Capacity for express trains on mixed traffic lines

Fröidh, Oskar; Sipilä, Hans; Warg, Jennifer

doi:10.1080/23248378.2013.878292

Cited by 13 publications

(7 citation statements)

References 5 publications

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“…In unfortunate circumstances, this could lead to loss of revenues, for example if the travelling times become longer than expected or the departure or arrival times become unattractive. Poor punctuality could be a symptom of capacity shortcomings, which were found on the two primary mainlines in Sweden (Sipilä, 2010;Fröidh et al, 2014). Possibilities nevertheless exist to increase the number of interregional services, as proved by entrant MTR Express on the Gothenburg-Stockholm route (see Section 5.2.3).…”

Section: Allocation Of Capacity and Timetable Planningmentioning

confidence: 95%

The impact of market opening on the supply of interregional train services

Fröidh

Nelldal

2015

Journal of Transport Geography

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Section: Allocation Of Capacity and Timetable Planningmentioning

confidence: 95%

The impact of market opening on the supply of interregional train services

Fröidh

Nelldal

2015

Journal of Transport Geography

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“…The Resilient paradigm must also be developed with respect to operation, studying all of the components subject to risk, both for safety in terms of safety and security, and for the regularity of the service based on traffic control. Regularity needs to be studied because it is severely hampered by heterotachic regimes due to the intermixture of high-speed passenger trains and heavy freight trains, as well as intercity and regional trains [53].…”

Section: Larg Paradigm In Transport Systems and Railway Infrastructuresmentioning

confidence: 99%

Which High-Speed Rail? LARG Approach between Plan and Design

Russo

2021

Future Transportation

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Of the approximately 100,000 km of High-Speed Rail (HSR) lines in the world today, half are in operation and half are planned or under construction. The implementation of HSRs are planned in various countries with different characteristics to pursue different objectives. Today, the results are known, and therefore, the differences between the planned and achieved objectives can be verified. Italy is one of the countries that first built an HSR, and now, at the national planning level, Italy has decided to implement an HSR in Southern Italy. The problem is therefore not “whether” to realize an HSR but “which” type of HSR to realize. Italy is an important case study at the international level because it is possible to extend the HSR network in three different ways: upgrading existing lines by increasing the speed to 200 km/h, building a new line with speeds of 300 km/h with heavy freight trains, and building a new line with speeds of 300 km/h without heavy freight trains. The problem is how to find the best alternative in order to pursue sustainable development while considering national planning. To solve this problem, at the intermediate level between planning and design, the theoretical Lean, Agile, Resilient, Green (LARG) paradigm is proposed and applied. This approach can be extended to all countries that are launching massive and expensive programs to construct HSR lines or to upgrade existing lines.

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“…Boarding and alighting must take place within tight time margins at every station stop. This is both for passengers' convenience, punctuality and the general capacity of a railway line [5]. A number of features are important, such as:…”

Section: Passenger Comfort and Functionalitymentioning

confidence: 99%

“…Frequency of service should be high.• Low operation cost, enabling low fares for private travellers • Good service, comfort and possibility to work, ensuring good ride, sound and vibration quality as well as convenient boarding and luggage storage • Good punctuality, through high reliability and quick boarding, thus avoiding delays at intermediate stops From society's point of view, the train should also have high capacity and good environmental performance[4][5][6][7], despite increased speed, i.e.…”

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confidence: 99%