Table 4.

Basic differences in capacity research approaches.

Marketing measures are aimed at achieving optimum use of infrastructure (more evenly burdened) by using pricing and other tools in the capacity allocation process, in particular:


The essence of organizational measures is the systematization and synchronization of driving times, where the aim is to achieve less heterogeneity of train paths and to bundle it with minimizing buffer times. There is a need for a change in the configuration of the railway infrastructure in the event of persistent problems with the insertion of train paths in the required sequence and the required timetable stays. In the operative operation, the fixed specification and order of the train paths will be followed. In the case of delay, the right to the train path will not be guaranteed.

Capacity management processes include the train path ordering processes, strategic dialog and advisory phases, conflict coordination and resolution, and capacity allocation. The aim is to create a comprehensive, effective, and motivating model, which will be composed of both technological procedures and pricing policies leading to the provision of efficient train paths.

A prerequisite for creating a capacity management concept is capacity planning for its further development and use. The essence of capacity management is based on a plan to create a basic timetable, which is usually 1 year and thus represents a medium-term plan. The output of the capacity management process is the allocation of train paths and the determination of the quantitative and qualitative indicators of the constructed timetable (as a result of the stability proof process), in particular the occupancy time, waiting time, standby time, and optimum traffic flow. Achieving optimum traffic flow over time requires infrastructure managers to Railway Infrastructure Capacity in the Open Access Condition: Case Studies on SŽDC… DOI: http://dx.doi.org/10.5772/intechopen.88929

use capacity management and marketing tools to allocate train paths to reflect traffic flow over time so as to get as close as possible to the defined optimal value. The first priority is the technical conditions for access to infrastructure and the second is the infrastructure access clearing system [2, 10, 16, 25, 28–31].

The aim is to create a comprehensive, effective, and motivating model consisting of both technological procedures and pricing policies, leading to the provision of efficient train paths:


Figure 5 shows the identified cycle of capacity allocation of the railway infrastructure using the proposed progressive methodological approaches. It is a set of methodological postulates in the following defined areas:


These methodological proposals are only a simplified procedure for timetable creators. If they are to be the basis for further processing, especially by means of IT techniques, it is necessary to create a mathematical model that will be revised to a computer model after appropriate verification. After validation, it is the basis for the creation of an applied computer program. The proposed methodologies can then be imported into software products supporting the construction of the order and capacity indicators.

In the liberalized railway market, further development of infrastructure capacity utilization in:

• searching for optimum traffic flow in order to achieve the desired quality of transport;

Marketing measures are aimed at achieving optimum use of infrastructure (more evenly burdened) by using pricing and other tools in the capacity allocation process,

Capacity related to infrastructure capacity Related to specific timetable

Methodology Analytical methods (SŽDC, ŽSR) Simulation methods (UIC)

Using quantities directly describing the quality of operation (delays)

Uneven track occupancy

Based on the degree of occupancy of individual

occupancy can be used for tracks used only by

Deterministic Based on even track occupancy; unequal track

freight transport

Basic differences in capacity research approaches.

• deviations from the time position, that is, penalty for delay caused by the carrier, as well as delay bonuses caused by the infrastructure manager (EPR system);

The essence of organizational measures is the systematization and synchronization of driving times, where the aim is to achieve less heterogeneity of train paths and to bundle it with minimizing buffer times. There is a need for a change in the configuration of the railway infrastructure in the event of persistent problems with the insertion of train paths in the required sequence and the required timetable stays. In the operative operation, the fixed specification and order of the train paths

Capacity management processes include the train path ordering processes, strategic dialog and advisory phases, conflict coordination and resolution, and capacity allocation. The aim is to create a comprehensive, effective, and motivating model, which will be composed of both technological procedures and pricing policies

A prerequisite for creating a capacity management concept is capacity planning for its further development and use. The essence of capacity management is based on a plan to create a basic timetable, which is usually 1 year and thus represents a medium-term plan. The output of the capacity management process is the allocation of train paths and the determination of the quantitative and qualitative indicators of the constructed timetable (as a result of the stability proof process), in particular the occupancy time, waiting time, standby time, and optimum traffic flow. Achieving optimum traffic flow over time requires infrastructure managers to

will be followed. In the case of delay, the right to the train path will not be

• allocation of train path depending on its time position;

• stricter conditions for "ad hoc" capacity allocation; and

• sanctions for nonuse of allocated capacity;

• the scope of use of ancillary services.

leading to the provision of efficient train paths.

• taking into account the acceptance of powerful train paths;

in particular:

Quality of operation

Capacity relationship

Source: [10].

Table 4.

devices

Transportation Systems Analysis and Assessment

guaranteed.

82

infrastructure, that is, the number of train paths that will be advantageous both for the infrastructure manager and operating and economical. The prerequisite for this is a clear definition of the capacity of railway infrastructure and train paths, determination of the basic principles of capacity detection by means of simulation tools, determination of optimum throughput, plus even ensuring the utilization of railway infrastructure capacity. The proposal outlined the process of determining the capacity of the railway infrastructure, including progressive capacity allocation approaches as key components of capacity management. The scientific and research contribution is proven in the focus, deepening the application of theoretical knowledge in the field of railway transport technology. The proposed procedures for determining the timetable stability and optimizing the process of inserting train paths into the timetable, with an emphasis on optimizing and systematizing them, can be applied as a manual for the needs of specific simulation procedures, as well as for the support software product developers. These benefits can be used in the practical tasks of allocating railway infrastructure capacity and identifying optimal traffic flow. At the same time, the proposed procedures for determining graphical stability can be applied as a manual for the needs of specific simulation procedures,

Railway Infrastructure Capacity in the Open Access Condition: Case Studies on SŽDC…

The issue being solved by its impact on traffic and transport operations and on the railway market is so complex that a number of related aspects are subject to further research. When establishing capacity, focus should be on the required amount of buffer time and examining the waiting time in terms of overall capacity management and in the context of streamlining and shortening the entire process of allocating railway infrastructure capacity. These tasks have a significant impact on the main objective of European rail transport policy in order to strengthen its

The chapter is supported by the VEGA Agency by the Project 1/0509/19 "Optimizing the use of railway infrastructure with support of modal split forecasting,"

1 Faculty of Operation and Economics of Transport and Communications, University

© 2019 The Author(s). Licensee IntechOpen. This chapter is distributed under the terms of the Creative Commons Attribution License (http://creativecommons.org/licenses/ by/3.0), which permits unrestricted use, distribution, and reproduction in any medium,

which is solved at Faculty of Operations and Economics of Transport and

as well as for creators of supporting software products.

competitiveness in sustainable development.

DOI: http://dx.doi.org/10.5772/intechopen.88929

Communication, University of Žilina.

\* and Václav Cempírek<sup>2</sup>

\*Address all correspondence to: jozef.gasparik@fpedas.uniza.sk

2 College of Logistics, Přerov, Czech Republic

provided the original work is properly cited.

Acknowledgements

Author details

Jozef Gašparík1

of Žilina, Slovakia

85

#### Figure 5.

Capacity allocation cycle using proposed progressive methodological approaches with regard to the railway infrastructure capacity.


### 5. Conclusion

Sizing the railway infrastructure, operational performance and quality of operation are interrelated. If two variables are known, the third can be derived. For example, on the Prague-Ostrava route, the current trend of shortening the length of long-distance passenger trains but increasing their frequency as a result of the liberalization of the rail market ("open access") significantly affects the capacity. From this situation, there is a clear need to plan a transport infrastructure for the future scope and concept of transport. Emergency events are a problematic point in the framework of the liberalization of rail transport, which is related to maintaining the number of traction units to the minimum possible. As a rule, RU does not have suitable tractive vehicles for diversion routes. The former unitary state railways had tractive vehicles for independent traction (multi-system locomotives), which could be used for such haulages (not only for freight).

In order to create harmonized conditions for access to infrastructure, it is important to correctly determine the optimum capacity of the railway

Railway Infrastructure Capacity in the Open Access Condition: Case Studies on SŽDC… DOI: http://dx.doi.org/10.5772/intechopen.88929

infrastructure, that is, the number of train paths that will be advantageous both for the infrastructure manager and operating and economical. The prerequisite for this is a clear definition of the capacity of railway infrastructure and train paths, determination of the basic principles of capacity detection by means of simulation tools, determination of optimum throughput, plus even ensuring the utilization of railway infrastructure capacity. The proposal outlined the process of determining the capacity of the railway infrastructure, including progressive capacity allocation approaches as key components of capacity management. The scientific and research contribution is proven in the focus, deepening the application of theoretical knowledge in the field of railway transport technology. The proposed procedures for determining the timetable stability and optimizing the process of inserting train paths into the timetable, with an emphasis on optimizing and systematizing them, can be applied as a manual for the needs of specific simulation procedures, as well as for the support software product developers. These benefits can be used in the practical tasks of allocating railway infrastructure capacity and identifying optimal traffic flow. At the same time, the proposed procedures for determining graphical stability can be applied as a manual for the needs of specific simulation procedures, as well as for creators of supporting software products.

The issue being solved by its impact on traffic and transport operations and on the railway market is so complex that a number of related aspects are subject to further research. When establishing capacity, focus should be on the required amount of buffer time and examining the waiting time in terms of overall capacity management and in the context of streamlining and shortening the entire process of allocating railway infrastructure capacity. These tasks have a significant impact on the main objective of European rail transport policy in order to strengthen its competitiveness in sustainable development.
