Reduced railway traffic delays using a MILP approach to increase Robustness in Critical Points

Andersson, Emma; Peterson, Anders; Krasemann, Johanna Törnquist

doi:10.1016/j.jrtpm.2015.09.004

Cited by 17 publications

(29 citation statements)

References 17 publications

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“…Andersson et al [1,2,3] Robustness in critical points (RCP) Consider the margin availability at train interaction points.…”

Section: Headway and Runtimementioning

confidence: 99%

“…2, for example, at station C runtime margin of train 3 overlaps with the headway margin of train 2. Robustness in critical points [1,2,3] Analyzing the weakness of the timetable by identifying the delay-sensitive train slots or line sections is a common approach in the available ex-ante robustness measures [9, 11, 12, and 17]. Available measures can be used to point out the trains having inefficient margin allocation or possessing inappropriate amount of margins, however, it cannot provide any advice about the amount of margins and suitable insertion places for the margin to increase the robustness.…”

Section: This Papermentioning

confidence: 99%

“…Andersson et al [1,2,3] identified the limitations of RCP that it considered all the headways and runtime margins in the robustness while in reality not all of these margins were effective and focused on the double line train traffic only. Considering the limitations of RCP, CRM is concentrated on those margins which are useful for the robustness of single track train traffic.…”

Section: Robustness In Critical Points (Rcp)mentioning

confidence: 99%

“…Generally, it is presented in the form of average delay (Khan and Zhou [11], Fischetti et al [9], Kroon et al [14], and Vromans et al [20]), secondary and total delay (Larsen et al [15]), punctuality (Andersson et al [3]), and the number of affected passengers (Dewilde et al [8]). However, the importance of the ex-ante measures cannot be denied because the traffic performance is based on the design quality of the timetable.…”

Section: Introductionmentioning

confidence: 99%

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Ex-ante robustness measures for single track train timetables

2017

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Preliminary communicationThe goal of the paper is to propose a measurement to quantify and improve the robustness of the train timetables at the design stage. The paper presents the modeling and application of an ex-ante robustness measure for single track railways, known as the Critical Robustness Measure (CRM). Efficiency of the CRM is demonstrated by comparing the technique with the available ex-ante robustness measures, e.g., the number of trains per hour per section, the total amount of runtime margin for each individual train, sum of shortest headway reciprocals, weighted average distance, marginal runtime difference, robustness at the critical points, and margins along the longest path. Numerical experiment sare conducted on a hypothetical example and a selected single track segment of the Pakistan Railways. Computational results reveal that it is not useful to add the time margins to all activites (e.g., running times, headways) in the timetable because not all components of margins are effective for the robustness of a timetable. Furthermore, the robustness is not statically quantifiable, since it may change with time and be associated with the way of the train's interactions. Keywords: critical points; ex-ante measures; robustness measurement; train timetableEx-ante mjere dugotrajnosti za vozne redove jednokolosiječne željezničke pruge Prethodno priopećenje Cilj je ovoga rada predložiti mjerenje u svrhu kvantificiranja i poboljšanja dugotrajnosti voznih redova već kod izrade. U radu se predstavlja modeliranje i primjena ex-ante mjere dugotrajnosti za vozne jednokolosiječne željezničke pruge, poznate kao Critical Robustness Measure (CRM). Učinkovitost te mjere demonstrira se usporedbom te metode s dostupnim ex-ante mjerama izdržljivosti, tj. brojem vlakova po satu po dionici, ukupnim iznosom granice vremena vožnje za svaki pojedinačni vlak, zbirom najkraćih uzajamnih vemenskih intervala između dva vlaka, ponderiranim prosjekom udaljenosti, marginalnom razlikom u vremenu vožnje, izdržljivosti u kritičnim točkama, i granicama vremena vožnje na najdužoj stazi. Numerički eksperimenti provedeni su na hipotetičkom primjeru i izabranom dijelu jednokolosiječne pruge na pakistanskim željeznicama. Rezultati proračuna pokazuju da nije korisno dodati vremenska ograničenja kod svih aktivnosti (na pr. vrijeme vožnje, vremenski razmak između dva vlaka) u voznom redu jer nisu sve komponente uključene u granicu vremena vožnje korisne za dugotrajnost nekog voznog reda. Nadalje, ta se dugotrajnost ne može statistički kvantificirati budući da se tijekom vremena može promijeniti i povezati s načinom interakcija između vlakova. Ključne riječi: ex-ante mjere; kritične točke; mjerenje dugotrajnosti (izdržljivosti); vozni red vlaka

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“…Andersson et al [1,2,3] Robustness in critical points (RCP) Consider the margin availability at train interaction points.…”

Section: Headway and Runtimementioning

confidence: 99%

Section: This Papermentioning

confidence: 99%

Section: Robustness In Critical Points (Rcp)mentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Ex-ante robustness measures for single track train timetables

2017

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“…In addition to the size of margins (stability), allocation of these elements among different processes (robustness) has also a significant role in improving a timetable. Andersson et al [2] defined a robust timetable as a timetable in which trains are able to keep their original train slots despite small primary delays and without causing unrecoverable delays to other trains. It is important to note that the reallocation of time supplements and buffers in the optimum places can improve the robustness of timetable against the small disturbances [3].…”

Section: Introductionmentioning

confidence: 99%

Increasing Robustness by Reallocating the Margins in the Timetable

Meng

Abid

Jiang

et al. 2019

Journal of Advanced Transportation

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It is a common practice to improve the punctuality of a railway service by the addition of time margins during the planning process of a timetable. Due to the capacity constraints of the railway network, a limited amount of time margins can be inserted. The paper presents a model and heuristic technique to find the better position for the limited amount of time margins (headway buffers and running time supplements) in a train timetable. The aim of reallocating the time margins is to adjust an existing timetable to minimize the sum of train delays at the event of the operational disturbances. The model consists of two basic parts. Firstly, the paper treats the train timetable as a Directed Arc Graph (DAG) with the aggregation concept and proposes a heuristic technique known as Critical Time Margins Allocation (CTMA), which is based on the critical path method (CPM), to reallocate the time margins. Secondly, the paper evaluates the original and modified timetable under different disturbed situations. The case study is developed on a hypothetical small railway network and a practical timetable of single-line train timetable for the track segment of Rawalpindi to Lalamusa, Pakistan. The results show that the timetable modified with the CTMA reduces the total delay time by an average of 3.25% for the small railway network and 5.18% for the large dataset. It suggests that adding the time supplements to the proper positions in a timetable can reduce the delay propagation and increase the robustness of the timetable.

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