Evaluation of railway capacity

This paper describes the relatively new UIC 406 method for calculating capacity consumption on railway lines. The UIC 406 method is an easy and effective way of calculating the capacity consumption, but it is possible to expound the UIC 406 method in different ways which can lead to different capacity consumptions. This paper describes the UIC 406 method and how it is expounded in Denmark. The paper describes the importance of choosing the right length of the line sections examined and how line sections with multiple track sections are examined. Furthermore, the possibility of using idle capacity to run more trains is examined. The paper presents a method to examine the expected capacity utilization of future timetables. The method is based on the plan of operation instead of the exact (known) timetable. At the end of the paper it is described how it is possible to make capacity statements of a railway network. Some of the aspects which have to be paid attention to making annual capacity statements are presented too

Capacity Statement for Railways

The subject “Railway capacity” is a combination of the capacity consumption and how the capacity is utilized. The capacity utilization of railways can be divided into 4 core elements: The number of trains, the average speed, the heterogeneity of the operation, and the stability. This article describes how the capacity consumption for railways can be worked out, and analytical measurements of how the capacity is utilized. Furthermore, the article describes how it is possible to state and visualize railway capacity. Having unused railway capacity is not always equal to be able to operate more trains. This is due to network effects in the railway system and due to the fact that more trains results in lower punctuality

Railway capacity

In the first part of the thesis, the concepts of railway capacity and capacity consumption are defined. Experts have in the past defined railway capacity in many different ways. This thesis outlines some definitions of railway capacity and capacity consumption, including the definition of railway capacity in accordance with the UIC code 406 (2004), given by the International Union of Railways in order to standardize the definition of railway capacity. Capacity and capacity consumption are directly dependent on four parameters based on the available infrastructure, actual timetable and rolling stock. These four parameters are the number of trains, average speed, timetable stability and heterogeneity. The second part of the thesis describes some analytical, micro-simulation, statistical and optimization methods for the evaluation of capacity, capacity consumption and consequently the reliability of railway services. The process of determining capacity consumption using the UIC 406 capacity method, which is based on the timetable compression within a predefined time window for each single line section, is described more precisely. Rules for timetable compression, dividing the line network into line sections, calculation of capacity consumption, recommended values of capacity consumption and the possibility of using unused capacity to operate more trains are described. Some paradoxes of the UIC 406 capacity method are also discussed.\ud In the practical part of the thesis, train operation on the railway line Ljubljana - Jesenice is simulated using the computer software OpenTrack. Based on the output data, I evaluated capacity consumption of the line section Kranj - Jesenice. I showed how the level of capacity consumption differs depending on the length of the line sections, number of tracks and heterogeneity of operation and speed

Application of Multicriteria Decision-Making Methods in Railway Engineering: A Case Study of Train Control Information Systems (TCIS)

In order to improve its position in the transport market railway, as a complex system, it has to fulfill a number of objectives such as increased capacity and asset utilization, improved reliability and safety, higher customer service levels, better energy efficiency and fewer emissions, along with increased economic viability and profits. Some of these objectives call for the implementation of maximum values, while some of them require minimum values. Additionally, some can be expressed quantitatively, while some, for example, customer service, can be described qualitatively through a descriptive scale of points. The application of MCDM in railway engineering can play a significant role. Therefore, the major objective of this chapter is the review of the application of MCDM methods in railway engineering. As one of the means in achieving the objectives of railways and above all the utilization of capacity are Train Control Information Systems (TCIS). Based on that, the aim of this chapter is the evaluation of the efficiency of TCIS in the improvement of railway capacity utilization through defined technical-technological indicators. The non-radial Data Envelopment Analysis (DEA) model for the evaluation of TCIS efficiency in improvement of utilization of railway capacity using the selected indicators is proposed. The proposed non-radial DEA model for TCIS efficiency evaluation in using railway capacity could be applied to an overall network or for separate parts of railway lines

Railway Capacity Enhancement with Modern Signalling Systems – A Literature Review

In times of ever stronger awareness of environmental protection and potentiation of a beneficial modal split, the railway sector with efficient asset utilization and proper investment planning has the highest chance of meeting customer expectations and attracting new users more effectively. Continuous increase in railway demand leads to an increase in the utilization of railway infrastructure, and the inevitable lack of capacity, a burning problem that many national railways are continually facing. To address it more effectively, this paper reviews available methodologies for railway capacity determination and techniques for its enhancement in the recent scientific literature. Particular focus is given to the possibility of increasing railway capacity through signalling systems and installing the European Train Control System (ETCS). The most important relationships with segments of existing research have been identified, and in line with this, the directions for a potential continuation of research are suggested

Calculation Model of Railway Capacity Price in the Czech Republic

This paper presents a pricing model of railway infrastructure capacity allocation functioning as a regulatory measure while fulfilling the regulatory requirements on railway infrastructure capacity allocation. The prices of railway infrastructure capacity allocation will be modelled with regard to all economically justifiable costs of railway infrastructure capacity allocation. The structure of model has been developed as a set of calculation sheets in Microsoft Excel. The recommended prices for railway capacity have been found by simulation of a set of variants and the recommendation is done for different operational conditions in an individual way. It analyses different products offered by the railway infrastructure capacity allocator both in the annual working timetable mode, and in the individual ad hoc mode. The aim of the proposed model is to motivate not only railway undertakings, but also the railway infrastructure capacity allocator to submit requests for railway infrastructure capacity in the annual working timetable mode rather than in the individual ad hoc mode. The total price is then verified to the cost of railway infrastructure capacity allocation. This process then ensures the regulation of the demand of railway undertakings on the given route and can influence the decision about the use of the product offered

Central city railway capacity – making better use of existing infrastructure

Australia’s east coast capital cities have emerging issues with the capacity of the central city component of their urban railway networks. In each case major investment has been proposed but deferred as a result of other funding priorities. In Sydney’s case there are no current commitments, even though existing capacity is considered insufficient for growth. This is a particularly important issue, with work now starting on the North West Rail Link and partial funding available for the Epping-Parramatta line. However, there may be much less costly options than the rail tunnel options that were proposed in the 2005 and 2010 Sydney plans. These other options draw on simple operational principles and legacy infrastructure. The original plans for the City Railway envisaged a much more intensively used network than is presently the case, and drew on contemporary international examples. This paper shows that existing infrastructure in the vicinity of the Harbour Bridge can offer significantly greater capacity than is currently used, and suggests how this may be utilised to take the growth in the medium term. It draws on the early documentation, operational analysis and international examples for this purpose