Multilevel Advanced Railways Conflict resolution and Operation control (MARCO) D 3.1 User Requirements - Part I

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1 D 3.1 User Requirements - Part I TR 1037 Project Title Multilevel Advanced Railways Conflict resolution and Operation control Deliverable Type PU Deliverable Number D 3.1 Contractual date of delivery to the Commission Actual date of delivery to the Commission Title of the deliverable User Requirements Work package contributing to the deliverable WP 3 Nature of the deliverable SP Author(s) Holm Hofestädt (C5), Wolf-Rüdiger Runge (C5), Holger Waschke (C5), Freddy De Vilder (C7), Heikki Viika (A1.1), Anssi Suutari (A1.1), Francesca Zainetti (C1), Andrea Valcada (C1), Paolo Ciucci (C1), GiovanniCapuano (C1) C. Zacchetti (C2), R. Seghini(C2), E. Kluzer(C2), Clive Osman(C6), Ralf Kaminsky (C8) Abstract The User Requirement report is based on a questionnaire and integrates information about the requirements of European railway authorities. It contains typical conflict types in railway operation, requirements, and goals for conflict management systems. Keyword list User requirements, conflict definitions, constraints, demonstrators, conflicts, railway operation, conflict detection, conflict resolution Pfadname: C:\BR PUBLIC\MARCO D3.1\T03731.DOC

2 D 3.1 User Requirements - Part II

3 EXECUTIVE SUMMARY The objectives of the MARCO (Multilevel Advanced Railways Conflict resolution and Operation control) project are to develop a set of tools, algorithms and technologies for conflict detection and resolution in a wide range of real time applications within railway and metro networks. Using multilayered supervision systems for traffic control this project will improve conflict resolution sub-systems for High Traffic Areas (HTA), which include complex junctions, stations and local lines, and for Global Area Networks (GAN) including HTAs and connecting main lines. In workpackage WP 3 of the MARCO project the specification of user needs and application requirements are collected. The WP 3 partners obtained the information about the user requirements from several railway authorities and companies. In order to obtain structured information a questionnaire was used by the partners. This questionnaire was provided for the purpose of collecting user requirements in a systematic and structured way in order to supply a sound basis for future GAN, HTA, and line management systems. The results are documented in the present deliverable D3.1. The important subjects of the user requirements are the organization units and levels of disposition, the significant types of conflicts which are handled by several levels of the management systems, the goals for conflict resolution, the interfaces to other systems, the conflict visualisation for the dispatcher-mmi and the time constraints for conflict detection and resolution. Siemens AG 09/07/ of 3

4 The present deliverable D3.1 documents the relevant user requirements for the several levels of disposition and the integrated feedback of the questionnaire. The questionnaire was structured into the following chapters: definition of basic terms and abbreviations questions concerning general railway management organization structures state of the art in railway dispatching mechanisms and tools user requirements expected benefits and problems The following railway companies have been investigated: Azienda Trasporti Municipali (ATM) British Rail (BR) Deutsche Bahn AG (DB) Ferrovie dello Stato (FS) Nationale Maatschappij der belgische Spoorwegen (NMBS) Valtion Rautatiet (VR) The general findings are: there are existing typical conflict types which should be handled by different levels of disposition conflict detection should be done completely in an automatic way rules and experience together with highly automated tools should be used for conflict resolution the goals of conflict resolution and train running optimization are generally a minimization of a (train) delay sum Siemens AG 09/07/ of 3

5 D 3.1 User Requirements - Part III Revision Report Version Date Note 0 17/06/96 draft version 1 28/06/96 final version 2 09/07/96 Deliverable to EC

6 1 INTRODUCTION PURPOSE SCOPE DEFINITIONS DEF.: LINE DEF.: JUNCTION (TERMINUS) DEF.: LINE MANAGEMENT (LM) DEF.: HIGH TRAFFIC AREA (HTA) DEF.: GLOBAL AREA NETWORK (GAN) FUNCTIONAL REQUIREMENTS HTA CONFLICT TYPES Train headway conflict Description Example Presentation to the users Measures taken...27 Siemens AG 09/07/ of 104

7 Potential constraints Train passing conflicts Description Example Presentation to the users Measures taken Potential constraints Route conflicts (in interlocking system) Platform assignment conflicts Textual description Examples Presentation to the user Measures taken Potential constraints Dynamic schedule synchronisation conflicts., train connection Description Examples...33 Siemens AG 09/07/ of 104

8 Presentation to the users Measures taken Potential constraints Local load peak conflicts in a junction Description Examples Measures taken Potential constraints Convergence conflicts Description Example Presentation to the users Measures taken Potential constraints GAN CONFLICT TYPES Locked tracks Textual description...44 Siemens AG 09/07/ of 104

9 Examples Presentation to the user Measures taken Potential constraints Fouling of gauge Textual description Examples Presentation to the user Measures taken Potential constraints Dynamic schedule synchronization conflicts, train connection Description Example Presentation to the users Measures taken Potential constraints Path assignment conflicts / re-routing conflicts Siemens AG 09/07/ of 104

10 Description Example (figure 5.2-2) Presentation to the user Measures taken Potential constraints Local load peak conflicts on a line Local load peak conflicts in a junction Impact of conflicts in neighboured railways Description Examples (figure 5.2-3) Presentation to the users Measures taken Potential constraints Conflicts with additionally inserted trains Description Example (figure 5.2-4) Presentation to the user...62 Siemens AG 09/07/ of 104

11 Measures taken Potential constraints Roster conflicts description Example (figure 5.2-5) Presentation to the users Measures taken Potential constraints LINE CONFLICT TYPES (MAIN LINE RAILWAYS) Train headway conflict Description Example Presentation to the users Measures taken Potential constraints Train meeting conflicts Description...71 Siemens AG 09/07/ of 104

12 Example Presentation to the users Measures taken Potential constraints Train passing conflicts Description Example Presentation to the users Measures taken Potential constraints Locked tracks Textual description Examples Presentation to the user Measures taken Potential constraints LM route conflicts (in interlocking system) Siemens AG 09/07/ of 104

13 Textual description Examples Presentation to the user Measures taken Potential constraints Local load peak conflicts on a line Description Examples Measures taken Potential constraints Conflicts with additionally inserted trains Description Example Presentation to the users Measures taken Potential constraints LINE CONFLICT TYPES (METRO; ATM) Siemens AG 09/07/ of 104

14 5.4.1 Train headway conflict Description Examples Presentation to the users Measures taken Potential Constraints Route conflicts (in interlocking system) Description Example Presentation to the users Measures taken Potential constraints GOALS GOALS FOR HTA-MANAGEMENT GOALS FOR GAN-MANAGEMENT GOALS FOR LINE-MANAGEMENT INTERFACES + MMI...97 Siemens AG 09/07/ of 104

15 7.1 INTERFACES AND MMI - HTA-MANAGEMENT INTERFACES AND MMI - GAN-MANAGEMENT INTERFACES AND MMI - LINE-MANAGEMENT TIME CONSTRAINTS TIME CONSTRAINTS - HTA-MANAGEMENT TIME CONSTRAINTS - GAN-MANAGEMENT TIME CONSTRAINTS - LINE Siemens AG 09/07/ of 104

16 ANNEX 1: FILLED QUESTIONNAIRE A: Definitions of basic terms and abbreviations B: Questions concerning general railway management organization structure C: State of the art in railway disposition mechanisms and tools Current status of LM, HTA-M, GAN-M D: User requirements for LM, HTA-M, GAN-M ANNEX 2: ADDITIONAL COMMENTS TO QUESTIONS OF THE QUESTIONNAIRE 1: Introduction 2: Notes by FS 3: Notes by ATM 4: Notes by BRR 5: Notes by NMBS Siemens AG 09/07/ of 104

17 ABBREVIATIONS: Used abbreviation in this document ABB-S ABB-T ATM BR BRR DB / DB-AG DSB FS GAN / GAN-M HTA / HTA-M IVE LM NMBS (SNCB) SNCF SJ VR Meaning Asea Brown Bovery - Signal Oy Asea Brown Bovery - Tecnomasio SpA Azienda Trasporti Municipali British Rail British Rail Research Deutsche Bahn AG Danish Bahn Ferrovie dello Stato Global Area Network / -Management High Traffic Area / -Management Institut für Verkehrswesen, Eisenbahnbau und -betrieb der Universität Hannover Line Management Nationale Maatschappij der Belgische Spoorwegen (Société Nationale des Chemins de fer Belges) Société Nationale des Chemins de fer France Statens Järnvägar Valtion Rautatiet Siemens AG 09/07/ of 104

18 1 INTRODUCTION The objectives of the MARCO (Multilevel Advanced Railways Conflict resolution and Operation control) project are to develop a set of tools, algorithms and technologies for conflict detection and resolution in a wide range of real time applications within railways and metros networks. Referring to multilayered supervision systems for traffic controlling this project will improve conflict resolution sub-systems for High Traffic Areas (HTA), which include complex junctions, stations and local lines, and for Global Area Networks (GAN) including HTAs and connecting main lines. In workpackage WP 3 of the MARCO project the user needs and application requirements have been collected. In order to get well structured information a questionnaire was used by the partners. In the first section of the questionnaire, normal methods used by the dispatcher will be identified. Then through knowledge of the current situation of conflict detection, resolution and operation control, provided by several railway companies or railway authorities, the user requirements for different levels of disposition are gained by analysis in work package WP 3. The results of this collection are documented in present deliverable D3.1. First, definitions of terms used in later chapters are given. Then, the relevant conflicts are described and an example for each individual conflict is given. Possible measures and constraints are explained. Then, the goals of train operation are represented like they were indicated by the interviewed users. The last two chapters are describing interfaces between the different system-levels, between dispatcher and machine (MMI = man machine interface) and time constraints for optimization. Siemens AG 09/07/ of 104

19 2 PURPOSE The purpose of this deliverable is to serve as a basis for next phases of the MARCO project: the functional analysis and specification the algorithms work package the specification and implementation of the demonstrators the evaluation phase 3 SCOPE The WP 3 partners agreed, that each partner takes care of the requirements of one or more railway companies. Using the questionnaire requirements of the following railway companies have been collected: Azienda Trasporti Municipali (ATM) British Rail (BR) Deutsche Bahn AG (DB) Ferrovie dello Stato (FS) Nationale Maatschappij der belgische Spoorwegen (NMBS) Valtion Rautatiet (VR) Except ATM these railway authorities are (or will be) split into different divisions for infrastructure and operation (by EC-guideline 91/440/EWG from 1991). Also, they have several users of the infrastructure. They all require multiple levels of dispatching: a linemanagement (LM) level, a global area network management (GAN-M) and a high traffic area management (HTA-M) level including only station management of heavy rail. Siemens AG 09/07/ of 104

20 Levels of dispatching are required to be organized hierarchical and GAN-M should be the highest level. The levels of dispatching either issue instructions and orders or act directly to the control level. Siemens AG 09/07/ of 104

21 4 DEFINITIONS Definition of the multi-level structure for conflict resolution 4.1 DEF.: LINE A line is defined as a railway interconnection between two locations A and B. Any line can consist of one or more parallel tracks or include intermediate stations where simple operations on trains can occur like halts, passing or meeting other trains or changing train personnel. A A B B A B A B Figure Examples of lines 4.2 DEF.: JUNCTION (TERMINUS) For our purposes a junction or terminus is a railway facility with particular features: A junction can be a source and destination for lines. In a junction different lines may cross or meet. Siemens AG 09/07/ of 104

22 1st line: From A over junction X to B B X 2nd line: From C to junction X A C Figure Example of a junction as a source of a second line Figure Examples of junction and terminus designs 4.3 DEF.: LINE MANAGEMENT (LM) The line management handles all trains on a selected line. The purpose of the LM is to control the throughput of a line. To reduce the influence of any disturbance it is possible to make use of any resources of the line. Examples for generally applied measures in LM are: Siemens AG 09/07/ of 104

23 to let a train wait on a separate track to let a train drive faster or slower to let a train change tracks at a station Simple junctions (like in figure 4.2-2) along a line and forking lines (figure 4.2-1) are possibly handled by one LM (figure 4.3-1). E A Line 3 (E-Y) D Line 2 (B-D) B X junction Y fork Line 1 (A-C) LM for line 2 handles fork Y and junction X. Line 1 and 3 are handled by its own LMs. C Figure Example of several LM responsibilities A line management provides suitable interfaces to other management systems (e.g. the below defined HTA and GAN). Furthermore a LM is characterised by typical parameters: the preview time the reaction time for conflict resolution Values for these parameters have to be provided by the customers. Typical values are one or two hours for preview and few minutes for conflict resolution. Siemens AG 09/07/ of 104

24 4.4 DEF.: HIGH TRAFFIC AREA (HTA) In our context the high traffic area is regarded to be a set of junctions and line segments embedded in an urban territory. Generally, a HTA may be a sub-net of a complex traffic area (like figure 4.4-1) or may be a big station with extensive infrastructure. The HTA-management is generally subdivided in few control domains that extends to the border of a big city and its infrastructure. railway lines urban rail single junction Figure Example of a HTA : Milan Junction A HTA-management (HTA-M) acts independently from any LM. Thus, the LM responsibility begins and ends at the borders of a HTA. The HTA-M make use of its own resources to handle conflicts taking into account constraints of synchronisation for passengers, personnel, and rolling stock, e.g.: changing the train-to-platform assignment rerouting trains inside the HTA let trains wait on separate tracks Siemens AG 09/07/ of 104

25 HTAs are also characterised by their typical preview and reaction times. Like in the LM, these parameters are to be provided by the customers. Typical values for Milan junction are around 30 minutes preview and 10 minutes for conflict resolution. Such values may strongly vary depending on application. Siemens AG 09/07/ of 104

26 4.5 DEF.: GLOBAL AREA NETWORK (GAN) A GAN provides an overview of a complete (regional) railway network (figure 4.5-1) and is represented as an abstract graph. The edges of the graph are the lines, the nodes are junctions and HTAs. Lines, junctions and HTAs are represented without respect to their real construction details. HTA junction line to neighboured railway networks Figure Example of a GAN with several lines (with our without intermediate stations), junctions, a HTA, and connections to an external railway network (e.g. another GAN). It is important to remark here, that the GAN-management (GAN-M) does not handle all individual track segments or switches. It also does not handle line-management or junction-management issues. The tasks of the GAN-M are: to collect data from all lines, junctions and HTAs to manage conflicts which cannot be resolved by the local management system Siemens AG 09/07/ of 104

27 to insert additional unscheduled trains to redirect trains to other routes if necessary to balance the load of the network Like LM and HTA-M, characteristical preview and reaction times are to be provided by the customers. Typical values for the preview time are between 45 and 180 minutes and 20 minutes for conflict resolution. Siemens AG 09/07/ of 104

28 5 FUNCTIONAL REQUIREMENTS A major goal of the deliverable is to find the most important conflicts in railway operation. In order to arrive at a common understanding of basic conflict types we provide detailed definitions in this section. This definitions include: textual description, examples, suitable presentation to the user (MMI), measures taken and potential constraints separated to HTA-M, LM and GAN-M. The definition of conflict types is distinguished by levels of disposition, accordingly to the following list: type of conflict HTA GAN Line (main Line (metro) line railway) train headway conflict (track usage) x x x train meeting conflicts x train passing conflicts x x locked tracks (unavailability of tracks or switches) x x x fouling of gauge x route conflicts (in interlocking system) x x x Siemens AG 09/07/ of 104

29 platform (berth) conflicts x dynamic schedule synchronisation conflicts, train connection x x re-routing conflicts x local load peak conflicts (hot spots) on a line x x local load peak conflicts in a junction x x impact of conflicts in neighboured railways x conflicts with additionally inserted trains x x roster conflicts x convergence conflicts x The evaluation must be carried out distinctively at the levels of disposition and railway authority organisations, because railway-systems which include only local traffic, have special requirements and deviate conflict situations. ATM is a metro with such specific problems. Siemens AG 09/07/ of 104

30 5.1 HTA CONFLICT TYPES Train headway conflict Description HTA train headway conflict: a train in HTA must unwanted slow down or stop because of the unavailable headway. To assure the safety of traffic, trains must have sufficient headway. Length of the headway depends on the used speed of train type and possible speed limitations of the track. In area with high traffic density the possible delay or malfunction may violate the route conditions which provide the headway. In HTA the large number of lines and tracks makes the examined network for conflict detection and resolution more complex, but also provides more possible solutions for the conflicts Example C Track Headway Route Signal P1 Platform Train P2 P1 B A Figure Siemens AG 09/07/ of 104

31 Figure above shows a part of one HTA. Two trains A and B are running through the HTA after train C has arrived platform P1. Arrows show the traffic directions of the trains. If train C is delayed it forces train B and train A to slow down or stop. Below is arrangement that has the headways needed for trains and also a route for train C. In this case both trains are rerouted and the platform of train C is changed. Track Headway Route Signal P1 Platform Train Figure Presentation to the users track diagram notification Measures taken adjust the speed of the train -> line management reroute the train change platform Siemens AG 09/07/ of 104

32 Potential constraints number of tracks speed limitation number of possible routes Train passing conflicts Description HTA train passing conflict: two trains in HTA are not able to pass as planned in timetable. Passing are arranged to provide the fluent traffic and to decrease delays of preferred train. In area with high traffic density the possible delay or malfunction may violate the route conditions which provide the passing. In HTA the large number of lines and tracks makes the examined network for conflict detection and resolution more complex, but also provides more possible solutions for the conflicts. Siemens AG 09/07/ of 104

33 Example Below is a planned passing of trains A and B. Train A is taken aside to the side track (1) which gives train B a free track to pass the HTA (2). Train A is send to the track behind train B (3). 1 Track Route A Signal Train 2 3 Train B A Figure If the side track that train A used in passing is unavailable, passing conflict in HTA occurs. Siemens AG 09/07/ of 104

34 Below is an example where the other side track of the area provides a solution for the conflict. Track 1 Route Signal A Train 2 3 B A Figure Presentation to the users track diagram notification Measures taken reroute the train Potential constraints length of track number of possible routes Siemens AG 09/07/ of 104

35 5.1.3 Route conflicts (in interlocking system) Please refer to section for the equivalent conflict in line management Platform assignment conflicts Textual description A train cannot be received at the scheduled platform Examples - The platform is still occupied by the delayed previous train - The arriving train is in delay and the platform is already occupied by next train Presentation to the user On the station lay-out graph the occupation of the platform track is visualized by a colored stripe. Siemens AG 09/07/ of 104

36 tracks train arriving train 103 delayed => platform assignment conflict time Figure Measures taken The arrival platform is modified or the train waits until the scheduled platform is free Potential constraints Route conflicts with other arriving or departing trains. Siemens AG 09/07/ of 104

37 5.1.5 Dynamic schedule synchronisation conflicts., train connection Description A couple of trains share, in sequence, crew or rolling stocks, or they are in connection. If a train has been planned to use the crew or rolling stock of a previous train, and the last one is late, the former should wait for the second train arrival or use a different crew/rolling stock. In case of connections, if the first train is late, passengers will not able to take the second train, or the second train should wait for the first. The severity of this type of conflict depends on alternatives (i.e. availability of other crews/ rolling stock as reserve or by re-scheduling, trains for the same path); however, connection has to be considered a light constraint, for which is normally defined a maximum waiting time rule, depending on the trains link weight. The delay of a train in connection or which should leave crew/rolling stock to another train leads to an unwanted delay of trains waiting for connection (usually up to a predefined maximum time) or for crew/rolling stock, if different crew/rolling stock is not available Examples The following pictures show the possible conflict between two trains, sharing crew or rolling stock in sequence. Figure Dynamic schedule conflict (CREW) Siemens AG 09/07/ of 104

38 Figure Dynamic schedule conflict (ROLLING STOCK) The following diagram shows the link between trains T1 and T2. t T2 T1 arrival departure Figure If T1 is late, and no alternatives are available, T2 should wait until T1 has arrived, plus the minimum time required for operations, as shown in the following diagram. Siemens AG 09/07/ of 104

39 T1 t T2 T1 arrival Figure departure timetable real prediction Presentation to the users train link diagram graphical timetable ( train graph ) delay pattern prediction notification of possible actions information on train alternatives (for connections) Measures taken Depending on total delay amount, including follow-up conflicts, it should be decided whether the train should simply wait or a new crew/rolling stock (as reserve or by rescheduling) should be requested to the relevant GAN system Depending on total delay amount, including follow-up conflicts, it should be decided whether the train in connection should wait or not. If not, conflict should be notified to Siemens AG 09/07/ of 104

40 GAN level, which can decide to insert an additional train, or additional stops for a regular train Potential constraints Unavailability of alternative crew/rolling stock Local load peak conflicts in a junction Description Local load peak conflicts occur at junctions when the traffic capacity of the junction is exceeded Examples This may occur as a result of speed restrictions in the junction, point failures in the junction itself or infrastructure or point failures elsewhere on the network which cause extra traffic to be diverted to the junction. In normal day-to-day operation, local peak conflicts can occur in junctions at peak service times, for example, on urban and suburban lines during the morning and evening rush hours. Local load peak conflicts in junctions at large stations can severely disrupt station operation and reduce the availability of platforms. Siemens AG 09/07/ of 104

41 Measures taken The following measures can be taken to resolve the conflicts arising from the loacl peak load conflicts in junctions. 1. Reducing the service. For short term restrictions a few trains may be cancelled or turned round short of the junction. For longer term restrictions complete emergency timetables may be introduced. These simpler timetables may need modifying depending on the exact nature of the restriction. 2. Re-routing trains. Trains may be re-routed on different lines to avoid the junction. This includes different routes as well as different tracks over the same route. 3. For planned morning and evening rush hour peaks the prioritisation and weighting of trains are modified through junctions to operate a "tidal flow" regime which reflects the different traffic volumes in each direction in the morning and evening periods. 4. Replatforming strategies are used in the case of restricted access to some platforms. Siemens AG 09/07/ of 104

42 Potential constraints The constraints that apply to re-routing are: Driver and guard must be able to operate over the alternate route. Train crew must not exceed their safe hours of work. Vehicle maintenance intervals must be observed. Vehicle fuelling intervals must be observed. Traction type must be compatible with the line. Vehicles must not foul the gauge. All solutions are constrained by the need to ensure that passengers are adequately informed about changes to the regular service. Sufficient time must be allowed before implementing plan changes to allow passengers to be correctly informed and directed to the new services or alternate platform. Siemens AG 09/07/ of 104

43 5.1.7 Convergence conflicts Description Two line branches ( A and B) converge in a common branch (C) by a fork A S1A B C S2B S3C Figure When the common branch (C) has a quite high traffic level, trains coming from A and B must be strictly on schedule, to be inserted in the headway planned in branch C. The delay of an incoming train prevents Headway regularity in branch C and requires an adjustment in the schedule of all branches (A,B,C). The delay of a train arriving from a branch of a fork leads to an unwanted slowing of trains arriving from the other branch. Siemens AG 09/07/ of 104

44 Example The following example shows a typical convergence conflict in train graph form: PLANNED BRANCH C S3C headway FORK from from from from AB from AB from AB Figure Siemens AG 09/07/ of 104

45 REAL delay BRANCH C S3C FORK from B from B from B from A T1 from A T3 from A T5 waiting before fork timetable real Figure Siemens AG 09/07/ of 104

46 SOLUTION delay BRANCH C Tnow T1 T3 T2 T4 T5 S3C FORK from B from B from B from A T1 from A T3 from A T5 waiting before fork priority to T3 timetable real Figure Siemens AG 09/07/ of 104

47 Real train graph show a delay of train T2 that propagates to following trains. Solution train graph shows a possible way of resolution: the train T2 gives way to T3, improving the overall delay pattern Presentation to the users graphical timetable ( train graph ) delay pattern prediction notification of new scheduling Measures taken select the regulation policy, evaluating the overall delay pattern and the constraints: maintain or change the scheduled sequence of trains change the intaking sequence of trains in the common branch, taking into account trains priorities and connection constraints adjust the speed of the train: unnecessary accelerations and slow downs are avoided Potential constraints Constraints in train sequences (connections) Minimum Headway in branches Siemens AG 09/07/ of 104

48 5.2 GAN CONFLICT TYPES Locked tracks Textual description Temporary unavailability of switches or tracks due to maintenance works, incidents or accidents Examples a) for maintenance works, a switch is out of order in a station b) for maintenance works, a platform track is unavailable c) for maintenance works, a line section is unavailable d) due to a train failure or an immobilized car/lorry at a level crossing, a line section is blocked e) due to an accident or an obstacle on both tracks, a double track line is blocked Presentation to the user Suitable presentation techniques at the dispatcher MMI could be for example a graphical network layout in which events are shown by different colors (e.g. green=o.k., red=locked,...). Siemens AG 09/07/ of 104

49 XXXX Picture 5.2-1: Presentation to the GAN-M user Measures taken a) the trains use alternative routes in the stations a) the trains are received at other platform tracks c) + d) single line operation is organized on the other track, between the 2 stations enclosing the concerned line section e) - the trains are deviated via other lines - transport by car is organized between the 2 stations enclosing the blocked line section. Siemens AG 09/07/ of 104

50 Potential constraints a) route conflicts with other trains b)- route conflicts with other trains - platform occupied by previous train c) + d) - waiting for the arrival of the train from the opposite direction - increase of the running time due to speed restrictions - increase of the minimum train headway due to the lack of intermediate signals for single line operation e) train headway conflicts on the alternative line - lack of knowledge of the alternative line, by the drivers Fouling of gauge Textual description Generally a train fills up a typical cross-section across to the driving direction. To simplify the handling, some regulations are describing a standardized free cross-section: the gauge. All train must fit this gauge. They could be smaller, but they must not reach out of it. An object reaching inside the defined free cross-section on a track, is a special case of a locked track and concerns all trains driving there.. A fouling of gauge is a train-dependent event, only concerning this special train and only in an indirect way other trains, which perhaps cannot pass this one. Siemens AG 09/07/ of 104

51 Examples a) the cargo of a freight wagon moved while shunting and entered the loading gauge of the adjacent track of the yard b) a military transport was additionally inserted and the loaded vehicles are to wide Remark: It is possible, that trains fouling gauge are scheduled (e.g. frequently military transports). These trains are a part of the the complete scheduling and are not producing any conflicts Presentation to the user A presentation to the user may consist of line and station layout graphics in which events are highlighted or emphasized by different colors Measures taken the trains are deviated via other lines no traffic is allowed on the adjacent track a single line operation is organized on the track, between the 2 stations enclosing the blocked line section Siemens AG 09/07/ of 104

52 Potential constraints waiting for the arrival of the train from the opposite direction increase of the running time due to speed restrictions increase of the minimum train headway due to the lack of intermediate signals for single line operation train headway conflicts on the alternative line lack of knowledge of the alternative line, by the drivers Siemens AG 09/07/ of 104

53 5.2.3 Dynamic schedule synchronization conflicts, train connection Description In public transport systems it is generally not feasible to establish all possible direct point to point connections between any two points of the corresponding network. This holds for both passenger and freight trains. Therefore, train runnings are typically planned in a way that by changing trains at suitable connecting stations in the network all destinations can be reached from any given starting point. In order to realise competitive system performance a schedule synchronization at connecting stations is necessary. Various railway authorities have introduced a so called Basic Interval Timetable <germ.: Integrierter Taktfahrplan >; i.e., most of the main line, regional, and local trains are strictly synchronized among each other. This realizes short turnaround time between trains on a periodic time bases (e.g. every hour). In case of delayed arrival of individual trains at connecting stations passengers may miss their connecting trains. In such a situation a principle decision has to be taken either to let the other trains wait for the delayed train or to stay on schedule. In order to take the right decision which will guarantee reasonable overall performance of the whole system the dispatcher needs to have the following information: current deviations from schedule for all relevant trains (train running recording including out of course running time). expected later deviations from schedule if no conflict resolution mechanisms are applied. influences of concrete measures on other trains in the network to avoid remote conflicts due to a local optimum at the source location of the conflict (variations of prediction). Siemens AG 09/07/ of 104

54 Example In a connecting station the following train connections are scheduled (figure 5.2-2): arrival of train 103 at minute 7. departure of train 110 at minute 12. Train 103, arriv. :07 Line B Line A Train 110, dept. :12 Train 103, sched. arriv. :07 :07 Changing train at platform Train 103, delayed :13? :12 Train 110, dept. :12 Figure Siemens AG 09/07/ of 104

55 Train 103 is expected to suffer a 6 minute delay; i.e., the actual arrival time will be at minute 13. Passengers who want to change from train 103 to train 110 would miss their train if it departs on schedule. Consequences: Those passengers who have to change trains at the connecting station either need to wait (probably for a long period of time) for a later connecting train or all passengers of train 110 are delayed because this train waits for the arrival of train 103. Moreover, this delay of train 110 might be propagated to other connecting trains in the network Presentation to the users Suitable presentation techniques at the dispatcher's MMI could be for example: lists, containing the following information: - planned and / or actual arrival times indicating the gap between these values (if any) - planned and / or actual departure times indicating the gap between these values (if any) - passenger transfer times at connecting stations - notification about possible connection conflicts graphical representation: - train connection diagram (correspondence table) showing arriving and departing trains including a notification about conflicts Measures taken In case of train arriival at a connecting station depending on possible constraints the following measures can be taken; e.g.: Siemens AG 09/07/ of 104

56 to wait always for the delayed train to wait under certain conditions (e.g. small delay, specific weekday or time of day) to provide a (scheduled) alternative train with identical quality profile to provide an alternative train by introducing an (unscheduled) additional stop of another train. to provide an additional train to realise a suitable connection at a different station Potential constraints In general, there are various "principle" solutions to connection conflicts. However, the general set of solutions may be restricted by constraints. Examples of such constraints are: a specific connection between a train x and a specific train y is always guaranteed. a connection between a train x and an arbitrary train y with identical quality profile is guaranteed. a connection between a train x and an arbitrary train y in the right direction is guaranteed. a specific connection between a train x and a specific train y is guaranteed if a delay of train x stays below an defined upper bound. a specific connection between a train x and a specific train y is guaranteed for specific weekdays or time of day. Siemens AG 09/07/ of 104

57 5.2.4 Path assignment conflicts / re-routing conflicts Description This conflict appears, when two or more trains want to use the same time slot on a special track. In the view of GAN-M this is not a train meeting conflict but a kind of global route conflict. These kind of conflict is not avoidable within the daily operational program. The reasons could be: delays due to the entrance of a train into the system stopping time extensions locked tracks (or parts of tracks) breakdowns of any components like signalling etc. The resolution of this conflict depends on different boundaries like train type priority or resulting conflicts by changing the operational program. The GAN-M needs exact information about all boundary conditions (e.g latest arrival time to enable loco allocation). For this task a close connection between GAN-M and the other responsibilities has to be realized Example (figure 5.2-2) Train 103 is late. From a junction it wants to take the same slot as train 225 coming from an other direction. Having a rough view on the timetable a solution has to be found. Siemens AG 09/07/ of 104

58 A B C distance Train 103 plan Train 103 delayed Train 103 plan path assignment conflict Train 225 plan enters at B time Figure Presentation to the user Siemens AG 09/07/ of 104

59 The path assignment conflict should be indicated in a graphical timetable display. It should be possible to open a textual window (by mouse click on the indicated conflict train) which explains the conflict: Train 103 Train 225 same time slot B-Town C-City Based on this information a decision has to be feld Measures taken Based on the indicated information a solution for this conflict has to be found. Weighing all necessary boundary conditions the manager has to decide: is train coupling possible? which of the trains is running first is an other free track available (on this line) if one of the trains can use an other route (line) to reach its destination is another time slot available (on this line) Potential constraints Concerning the disposition rules the constraints become clear from the above boundary conditions. Siemens AG 09/07/ of 104

60 Giving a new route to a train the conditions concerning the passengers and goods are important. If a passenger train has got an intermediate stop his route can t be changed. Freight trains are more flexible because only the destination point and time is important. In principal the hierarchy of the single parts within the whole system have to be recognized. The dispatcher decisions must be carried out by the train control system. In the sense of DB AG simple decisions (overtaking of a freight train in a loop) should directly be given to the interlocking system. The question here is: Which task is for the LM? The general problem is, which manager has to recognize single boundaries and which conflicts does he handle? Local load peak conflicts on a line Please refer for a description to section 5.3.6, to the same conflict type for linemanagement Local load peak conflicts in a junction Please refer for a description to section to the same conflict type for HTAmanagement. Siemens AG 09/07/ of 104

61 5.2.7 Impact of conflicts in neighboured railways Description Running main line trains in a manner of border crossing traffic (passengers and cargo), conflicts will be forwarded from one railway to another. In order to get enough time to react on deviations caused by a neighboured railway, deviations have to be emitted by the originating one. Thus, transferring conflicts are rather communication problems. Deviations and resulting problems are conflicts from the previously presented list of conflicts. These (like capacity or connection conflicts) are described in appropriate sections of this document. Following is a description of the interface between railways and its specific problems. Transferring conflicts from one railway to another could lead to a large number of secondary conflicts, if information is not or lately provided. Often actions on different levels of dispositioning or even on different areas of dispositioning are caused by deviations at transfer junction (=station where control is switching). Every communication related to this, should use GAN-M. An exchange of messages between railways is therefore needed. These messages must include technical and current operational data about the train. If textual messages are used, it must be ensured that for example at least one railway is able to communicate with its neighbour in a common language tools for automatic translation exists messages consist of text fragments which are already translated to the needed languages transmissions use a fixed and well known data structure In order to be able to decide if deviations occur, the level of dispositioning needs information about: Siemens AG 09/07/ of 104

62 expected and actual time of arrival at the station where control is going to be switched expected and actual technical train data reason for deviation effects, which concrete dispositioning actions would have (e.g. reproduction of conflicts) Examples (figure 5.2-3) Train 4711 will be late at transfer junction. Current technical data and the reason of delay show that there are wagons included which do not allow to drive the train with scheduled maximum speed. Transferring this delay to the neighboured railway will cause secondary conflicts there. It is to decide whether these wagons should leave the train or alternative measures must be initiated which may allow to drive the train with its scheduled maximum speed. Perhaps an alternative route must be found ("conflicts with additional inserted trains ). Train 4711 from railway A will arrive with 15 minutes delay at transfer junction to railway B. The reason for delay is, that a Diesel-locomotive pulls the train instead of a more powerful electric one. Remark: Until now, the locomotive will be generally exchanged because of incompatible train control installations or country specific electricity systems. In the future, multi-system locomotives may be used for international traffic. In cooperation with the other areas of disposition, it must be decided if the locomotive should be exchanged. Because of significant disturbances of operation at railway A several trains are delayed or must be rerouted. Communication via phone or fax to railway B has language problems. In the concrete situation it could be necessary to involve an "interpreter" (a person or a tool) solving these problems. Siemens AG 09/07/ of 104

63 Generally, it should be possible to handle an information exchange by using coded text elements and defined data structures. This should also work in non-standard cases. Using translation programs for free text exchange should be a medium-term or long-term possibility. railway A preview area of railway B railway B transfer junction distance train train train time-way-diagram railway B train ! locomotive #216 instead of #120! time Figure Siemens AG 09/07/ of 104

64 Presentation to the users Several representations of exchanged information between railways are possible, e.g.: listings with schedule data current train data deviations and their reasons technical train data graphical representations time-way diagrams with additional train data Measures taken Also depending on the conflict case, e.g. an unscheduled locomotive (Diesel instead of electric): planning of an adapted schedule planning of an alternative route waiting for another locomotive building new train using of an alternative locomotive Potential constraints Constrains are depending on the conflict case, e.g. an unscheduled locomotive (Diesel instead of electric): no other locomotive available other locomotive only available with delay no qualified driver available restrictions by planned usage of locomotives Siemens AG 09/07/ of 104

65 5.2.8 Conflicts with additionally inserted trains Description Usually additional trains (special trains) are planned before the operational day starts. At that time these trains are integrated into the operational program (timetable). So there is no difference for the manager between these and the other trains. Only their special hierarchy has to be recognized. But there are also real additional trains. This can be maintenance vehicles or dispositive empty runs of locomotives. In some cases special trains have to be inserted in a shorter period of time, e.g. an additional freight train is needed because the freight volume increased. Another example could be, that an long-distance passenger train has got a big delay. Then an additional train is inserted to save the domestic passenger flow Example (figure 5.2-4) An additional freight train is demanded. The location of departure and destination and the preferred time period has to be known as well as the special train type. A free slot has to be found, complying with the above boundaries. Siemens AG 09/07/ of 104

66 A B C distance additional train conflict with additional train time Figure Presentation to the user In principal the conflicts concerning the additional trains are the same like the regular train conflicts. So there is no need for a special indication. Siemens AG 09/07/ of 104

67 A special indication is needed for the demanding process of new trains. The additional train has to be announced. This can be done by a listing or a kind of mail box. The information needed is as follows: Train 4711 Freight train, Type: xyz Dep: Dest. A-Town B-City The train type includes information about train length, weight and loco class for the running time calculation. For the integration of the trains a special function is needed, which helps the user to find the right route and time slot Measures taken Before implementing a new train possible conflicts have to be avoided or solved: is a free slot available? is it possible to create a new slot (additional overhaul)? Siemens AG 09/07/ of 104

68 can all boundaries concerning other trains be abided? An estimation of all sequels appearing at the routing of an additional train has to be done. This sequels could be all other explained conflicts Potential constraints Concerning the disposition rules the constraints become clear from the above boundary conditions. The estimation of sequels has to be done in an adequate space of time. Therefore a preview has to be chosen, that is extended all over the route of the train that has to be inserted. The detail level of GAN-M might not be sufficing, so that a close connection to the other managers has to be realized. The reorganization of several railway companies includes the purchase of slots with the aim of cost effective work of the railway company. In that sense it will be necessary to offer short dated slots, to realize that the infrastructure is working to capacity. The offering of this slots and the implementation into the timetable is planning work, that has to be done by an operation manager. During a time period of exemplary a few hours the GAN-M has to find a new slot. Therefore he has to communicate with LM, HTA-M, staff department and rolling stock scheduling. The main problem is that the operational program is in an continuous move, so that it could be difficult to find a state of prognosis to do the planning work. Siemens AG 09/07/ of 104

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