|Title:||Sustainable global service intention as objective for controlling railway network operations in real time|
|Authors :||Wüst, Raimond Matthias|
|Proceedings:||Proceedings of the WCRR 2008|
|Conference details:||8th World Congress on Railway Research (WCRR 2008), Seoul, Korea, 18-22 May 2008|
|License (according to publishing contract) :||Licence according to publishing contract|
|Type of review:||Not specified|
|Subjects :||Network scheduling; Real-time rescheduling; Time based operations and track control; Service intention|
|Subject (DDC) :||380: Communications and transportation|
|Abstract:||Public transport in Switzerland is based on a regular periodic timetable connecting long distance and regional train services with local bus services and tourist ship lines. Thanks to this integrated periodic timetable it is possible to offer connections on a point to point network at reasonably high frequencies. The commercial idea behind this offer can be called global service intention (GSI). In case of operational disturbances it is a significant challenge for the Swiss Federal Railways (SBB) to find the best substitution which is available for a delayed or disrupted train service in the given case. The criteria for a good or even the best substitution must attempt to minimize annoyance caused to patrons and hence can be defined in terms of the total delay time of all the passengers concerned by the disturbance. Some years ago, SBB (together with the ETH Zurich) started to investigate how the GSI can be decomposed into smaller manageable subunits, the local service intentions (LSI) which are defined for areas around stations with saturated traffic density. In addition methods have been developed how LSI?s can be converted automatically into local timetables or production plans. On the other hand a new planning concept is currently introduced in SBB. This concept is based on discrete time slots within which trains can enter, exit or pass through saturated station areas. These time slots are called Pulses and have a temporal extent of about the minimum headway in the entry or exit corridor of the station area. Different trains are able to move either at the same time on non conflicting routes or within different time slots on conflicting routes. Due to this discretisation of the scheduling problem into rather course but intelligent temporal and spatial units the solution space is considerably reduced compared to a continuous scheduling problem. As a consequence semi automatic or even manual rescheduling of arrival, departure and travel times and simultaneously associating conflict free tracks in real time are possible in practice. In 2006 SBB has started to implement a feasibility test of the core component of the new concept in Lucerne. The core component consists of the real time rescheduling based on the monitoring of train travel and departure times, associating new time slots in case of exceeded tolerances and communicating the new time slots and new target departure and travel times to the train drivers, train guards and operators. Thanks to the strict time control the dispersions of departure and travel times can be significantly reduced (up to 80%). Operational reserves become much more transparent and manageable. This is an important requirement for increasing capacity of saturated station areas and optimising the local service intention in case of operational irregularities. It is intended that in a next step several saturated station areas are controlled together. This will allow SBB to optimise dispatching criteria in terms of the global service intention (with respect to the controlled test area). The impact for SBB will be to change the key performance indicator from the average punctuality of trains to minimum annoyance caused to patrons, for example measured as the average total trip delay.|
|Departement:||School of Engineering|
|Organisational Unit:||Institute of Data Analysis and Process Design (IDP)|
|Publication type:||Conference paper|
|Appears in Collections:||Publikationen School of Engineering|
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