| 1. |
- Peterson, Anders, Docent, 1976-
(författare)
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Deliverable 32.2 : Capacity impacts of innovations
- 2017
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Deliverable D32.2 “Capacity impacts of innovations” summarizes the results of the Capacity 4 Rail work package WP3.2 “Simulation and models to evaluate enhanced capacity (infrastructure and operation)”. Capacity in the railway system can be divided in strategic level (planning of infrastructure), tactical level (timetabling) and operational level (dispatching). Closely related to the operational planning are Driver Advisory Systems (DAS), which in the future may be extended towards fully automatized driving.At strategic level an analysis have been made about line capacity and train capacity for future rail freight corridors. The analysis shows how to increase capacity for future freight trains 2030/2050, by extending the train capacity well as the line capacity and the combination of train and line capacity for futures scenarios.In the future, the processes for tactical and operational planning are merging, meaning that the timetable is no longer a static, or annually updated, product, but a working document that is improved successively, until handed over to operational management. Also in the operational management, we believe that control by planning is a good strategy. Processes for capacity and timetable planning, as well as timetable and traffic simulation systems are under development. The amount of available data is increasing.The main research results of Capaciyt 4Rail SP 3.2 have been:1. A model framework for modelling and planning of demand and supply of capacity at various levels with micro simulation, data analysis and optimisation. By combining these methods especially tactical and operational planning and control can be improved, and hence, enabling more trains and/or increased on-time performance.2. A statistical model (LiU model) to forecast delay propagation. The model relies on the theory of Bayesian networks, and can be used both for planning and informing.3. A demonstrator, CAIN, an extension to the KADR system for timetable and operational traffic developed by Oltis group Czech. The CAIN tool is connected to the LiU model and relies on data from Railsys (micro level infrastructure, complete tracklayout modelled) and Trafikverket database of disturbances and delays Lupp. The demonstrator has been set-up for Malmö – Hallsberg, a part of the Scandinavian Mediterranean corridor TEN-T network. It has given us new knowledge about interaction between IM timetable system and optimisation/data analysis model to predict timetable robustness and punctuality in the network due to changes in the timetable.4. A separate analysis of space–time points in the timetable critical for robustness. The study of critical points in this project has given knowledge about how to use the method when data is known at micro level, represented by RailSys. The improved robustness is also set in relation to other key performance indicators.
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| 2. |
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| 3. |
- Casanueva, Carlos, et al.
(författare)
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Payload optimization of articulated wagons considering train length and vehicle dynamic behaviour
- 2016
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Ingår i: Civil-Comp Proceedings. - 1759-3433. ; 110
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Tidskriftsartikel (refereegranskat)abstract
- The Capacity4Rail EU project aims are improving the competitiveness and reliability of rail freight in order to make it more attractive for modern, more sophisticated market requirements. The work described in this paper, focuses on novel vehicle designs that can account for a higher payload per meter, both from the payload optimization and the vehicle dynamic response point of view. We analyze an articulated spine wagon composed of five car bodies and six bogies, of which four of them are shared between two car bodies. In the work package, there has been an effort to look into the implications of these very long wagons in all aspects of freight operation, and this paper focuses on two of these aspects: the gain in payload by using different configurations, and the analysis of the dynamic response of the running gear. The conclusion is that, from vehicle performance point of view, it is worth exploring the possibility of increasing payload by slightly reducing the dynamic behavior of the system, as the twelve-axle vehicle is much more flexible when it comes to modern multimodal transportation.
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| 4. |
- Fröidh, Oskar, et al.
(författare)
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The impact of market opening on the supply of interregional train services
- 2015
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Ingår i: Journal of Transport Geography. - : Elsevier BV. - 0966-6923 .- 1873-1236. ; 46, s. 189-200
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Tidskriftsartikel (refereegranskat)abstract
- A stepwise deregulation of all interregional passenger rail services in Sweden was legally completed in 2010. The incumbent operator (SJ) thereby lost the sole rights to commercial services. The most evident supply increase is the establishment of services in the low-cost niche, which rather complements than competes with the incumbent's supply. Public Transport Authorities' (PTAs) joint services have however resulted in strong competition on at least one main line. Despite a period of almost five years since deregulation, the potential effects of the market opening have not yet fully materialised. The business risk for commercial rail operators seems to be much greater than for other modes like air and long distance coach services. SJ have also during decades of deregulated intermodal and years of intramodal competition developed their products and skills and seem well prepared for competition.
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| 5. |
- Islam, Dewan Md Zahurul, et al.
(författare)
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How to make modal shift from road to rail possible in the European transport market, as aspired to in the EU Transport White Paper 2011
- 2016
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Ingår i: European Transport Research Review. - : Springer Berlin/Heidelberg. - 1867-0717 .- 1866-8887. ; 8:3
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Tidskriftsartikel (refereegranskat)abstract
- Introduction The total demand for freight transport in Europe has increased significantly in recent decades, but most of it has been handled by road transport. To fulfil the modal shift targets set in the EU White Paper 2011, it will be necessary to double rail's market share from today's 18 %, by 2050. Translating this into reality means rail will have to handle 3 to 4 times the cargo volume it does today. With this in mind, the paper develops a vision of an efficient rail freight system in 2050. Methodology To achieve the above objective, the research applies literature survey and group discussion methodology and applying a system approach. Keeping on board the EU Transport White Paper 2011 modal shift targets, as well as future freight demand and customer requirements, the current research attempts to answer the following three critical questions: How can rail offer the quality of service that will attract customers and fulfil the targets? How can rail offer its customers a price that is competitive with road? How can rail offer the capacity to meet the increased demand from modal shift? Results The authors find that the service quality can be improved by better planning, application of appropriate ICT-systems and adoption of an integrated supply chain approach. A more customer-orientated service can also be achieved by further deregulation of rail. There is also an urgent need for a faster implementation of Rail Freight Corridors (RFC). As well as liner trains, future rail freight services should be offering end-point trains, with semi/ fully automated loading/unloading equipment in hub-terminals, as well as terminals at sidings to improve the availability of intermodal operation. Conclusion To offer a competitive price and reliable service, a reduction in operating costs will be vital by implementing a number of measures, including operation of heavier and longer trains, wider loading gauge, higher average speed, and better utilisation of wagon space and all assets. This will bring increased capacity, as well as better timetable planning, signalling systems and infrastructure improvements.
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| 6. |
- 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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| 7. |
- Lindfeldt, Anders
(författare)
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Railway capacity analysis : Methods for simulation and evaluation of timetables, delays and infrastructure
- 2015
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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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| 8. |
- Nelldal, Bo-Lennart
(författare)
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Analys av prognoser för nya stambanor och jämförelse med internationella erfarenheter av höghastighetståg
- 2019
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Rapport (populärvet., debatt m.m.)abstract
- De samhällsekonomiska kalkylerna tillmäts stor vikt särskilt av nationalekonomer medan politikerna inte alltid fattar beslut i enlighet med resultaten av dessa. En avgörande input till de samhällsekonomiska kalkylerna är trafikprognoserna. I denna rapport görs därför en genomgång av Trafikverkets prognoser för höghastighetsbanor och jämförelser med internationella erfarenheter av snabba tågförbindelser.Det är uppenbart att Trafikverkets prognoser underskattar resandet som följd av höghastighetståg. Prognosen utan höghastighetsbanor ger en mycket hög marknadsandel för tåg och skillnaden med höghastighetsbanor blir därför liten. I Trafikverkets prognoser kommer en mindre del från bil och flyg medan större delen större är nya resor. Någon modell för utrikesresor används inte och kombinerade resor med flyg och tåg kan inte prognosticeras. Det är inte säkert att Sampers ger korrekta resultat för dessa analyser. Det är inte heller säkert att modellen ger tillräckligt bra underlag för att analysera var tågen ska stanna, lokalisering av stationer m.m.Prognosen i sig har också stor betydelse för planeringen av höghastighetsbanorna, för dimensioneringen av utbudet, för bedömning av möjligheterna till medfinansiering från operatörer och intressenter och för planering av framtida utbyggnader av annan infrastruktur som flygplatser och vägar för att nämna några exempel.
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| 9. |
- 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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| 10. |
- Nelldal, Bo-Lennart, 1946-
(författare)
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Economic evaluation of intermodal terminals and marshalling yards : Capacity4Rail WP2.3.5 EC, Contract No FP7- 605650
- 2016
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- This report deals with the costs for investments, maintenance and operations for different terminal typologies with different capacity. The normal price for lifting containers and trailers in an intermodal terminal is often a market price, mostly taken operational costs into account. The total costs including capital costs for the investments in the track infrastructure is often not known because the basic investments has been made by the state long time ago.The aim of this project has been to make economic models for investments and operation of terminals and marshalling yards and to estimate the actual costs for different terminal typologies. By these models it is also possible to estimate costs for building new terminals and develop terminal types with different automation levels.Business economic calculations for conventional terminals, with reach-stackers and gantry cranes, show that the cost is in the range of 20-30 €/TEU, also a common market price for terminal handling. This includes both the operating costs and the capital costs for the technical equipment, which often the terminal operator is responsible for. The total cost including basic investments is in the range of 30-50 €/TEU, which is the long-term cost for building new terminals. Linear traffic makes it possible to have more terminals to cover a larger market. Horizontal transfer of loading units makes it possible to have terminals on an electrified siding so the train can make short stops on intermediate stations. This means that there will be no need for shunting with diesel and parking of wagons and full automation of transfer of loading units will be possible. The total cost for a small-scale automatic linear terminal on an existing siding has been calculated to 14 €/TEU. The low cost for the linear terminal is mainly due to the absence of shunting engine and personnel meaning that it has a very high benefit/cost ratio.The operating cost for handling wagons at a marshalling yard in Sweden is about 15 € per wagon, but adding the maintenance cost for the infrastructure manager increases this to 50 € per wagon. The whole cost, including building the yard, for this example would be 100 € per wagon.Automation of terminals and terminal functions seems to be the most efficient way to reduce costs and increase benefits in future terminals. There are many ideas how to implement this, but not many of the systems are ready for market use today.
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