infrastructures

Article
A Case Study of BIM Implementation in Rail
Track Rehabilitation
José Neves 1, * , Zita Sampaio 1 and Manuel Vilela 2
1 CERIS—Civil Engineering Research and Innovation for Sustainability, Department of Civil Engineering,
Architecture and Georesources, Instituto Superior Técnico, Universidade de Lisboa, Avenida Rovisco Pais,
1049-001 Lisboa, Portugal; zita.sampaio@tecnico.ulisboa.pt
2 Instituto Superior Técnico, Universidade de Lisboa, Avenida Rovisco Pais, 1049-001 Lisboa, Portugal;
manuel_vilela_@hotmail.com
* Correspondence: jose.manuel.neves@tecnico.ulisboa.pt; Tel.: +351-918-639-745




Received: 30 December 2018; Accepted: 15 February 2019; Published: 19 February 2019


Abstract: Building Information Modeling (BIM) is an Industry 4.0 methodology that is increasingly
used in the domain of Architecture, Engineering, and Construction (AEC). BIM emerges as a new
methodology, one that is more collaborative and based on parametric three-Dimensional (3D) models,
centralizing different types of information of a geometric, physical, and economic nature. The purpose
of this paper is to analyze the application of the BIM methodology to a rail track rehabilitation case
study using a geotextile and geogrid in the ballast layer base. The creation of the 3D and 4D BIM
models was performed using various BIM-based tools, which made it possible to achieve the spatial
and parametric representation of the rail track and the simulation of the main construction tasks.
A new BIM object pertaining to the rail track was created. This paper describes the procedures
applied in achieving the BIM models, the limitations involved, and the interoperability between the
BIM tools. Additionally, the potential for information extraction with respect to the infrastructure
design, construction, and operation, e.g., planning and scheduling, quantities, graphic outputs, and
track geometry quality, was demonstrated. It was concluded that the BIM methodology was viable
and could be implemented with benefits, despite certain difficulties and limitations, which emphasize
the need for further developments.

Keywords: BIM; railway; rehabilitation; geogrid; geotextile

1. Introduction
In the context of Industry 4.0, Building Information Modeling (BIM) is a powerful methodology,
which has been implemented with great success in the domain of Architecture, Engineering, and
Construction (AEC) [1–3]. Indeed, the construction industry has been working intensively on the
implementation of the BIM methodology in several segments [4–6]. BIM is a collaborative work concept,
strongly based on technological advances in computation. BIM tools enable the development of
building projects during their lifecycle, including the design, construction, maintenance, management,
and demolition phases. However, it is as yet hardly ever used in the transport infrastructure sector
(roads, railways, bridges, tunnels, airports, and ports) [7–12]. It is important to develop the BIM-related
software for the field of transport infrastructures and to encourage the implementation of this
methodology in companies in the sector [13–15]. Taking into consideration that the global railway
industry market is showing solid growth [16], there will be unquestionable interest in the application
of BIM in the particular case of railway infrastructure [13,16–29].
Although only a few case studies have been reported in the literature, there is growing interest in
the applicability of BIM to the transport infrastructure sector. Two cases of road projects were found

Infrastructures 2019, 4, 8; doi:10.3390/infrastructures4010008 www.mdpi.com/journal/infrastructures

Infrastructures 2019, 4, 8 2 of 13

in Australia and Shanghai [30]. These cases describe: the development of the project and simulation
planned with a certain number of BIM tools; the elaboration of a network-based interface for the BIM
model; integration of BIM with GIS; the tracking and updating of the development of the BIM model;
the integration of BIM with a laser scanning device; and the printing of the 3D model.
As argued by Bensalah et al. [9,31], the advantages and benefits of the integration of BIM in rail
projects are considerable, for example: cost control; decision-making support; reduction in design
errors; detection of interface problems; improvement of visual perception; prefabrication support;
maintenance planning support; and infrastructure management. Shin et al. [32] have also pointed out
the financial benefits that BIM can bring to a real project.
However, interoperability remains a major problem in horizontal infrastructures due to the lack
of standardized data. BuildingSMART, an international organization that develops and implements
BIM standards, has already commenced work on creating data standards for roads, railways, bridges,
and tunnels, which can improve interoperability and integration, based on different objects, alignment,
and GIS models [5,25,32,33].
Considering the analyses of the interoperability capacity between software and the universal data
format of data, Industry Foundation Classes (IFC) became essential. The IFC standard was created to
allow for the sharing of complete and accurate models among various stakeholders, regardless of the
applications they use, to ensure efficient exchange of information throughout the process. Recently,
there have been significant advances focused on the creation of ifcObjects [34] concerning rail objects
(e.g., track, subgrade, tunnels, or viaducts). In the present study, the 3D modeler software, most
frequently used in infrastructures, namely Civil 3D® and InfraWorks®, was adopted in the process of
modeling the considered study case. Both models were later transposed to Revit®, using the respective
ifc model. However, it was found that the result of the transposition of both ifc models to Revit was
seriously inefficient, and as such, a complete BIM model was created within Revit. In addition the
interoperability between Civil 3D® and Revit® was also analyzed in terms of the terrain modeling,
using also the ifc format. As far as the actual level of BIM implementation in transport infrastructures
is concerned [7,11], further demonstrations are desirable in order to stimulate the development of the
BIM methodology and its acceptance by the companies involved in planning, design, construction,
and maintenance.
The main objective of the proposed study is to analyze the current capacity of BIM tools, when
used in the field of railway infrastructure. With this purpose, a case study concerning the rehabilitation
of a railway segment was considered, having applied various software, in order to assess the benefits
and limitations inherent in the process. The paper describes the three-Dimensional (3D) modeling
of the project in two BIM software programs and, additionally, the four-Dimensional (4D) modeling
using another BIM viewer. Tests for interoperability were carried out before the use of the various
BIM-based tools. The capacity for extracting information that could be used for infrastructure design,
construction, and maintenance was also explored. The findings showed that there is still a huge
technological inability in this field.

2. Research Methodology

2.1. Case Study Description

A 35 km-long section of railway infrastructure in Portugal was rehabilitated in 2016. This section
was characterized by intense and mixed rail traffic (passengers and cargo). The rail track ballast in this
section was renewed using a combination of a composite of triaxial geogrid and non-woven geotextile
in the base. In general, geosynthetics find application in a range of functions in the rehabilitation
of existing rail tracks: separation, reinforcement, drainage, and filtration. In this case study, the
application of the geotextile had the function of separation and filtration, and the geogrid served to
stabilize the ballast layer in order to reduce the lateral movements of the ballast particles. Figure 1
presents a cross-section of the rehabilitated rail track, indicating the terminology adopted in this paper.
 Infrastructures2019,
Infrastructures 4,x8 FOR PEER REVIEW
2019,4, 3 3ofof13
13

Infrastructures 2019, 4, x FOR PEER REVIEW 3 of 13

Figure 1. Cross-section of the rehabilitated rail track (adapted from Neves et al. [35]).
Figure 1. Cross-section of the rehabilitated rail track (adapted from Neves et al. [35]).
Figure 2 shows
Figure the main inof
1. Cross-section situ
theconstruction
rehabilitatedphases of (adapted
rail track the rail track
fromrehabilitation, which were
Neves et al. [35]).
Figure
carried out 2atshows
night: the main in situ construction phases of the rail track rehabilitation, which were
carried Figure
out at night:
2 shows the main in situ construction phases of the rail track rehabilitation, which were
(a) a)Replacement of rails, sleepers, and fastenings (Figure 2a).
carriedReplacement
out at night: of rails, sleepers, and fastenings (Figure 2a).
(b) b)Removal
a)Removal of ballast (Figure
of ballast
Replacement of 2b).2b). and fastenings (Figure 2a).
(Figure
rails, sleepers,
(c) c)Application
b)Application
Removal of of
aofcombination
a combination
ballast (Figure of2b).
a of
composite of triaxial
a composite geogrid
of triaxial and non-woven
geogrid geotextile
and non-woven in the
geotextile
base of the ballast
c)in Application
the base of the layer (Figure
of aballast 2c).
layer (Figure
combination 2c).
of a composite of triaxial geogrid and non-woven geotextile
(d) d) New Newballast
in the tamping
base
ballast of the(Figure
tamping ballast 2d).2d).
layer
(Figure (Figure 2c).
d) the
After New ballast tamping
removal (Figure 2d). ballast, a track-mounted undercutting machine rolled
of the contaminated
After the removal of the contaminated ballast, a track-mounted undercutting machine rolled
out the After the removal
geotextile and geogridof theprior
contaminated
to the newballast,
ballastabeing
track-mounted
dropped intoundercutting
place overmachine rolled
these materials
outout
thethe
geotextile and geogrid prior to the new ballast being dropped into place over these materials
geotextile and geogrid prior to the new ballast being dropped into place over these materials
(Figure 2c).
(Figure
(Figure2c).
Vilela2c).
[36] describes the case study with more details.
Vilela
Vilela[36] describes
[36] describesthe thecase
casestudy
studywith
withmore
moredetails.
details.

(a)(a) (b)
(b)

(c)(c) (d)
(d)
Figure
Figure
Figure 2. 2. Construction
2. Construction
Construction phases
phases
phases ofthe
of of
the therailway
railway
railway track
tracktrack rehabilitation:
rehabilitation:
rehabilitation: (a)
(a) replacement
of rails,of
replacement
(a) replacement ofrails,
rails,
sleepers,
sleepers,
sleepers, and
and fastenings; fastenings;
(b) removal(b)
and fastenings; (b) removal
of ballast;
removal of
(c) of ballast;
application (c) application
of geotextile
ballast; (c) of
andof
application geotextile
geogrid; and
and (d)
geotextile geogrid;
andnew ballast
geogrid;
and
(d)(d)
tamping
and new
[37].
new ballast
ballast tamping[37].
tamping [37].
Infrastructures 2019,4,4,8x FOR PEER REVIEW
Infrastructures2019, 4 of1313
4 of

2.2. BIM Application

2.2. BIM Application
Application of the BIM methodology was demonstrated on a section of the case study track
Application
measuring of the BIM
1787 meters methodology
in length. A straightwas partdemonstrated
of the rail track onwas
a section
selectedof that
the case study track
was considered
measuring 1787 meters in length. A straight part of the rail track
representative of the case study. Two-Dimensional (2D) representations of the elements was selected that was considered
of the
representative of the case
project are available study.
in paper Two-Dimensional
format or as pdf files (2D)
[37]. representations of the elements of the project
are available
Figure 3inpresents
paper format or as pdfoverview
a schematic files [37].of the BIM implementation adopted in this paper:
Figure 3 presents a schematic overview
modeling, interoperability, and information extraction. of the BIMThe implementation
following Autodesk adopted in this paper:
programs were
modeling,
used: Civilinteroperability,
3D®, Revit®, and and information First
Navisworks®. extraction. The
of all, the followingof
geolocation Autodesk programs
the case study area were
and
used: Civil 3D®, Revit®, and Navisworks®. First of all, the geolocation
the corresponding natural terrain modeling were carried out using InfraWorks® software. The of the case study area and the
corresponding natural terrain modeling were carried out using InfraWorks® software.
application of BIM methodology to the case study comprised three phases: (1) creation of the project The application
ofmodel
BIM (3Dmethodology
model); (2)to the caseand
planning study comprised
scheduling three
of the phases: (1)
construction creation
process of the project
(4D model); and model
(3D model); (2) planning and scheduling
(3) extraction of diverse model information. of the construction process (4D model); and (3) extraction of
diverse model
Civil 3D®information.
software is a common tool used in 3D modeling of transport infrastructures. Revit®
Civil 3D®
software is a software
well-known is aBIM-based
common tool tool used in 3D used
intensively modelingin the of domain
transportofinfrastructures.
architecture,
Revit® software is a well-known BIM-based tool intensively used in the
engineering, and construction. It was also used in the 3D modeling of the railway infrastructure, domain of architecture,
engineering,
with a new rail and track
construction. It wascreated,
family being also used in the 3D
including themodeling of the and
rails, sleepers, railway infrastructure,
fastenings. In orderwith
to
acreate the track family being created, including the rails, sleepers, and fastenings. In order to create
new rail
four-Dimensional
the four-Dimensional (4D) modeling,
(4D) modeling, incorporating
incorporating thethetime
timeelement,
element, the
thegeometric
geometricmodel
modelcreated
createdinin
Civil3D®
Civil 3D®was wasexported
exported to to Navisworks®.
Navisworks®. Using the latter latter software,
software, the theconstruction
constructionprocess
processphases
phases
forthe
for therailrail
tracktrack rehabilitation
rehabilitation were recreated.
were recreated. Finally,
Finally, the the of
extraction extraction
information of was
information was
demonstrated:
demonstrated: planning and scheduling, quantities of materials, graphic
planning and scheduling, quantities of materials, graphic outputs, and track geometry quality. outputs, and track
geometry quality.

Figure
Figure3.3.Application
Application of
of BIM inthe
BIM in thecase
casestudy.
study.

3.3.Modeling
Modeling

3.1.
3.1.3D
3DModeling
Modeling
Civil
Civil3D®3D®is aisprogram
a program that isthat
commonly used in the
is commonly usedgeometric
in the design of transport
geometric design infrastructures.
of transport
This software was used in the case study to begin the 3D representation
infrastructures. This software was used in the case study to begin the 3D representation of the general railway
of the
infrastructure
general railway geometry based ongeometry
infrastructure the AutoCADbased2Donelements of the project:
the AutoCAD horizontal
2D elements andproject:
of the vertical
alignments
horizontal and vertical
cross-sections.
alignments and cross-sections.
Prior
Prior to
to this, InfraWorks®
InfraWorks®provided
providedthe themost
most accurate
accurate terrain
terrain modeling
modeling andand geolocation
geolocation of theof
the construction
construction site site
to betotransferred
be transferred to Civil
to both both 3D®
Civiland3D® and Revit®.
Revit®. RegardingRegarding this objective,
this objective, another
another interesting
interesting tool is tool
the isDigital
the Digital Terrain
Terrain Model
Model (DTM),
(DTM), which
which consists
consists ofofthe
thethree-dimensional
three-dimensional
Infrastructures 2019, 4, 8 5 of 13

Infrastructures 2019, 4, x FOR PEER REVIEW 5 of 13

representation of the terrain based on the digital space mapping of the area. However, it was not
representation of the terrain based on the digital space mapping of the area. However, it was not
possible to explore
possible to explore this tool.
this tool.
TheThe 3D modeling ofthe
3D modeling of therailway
railwayinfrastructure
infrastructure by by Civil
Civil3D®
3D®included
includedthe thetrack
track substructure
substructure
(subgrade and sub-ballast layers) and the superstructure (ballast layer),
(subgrade and sub-ballast layers) and the superstructure (ballast layer), including also including also
somesome
components
components of the drainage (pipes) and catenary (vertical poles and cantilevers) systems. After thethe
of the drainage (pipes) and catenary (vertical poles and cantilevers) systems. After
definition of of
definition thethe
horizontal
horizontalalignment,
alignment,thethe longitudinal profileofofthe
longitudinal profile theterrain
terrainwaswas created,
created, andand finally,
finally,
thethe
vertical alignment
vertical alignmentwas was
established in line
established in with
line an adequate
with balancebalance
an adequate of earthworks and respecting
of earthworks and
respecting
geometric geometric requirements.
requirements. The two main Thecross-sections
two main cross-sections
of the railoftrack
the rail track
were were
then then designed:
designed: a section
a section
relating relating
to the to the
general general
railway railway
line line andsection
and another anothercorresponding
section corresponding to the particular
to the particular case ofcase
a box
of a box
culvert. culvert.
Figure Figure 4a
4a shows shows apart
a generic generic
of thepart3Dofmodel.
the 3D model.
In FigureIn Figure 4b is represented
4b is represented a boxaculvert
box
culvert integrated
integrated in the embankment.
in the embankment.
Civil 3D® software isissuitable
Civil 3D® software suitablefor
for 3D
3D modeling,
modeling, as as demonstrated
demonstratedonce onceagain
again in in
this railway
this railway
infrastructure case study. However, it has certain limitations with regard to the application of the
infrastructure case study. However, it has certain limitations with regard to the application of the BIM
BIM methodology. Revit® software is a well-known BIM-based tool. The interoperability between
methodology. Revit® software is a well-known BIM-based tool. The interoperability between Civil
Civil 3D® and Revit® was analyzed in the case study. However, the complete integration into
3D® and Revit® was analyzed in the case study. However, the complete integration into Revit® of the
Revit® of the 3D model created by Civil 3D® was not successful because most of the elements were
3D model created by Civil 3D® was not successful because most of the elements were not recognized.
not recognized.

(a)

(b)

Figure 4. 3D modeling of the case study: (a) 3D model of the box culvert; and (b) general 3D model.
Infrastructures 2019, 4, x FOR PEER REVIEW 6 of 13

Infrastructures 2019, 4, 8
Figure 4. 3D modeling of the case study: (a) 3D model of the box culvert; and (b) general 6 of 13
3D model.
Revit® has no infrastructure-oriented component, so the possibility of creating new families of
objects Revit® hasfor
required no the
infrastructure-oriented
design of the rail track component, so the
was explored. possibility
It was decidedoftocreating newto
use Revit® families
generate of
objects required
families for the
of parametric design
objects of the
related railrailway
to the track was explored.with
components, It was decided
respect to thetogeometries
use Revit® to
and
generate families of parametric objects related to the railway components,
materials used in the case study: rails (UIC 60), bi-block concrete sleepers (VAX LU41 NG), and the with respect to the
geometries andtypes
corresponding materials used inDuring
of fastenings. the casethisstudy: rails (UIC
modeling, 60), bi-block
architecture, concrete
structure, sleepers
and Revit® (VAX
systems
LU41 NG), commands
component and the corresponding
were used. types of fastenings. During this modeling, architecture, structure,
and Revit® systems component
Based on the integration of two commands
familieswere used.
already existing in the BIM Library related to rail track
Based on the integration of two families
components—rail, sleeper, and fastening—and using the already existing
Railingincommand,
the BIM Library related to rail
on the Architecture tabtrack
and
components—rail,
in sleeper,
the Circulation panel, a newand fastening—and
Revit® family was using the
created inRailing
order tocommand, on the
represent the Architecture
complete tab
rail track:
and in the Circulation panel, a new Revit® family was created in order to represent
two rails, equidistant sleepers, and corresponding fastenings. In order to ensure the most accurate the complete rail
track: two of
placement rails,
the equidistant sleepers, and
rails in the fastenings, somecorresponding
parameters werefastenings.
changed,In order to ensure
e.g., Base the offset,
offset, Top most
accurate placement of the rails in the fastenings, some parameters were changed,
and Distance from previous. The Iberian track gauge of 1668 mm was adopted for this family. Figure e.g., Base offset, Top
5
offset, and Distance from previous. The Iberian track gauge
represents the 3D model of the rail track family created in Revit®. of 1668 mm was adopted for this family.
Figure 5 represents the 3D model of the rail track family created in Revit®.

Figure 5. 3D model of the rail track family created in Revit®.

Figure 5. 3D model of the rail track family created in Revit®.
The subgrade, sub-ballast, and ballast layers completed the 3D model of the basic rail track
The subgrade, sub-ballast, and ballast layers completed the 3D model of the basic rail track
infrastructure and superstructure components. These elements were created through the Structure tab,
infrastructure and superstructure components. These elements were created through the Structure
Foundation panel, and Slab command. The corresponding properties were the layer thickness and the
tab, Foundation panel, and Slab command. The corresponding properties were the layer thickness
material: sand and gravel in the case of subgrade and sub-ballast/ballast layers, respectively. By way
and the material: sand and gravel in the case of subgrade and sub-ballast/ballast layers, respectively.
of example, the subgrade was modeled as a slab with dimensions of 12.0 × 25.6 × 0.45 m3 . For the
By way of example, the subgrade was modeled as a slab with dimensions of 12.0 × 25.6 × 0.45 m3. For
geotextile and geogrid components, the procedure was similar: the thickness was 5.4 mm (arbitrated
the geotextile and geogrid components, the procedure was similar: the thickness was 5.4 mm
value), and a new material, polypropylene, was created, with the appropriate thermal and mechanical
(arbitrated value), and a new material, polypropylene, was created, with the appropriate thermal
properties, in addition to other product information (e.g., manufacturer and model).
and mechanical properties, in addition to other product information (e.g., manufacturer and model).
Finally, the drainage elements were included in the 3D model, using the Systems tab, Plumbing &
Finally, the drainage elements were included in the 3D model, using the Systems tab, Plumbing
Piping panel, and Pipe command. Two identical pipes, 25.68 m long and 400 mm in diameter, were
& Piping panel, and Pipe command. Two identical pipes, 25.68 m long and 400 mm in diameter, were
placed in a lateral position to the foundation layer.
placed in a lateral position to the foundation layer.
Figure 6 represents the 3D model of the complete rail track including drainage: a perspective
Figure 6 represents the 3D model of the complete rail track including drainage: a perspective
representation of the global 3D model (Figure 6a); a plan representation of the model (Figure 6b); and a
representation of the global 3D model (Figure 6a); a plan representation of the model (Figure 6b);
representation of the cross-section of the total rail track structure and lateral drainage pipes (Figure 6c).
and a representation of the cross-section of the total rail track structure and lateral drainage pipes
The interoperability between Civil 3D® and Revit® was also analyzed in terms of the terrain
(Figure 6c).
modeling. To import the terrain model, the Import CAD command was selected in the Import panel of
The interoperability between Civil 3D® and Revit® was also analyzed in terms of the terrain
the Insert tab. Then, the terrain surface was optimized using the Toposurface command in the Model Site
modeling. To import the terrain model, the Import CAD command was selected in the Import panel of
panel, Massing & Site tab. In a new tab, the Create command from Import was selected. Figure 7 shows
the Insert tab. Then, the terrain surface was optimized using the Toposurface command in the Model
the final terrain model that was obtained: plan view (Figure 7a) and longitudinal profile (Figure 7b).
Site panel, Massing & Site tab. In a new tab, the Create command from Import was selected. Figure 7
shows the final terrain model that was obtained: plan view (Figure 7a) and longitudinal profile
(Figure 7b).
Infrastructures 2019, 4, 8 7 of 13
Infrastructures 2019, 4, x FOR PEER REVIEW 7 of 13
Infrastructures 2019, 4, x FOR PEER REVIEW 7 of 13

(a)
(a)

(b)
(b)

(c)
(c)
Figure 6. 3D model of the complete rail track including drainage created in Revit®:
Figure
Figure 6.6.3D
3Dmodel
model
(a) perspective ofof
thethe complete
complete
representation therail
of rail track
track
global 3Dincluding
including
model; (b)drainage
drainage
plancreated created in of
in Revit®:
representation Revit®:
(a) perspective
the model;
(a) perspective
representation
and (c) the of representation
the global 3D model;
representation of the global 3D model;
(b) plan representation
of the cross-section (b) plan
of the
of the total representation
railmodel;
trackand of the model;
(c) the representation
structure and lateral
and (c)
of drainage the representation
the cross-section of the cross-section of the total rail track
pipes. of the total rail track structure and lateral drainage pipes. structure and lateral
drainage pipes.

(a)
(a)
(b)
Figure
Figure 7. 7.
3D 3Dmodel
modelofofthe
theterrain
terraincreated
created in
in Revit®:
Revit®:
(b) (a)(a) plan
planview;
view;and
and(b)
(b)longitudinal profile.
longitudinal profile.

3.2. 4DFigure 7. 3D model of the terrain created in Revit®: (a) plan view; and (b) longitudinal profile.
Modeling

3.2. 4D Modeling
Infrastructures 2019, 4, 8 8 of 13
Infrastructures 2019, 4, x FOR PEER REVIEW 8 of 13

3.2. 4DThe
Modeling
4D BIM includes the time parameter that was applied in the construction planning and
scheduling
The 4D ofBIM theincludes
rail track
therehabilitation.
time parameterNavisworks® was theinsoftware
that was applied used to create
the construction the and
planning 4D
model. The construction planning and scheduling can be created directly in Navisworks®
scheduling of the rail track rehabilitation. Navisworks® was the software used to create the 4D by means
of Microsoft
model. Project® import,
The construction or manually.
planning Due tocan
and scheduling theberestricted case study
created directly dimension, we
in Navisworks® byopted
meansforof
the manual process.
Microsoft Project® import, or manually. Due to the restricted case study dimension, we opted for the
manual Seven sets were created to illustrate the different construction phases: existing rail track;
process.
replacement of track; removal of ballast; substructure; application of geotextile and geogrid; new
Seven sets were created to illustrate the different construction phases: existing rail track;
ballast tamping; and final track tamping. Each set was created by selecting the components of the
replacement of track; removal of ballast; substructure; application of geotextile and geogrid; new ballast
geometric model that correspond to that phase. Subsequently, construction tasks were added,
tamping; and final track tamping. Each set was created by selecting the components of the geometric
including the planned beginning and end dates. In order to create the construction sequence, the
model that correspond to that phase. Subsequently, construction tasks were added, including the
TimeLiner command was used in the Home tab and Tools panel. The construction tasks were
planned beginning and end dates. In order to create the construction sequence, the TimeLiner command
manually introduced into the schedule plan. Each of the various sets was allocated to its respective
was used in the Home tab and Tools panel. The construction tasks were manually introduced into the
task.
schedule plan. Each of the various sets was allocated to its respective task.
A Gantt chart, concerning the rehabilitation of the rail track segment, was established directly
A Gantt chart, concerning the rehabilitation of the rail track segment, was established directly
within the Navisworks®. Using the capacity of this BIM viewer, each task was linked to the
within the Navisworks®. Using the capacity of this BIM viewer, each task was linked to the
correspondent construction component (ballast, substructure, geotextile, and geogrid). To
correspondent construction component (ballast, substructure, geotextile, and geogrid). To accomplish
accomplish this operation, the BIM model was created in a way that allowed the representation of
this operation, the BIM model was created in a way that allowed the representation of each construction
each construction step. As such, it was possible to establish adequate links between geometric
step. As such, it was possible to establish adequate links between geometric construction phases,
construction phases, representing the physical construction progress of the rail track rehabilitation,
representing
as illustratedthe
in physical
Figure 8.construction progress of the rail track rehabilitation, as illustrated in Figure 8.

Figure 8. Interface of Navisworks®: generation of the 4D BIM model.

Figure 8. Interface of Navisworks®: generation of the 4D BIM model.

Figure99 represents
Figure represents the
the construction
constructionphases:
phases:(a)(a)
existing railrail
existing track; (b) replacement
track; of track;
(b) replacement of track;
(c) removal of ballast; (d) substructure; € application of geotextile and geogrid; (f) new ballast
(c) removal of ballast; (d) substructure; € application of geotextile and geogrid; (f) new ballast tamping;
tamping; (g) final track tamping; and (h) rehabilitated rail track. The elements represented in green
(g) final track tamping; and (h) rehabilitated rail track. The elements represented in green were the
were the object of construction during the task, and the elements in red correspond to a removal or
object of construction during the task, and the elements in red correspond to a removal or demolition
demolition process as part of the task. The two tasks, “existing rail track” and “substructure”, were
process as part of the task. The two tasks, “existing rail track” and “substructure”, were not real, but
not real, but they were included with the aim of obtaining a more realistic simulation of the
they were included with the aim of obtaining a more realistic simulation of the construction phases.
construction phases. The simulation of the different tasks planned for the rail track rehabilitation
The simulation of the different tasks planned for the rail track rehabilitation was obtained through the
was obtained through the Simulate tab of the TimeLiner command.
Simulate tab of the TimeLiner command.
4. Discussion
Interoperability between systems plays a very important role in the BIM methodology. In
Figure 3, the links between BIM software packages represent the interoperability analyzed in the
case study. As already stated, difficulties were identified in terms of interoperability between some
systems. In some cases, interoperability was even impossible. Taking into consideration that the
 Infrastructures 2019, 4, x FOR PEER REVIEW 9 of 13

programs 2019,
Infrastructures used4,in
the case study analyses were all from Autodesk, interoperability seemed to
8 be13
9 of
guaranteed; but this could not be confirmed.

(a) (b)

(c) (d)

(e) (f)

(g) (h)
Figure9.9.4D
Figure 4Dmodel
modelofofthe
therail
railtrack
trackconstruction
construction inin Navisworks®:
Navisworks®: (a)(a) existing
existing rail
rail track;
track; (b) replacement
of(b) replacement
track; (c) removalof of
track; (c) (d)
ballast; removal of ballast;
substructure; (d) substructure;
(e) application (e) application
of geotextile of geotextile
and geogrid; and
(f) new ballast
geogrid; (g)
tamping; (f) new
finalballast tamping;and
track tamping; (g) final track tamping;
(h) rehabilitated railand (h) rehabilitated rail track.
track.

4. Discussion
The creation of 3D models was always possible, although with certain limitations, because
initially, the modeling
Interoperability wouldsystems
between be carried outaonly
plays veryin Civil 3D®.
important We
role inlater confirmed
the BIM that thisInprogram
methodology. Figure 3,
was not the most suitable for the BIM methodology. Whilst Civil 3D® allowed for the creation of 3D
the links between BIM software packages represent the interoperability analyzed in the case study.
representations quite correctly, the generated models were still based on lines and surfaces, as with
As already stated, difficulties were identified in terms of interoperability between some systems.
the traditional AutoCAD 2D® software. This situation introduced interoperability issues, which
In some cases, interoperability was even impossible. Taking into consideration that the programs used
have restricted the process for the definition of 4D models. The interoperability between the Revit®
in the case study analyses were all from Autodesk, interoperability seemed to be guaranteed; but this
and Navisworks® software packages facilitated the process of creating the tasks associated with the
could not be confirmed.
case study, with respect to the 4D modeling.
The creation of 3D models was always possible, although with certain limitations, because initially,
In BIM, it is possible to use tools that allow for extraction of a range of information from the
the modeling would be carried out only in Civil 3D®. We later confirmed that this program was
models created. One of the most important components of a project is the drawing outputs, and it is
not the most suitable for the BIM methodology. Whilst Civil 3D® allowed for the creation of 3D
representations quite correctly, the generated models were still based on lines and surfaces, as with
Infrastructures 2019, 4, 8 10 of 13

the traditional AutoCAD 2D® software. This situation introduced interoperability issues, which have
restricted the process for the definition of 4D models. The interoperability between the Revit® and
Navisworks® software packages facilitated the process of creating the tasks associated with the case
study, with respect to the 4D modeling.
In BIM, it is possible to use tools that allow for extraction of a range of information from the
Infrastructures
models created. 2019,
One4, x FOR PEER
of the REVIEW
most 10 ofit13is a
important components of a project is the drawing outputs, and
fundamental requirement that the designer can easily update them when changes and adjustments are
a fundamental requirement that the designer can easily update them when changes and adjustments
made to the project. Figure 10 presents the graphic representation of the horizontal view (Figure 10a)
are made to the project. Figure 10 presents the graphic representation of the horizontal view
and longitudinal profile (Figure 10b) of the rail track obtained from Civil 3D®. To obtain a drawing,
(Figure 10a) and longitudinal profile (Figure 10b) of the rail track obtained from Civil 3D®. To obtain
a rectangle was first created, using the Create View Frames command in the Drawing Production panel,
a drawing, a rectangle was first created, using the Create View Frames command in the Drawing
which was included in the Output tab. Then, to create the graphic outputs for alignment and the
Production panel, which was included in the Output tab. Then, to create the graphic outputs for
longitudinal
alignment and profile,
the the Create sheets
longitudinal command
profile, wassheets
the Create selected Drawing
in the was
command Production
selected panel and
in the Drawing
Output tab.
Production panel and Output tab.

(a)

(b)
Figure10.
Figure 10.Geometry
Geometryof
ofthe
the railway:
railway: (a)
(a) plan
plan view;
view;and
and(b)
(b)longitudinal profile.
longitudinal profile.

However,
However, drawings
drawings extractedfrom
extracted fromthe
the3D
3Dmodels
modelswere
weregenerally
generallyvery
veryincomplete,
incomplete, with respect to
to dimensions, annotations, and other informative text. Additional information,
dimensions, annotations, and other informative text. Additional information, identical identical to the
to the common
common information
information required inrequired
AutoCAD in AutoCAD 2D® software,
2D® software, was required.
was required.
Thequantities
The quantities of
of materials
materialswere
were a further typetype
a further of information extracted
of information from 3Dfrom
extracted models
3D models
(Civil 3D® and Revit®). This information was based on the measurement of the volumes ofof
(Civil 3D® and Revit®). This information was based on the measurement of the volumes ballast
ballast and
and sub-ballast, the surface areas of geotextile and geogrid, and also the volumes for earthworks
(landfills and excavations). It was likewise possible to extract information on rails, sleepers, and
drainage elements. The sole limitation was the impossibility of quantifying the sleepers and rails
because they were generated as a global parameter in Revit®, and not individually.
To ensure adequate and safe rail track behavior, monitoring of the quality of the construction
Infrastructures 2019, 4, 8 11 of 13

sub-ballast, the surface areas of geotextile and geogrid, and also the volumes for earthworks (landfills
and excavations). It was likewise possible to extract information on rails, sleepers, and drainage
elements. The sole limitation was the impossibility of quantifying the sleepers and rails because they
were generated as a global parameter in Revit®, and not individually.
To ensure adequate and safe rail track behavior, monitoring of the quality of the construction
and throughout the lifecycle of the railway infrastructure is crucial. Inspections are carried out to
monitor the track condition. According to the EN 13848-1 standard, the main track geometric quality
parameters are longitudinal leveling, transversal leveling, alignment, gauge, and twist. In Civil 3D®, it
was only possible to control two geometric parameters: the gauge and transversal leveling. Further
development is needed so that this very important functionality can be fully implemented in the
BIM methodology.
Finally, the 4D model created in Navisworks® was very useful for producing flow and Gantt
charts related to the planning and scheduling of activities.
The present work is focused, mainly, on the rehabilitation of a segment of railroad and not on
obtaining information concerning the inspection or irregularities found in specific points along the
track. However, as a complement to the present study, the inspection and control of the geometry is a
perspective of great interest, to be developed in future work.

5. Conclusions
Major efforts are currently being made towards achieving a more generalized implementation of
the BIM methodology in the domain of transport infrastructures, beyond specific components, e.g.,
tunnels, viaducts, and bridges. The aim of this paper was to contribute to this main goal through the
demonstration of an application to a rail track rehabilitation case study.
The application of the BIM methodology consisted of three phases: (1) creation of the project
model (3D); (2) planning and scheduling of the construction process (4D); and (3) extraction of diverse
model information. The objectives of these phases were achieved in general using different software
packages. The Civil 3D® and Revit® packages proved suitable for 3D modeling, including the rail
track, drainage, and catenary systems. Interoperability between these tools was analyzed. However,
the total integration into Revit® of the 3D model created by Civil 3D® was unsuccessful because most
of the elements were not recognized. Based on the integration of two rail track component families
existing in the BIM Library, a new Revit® family was created in order to represent the complete
rail track. The Navisworks® program was used to create the 4D model. Seven sets were created to
illustrate the different construction phases: existing rail track; replacement of track; removal of ballast;
substructure; application of geotextile and geogrid; new ballast tamping; and final track tamping.
It was also possible to establishing adequate links between geometric constructions, representing the
physical construction progress. The interoperability between the Revit® and Navisworks® packages
facilitated the process of creating the tasks associated with the case study, regarding the 4D modeling.
BIM tools allowed for extraction of diverse information from the created models: planning and
scheduling; quantities of materials; graphic outputs; and track geometry quality. This information is
useful for the design, construction, and exploration of transport infrastructure.
In the domain of transport infrastructure systems, the railways present specificities and complexity
that confer to BIM implementation a greater interest and importance. The highest safety exigencies
of the railway operation (e.g., high speed train) require more frequent monitoring and maintenance
operations. Additionally, the complexity of railway components and systems (infrastructure and
vehicles) requires better tools for data analysis and processing. In this sense, BIM will be a useful
methodology with enormous technical, economic, and environmental advantages along the railway
infrastructure lifecycle. The application of BIM-based tools to the case study described in this paper has
demonstrated that, in spite of certain difficulties and limitations, the methodology has great potential
and should be explored further.
Infrastructures 2019, 4, 8 12 of 13

For the future development of BIM implementation in the domain of transport infrastructures,
advancement of the development of families specific to transport infrastructures is recommended,
particularly in Revit®, so that projects can be modeled more easily and also be more complete and
realistic. Another important recommendation is the integration in the BIM methodology of an adequate
track inspection system that includes all the usual geometric parameters, so that maintenance planning
associated with quality control inspection tests can be integrated. It is also believed that the reported
issues on the interoperability between BIM tools will be overcome in the short term, taking into account
the current and foreseeable evolution of the digital systems.

Author Contributions: Conceptualization, J.N. and Z.S.; investigation, M.V.; methodology, M.V.; supervision,
J.N. and Z.S.; validation, J.N. and Z.S.; writing, original draft, J.N.; writing, review and editing, J.N. and Z.S.
Funding: This research received no external funding.
Acknowledgments: The authors acknowledge the Portuguese Railway Authority (“Infraestruturas de Portugal,
SA”) for the permission to use and disseminate the project information related to the case study.
Conflicts of Interest: The authors declare no conflict of interest.

References
1. Bryde, D.; Broquetas, M.; Volm, J.M. The project benefits of Building Information Modelling (BIM). Int. J.
Project Manag. 2013, 31, 971–980. [CrossRef]
2. Davies, R.; Crespin-Mazet, F.; Linne, A.; Pardo, C.; Ingemannson Havenvid, M.; Harty, C.; Ivory, C.;
Salle, R. BIM in Europe: Innovation networks in the construction sectors of Sweden, France and the UK.
In Proceedings of the 31st Annual ARCOM Conference, Lincoln, UK, 7–9 September 2015; pp. 1135–1144.
3. Li, J.; Li, N.; Peng, J.; Cui, H.; Wu, Z. A review of currently applied building information modeling tools of
constructions in China. J. Clean. Prod. 2018, 201, 358–368. [CrossRef]
4. López, F.J.; Lerones, P.M.; Llamas, J.; Gómes-García-Bermejo, J.; Zalama, E. A Review of Heritage Building
Information Modeling (H-BIM). Multimodal Technol. Interact. 2018, 2, 21. [CrossRef]
5. Ma, Z.; Liu, S. A review of 3D reconstruction techniques in civil engineering and their applications.
Adv. Eng. Inform. 2018, 37, 163–174. [CrossRef]
6. Pezeshki, Z.; Ivari, S.A.S. Applications of BIM: A brief review and future outline. Arch. Comput. Methods Eng.
2018, 25, 273–312. [CrossRef]
7. Bradley, A.; Li, H.; Lark, R.; Dunn, S. BIM for infrastructure: An overall review and constructor perspective.
Autom. Constr. 2016, 71, 139–152. [CrossRef]
8. Campestrini, F.; Garrido, M.; Scheer, S.; Freitas, M. Entendendo BIM; Campestrini, F., Ed.; Universidade
Federal do Paraná: Curitiba, Brazil, 2015. Available online: http://www.gpsustentavel.ufba.br/documentos/
livro_entendendo_bim.pdf (accessed on 26 December 2018).
9. Bensalah, M.; Elouadi, A.; Mharzi, H. Integrating BIM in railway projects: Review & perspectives for
Morocco & Mena. Int. J. Recent Sci. Res. 2018, 9, 23398–23403. [CrossRef]
10. Bensalah, M.; Elouadi, A.; Mharzi, H. BIM integration to railway—Literature & experiences critical
review. In Proceedings of the 11th International Colloquium of Logistics and Supply Chain Management
LOGISTIQUA 2018, Tangier, Morocco, 26–27 April 2018; Volume 11.
11. Costin, A.; Adibfar, A.; Hu, H.; Chen, S.S. Building Information Modeling (BIM) for transportation
infrastructure—Literature review, applications, challenges, and recommendations. Autom. Constr. 2018, 94,
257–281. [CrossRef]
12. Zak, J.; Macadam, H. Utilization of building information modeling in infrastructure’s design and construction.
IOP Conf. Ser. Mater. Sci. Eng. 2017, 236, 012108. [CrossRef]
13. Blanco, F.G.B.; Chen, H. The implementation of Building Information Modelling in the United Kingdom by
the Transport Industry. Procedia Soc. Behav. Sci. 2014, 138, 510520. [CrossRef]
14. Fanning, B. Impacts and Benefits of Implementing BIM on Bridge and Infrastructure Projects. Master’s Thesis,
Colorado State University, Fort Collins, CO, USA, 2014.
15. Noor, B.A.; Yi, S. Review of BIM literature in construction industry and transportation: Meta-analysis.
Constr. Innov. 2018, 18, 433–452. [CrossRef]
16. Suchocki, M. The BIM-for-rail opportunity. WIT Trans. Built Environ. 2017, 169, 37–44. [CrossRef]
Infrastructures 2019, 4, 8 13 of 13

17. Huang, S.-F.; Chen, C.-S.; Dzeng, R.-J. Design of Track Alignment Using Building Information Modeling.
J. Transp. Eng. 2011, 137. [CrossRef]
18. Norberg, A. Implementing Building Information Modeling within the Railway Sector. Master’s Thesis,
Chalmers University of Technology, Göteborg, Sweden, 2012.
19. Lee, S.-H.; Park, S.I.; Park, J.; Seo, K.-W. Open BIM-Based Information Modeling of railway bridges and its
application concept. Comput. Civil Build. Eng. 2014. [CrossRef]
20. Sanchez, A.X.; Kraatz, J.A.; Hampson, K.D.; Loganathan, S. BIM for sustainable whole-of-life transport
infrastructure asset management. In Proceedings of the Sustainability in Public Works Conference,
Tweed Heads, Australia, 27–29 July 2014.
21. Smith, S. Building information modelling—Moving Crossrail, UK, forward. Proc. Inst. Civil Eng. Manag.
Procure. Law 2014, 167, 141–151. [CrossRef]
22. Porto, M.F.; Falcão, P.C.; Franco, J.R.Q.; Baracho Porto, R.M.A.; Nunes, N.T.R. Automatic Analysis of
Standards in Rail Projects. J. Syst. Cybern. Inform. 2015, 13, 39–44.
23. Shr, J.-F.; Liu, L.-S. Application of BIM (Building Information Modeling) and GIS (Geographic Information
System) to railway maintenance works in Taiwan. J. Traffic Transp. Eng. 2016, 4, 18–22. [CrossRef]
24. Augele, V. Comparative Analysis of Building Information Modelling (BIM) and RailTopoModel/railML in View
of Their Application to Operationally Relevant Railway Infrastructure; Project Paper in the Field of Intelligent
Transportation Systems; Technical University od Dresden: Dresden, Germany, 2017.
25. Kurwi, S.; Demian, P.; Hassan, T.M. Integrating BIM and GIS in railway projects: A critical review.
In Proceedings of the 33rd Annual ARCOM Conference, Cambridge, UK, 4–6 September 2017; pp. 45–53.
26. Transport and Main Roads. Building Information Modelling (BIM) for Transport and Main Roads; A Guide
to Enabling BIM on Road Infrastructure Projects; Department of Transport and Main Roads: State of
Queensland, Fortitude Valley, Australia, 2017.
27. Nuttens, T.; De Breuck, V.; Cattor, R.; Decock, K.; Hemeryk, I. Using Bim models for the design of large rail
infrastructure projects: Key factors for a successful implementation. Int. J. Sustain. Dev. Plan. 2018, 13, 73–83. [CrossRef]
28. Tveit, M.; Gjerde, K. Using building information modelling for planning a highspeed rail project in Norway.
Proc. Inst. Civil Eng. Civil Eng. 2018, 171, 121–128. [CrossRef]
29. Leone, M.; D’Andrea, A.; Loprencipe, G.; Malavasi, G.; Bernardini, L. Building information modeling (BIM):
Prospects for the development of railway infrastructure industry. In Proceedings of the AIIT, International
Congress on Transport Infrastructure and Systems, Rome, Italy, 10–12 April 2017; pp. 547–553. [CrossRef]
30. Chong, H.Y.; Lopez, R.; Wang, J.; Wang, X.; Zhao, Z. Comparative analysis on the adoption and use of BIM
in road infrastructure projects. J. Constr. Eng. Manag. 2016, 32, 1–13. [CrossRef]
31. Bensalah, M.; Elouadi, A.; Mharzi, H. Optimization of cost of a tram through the integration of BIM:
A theoretical analysis. Int. J. Mech. Prod. Eng. (IJMPE) 2017, 5, 138–142.
32. Shin, M.H.; Lee, H.K.; Kim, H.Y. Benefit–Cost Analysis of Building Information Modeling (BIM) in a railway
site. Sustainability 2018, 10, 4303. [CrossRef]
33. Kenley, R.; Toby, H.; Ali, B. BIM interoperability limitations: Australian and Malaysian rail projects.
In Proceedings of the MATEC Web of Conferences, 4th International Building Control Conference 2016
(IBCC 2016), Kuala Lumpur, Malaysia, 7–8 March 2016; Volume 66. [CrossRef]
34. CRBIM. Research of Railway BIM Data Standard. Draft version for buildingSMART; China Railway BIM Alliance:
Beijing, China, 2015.
35. Neves, J.; Lima, H.; Rodrigues, F. The use of geosynthetics in the construction and rehabilitation of
transportation infrastructures in Portugal. Workshop 1: Geosynthetics in Transportation Geotechnics.
In Proceedings of the 3rd International Conference on Transportation Geotechnics, Guimarães, Portugal,
4 September 2016; pp. 39–42, ISBN 978-972-8692-98-8. [CrossRef]
36. Vilela, M. BIM Implementation to Transport Infrastructure. Master’s Thesis, Instituto Superior Técnico,
University of Lisbon, Lisbon, Portugal, 2018. (In Portuguese)
37. Queirós, B. Application of geogrids in rail renovation works—Case study. In Proceedings of the 1st Seminar
on Transportation Geotechnics, Lisbon, Portugal, 12–13 October 2017. [CrossRef]

© 2019 by the authors. Licensee MDPI, Basel, Switzerland. This article is an open access
article distributed under the terms and conditions of the Creative Commons Attribution
(CC BY) license (http://creativecommons.org/licenses/by/4.0/).