| 1. |
- Kordnejad, Behzad, 1980-
(författare)
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Evaluation and Modelling of Short Haul Intermodal Transport Systems
- 2016
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Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
- Conventional intermodal rail freight transport systems have proved themselves competitive and able to offer cost-leadership on long distances and in endpoint relations between two nodes. Several studies within intermodal transports have made contributions in finding the minimum distance, the “break-even” distance that an intermodal door-to-door shipment can compete with unimodal road. The results for European conditions are found in the range 300-800 km. The main aim of this doctoral thesis has been to analyse under which conditions a short haul transport system with the railway as a base can be considered a feasible solution.This has been conducted within the framework of two research projects. In the main research project of this thesis; REGCOMB (Regional Combined Transport System – A system study in the greater Stockholm-Mälaren region), the feasibility is evaluated in a bi-sectional manner; first a quantitative assessment is carried out where costs and CO2 emission are estimated for a set of transport alternatives in the greater Stockholm region, Sweden. The project involves a case study of a shipper’s distribution of daily consumables in the Stockholm-Mälaren region. The case study evaluates the concept of an intermodal liner train, which differs from other conventional rail freight systems, as it similar to a passenger train makes stops along the route for loading and unloading. The quantitative assessment has been accomplished by the development of a cost model, Intermodal Transport Cost Model (ITCM). The most critical parameters are the train’s loading space utilization and the transshipment. The time and cost spent for transshipment of unit loads restrict the competitiveness of intermodal services on shorter distances as these parameters are not proportional to transported distance but rather to the utilization rate of resources. Hence, the concept of cost-efficient small scale (CESS) terminals is introduced and evaluated in this study. Second, a qualitative assessment of the socio-technical system is carried out regarding stakeholders’ perspectives and requirements; based on the participative research i.e. experts involved in in-depth interviews, workshops and a survey. The system must satisfy broader policy objectives of local authorities and commercial corporate interests in order to be adopted. The business model that represents the conceptual idea of the study is identified as ‘the local cooperation model’, where the intermodal transport service is organized by several local actors along a transport route. Regions where cost-leadership coincides with a strong will from local authorities to implement regulations in the freight transport market that promote intermodal transports have created a foundation for implementing short haul intermodal rail freight services. Two operational examples are presented in this thesis; the E&S system in Japan and the Innovatrain system in Switzerland.In the minor research project of the thesis; BIOSUN (Sustainable Intermodal Supply Systems for Biofuel and Bulk Freight), an evaluation is carried out regarding rail-based multimodal transportation of wood biofuels. In essence, it is the factors affecting rail transportation of biofuel and the inherent capability of the rail mode that are addressed. The qualitative evaluation consists of STEEP analysis for the external factors influencing the transport system and sustainability analysis for the internal factors. These methods are complemented by quantitative analysis of a case study, which offered an opportunity to model a rail-based multimodal transport chain for the supply of a heating plant in Gothenburg, Sweden. The results of the case study show that the break-even distance is considerably lower for biofuel transport chains than for other commodities; 180-250 km, which is mainly due to the requirement of road-road transshipment as well as the fact that intermodal terminals can be combined with wood processing facilities.
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| 2. |
- Lindfeldt, Olov, 1976-
(författare)
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Railway operation analysis : Evaluation of quality, infrastructure and timetable on single and double-track lines with analytical models and simulation
- 2010
-
Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
- This thesis shows the advantages of simple models for analysis of railway operation. It presents two tools for infrastructure and timetable planning. It shows how the infrastructure can be analysed through fictive line designs, how the timetable can be treated as a variable and how delays can be used as performance measures. The thesis also gives examples of analyses of complex traffic situations through simulation experiments. Infrastructure configuration, timetable design and delays play important roles in the competitiveness of railway transportation. This is especially true on single-track lines where the run times and other timetable related parameters are severely restricted by crossings (train meetings). The first half of this thesis focuses on the crossing time, i.e. the time loss that occurs in crossing situations. A simplified analytical model, SAMFOST, has been developed to calculate the crossing time as a function of infrastructure configuration, vehicle properties, timetable and delays for two crossing trains. Three measures of timetable flexibility are proposed and they can be used to evaluate how infrastructure configuration, vehicle properties, punctuality etc affect possibilities to alter the timetable. Double-track lines operated with mixed traffic show properties similar to those of single-tracks. In this case overtakings imply scheduled delays as well as risk of delay propagation. Two different methods are applied for analysis of double-tracks: a combinatorial, mathematical model (TVEM) and simulation experiments. TVEM, Timetable Variant Evaluation Model, is a generic model that systematically generates and evaluates timetable variants. This method is especially useful for mixed traffic operation where the impact of the timetable is considerable. TVEM may also be used for evaluation of different infrastructure designs. Analyses performed in TVEM show that the impact on capacity from the infrastructure increases with speed differences and frequency of service for the passenger trains, whereas the impact of the timetable is strongest when the speed differences are low and/or the frequency of passenger services is low. Simulation experiments were performed to take delays and perturbations into account. A simulation model was set up in the micro simulation tool RailSys and calibrated against real operational data. The calibrated model was used for multi-factor analysis through experiments where infrastructure, timetable and perturbation factors were varied according to an experimental design and evaluated through response surface methods. The additional delay was used as response variable. Timetable factors, such as frequency of high-speed services and freight train speed, turned out to be of great importance for the additional delay, whereas some of the perturbation factors, i.e. entry delays, only showed a minor impact. The infrastructure factor, distance between overtaking stations, showed complex relationships with several interactions, principally with timetable factors.
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| 3. |
- Nasir, Sharin
(författare)
-
Intermodal container transport logistics to andfrom Malaysian ports : Evaluation of Customer requirements and environmental eff‡ects
- 2014
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Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
- Malaysian ports’ container volumes are expected to increase to 36.6 million TEUs in 2020 compare to 12 million TEUs in 2005. Almost 45% of the container volumes are local containers entering the Malaysian hinterland. The hinterland container transport movements are dominated by road haulage (90%), alongside road-rail intermodal that currently handles the remaining 10%.The aim of this research is to develop possible strategies for improving the logistics of the intermodal hinterland container transport system based on customer demand, cost-efficiency, environmental impacts and quality. Intermodal began to capture more container volumes from ports, especially Port Klang, in 1989. This was initiated by the opening of Ipoh Cargo Terminal (ICT). Other inland terminals such as Padang Besar (Perlis), Nilai Inland Port (Negeri Sembilan), Segamat Inland Port (Johore) and three other ICDs have seen a good share of intermodal movements during that time. But for the past 10 years, the intermodal share has declined.The government is concerned with the congestion, greenhouse gas (GHG) emissions from road haulage and security issues. The Prime Minister has pledged that by the year 2020, Malaysia will reduce its CO2 emissions by 40% and it is believed that intermodal could be one of the solutions to achieve this. The need to shift from road haulage to road-rail intermodal has been mentioned in Industrial Master Plan 3 (2006) and the Logistics Road Map (2009) to alleviate these problems. Intermodal hinterland container transport is a trend in many European ports to solve road haulage problems.The current hinterland container transport in Malaysia showed that the share of intermodal in Malaysia is still low. Most of the inland terminals in Malaysia are underutilised. Based on a customer survey, the major issues for customers to shift to intermodal is not only cost but also service quality. The lack of strategic policies and effective institutional aspects also contributes to make intermodal services less attractive.The Port Klang-Ipoh Corridor has a huge potential to be the main intermodal corridor in Malaysia. The case study showed that this corridor has the container volume to support intermodal services. The case study indicated a cost saving of 51% compared to direct road haulage, whereby CO2 emissions would be reduced by 36%.However, all the cost savings and reductions in CO2 emissions are not viable if there is no implementation of the most effective strategies to promote intermodal movement. The strategies include 1) introducing the Intermodal Transport Department and new policies, 2) introducing specific intermodal services, 3) setting up the green corridor concept, 4) developing a reward system for actors in intermodal transportation, 5) collaboration and coordination issues and 6) quality of service monitoring.Implementations of these strategies is vital to enhance the intermodal share in the Malaysian environment.
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| 4. |
- Sipilä, Hans, 1975-
(författare)
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Simulation of rail traffic : Methods for timetable construction,delay modeling and infrastructure evaluation
- 2015
-
Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
- This thesis covers applications and proposes methods for using simulation in a more effectiveway and also in a wider context than normally used. One of the proposed methods deals withdelay modeling that can be used in a calibration process. Furthermore, a method is presentedthat facilitates the management of having timetables, infrastructure scenarios and delays asvariables in simulation studies. The simulation software used in this thesis is RailSys, whichuses a microscopic formulation to describe the infrastructure and train movements.Timetable changes with respect to allowances and buffer times are applied on a real case(Western Main Line) in Sweden in order to analyze how the on-time performance is affectedfor high-speed passenger trains. The potential benefit is that increased allowances and buffertimes will decrease the probability of train interactions and events where the scheduled trainsequence is changed. The on-time performance improves when allowances are increasedand when buffer times concerning high-speed trains are adjusted to at least five minutes inlocations with potential conflicts. One drawback with this approach is that it can consumemore space in a timetable at certain locations, hence other trains may need adjustments inorder reach these buffer times.Setting up simulations, especially in large networks, can take significant amount of timeand effort. One of the reasons is that different types of delay distributions, representingprimary events, are required in order to obtain conformity with reality if a real timetable andnetwork is modeled. Considering train registration data in Sweden, the separation in primaryand secondary delays is not straightforward. The presented method uses the basic trainregistration data to compile distributions of run time deviations for different train groups ina network. The results from the Southern Main Line case study show that a reasonable goodfit was obtained, both for means and standard deviations of delays. A method for capturingthe variance in freight train operations is proposed, partly based on the findings from theaforementioned study. Instead of modeling early freight trains on time, the true initiationdistributions are applied on time-shifted freight trains.In addition to the already mentioned methods, which are applied on real networks, a methodfor reducing the uncertainties coming from assumptions of future conditions is proposed. It isbased on creating combinatorial departure times for train groups and locations and formulatingthe input as nominal timetables to RailSys. The dispatching algorithm implementedin the software can then be utilized to provide feasible, conflict-managed, timetables whichcan be evaluated. This can be followed by operational simulations with stochastic delays ona subset of the provided timetables. These can then consequently be evaluated with respectto mean delays, on-time performance etc.To facility the use of the infrastructure as a variable in these type of studies, an infrastructuregenerator is developed which makes it relatively easy to design different station layouts andproduce complete node-link structures and other necessary definitions. The number, locationand type of stations as well as the linking of stations through single-track or multi-tracksections can be done for multiple infrastructure scenarios. Although the infrastructure canbe defined manually in RailSys, a considerably amount of time and effort may be needed.In order to examine the feasibility of this method, case studies are performed on fictive linesconsisting mostly of single-track sections. This shows that the method is useful, especiallywhen multiple scenarios are studied and the assumptions on timetables consist of departureintervals for train groups and their stop patterns.
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| 5. |
- Sipilä, Hans, 1975-
(författare)
-
Simulation of rail traffic : applications with timetable construction and delay modelling
- 2012
-
Licentiatavhandling (övrigt vetenskapligt/konstnärligt)abstract
- This thesis covers both applications where simulation is used on parts of the Swedish rail networks and running time calculations for future high-speed trains with top speed improvements on existing lines. Calculations are part of a subproject within the Green Train research program (Gröna tåget). Higher speeds are possible with increased cant and cant deficiency in curves. Data for circular curve radii is used on existing lines combined with information on decided and on-going upgrades. Calculation of static speed profiles is made for a set of cant and cant deficiency values. Different train characteristics are used regarding top speed, starting acceleration and power to ton ratio. Running time calculations are made for these different train characteristics with the fictive speed profiles. In addition, different stopping patterns are applied. Results are presented together with running times for two reference train types, one with carbody tilting and one without. It is clear that carbody tilting, allowing a higher cant deficiency, is important on many of the existing lines considering achieved running times. The benefit of tilting is marginal on newly built and future lines designed with large curve radii. However, on many of the existing lines the over 20 year old reference train with carbody tilting achieves shorter running times compared to a future train without tilt but with higher top speed. The work presented here has contributed with input to other projects and applications within the research program. Simulation in RailSys is used to evaluate on-time performance for high-speed trains, between Stockholm and Göteborg in Sweden, and changes in timetable allowances and buffer times with respect to other trains. Results show that ontime performance can be improved with increased allowances or buffer times. In the case with increased buffers, other trains are pushed in the timetable with the intention of obtaining at least five minutes at critical places (e.g. conflicting train paths at stations) and as separation on line sections. On-time performance is evaluated both on aggregated (group) level and for trains individually. Some of the trains benefit significantly from the applied measures. Prior to a simulation some of the delays have to be defined. This includes dwell extensions and entry delays, i.e. extended exchange times at stations and delayed origin station departures inside or at the network border. Evaluation of observed data give insight on the performance of a real network. However, separating primary (exogenous) and secondary (knock-on) delays is not straightforward. Typically the probabilities and levels of primary delays are defined as input, thus secondary delays are created in the simulations. Although some classification of delays exist in observed data, it is not sufficient without further assumptions and preparation. A method for estimating primary running time extensions is presented and applied on a real timetable between Katrineholm and Hässleholm in Sweden. The approach consist of creating distributions based on deviations from scheduled running time. Since this represent total outcome, i.e. both primary and knock-on delays are included, the distributions are reduced by a certain percentage and applied in the simulations. Reduction is done in four steps, separately for passenger and freight trains. Root mean square error (RMSE) is used for comparing mean and standard deviation values between simulated and observed data. Results show that a reasonably good fit can be obtained. Freight services show a higher variation than passenger train evaluation groups. Some explanations for this are difficulties in capturing the variations in train weights and speeds and absence of shunting operations in the model. In reality, freight trains can also frequently depart ahead of schedule and this effect is not captured in the simulations. However, focus is mostly on passenger trains and their on-time performance. If a good enough agreement and operational behaviour is achieved for them, a lower agreement for freight trains may be accepted.
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| 6. |
- Kordnejad, Behzad, 1980-
(författare)
-
Regional Intermodal Transport Systems : Analysis and Case Study in the Stockholm-Mälaren Region
- 2013
-
Licentiatavhandling (övrigt vetenskapligt/konstnärligt)abstract
- The global trend of urbanization is evident and also valid in Sweden and for the Stockholm-Mälaren region, also referred to as the Mälaren valley, a region consisting of metropolitan Stockholm and areas around the lake of Mälaren. In this context, efficient urban freight transportation has emerged as essential for sustainable development of urban areas. Geographic regions are being expanded due to the fact that rapid transport options have expanded the range of action of people and businesses. Metropolitan regions require freight transports that are often categorized by an inflow of consumables and an outflow of waste and recyclable material. Within urban areas there are ports, terminals and storage facilities that require incoming and outgoing transport. Altogether, these shipments have led to increased congestion on the road network within urban areas, which is a contributing factor to why a shift to intermodal land transports have been advocated both in Europe and in Sweden, thus encouraging more freight to be moved from road to rail. Another contributing factor is the relatively low impact on the environment generated by rail transportation. Efficient use of resources and low emissions of greenhouse gases are factors that are in favor of the train as a transport mode.Furthermore, conventional rail freight is commonly competitive on long distances and in end-point relations between two nodes. However, an intermodal liner train, as a transport system for freight differs from conventional rail freight transport systems, as it similar to a passenger train makes stops along the route for loading and unloading. Due to the stops made at intermediate stations it enables the coverage of a larger market area. For regional or inter-regional relations, the concept has the potential of reducing drayage by truck to and from intermodal terminals and to make rail freight competitive also over medium and short distances.The main aim of this thesis project has been to analyze under which conditions a combined transport system with the railway as a base can be implemented in the Stockholm-Mälaren region. Based on a case study for a shipper distributing daily consumables in the region, the feasibility of creating a regional rail freight transport system has been evaluated.This study provides a methodology for evaluating the feasibility, regarding costs and emissions, of concepts and technologies within freight transportation chains. This has been accomplished by the development of a cost modal, Intermodal Transport Cost Model (ITCM). From the results of the case study one can conclude that a regional rail based intermodal transport system regarding costs is on the threshold of feasibility in the studied region. As for emissions, all evaluated intermodal transport chains contribute to a significant decrease in CO2 emissions compared to unimodal road haulage. The loading space utilization of the train and the transshipment cost are the most critical parameters. The latter restricting the competitiveness of intermodal services to long distances as it is not proportional to transported distance but rather to the utilization rate of resources. Hence, the concept of cost-efficient small scale (CESS) terminals is introduced in this study.A main prerequisite in order to make the intermodal liner train efficient is a stable and balanced flow of goods with optimized loading space utilization along the route. As the objective is to consolidate small flows, imbalances along the route will constitute an obstacle for the liner train to be competitive. Thus regarding loading space utilization it is necessary to consolidate other freight flows in the train in order to achieve high loading space utilization and a balanced flow along the route. The third parameter which is critical for the results are the fuel prices, where a sensitivity analysis of the results shows that if diesel prices would increase so would the feasibility of the intermodal option. The same is also valid for train length increase as long as the loading space utilization is maintained.The results of the feasibility study indicate that the evaluated transshipment technologies are closing the gap for intermodal transport to unimodal road haulage regarding transport cost over short- and medium distances and that they contribute to a substantial reduction of CO2 emissions. However, it is essential that also the transport quality is ensured, especially regarding reliability and punctuality. Thus a demonstration project is recommended as these aspects require operational testing. This is particularly crucial regarding novel transshipment technologies.
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| 7. |
- Lindahl, Anders, 1962-
(författare)
-
Kapacitet för person- och godstrafik på enkelspår : Simulering av olika trafikupplägg på Ådals- och Botniabananmellan Sundsvall och Umeå
- 2005
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Syftet med projektet ”Infrastruktur för flexibel tågföring” är att med hjälp av simulerings-modellen Railsys analysera sambanden mellan infrastruktur, fordon och trafik. Detta projekt behandlar kapacitet för person- och godstrafik på enkelspår på Ådals- och Botniabanan mellan Sundsvall och Umeå som kommer att öppnas år 2010. Syftet har varit att analysera hur nuvarande och framtida person- och godståg genom olika trafikupplägg med varierande turtäthet, hastighet och mötesmönster kan påverka gångtider, kapacitet och förseningar. Simuleringar har därför genomförts i tre steg på ett systematiskt sätt för ett antal fall med enbart persontrafik, enbart godstrafik och kombinerad person- och godstrafik. Syftet är att studera långsiktiga kapacitetsfrågor och inte den nu byggda banan. Resultaten visar att det går att skapa en stabil persontrafik med snabbtåg och regionaltåg för 200 km/h med ett tåg i timmen i styv trafik om tågen har samma uppehållsmönster och huvudsakligen gör uppehåll för tågmöten på stationer med resandeutbyte. Högre turtäthet än ett tåg per timme ger fler möten på mötesplatser utan resandeutbyte vilket ger längre restider och större känslighet för förseningar. Tåg med högre hastighet än 200 km/h innebär kortare gångtider men ger också fler möten på mötesstationer utan resandeutbyte. Om snabbtågen har färre uppehåll än regionaltågen blir gångtiderna kortare för dessa men det blir små marginaler mellan tågen vid möten och förbigångar vilket ger större risk för förseningar.För godstrafiken visar resultaten att det är möjligt med en regelbunden trafik med ett tåg i timmen i båda riktningarna utan problem. Vid tätare trafik ökar antalet tågmöten vilket ger fler och längre mötestillägg och därigenom längre gångtider på sträckan. Dessa tillägg fångar dock in uppkomna förseningar relativt bra.Med utgångspunkt från en normal tågvikt för godstågen på i genomsnitt 1 000-1 200 ton så ökar gångtiden med 10-15 minuter för varje 200 tons ytterligare tågvikt. För tåg dragna av Rc4-lok visar simuleringarna att de under normala förhållanden orkar dra upp till 1 600 ton tunga tåg dock med en kraftig hastighetsreduktion i de största lutningarna. Ett sätt att öka kapaciteten för godstransporterna är att använda starkare lok t.ex. det tyska loket BR185 som kan dra upp till 2 000 ton tunga tåg längs banan vid normal adhesion. Även trafik med två lok och 3 000 tons maxvikt har simulerats och fungerar under vissa speciella förutsättningar.Simulering av kombinerad person- och godstrafik visar att det kan fungera bra om persontrafiken får prioritet dagtid och godstågen nattetid vid tidtabellskonstruktionen. Ett sätt att öka kapaciteten för godstrafiken är att huvudsakligen köra de sydgående godstågen på Botnia- och Ådalsbanan och de nordgående på Norra stambanan. Simuleringarna visar att detta kan ge korta gångtider genom få tågmöten. Dubbelriktad trafik måste planeras noga och antalet möten och därmed gångtiden ökar snabbt med antalet tåg i motriktningen.Resultaten visar också att RailSys som simuleringsverktyg fungerar bra för att analysera infrastruktur, fordon och trafik även på enkelspår. Jämförelser har gjorts med verklig trafik, t.ex. på Norra stambanan och resultaten stämmer väl med verkligheten. Fördelen med simulering som metod är att det går att pröva en mängd olika trafikupplägg vilket i sin tur ger ett bättre underlag för planeringen av en robust infrastruktur som kan möta olika efterfrågan. Genom simulering kan man på ett tidigt stadium identifiera var och när kapacitetsbrister och svaga länkar uppstår. Detta ger i sin tur underlag för en bättre planering där det redan från början går att planera för fler mötesstationer eller dubbelspår på vissa sträckor men initialt bygga enkelspår. Eftersom planeringsprocessen är lång och banorna har en livslängd på minst 100 år kan simulering och bra planering medverka till ett långsiktigt hållbart trafiksystem.
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| 8. |
- Lindfeldt, Anders, 1982-
(författare)
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Congested railways : influence of infrastructure and timetable properties on delay propagation
- 2012
-
Licentiatavhandling (övrigt vetenskapligt/konstnärligt)abstract
- In this thesis the symptoms and underlying behaviour of congestion on railways are analysed and discussed. As well as in many other countries, Sweden faces increasing demand for transport. To meet this new demand, railways play an important role. Today, the capacity of the Swedish rail network is not upgraded at the speed necessary to keep up with the increase in traffic demand. The sensitivity of the railway system rises as the capacity utilisation increases. At some point the marginal gain of operating one extra train is lower than the costs in term of increased sensitivity to delay, i.e. maximum capacity has been reached. Two methodologies are employed in this thesis to analyse capacity. The first uses real data from the Swedish rail network, train operation and delays to analyse how different factors influence available capacity and delay creation. Several useful key performance indicators are defined to describe capacity influencing properties of the infrastructure and the rail traffic. The rail network is divided into subsections for which the indicators have been estimated. This makes it possible to discern their different characteristics and identify potential weaknesses. The second approach employs the railway simulation tool RailSys in extensive simulation experiments. This methodology is used to analyse the characteristics of double track operation. Simulation of several hundred scenarios are conducted to analyse the influence of traffic density, timetable speed heterogeneity, primary delays and inter-station distance on secondary delays and used timetable allowance. The analysis gives an in-depth understanding of the mechanisms behind the performance of a double track.
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| 9. |
- Lindfeldt, Anders
(författare)
-
Railway capacity analysis : Methods for simulation and evaluation of timetables, delays and infrastructure
- 2015
-
Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
- In this thesis the symptoms and underlying behaviour of congestion on railways are analysed and discussed. As well as in many other countries, Sweden faces increasing demand for transportation. To meet this new demand, railways play an important role. Today, the capacity of the Swedish rail network is not upgraded at the pace necessary to keep up with the increase in traffic demand. The sensitivity of the railway system rises as the capacity utilisation increases. At some point maximum capacity is reached when the marginal gain of operating one extra train is lower than the costs in terms of longer travel times and increased sensitivity to delays.Several different methodologies are employed in this thesis to analyse capacity. The first uses real data from the Swedish rail network, train operation and delays to analyse how different factors influence available capacity and train delays. Several useful key performance indicators are defined to describe capacity influencing properties of the infrastructure and the rail traffic. The rail network is divided into subsections for which the indicators have been estimated. This makes it possible to discern their different characteristics and identify potential weaknesses.The second approach employs the railway simulation tool RailSys in extensive simulation experiments. This methodology is used to analyse the characteristics of double-track operation. Simulation of several hundred scenarios are conducted to analyse the influence of traffic density, traffic heterogeneity, primary delays and inter-station distance on secondary delays, used timetable allowance and capacity. The analysis gives an in-depth understanding of the mechanisms of railway operation on double-track lines.A simulation model for strategic capacity evaluation, TigerSim, is developed that can be used to speed up and improve capacity planning and evaluation of future infrastructure and timetables designs on double-track railway lines. For a given infrastructure and plan of operation, the model can be used to generate and simulate a larger number of timetables. This gives two major advantages:Using many timetables makes results generalIt is possible to consider both static and dynamic properties of the timetables in the capacity analysisThe first aspect is especially useful in the evaluation of future scenarios as the timetable then often is unknown. The second is an advantage since an improvement in capacity can be measured in a combination of increased frequency of service, shorter travel time and reduced delays. The output of the model can either be used to directly determine capacity from a quality of service perspective, or used as input to cost-benefit analysis (CBA).
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| 10. |
- Nelldal, Bo-Lennart, Professor emeritus, 1946-
(författare)
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Conceptual terminals’ design methodology for different markets : Capacity4Rail, Working report in WP 2.3.1. EC Contract No FP7- 605650.
- 2017
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The present document is a compilation of 4 different reports that are part of Task 2.3.1: Conceptual terminals’ design methodology for different markets.Part 1 (KTH): Description of intermodal transport systems for different markets, terminals and units.The first section of this report provides an overview of the evolution of rail transport in Europe, how wagonload and intermodal transportation have developed, pointing out the important evolution of intermodal traffic and specifically the expansion of semi-trailer transport traffic.The second section describes the structure of the intermodal markets, providing useful data on train weights, container loads, technologies, units’ utilization and typical train compositions, the kind of traffic present at the terminals to be described. The concluding remarks in this section show the relevance of the decay of wagonload traffic in Europe and the important expansion of intermodal transport. It proposes some ideas for improving rail transport, mentioning the following aspects:· Advanced wagonload booking system and path allocation· Automation of terminals· Automatic coupler · Loading gauge extension for intermodal and semitrailer transport · Megahubs for intermodal transport · Longer Trains and multiple traction· High-capacity wagonsIn the third section, a picture is given of the different kinds of intermodal terminals to be found in the European networks. Their most important parts and their performance, are described as well as the typical loading units used.The fourth section is dedicated to describing the wagonload terminals and their performance, taking in account the severe decline in the utilization of these kinds of terminals and the important decrease in loading places and industrial sidings.Part 2 (DICEA): Development of the assessment methods of innovative measures and technologies based on analytical and simulation toolsThis report illustrates some of the assessment methods of innovative measures and technologies based on analytical and simulation tools for future freight terminals. The aim is to propose adaptable generalised methods for different types of freight terminals such as rail-road, rail-rail, rail-waterways, and small (e.g. liner terminals), medium or large terminals (e.g. hub terminals). This sub-task is divided into two sections: in section 1 a generalized approach based on an analytic method is described and section 2 illustrates the simulation tool. Both sections include concrete examples.Analytical methods· Deterministic methods: every event, including human cognition and behaviour decision and action is causally determined by an unbroken chain of prior occurrences;· Stochastic methods: a state’s next state is determined both by the process's predictable actions and by a random element.Simulation methods· Simulation tools: each process has a bounded time between its execution steps. The process’s local clocks may drift either from each other or from global physical time only by a bounded time.Part 3 (UNEW): Development of the stepwise approach for designing and evaluating the rail freight terminal of the future.This subtask has tow inter-related components: a) Develop a stepwise approach for designing the rail freight terminal of the future and b) stepwise approach for evaluating the rail freight terminal of the future. The following terminal typologies are used in this report. · Intermodal terminalso Rail-roado Rail-railo Rail-waterways · Wagonload terminalso Rail-industryo Rail-trucko Rail-ship · Trainload terminalso Timbero Coal o Oilo ...· Internal rail systemo Marshalling yardso Shunting areaso Stationso SidingsThe report ends with a definition of key performance indicators of the terminals and the interdependence between them.Part 4 (VPF): Methodology for the conceptual design of innovative sea-rail interfaces.This paper presents a conceptual methodology for designing the future rail-sea interfaces. It is divided into 3 parts.· Identifying the requirements and challenges of the terminals in terms of types of cargo, vehicles and operations taking place there.· Review of the state-of-the-art on this type of terminal and gap identification· Research on design possibilities following an innovative approach· Utilization of specific tools for design, which provide help in understanding the dimensioning of rail-sea interfaces
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