestalpine company

life cycle maNagemeNt• Infrastructure & rolling stock (interaction)

• Technology & efficiency• Data based maintenance prognosis

• Case examples & best practices

LIFE CYCLE MANAGEMENT 12

Nov 2013

tracK access charges• Optimising charging systems

• Allocating costs & public financing• Track friendly vehicles

• Case examples & intermodal comparison13

Nov 2013

wayside traiN moNitoriNg systems

• Role of WTMS in operations & maintenance• Regulations & cross-border data exchange• Technological developments & innovations

14 Nov 2013

iNterNatioNal coNfereNcesregister directly via

www.lifecycleconference.eu

www.trackaccesscharges.eu

www.waysidemonitoring.eu

life cycle management

life cycle management (lcm)Increasing traffic raises the demand of track work. However, more trains limit the available

time. Therefore research and development in the field of track superstructure aim for higher sustainability. In general innovations first lead to increasing renewal costs, followed by a reduction of maintenance demands and longer service life. These positive effects can reduce total track costs signifi-cantly.

Consequently investment decisions must be based on life cycle costs. Unfortunately investments in higher track quality do not automatically lead to longer service lives. Investment just delivers a potential service life. It is maintenance transposing initial quality into service life. LCM bases investment decisions on life cycle costs and depicts the required maintenance. Furthermore it allows calculating the optimal service life of track.The conference highlights the possibilities and demands for LCM in presenting best practices examples.

LIFE CYCLE MANAGEMENT

Who should attend?Infrastructure managers

rollIng stock manufacturers operators constructors technIcal engIneers asset/fleet managers consultants

maIntenance managers scIentIsts

Tuesday - 12 November 2013

08:30 - 09:30 Welcome coffee & registration

09:30 - 10:00 opening session

keynote: Peter veit, graz university of technology – Institute of railway engineering and transport economy at

Reality and Theory of Rail-Infrastructure Asset Management:• Intervention values versus Trends• How to define the optimal service life• Reactive Maintenance versus Preventive Measures

10:00 - 11:00 data requirements & data

chairman: Peter veit, graz university of technology - Institute of railway engineering and transport economy at

Pietro Pace, mermec It How to avoid data grave yards - Examples of practices and lessons learned from the usage of diagnostic and inspection systems coupled with RAMSYS• Why "data graveyards" are created and how they can be

eliminated/reduced?• What is the unit of analysis, data quantity and quality

required for decision support?• What are the lessons learned from decision support

systems usage at railways?

Florian auer, plasser & theurer at

Recording cars and data analysis

11:00 - 11:30 Coffee break

11:30 - 12:30 data analysing

chairman: stefan marschnig, graz university of technology - Institute of railway engineering and transport economy at

Krzysztof Wilczek, sBB ch swissTAMP

markus enzi & matthias Landgraf, graz university of technology - Institute of railway engineering and transport economy at

Data-based research, time series are the key• Why it is essential to create a data warehouse including a

variety of parameters?• How do time series influence the planning of maintenance

actions?• Which further conclusions can be drawn from using

deterioration rates?

12:30 - 13:30 Lunch break

13:30 - 15:00 Life Cycle management issues

chairman: Peter veit, graz university of technology - Institute of railway engineering and transport economy at

arjen Zoeteman, Delft university of technology, faculty of civil engineering and geosciences nl

Optimisation of life cycle costs through a well-designed vehicle/infrastructure interface • Why vehicle and track management and design are

interconnected• Important parameters identified in the Netherlands for

optimisation• Examples of business cases and improvements initiated

by ProRail

stefan marschnig, graz university of technology - Institute of railway engineering and transport economy at, co-authors: sam Luke, robert Puddicombe, skm, uk LCAT - a prognosis tool for track service life• The MAINLINE project• LCAT Methodology• Input data for the asset “track”

Thomas Hermann, DB De 3i

15:00 - 15:30 Coffee break

15:30 - 17:15 Life Cycle management issues (continued)

chairman: Peter veit, graz university of technology - Institute of railway engineering and transport economy at

Georg Neuper, ÖBB at

Infrastructure LifeCycleManagement at the Austrian Federal Railways• State-of-the-art methodology of the Infrastructure

lifecyclemanagement process at the austrian federal railways (ÖBB)

• Which technical parameters best support the decision of whether to reinvest or continue maintenance works?

• Which point in time is optimal for a reinvestment of track, also considering other involved fields of engineering?

John smith, Network Rail uk

Network Rail: Intelligent Infrastructure - A strategic approach to Remote Condition Monitoring• The delivery of an extensive Remote Condition

monitoring programme for rail infrastructure• Key challenges and solutions• Benefits; short term and longer term

marc antoni, sncf fr

LCM TGV lines

Peter veit, graz university of technology - Institute of railway engineering and transport economy at

Conclusions & recommendations

17:30 - 18:30 Networking reception

PrograMMe FoLLoW us Rail events @Rail_events # LCM13 #TAC13 #WTMS13

track access charges

harmonised track access charges for europeShould infrastructure use be priced? If yes, how high should prices be? Should not prices be equal through-out a uniformed europe? These questions show a high degree of generality, as building proper infrastructure is used by member states, regions and communes to generate an advantage in competition in order to offer companies best possible conditions.

What seems to be easy dealt with from a bird’s eye perspective is not necessarily trivial in detail. The construction of infrastructure is doubtlessly a state’s duty; the use of the assets in order to generate the already mentioned advantages in competition should be free of charge as well following this approach. But the costs due to train operation, wear and loss of value should be covered by the users, as it can be assumed that they generate benefit due to the transport.as managing the infrastructure and the operation of train services are separated due to european legislation, it is necessary to allocate the costs of the infrastructure manager (IM) to the train operating companies (ToCs), as only the latter have market revenues. The european directives 95/19 and 14/2001 were very vague in defining the costs, that should be allocated. This led to massively differing track access charges (TaCs) throughout europe, concerning the absolute height of the charges as well as the basics of price building.The recast of the first railway package foresees an explicit cost definition to be published by the commission end of 2013, which would enable a uniform TaC system for all member states. The creation of a uniform cost basis and cost allocation should be the main focus of this task. It should be clear this attempt, which costs should be allocated to which product, independently of their degree of variability. If the allocation of all costs (fixed and variable ones) is once done, it can and must be discussed, which of these costs should be recovered by charges. This definition of the absolute height of TaCs might change due to the market situation and the intermodal competition. Hopefully this next attempt for a uniform definition succeeds. But even if it does: Track access charges will also differ in future from member state to member state. This is – apart from price parities – due to different historical, geographical, topographical and not at least operational boundary conditions influencing the infrastructure costs to a high degree.

Stefan Marschnig

Who should attend? researchers raIl operators (freIght & passenger) raIl assocIatIons consultants natIonal polIcy makers raIl InDustry natIonal raIl regulators european raIl regulators european polIcy makers Infrastructure managers

WedNesday 13 November 2013

Programme

Who should attend? ReseaRcheRs Rail opeRatoRs (fReight & passengeR) Rail associations consultants national policy makeRs Rail industRy national Rail RegulatoRs euRopean Rail RegulatoRs euRopean policy makeRs infRastRuctuRe manageRs

08.30-09.00 Welcome coffee & registration

day chairman: Stefan Marschnig, graz university of technology - institute of Railway engineering and transport economy at

09:00 - 10:00 Session 1: Opening

keynote speech Stefan Marschnig, graz university of technology - institute of Railway engineering and transport economy at

• TAC Stakeholders• Different aims and needs• Efforts and Benefits of detailed cost-by-cause charges

Libor Lochman, ceR - community of european Railways BE

Track access charging: How to deal with the diversity?• Today’s track access charging systems in Europe

show an enormous heterogeneity, combined with great complexity and instability - this causes business difficulties for train operating companies and represents a barrier for their investment, especially in cross-border services

• There is a general need for a definition of a common framework to calculate infrastructure charges

• As the result of the Recast of the 1st Railway Package the commission should draft a methodology for the calculation of TACs in agreement with Member States and involvement of the sector - where do we stand?

10:00 - 10:30 Coffee break

10:30 - 12:00 Session 2

Frank Jost, european commission DG Mobility & Transport Direct cost calculation

Marko Koren, ÖBB at

Cost allocation within mixed traffic networks• What is regulated?

Based on this question I will bring out, that the answer has an effect on the variable and fixed cost definition.

• What are direct, indirect, variable and fixed costs? A clear definition of cost is necessary for the cost allocation within mixed traffic networks. While direct, indirect costs have a relation to the product, variable and fixed cost are influenced by the time lag in which they can be cut of.

• Which allocation is possible? The allocation differs between the different components. Therefore different allocation models can be used

Aldert Gritter, proRail nl

A new methodology for infra charge• Reasons for a new methodology• New elements of the new methodology: replacement-

investments added, businessmodel is the basis and the principle of setting the total cost basis as a start and then dividing these costs over the different services

• Effects of the new methodology, raise in charges and consequences for operators

12:00 - 13:00 Lunch break

13:00 - 14:00 Session 3

Jochen Holzfeind, SBB ch

SBB’s Wear Model

Chris Nash, university of leeds - institute for transport studies uk

Better Vehicles due to VAC: Experiences in UK • Britain has the most complex system of track access

charges, distinguishing between literally hundreds of different types of rolling stock on the basis of their modelled wear and tear

• Yet this does not seem to have greatly influenced choice of rolling stock; certainly vehicles have got steadily heavier

• Reasons for this include the global nature of the railway rolling stock market and the short termism encouraged by comprehensive franchising of passenger services with relatively short franchises

14:00 - 14:15 Coffee break

14:15 - 15:45 Session 4

Peter Boom, sst nl and Dorothée Zerwas, university of Koblenz-Landau Institute for Management de

Capacity based infra charging - differentiate on qualitative aspects• Calculation of infra charges vary from case to case• Variables are based on quantitative as well as qualitative

aspects• Bonus and/or penalty regimes may apply• The need for a trustworthy information base is evident• Train monitoring systems can help

Katherine van Goethem, Infrabel BE Capacity charging• Overview of the TAC formula in Belgium Identification of the 2 parameters related to capacity

charging• Focus on the parameter that reflects peak, semi peak

and off peak hours The principle behind this parameter.• Focus on the parameter that reflects the deviation to the

standard train path. The principle behind this parameter.

Wolfgang Bohrer, DB Netz de

Track Access Charges – Which way to go? Noise Differentiated Track Access Charge System (NDTAC)DB Netz AG has introduced a “Noise-Differentiated Track Access Charge System”, known by its German acronym LaTPS, to provide an additional incentive for retrofitting and the deployment of quiet freight wagons in order to supplement the funding programme run by the Federal ministry of transport. the new system addresses only railway undertakings and is intended to accelerate the retrofitting process. DB Netz AG fully endorses the objective of achieving a lasting reduction in rail-induced noise

15:45 - 16:15 Coffee break

16:15 - 17:30 Session 5

Panel discussion: What can the market bear?Frank Jost, european commission DG Mobility & Transport François Coart, eRfa fR

Chris Nash, university of leeds - institute for transport studies uk

Conclusions and Recommendations Stefan Marschnig, graz university of technology - institute of Railway engineering and transport economy at

17:30 - 18:30 Networking reception

FOLLOW uS Rail events @Rail_events # LCM13 #TAC13 #WTMS13

wayside train monitoring systems

dear colleagues,It is my pleasure to announce the second international conference on Wayside Train Monitoring Systems (WTMS) in Frankfurt, germany.The call for papers has resulted in more than 30 contributions from all over the world. It was a

great challenge for the members of the scientific committee to select the topics to be presented within the schedule.I am convinced that we offer you an interesting conference day with three different sections covering an international benchmark, the future demand for WTMS and latest developments in cross border data exchange.The conference keywords are: Wayside Train Monitoring Systems, Hot Box Detection, axle Load Checkpoints, Check of Clearance Profile, Pantograph Monitoring, Fire and Chemistry Indication, Cross border data exchange.Why should such a conference take place in the german city of Frankfurt? Frankfurt is one of the major hubs in the network of german railways (DB). Moreover many suppliers of WTMS are located around Frankfurt and offer therefore also the opportunity to have a technical visit directly at the factory.

I look forward to meet you in Frankfurt on 14 November 2013!

andreas Schöbel, Vienna University of Technology

Who should attend? raIl freIght operatIons passenger raIl operatIons

Infrastructure management monItorIng & sIgnallIng systems rollIng stock manufacturIng track constructIon consultancy & engIneerIng european regulatIons

sector assocIatIons supplyIng InDustry and last but not least software systems

THursday - 14 November 2013

08:30 - 09:30 Welcome coffee & registration

09:30 - 10:30 opening session: Increasingly important role of WTms in railway operations

Introduction:andreas schöbel, Vienna University of Technology - Institute of transportation at

keynote: antonio d’agostino, era - european railway agency fr

The European legal framework for monitoring management systems - The Common Safety Method for Monitoring• Is there a harmonised legal framework in Europe for

monitoring the railway system?• What’s new in the harmonised architecture of the

monitoring process?• Is there a link between Risk Assessment and Monitoring?

10:30 - 11:00 Coffee break

11:00 - 12:30 International benchmark

chairman: Clive roberts, university of Birmingham uk

daniel magnus, KLD Labs, Inc. us

Challenges, Innovations and Roles of Wayside Train Monitoring in Railway Operations and Vehicle Maintenance: A North American Case Study• What are the critical challenges implementing

technologies for predictive fleet maintenance?• How can railways manage fleet maintenance during

increases in fleet utilization and less downtime?• When is the optimal time to maximize fleet reliability and

availability?

bennie steyn, transnet freight rail sa

Development and Benefits of an Integrated Train Condition Monitoring System for Transnet Freight Rail • Integration of all railway trackside measurement systems

in transnet freight rail• Transformation of measurement data into railway

operational information• Benefits of condition based information to the railway

business and operations

Nicholas aschberger, Trackiq au

Association of wayside condition data with maintenance activities in planning• Complexity of integrating data from multiple wayside

sensors into a single data warehouse• Sanitizing input data via techniques such as trending,

filtering of outliers, data normalisation and rules based data cleaning

• Automation of maintenance and data integration with maintenance systems

12:30 - 13:30 Lunch

13:30 - 15:00 demand for WTms & technology survey

chairman: andrea bracciali, unIfI - university of florence It

björn Palsson, chalmers university se

Identification of future demand of WTMS based upon the D-Rail Project• Simulation based derailment limits as a function of vehicle

load imbalances from the D-rail project• What type of post processing of WTMS data is needed to

detect faulty vehicles?• What measurement accuracy is needed from WTMS to

detect faulty vehicles?

Nadia mazzino, ansaldo sts It

Integration of Wayside Train & Infrastructure Monitoring Systems in one single, remote Control Center• The massive information flow generated by WTIMS makes

it difficult for operators to keep pace with all the actions required

• There is therefore an increasing need to integrate all these subsystems into one single Control Center

• Ansaldo STS has defined a new way of managing information by introducing a brand new platform that integrates an array of wayside monitoring subsystems coming from many different vendors

Heinz-andreas Kuhn, DB netz De

DB MAS

15:00 - 15:30 Coffee break

15:30 - 17:00 Cross-border data exchange of WTms data

chairman: urs Nietlispach, sBB ch

Christian bühlmann, supercomputing systems ch

Generic approach for cross border exchange of monitoring data• What kind of information has to be exchanged?• What are the main advantages of the developed approach?• How does the approach allow flexible interpretation of

measured data?

stephan breu, uIc taf tsI common components group / DB netz De

Common Interface for standardised Data Exchange• Standardization required by EU Regulation• Standardization in message Format and protocoll• Added value of already required implementation

matthias Krüger, DB netz De

Findings from the D-A-CH-working group on WTMS

17:00 - 18:00 Networking reception

PrograMMe

FoLLoW us Rail events @Rail_events # LCM13 #TAC13 #WTMS13

@rail_events #railevents

Europoint, Rail Technology Conferences & Exhibitions, Ms. Marieke Bouman, P.O. Box 822, 3700 AV Zeist, the NetherlandsT. +31 (0)30 6981800 F. +31 (0)30 6917394 E. mbouman@railevents.eu I. www.railevents.eu

12, 13, 14 November ‘13

reGIsTer oNLINe!register today at www.lifecycleconference.eu , www.trackaccesscharges.eu , www.waysidemonitoring.eu and join the discussions at these international conferences! Company passes can be purchased for two or three days and may be passed on to a colleague each day. The regular participation fee for one day is € 745*. Academics and students may attend the conferences against a reduced fee. * exclusive VAT

reaCH your TarGeT GrouP aT LCm 2013, TaC 2013 aNd WTms 2013!These three rail conferences offer you a perfect platform for networking with industry professionals and meeting new prospects while enhancing corporate identification and goodwill to the decision-making audience. Our sponsorship packages offer you the perfect way to reach your target group with your message. a wide variety of promotional packages is available such as event app, lunches or coffee breaks. For more information or a custom made proposal that meets your wishes and budget, please contact europoint, info@railevents.eu

NeTWorKING dINNermeet your rail sector colleagues in an informal setting. On Wednesday 13 November 2013 all participants of the conferences are invited to join the networking dinner. During this dinner you will have sufficient time for networking with your industry colleagues. Dinner is included for participants of two or three days. Visit the websites for the latest information, costing and registration.

veNue, TraveL & HoTeLsThe MesseTurm in Frankfurt on the Main, Germany, is the venue for all three conferences. A number of hotel rooms have been blocked for conference delegates close to the venue. for more information on the venue, travel information and hotel accommodation, please visit the websites.

TeCHNICaL vIsITDB Netz offers all conference delegates the opportunity to visit their Operations Control Center. This unique visit will take place on Friday, 15 November 2013 at 10 o’clock. for more information, costs and registration please visit the websites.

FoLLoW us Rail events @Rail_events # LCM13 #TAC13 #WTMS13