3.1 Lack of efficient train paths for freight trains on rail corridors and nodes

The capacity of the lines as a line construction is closely related to the capacity of the individual railway stations, where insufficient capacity of railway tracks at stations can cause a train to be rejected and wait at intermediate stations, which will further reduce line capacity (and in addition, unproductivity).

For a short case study on the 4th transit corridor, a section of the double-track line between railway stations A and B was chosen, which is characterized by:


The typical timetable for that line is shown in the segment in Figure 1. Due to the preference of passenger transport in the allocation of timetable routes, the assumption can be made that any freight train can only be traced when it does not restrict the movement of passenger trains. The problem is the time taken by a freight train in a timetable, which is significantly longer compared to passenger trains.

In the timetable, the driving times for this section are of the order of Ex 4.5–5.0 min, regional passenger trains 11.0 min, freight expresses 7.5 min, and relational freight trains 9.5 min. To do this, there is need to add a start and stop

#### Figure 1.

Headway for train sequence in odd direction (line with odd numbers) stopping freight express-passing express for the station (source: elaborated on ground of [11]).

acceleration resistance is zero. The graphical dependence of inertia on speed is the so-called s0/V diagram. It is unique to the type of traction vehicle, the type of vehicle resistance, and the weight of the wagon set. Traction characteristics for each traction vehicle (locomotive and motor car) are constructed to obtain a traction force-speed dependence. The vertical y-axis shows the tractive force, and the x-axis shows the speed. The tractive effort curve in the traction diagram indicates a lot

The construction of graphical methods to determine the technical normative weight of a train set is based on the theory of nomograms. In practice, SŽDC and ŽSR most often use the Koreff intersection nomogram, constructed under the condition V = const. The tractive force values of the coupler for a given traction vehicle are given by the traction characteristic, and the coefficient of vehicle resistance can be determined from empirical relationships. The slope of the track is given by the parameters of the track. It follows from the equation of motion (3) that the left side corresponds to the linear dependence on the resistance of the tractive vehicles, and the right side of the linear dependence on the slope. Relations after adjustment for the weight determination of the transported vehicles are represented

Fts � GD � f <sup>0</sup><sup>V</sup> ¼ ð Þ� GL þ GD f <sup>S</sup> (3)

by two equations of lines whose relationship can be solved graphically.

3. Identification of problems in railway infrastructure capacity

• organization of the rail market (transport policy and transport market

On the SŽDC and ŽSR networks, "open access" in freight and passenger transport is also possible. This has a major impact on capacity utilization. In the area of railway infrastructure capacity management, major problems in capacity utilization and path allocation have been identified. Under the conditions of the SŽDC and ŽSR

For capacity management, the default requirements are:

• technical aspects (infrastructure and interoperability); and

• technological aspects (traffic planning and management).

railway network, new approaches in capacity analysis are defined and

where Fts is the tractive effort of the locomotive on coupler [kN]; GD is the weight of wagon set [kN]; GL is the tractive vehicle weight [kN]; f0V is the driving resistance coefficient of transported vehicles [—]; and fS is the slope resistance

The practical expression of Koreff nomograms for transport practice is tables of the technical normative mass. Tables are compiled for each type of traction vehicle; at the intersection of a certain slope (track class) and the mass of the train set, there is the value of inertial speed that the traction vehicle of the given series is able to haul on a given inertia slope and with a given weight of trailer vehicles. Calculated driving time values are called theoretical driving times, rounded off to at least 0.1 min. Regular driving times rounded to 0.5 min are used for the timetable

about the locomotive's operating characteristics.

Transportation Systems Analysis and Assessment

coefficient [—].

construction [1, 2, 10].

management

operators);

72

• the accumulation of passenger traffic between 6:00 am and 9:00 pm practically

• at this time, only freight express trains may overrun between express, fast trains, and passenger trains but not slower relational freight trains hauling

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

• time distance between passenger trains in the 9–15 min sequence does not create a sufficient buffer time for the insertion of freight train paths;

intersection stations, which mean that on average, four trains must wait 4 h

• rush hour may shift slightly depending on which direction of the passenger traffic is stronger in the morning and afternoon and also depending on the

Time 1:00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 10:00 11:00 12:00

Time 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 24:00

2.75 2.75 2.75 2.75 2.75 2.75 2.75 2.75 2.75 2.75 2.75 2.75

0 0 0 0 0 0 1.75 3.5 4.25 5 7.75 6.5

3665 5 1 1 2 2 0 4 3

0.25 3.25 3.25 2.25 2.25 1.75 3.50 4.25 5.00 7.75 6.50 6.25

0 0 0 0 0 1.75 3.50 4.25 5 7.75 6.5 6.25

2.75 2.75 2.75 2.75 2.75 2.75 2.75 2.75 2.75 2.75 2.75 2.75

6.25 6 4.75 6.5 8.25 9 9.75 3.5 4.25 5 1.75 1.5

3411 22 2 2 2635

6.00 4.75 6.50 8.25 9.00 9.75 10.50 4.25 5.00 1.75 1.50 0.75

6 4.75 6.5 8.25 9 9.75 10.50 4.25 5 1.75 1.5 0.75

• freight trains that cannot pass through the section are waiting at the

distance of the relevant line from large agglomerations;

stops freight traffic;

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

from 4:00 to 8:00 pm;

Entered freight trains

Stopped freight trains

Number of freight trains in timetable

Overhang of train path requirements over demand

Number of stopped trains

Average number of delayed freight trains (0.00–12.00 h).

Average number of delayed freight trains (12.00–24.00).

Table 2.

Entered freight trains

Stopped freight trains

Number of freight trains in timetable

Overhang of train path requirements over demand

Number of stopped trains

Table 3.

75

individual wagon loads or empty wagons;

Figure 2. Histogram of timetable train paths in section A–B.

surcharge of 2.0 min in case of overtaking. From the analysis of time elements, these values of the headway are determined for these train sequences:


From these values, it can be seen that the minimum time gap between fast driving trains must be 11.0 min in order to drive the freight express train to the front station where it will be overtaken by the express train. If the freight express train is pathed to the next station, a buffer time of 11.5 min is needed.

The analysis of the constructed timetable in the surveyed section shows that the number of buffer times of at least 11.0 min in this section is on average 1–2 per hour in peak hours. At the same time, the Express-Express trains are most often traced at 8–10 min, which could be reduced to a subsequent interval of 3–5 min (more thorough train bundling).

Regular freight trains are traced a total of 66 trains/24 h, trains as needed five trains/24 h. From the graph in Figure 2, which is the histogram of the frequency of passenger and freight trains embedded in individual hours during the day, it is clear that the largest volume of passenger traffic is realized on corridor lines between 6.00 and 21.00 h. Freight traffic is generated at regular intervals throughout the day, and it can be seen that their journey during peak hours of passenger traffic cannot be smooth.

We will assume that freight trains enter the section under investigation at fixed intervals. It is therefore necessary to examine the time model, reflecting the sequence of freight trains and their ability to travel through the section under investigation, including by using the paths as needed. With 66 trains per 24 h, 2.75 trains are generated every hour and need to be transported. Due to the accuracy of the overall result, the situation is modeled using the distribution of trains processed in Tables 2 and 3.

Generalization of the case study conclusions for the capacity and mix of train paths in the timetable of the SŽDC transit corridors:

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



#### Table 2.

surcharge of 2.0 min in case of overtaking. From the analysis of time elements,

From these values, it can be seen that the minimum time gap between fast driving trains must be 11.0 min in order to drive the freight express train to the front station where it will be overtaken by the express train. If the freight express

The analysis of the constructed timetable in the surveyed section shows that the number of buffer times of at least 11.0 min in this section is on average 1–2 per hour in peak hours. At the same time, the Express-Express trains are most often traced at 8–10 min, which could be reduced to a subsequent interval of 3–5 min (more

Regular freight trains are traced a total of 66 trains/24 h, trains as needed five trains/24 h. From the graph in Figure 2, which is the histogram of the frequency of passenger and freight trains embedded in individual hours during the day, it is clear that the largest volume of passenger traffic is realized on corridor lines between 6.00 and 21.00 h. Freight traffic is generated at regular intervals throughout the day, and it can be seen that their journey during peak hours of passenger traffic

We will assume that freight trains enter the section under investigation at fixed

Generalization of the case study conclusions for the capacity and mix of train

intervals. It is therefore necessary to examine the time model, reflecting the sequence of freight trains and their ability to travel through the section under investigation, including by using the paths as needed. With 66 trains per 24 h, 2.75 trains are generated every hour and need to be transported. Due to the accuracy of the overall result, the situation is modeled using the distribution of trains processed

paths in the timetable of the SŽDC transit corridors:

these values of the headway are determined for these train sequences:

train is pathed to the next station, a buffer time of 11.5 min is needed.

• express—express 2.5 min;

Histogram of timetable train paths in section A–B.

Transportation Systems Analysis and Assessment

Figure 2.

thorough train bundling).

cannot be smooth.

in Tables 2 and 3.

74

• express—freight express 2.0 min; and

• freight express—express 9.0 min.

Average number of delayed freight trains (0.00–12.00 h).


#### Table 3.

Average number of delayed freight trains (12.00–24.00).

• the dense sequence of passenger trains during the day does not create any room for freight traffic extraordinary balancing. If freight trains are delayed on other sections, for example due to infrastructure, then delayed trains can only be transported after the peak rush hour, usually only at night time with an average stoppage of 10 h;

where Prel is the relative power [kW t<sup>1</sup>

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

unit) by the communication and signaling equipment.

3.2 Application of the integrated timetable for passenger trains

as relative speed Vrel and relative power Prel.

the train departing from the clock node.

significant connection links.

77

port, but takes into account rail freight needs.

tion with the rail infrastructure adaptation procedures.

the configuration of the railway infrastructure. The methodological

weight [t].

traction unit [kW] and i is the number of tractive vehicles; and Mtrain is the train

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

This criterion evaluates the actual performance of each examined train path, that is, the momentum of the train (its acceleration) and thus the occupation time of the infrastructure. The above criteria, in particular the criterion of relative speed, are also directly related to the technical equipment of the leading locomotive (tractive

The use of infrastructure capacity, and hence its allocation, must be based on the train's equation of motion and thus on speed and power ratings, using criteria such

Research on the impact of a systematic timetable on infrastructure capacity shows that it reduces track capacity. In the case of the requirements for the fixed distribution of paths in time, the relevant period is ensured in such a way that at each clock node, it is necessary to reserve a certain part of the capacity before the train runs. Such reserved capacity affects the overall capacity of station heads and track sections. For example, works [17–20], which confirm this, are involved in research in this area. Even the analytical methodologies used to determine the capacity of SŽDC do not affect the construction of systematic interval paths in order to relate the calculation to the average train and to determine the average required buffer time. This capacity loss can only be compensated to a certain extent in the case of upgrading of track-side signaling equipment using the ETCS system of application level 3, where only the minimum "moving" track section is reserved for

Displacement of freight train paths on transit corridors seems problematic. This

Drábek [22] in his work presents systematic paths as a network capacity offer, which to some extent is similar to integrated periodic timetable in passenger trans-

These studies demonstrate the difficulty of addressing this issue. Methodologically, a distinction should be made between the procedures for timetable construc-

In the case of persistent trouble inserting train paths in the required sequence and required dwell times in the timetabling process, there may be a need to change

is due to the lack of a sufficient time window to insert the freight train path. Certain theoretical solutions are offered by the works [21–23]. Freight trains, according to Lindner and von Reder [21], should have periodic time windows between passenger paths, adequate according to the required number of freight routes over the cycle time, into which individual freight train paths can then be constructed. These time windows should, as far as possible, be interconnected between successive line sections (if there is a demand for a freight path from one route to the next one, then the connection of the relevant time window with more follow-up should be sought). In case of insufficient capacity of the time windows or the necessity to overtake freight trains too often, they propose to review the structure of the passenger transportation offer (e.g., the individual time positions of individual lines or the number of service segments on the given track section). Of course, freight transport requirements must not lead to the breakage of important elements of the network supply, for example (in terms of passenger traffic flows)

]; Pcon is the continuous power of the


These findings lead to the need to define a powerful train path that can be systematized. The performance of the allocated paths is determined by the RU's data in the capacity allocation request that affects capacity. The analyzed data in Section 2 is mainly about the planned series of the traction vehicle for which regular driving times are computed. It is important to examine the momentum of the train, that is, its mass and acceleration, traction force, and vehicle resistance. These are key parameters that have a major impact on capacity, and the RU can influence these factors. In addition to train dynamics data, the use of infrastructure parameters also affects the level of technical and safety equipment of the traction vehicle. In particular, it concerns the equipment of the traction vehicle with train safety devices and telecommunications equipment, which affect the maximum possible train speed, the use of the transport infrastructure, and the length of its occupation by the train.

To optimize the use of capacity, we have identified operational and technological factors affecting the duration of infrastructure use by a train in the process of capacity allocation:


The speed of the train can be distinguished as maximum speed, determined speed, technical speed, sectional speed, etc. As a criterion for assessing the train paths demanded by the RU with the help of the train speed, it is possible to use the relative speed [4]:

$$V\_{rel} = \frac{\mathbf{60} \cdot L}{t\_{uc} \cdot V\_{tr}} \ [ -] \tag{4}$$

where Vrel is the relative speed; L is length of the examined track section [km]; tus is the travel time of the train on the examined track section including the dwell time; and Vtr is the prevailing line speed in the corresponding speed profile in the track section being tracked [km h�<sup>1</sup> ].

Depending on the train's equation of motion (3), the power of the traction vehicle per unit of mass must be evaluated to compare the different train paths. This evaluation can be performed according to the criterion of relative power [4]:

$$P\_{rel} = \frac{\sum\_{x=1}^{i} P\_{con}^{\text{ct}}}{M\_{train}} \left[ \text{kW} \,\text{t}^{-1} \right] \tag{5}$$

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

where Prel is the relative power [kW t<sup>1</sup> ]; Pcon is the continuous power of the traction unit [kW] and i is the number of tractive vehicles; and Mtrain is the train weight [t].

This criterion evaluates the actual performance of each examined train path, that is, the momentum of the train (its acceleration) and thus the occupation time of the infrastructure. The above criteria, in particular the criterion of relative speed, are also directly related to the technical equipment of the leading locomotive (tractive unit) by the communication and signaling equipment.

The use of infrastructure capacity, and hence its allocation, must be based on the train's equation of motion and thus on speed and power ratings, using criteria such as relative speed Vrel and relative power Prel.

#### 3.2 Application of the integrated timetable for passenger trains

Research on the impact of a systematic timetable on infrastructure capacity shows that it reduces track capacity. In the case of the requirements for the fixed distribution of paths in time, the relevant period is ensured in such a way that at each clock node, it is necessary to reserve a certain part of the capacity before the train runs. Such reserved capacity affects the overall capacity of station heads and track sections. For example, works [17–20], which confirm this, are involved in research in this area. Even the analytical methodologies used to determine the capacity of SŽDC do not affect the construction of systematic interval paths in order to relate the calculation to the average train and to determine the average required buffer time. This capacity loss can only be compensated to a certain extent in the case of upgrading of track-side signaling equipment using the ETCS system of application level 3, where only the minimum "moving" track section is reserved for the train departing from the clock node.

Displacement of freight train paths on transit corridors seems problematic. This is due to the lack of a sufficient time window to insert the freight train path.

Certain theoretical solutions are offered by the works [21–23]. Freight trains, according to Lindner and von Reder [21], should have periodic time windows between passenger paths, adequate according to the required number of freight routes over the cycle time, into which individual freight train paths can then be constructed. These time windows should, as far as possible, be interconnected between successive line sections (if there is a demand for a freight path from one route to the next one, then the connection of the relevant time window with more follow-up should be sought). In case of insufficient capacity of the time windows or the necessity to overtake freight trains too often, they propose to review the structure of the passenger transportation offer (e.g., the individual time positions of individual lines or the number of service segments on the given track section). Of course, freight transport requirements must not lead to the breakage of important elements of the network supply, for example (in terms of passenger traffic flows) significant connection links.

Drábek [22] in his work presents systematic paths as a network capacity offer, which to some extent is similar to integrated periodic timetable in passenger transport, but takes into account rail freight needs.

These studies demonstrate the difficulty of addressing this issue. Methodologically, a distinction should be made between the procedures for timetable construction with the rail infrastructure adaptation procedures.

In the case of persistent trouble inserting train paths in the required sequence and required dwell times in the timetabling process, there may be a need to change the configuration of the railway infrastructure. The methodological

• the dense sequence of passenger trains during the day does not create any room for freight traffic extraordinary balancing. If freight trains are delayed on other sections, for example due to infrastructure, then delayed trains can only be transported after the peak rush hour, usually only at night time with an average

• exhausting the line capacity with passenger traffic causes measurable economic

• the free capacity of the track between 11.00 pm and 4.00 am is not used.

These findings lead to the need to define a powerful train path that can be systematized. The performance of the allocated paths is determined by the RU's data in the capacity allocation request that affects capacity. The analyzed data in Section 2 is mainly about the planned series of the traction vehicle for which regular driving times are computed. It is important to examine the momentum of the train, that is, its mass and acceleration, traction force, and vehicle resistance. These are key parameters that have a major impact on capacity, and the RU can influence these factors. In addition to train dynamics data, the use of infrastructure parameters also affects the level of technical and safety equipment of the traction vehicle. In particular, it concerns the equipment of the traction vehicle with train safety devices and telecommunications equipment, which affect the maximum possible train speed, the use of the transport infrastructure, and the length of its occupation

To optimize the use of capacity, we have identified operational and technological factors affecting the duration of infrastructure use by a train in the process of

The speed of the train can be distinguished as maximum speed, determined speed, technical speed, sectional speed, etc. As a criterion for assessing the train paths demanded by the RU with the help of the train speed, it is possible to use the

> Vrel <sup>¼</sup> <sup>60</sup> � <sup>L</sup> t́us � Vtr

> > ].

P<sup>i</sup> <sup>x</sup>¼<sup>1</sup>Px con Mtrain

Prel ¼

Depending on the train's equation of motion (3), the power of the traction vehicle per unit of mass must be evaluated to compare the different train paths. This evaluation can be performed according to the criterion of relative power [4]:

where Vrel is the relative speed; L is length of the examined track section [km]; tus is the travel time of the train on the examined track section including the dwell time; and Vtr is the prevailing line speed in the corresponding speed profile in the

½ � � (4)

kW t�<sup>1</sup> � � (5)

• equipped with communication and security equipment.

stoppage of 10 h;

by the train.

capacity allocation:

• train speed;

relative speed [4]:

76

• train performance; and

track section being tracked [km h�<sup>1</sup>

losses for freight RUs; and

Transportation Systems Analysis and Assessment

recommendation for rail infrastructure adaptation procedures only for strategic considerations and objectives can be summarized as follows:

• construction of timetable with a perspective mix of passenger and freight train routes;

A–E stations on a double track line equipped with an automatic block [10, 16, 25, 26]. The analyzed section can be compared, for example, with the real section Kolín-Pardubice. Passenger trains (Ex category) are run at different times and with different stops. Figure 3 shows the time spacing between Ex trains approximately 7.5–10.5 min at a headway of 2.5 min. This means a request for a buffer time for the path insertion of 5.0–8.0 min. However, the express freight train path needs more time to insert it, namely 12.0 min, which is indicated by the shading of the depicted occupancy time of passenger trains. This gray area must not be affected by the occupation time of another train. In this path configuration, eight freight train paths (freight express and relation freight trains) are inserted in a two-hour time window. The specified train speeds in km h<sup>1</sup> are listed below the graphical timetable. Ex

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

, passenger trains to 140 km h<sup>1</sup>

.

. In this option, 14 freight train paths were

Figure 4 shows a study of the distribution of train paths after the systematization and synchronization of passenger train and freight train times. Following the adoption of the methodological recommendation, the Ex train paths are more closely bundled within 5 min to allow for the introduction of freight train paths with

successfully inserted in the 120 min time window. The start-up and stopping time charges for freight trains are problematic and considerably prolong the driving time and affect the possibility of inserting the train path into the buffer time. It would be

From the perspective of the railway infrastructure manager, the growth of requests for "ad hoc" paths, that is, the operationally introduced paths not included in the timetable at the expense of planning regular train paths incorporated in the

In the context of individual ad hoc capacity allocation, we divide the capacity requests for "over 3 days," "ad hoc" requests for "under 3 days" capacity, and "ad hoc" allocation for rail capacity for technical-safety tests of railway vehicles and

Inability to insert fast freight train paths (Nex) into gaps between express passenger trains (Ex) indicating the occupation time by those paths in a typical mix of train paths on the transit corridor section (numbers below the

ideal to achieve the condition that freight trains pass through all stations.

, and Nex and

trains are pathed to 160 km h<sup>1</sup>

a standardized speed of 100 km h<sup>1</sup>

timetable, is a negative phenomenon.

paths indicate the specified speed for that path).

Figure 3.

79

relation freight trains up to 100 and 90 km h<sup>1</sup>

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

3.3 Increase in "ad hoc" train path requirements

	- to build other station tracks
	- about rebuilding station heads
	- about building rail crossovers
	- about building the next line track
	- about building new safety equipment

Lack of capacity is also due to the lack of useful lengths of station tracks on rail freight corridors (RFCs) [24] as completely unsatisfactory (the study considered sufficient rails with a length of at least 752 m).

The methodological recommendation for the timetabling is intended for intentions in current conditions and the search for technological solutions in the current state of infrastructure, which can be summarized as follows:


The aim of systemization and synchronization of driving times is to achieve less heterogeneity in train path performance and bundling with minimized buffer time between occupancy times (headways).

A typical example of the distribution of train paths in the timetable on SŽDC resp. ŽSR transit corridors was analyzed in a case study on a corridor line with five Railway Infrastructure Capacity in the Open Access Condition: Case Studies on SŽDC… DOI: http://dx.doi.org/10.5772/intechopen.88929

A–E stations on a double track line equipped with an automatic block [10, 16, 25, 26]. The analyzed section can be compared, for example, with the real section Kolín-Pardubice. Passenger trains (Ex category) are run at different times and with different stops. Figure 3 shows the time spacing between Ex trains approximately 7.5–10.5 min at a headway of 2.5 min. This means a request for a buffer time for the path insertion of 5.0–8.0 min. However, the express freight train path needs more time to insert it, namely 12.0 min, which is indicated by the shading of the depicted occupancy time of passenger trains. This gray area must not be affected by the occupation time of another train. In this path configuration, eight freight train paths (freight express and relation freight trains) are inserted in a two-hour time window. The specified train speeds in km h<sup>1</sup> are listed below the graphical timetable. Ex trains are pathed to 160 km h<sup>1</sup> , passenger trains to 140 km h<sup>1</sup> , and Nex and relation freight trains up to 100 and 90 km h<sup>1</sup> .

Figure 4 shows a study of the distribution of train paths after the systematization and synchronization of passenger train and freight train times. Following the adoption of the methodological recommendation, the Ex train paths are more closely bundled within 5 min to allow for the introduction of freight train paths with a standardized speed of 100 km h<sup>1</sup> . In this option, 14 freight train paths were successfully inserted in the 120 min time window. The start-up and stopping time charges for freight trains are problematic and considerably prolong the driving time and affect the possibility of inserting the train path into the buffer time. It would be ideal to achieve the condition that freight trains pass through all stations.

#### 3.3 Increase in "ad hoc" train path requirements

From the perspective of the railway infrastructure manager, the growth of requests for "ad hoc" paths, that is, the operationally introduced paths not included in the timetable at the expense of planning regular train paths incorporated in the timetable, is a negative phenomenon.

In the context of individual ad hoc capacity allocation, we divide the capacity requests for "over 3 days," "ad hoc" requests for "under 3 days" capacity, and "ad hoc" allocation for rail capacity for technical-safety tests of railway vehicles and

#### Figure 3.

Inability to insert fast freight train paths (Nex) into gaps between express passenger trains (Ex) indicating the occupation time by those paths in a typical mix of train paths on the transit corridor section (numbers below the paths indicate the specified speed for that path).

recommendation for rail infrastructure adaptation procedures only for strategic

• construction of timetable with a perspective mix of passenger and freight train

• the subsequent definition of the necessary infrastructure measures to ensure the implementation of the required scope of transport at the required quality

• assessment of the construction of infrastructure (lines and stations) with

• assessment of the construction of high-speed infrastructure with segregated

Lack of capacity is also due to the lack of useful lengths of station tracks on rail freight corridors (RFCs) [24] as completely unsatisfactory (the study considered

The methodological recommendation for the timetabling is intended for intentions in current conditions and the search for technological solutions in the current

• achieving systematization and synchronization of freight train times; this is achieved by correctly determining the driving time, calculated for the selected level of the specified speed and the corresponding weight and type of the traction vehicle; to obtain a constructed synchronized path, RUs must meet the performance requirements of this path by providing a train assembly from vehicles that achieve a design speed of at least the specified speed and the tractive vehicles have the required performance to ensure the system driving

• achieving systematization and synchronization of passenger train travel times by unifying speed levels for these paths; this means, similarly to freight trains,

The aim of systemization and synchronization of driving times is to achieve less heterogeneity in train path performance and bundling with minimized buffer time

A typical example of the distribution of train paths in the timetable on SŽDC resp. ŽSR transit corridors was analyzed in a case study on a corridor line with five

to create systemized paths with synchronized driving times.

considerations and objectives can be summarized as follows:

◦ to build other station tracks

Transportation Systems Analysis and Assessment

◦ about rebuilding station heads

◦ about building rail crossovers

◦ about building the next line track

◦ about building new safety equipment

passenger traffic according to the high speed TSI.

state of infrastructure, which can be summarized as follows:

• adjusting and synchronizing driving times;

segregated freight traffic; and

sufficient rails with a length of at least 752 m).

time; and

78

between occupancy times (headways).

routes;

level:

capacity, that is, adherence to defined conditions for ensuring the timetable quality, in particular the transportation time, with which the required buffer time (backup time) is closely related. The remaining capacity (free paths) is offered as bidding

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

The output of the capacity management process is the allocation of train paths and the determination of quantitative and qualitative indicators of the constructed timetable (as a result of the stability proof process), in particular occupancy time,

New approaches to comprehensive management of infrastructure capacity can

• organizational measures in technology, aimed at systematizing path allocation

The disadvantage for infrastructure managers who use analytical methodologies for capacity determination is that they no longer reflect the progressive requirements. This is mainly due to the development of computer technology and the related possibilities for modification of analytical methods, development of structure, and the heterogeneity of transport (loss of freight transport, development of suburban, and long-distance transport), or the shift from quantitative capacity to qualitative. The use of simulation methods is used to model railway traffic including

• supporting the implementation of simulation procedures and UIC

the inclusion of operational irregularities, that is, delays, to the extent

corresponding to reality. An important task is to fulfill the relevant model data, which corresponds as accurately as possible to the reality of infrastructure and vehicle parameters. The modeling of train delays and the feasibility of solving traffic situations have a significant impact on the accuracy of simulation outputs. The outcome of the simulation procedure is to determine the stability of the timetable. Different simulation programs (e.g., RailSys, OpenTrack, and SimuT) provide different results (using different ways of calculating driving times, solving conflicts between trains, etc.) [14]. Investigating the reduction of the initial delay means determining the average delay increase per train. An increase in delay of up to 0.5 min/train may still be acceptable, but this increase should be able to absorb adjacent infrastructure elements. It is recommended to increase the occupancy

• it is a track with a specific traffic (e.g., only one type of trains prevails on a

These indicators can be fully explored in simulation procedures supported by UIC Regulation 406 "Capacity." Principal differences in analytical and simulation approaches in capacity exploration are shown in Table 4. There is no exact dependency between the degree of occupation and the quality of traffic, so analytical

• marketing measures, in particular capacity management and capacity

catalog paths in "ad hoc" mode to RU [1, 6, 11].

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

be broken down into the following headings:

methodology for capacity utilization;

and operational traffic management.

degree limit in the following cases [16]:

track that achieves low delays).

methods are less accurate [14, 16].

81

• average occupancy time is greater than 10 min; and

• in a peak computing period;

allocation activities; and

waiting time, buffer time, or optimal traffic flow [10, 28].

#### Figure 4.

Example of arrangement of systemized and synchronized train paths for passenger and freight trains (numbers below the paths indicate the specified speed for that path).

other reasons. For "under 3 days" applications, it is up to the infrastructure manager to decide whether to allocate "ad hoc" paths to resolve conflicts (for example, allocate pre-constructed bidding paths) or allocate paths in residual track capacity without conflict resolution. Conflicts in these paths are handled operatively by the operating staff of the rail system operator.

Another administrative constraint is the fundamental difference between the approach of national infrastructure managers to the issue of reservation, allocation, and use of paths. By comparing the conditions on the SŽDC network, the Austrian ÖBB Infrastruktur, and the Polish PKP PLK, it is possible to find out that there is no uniform approach in the implementation of partial timetable changes. As a result, there is a situation where the train is already regularly on a single rail network, while on the neighboring rail network it is still in an "ad hoc" mode.

For mutual co-operation between applicants and capacity allocators in the process of allocation of railway capacity, national information systems are used for the setting of the annual timetable, as well as the information system for coordinating the allocated train paths (Path Coordination System) from RailNet Europe.

In the train path request process, it is also necessary to implement the TAF/TAP TSI (Technical Specification for Interoperability relating to Telematics Applications for Freight/Passenger Services) [27] for all rail freight operators in EU Member States. All participants in the transport process will have to be able to exchange precisely defined information and reports among themselves electronically. The TAF/TAP TSI will allow coordinating the development of information systems for request acceptance processes, capacity allocation, path design reconciliation, and path activation. However, in the interest of developing rail transport business, infrastructure managers seek to develop these technologies with the least possible financial impact on railway undertakings.

#### 4. New approaches to capacity management

The basic task of capacity management is to construct a basic timetable for a certain time period (all-year) based on infrastructure capacity planning and specific train path orders. The condition for the allocation of train paths is sufficient

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

capacity, that is, adherence to defined conditions for ensuring the timetable quality, in particular the transportation time, with which the required buffer time (backup time) is closely related. The remaining capacity (free paths) is offered as bidding catalog paths in "ad hoc" mode to RU [1, 6, 11].

The output of the capacity management process is the allocation of train paths and the determination of quantitative and qualitative indicators of the constructed timetable (as a result of the stability proof process), in particular occupancy time, waiting time, buffer time, or optimal traffic flow [10, 28].

New approaches to comprehensive management of infrastructure capacity can be broken down into the following headings:


The disadvantage for infrastructure managers who use analytical methodologies for capacity determination is that they no longer reflect the progressive requirements. This is mainly due to the development of computer technology and the related possibilities for modification of analytical methods, development of structure, and the heterogeneity of transport (loss of freight transport, development of suburban, and long-distance transport), or the shift from quantitative capacity to qualitative. The use of simulation methods is used to model railway traffic including the inclusion of operational irregularities, that is, delays, to the extent corresponding to reality. An important task is to fulfill the relevant model data, which corresponds as accurately as possible to the reality of infrastructure and vehicle parameters. The modeling of train delays and the feasibility of solving traffic situations have a significant impact on the accuracy of simulation outputs. The outcome of the simulation procedure is to determine the stability of the timetable. Different simulation programs (e.g., RailSys, OpenTrack, and SimuT) provide different results (using different ways of calculating driving times, solving conflicts between trains, etc.) [14]. Investigating the reduction of the initial delay means determining the average delay increase per train. An increase in delay of up to 0.5 min/train may still be acceptable, but this increase should be able to absorb adjacent infrastructure elements. It is recommended to increase the occupancy degree limit in the following cases [16]:


These indicators can be fully explored in simulation procedures supported by UIC Regulation 406 "Capacity." Principal differences in analytical and simulation approaches in capacity exploration are shown in Table 4. There is no exact dependency between the degree of occupation and the quality of traffic, so analytical methods are less accurate [14, 16].

other reasons. For "under 3 days" applications, it is up to the infrastructure manager to decide whether to allocate "ad hoc" paths to resolve conflicts (for example, allocate pre-constructed bidding paths) or allocate paths in residual track capacity without conflict resolution. Conflicts in these paths are handled operatively by the

Example of arrangement of systemized and synchronized train paths for passenger and freight trains (numbers

Another administrative constraint is the fundamental difference between the approach of national infrastructure managers to the issue of reservation, allocation, and use of paths. By comparing the conditions on the SŽDC network, the Austrian ÖBB Infrastruktur, and the Polish PKP PLK, it is possible to find out that there is no uniform approach in the implementation of partial timetable changes. As a result, there is a situation where the train is already regularly on a single rail network,

For mutual co-operation between applicants and capacity allocators in the process of allocation of railway capacity, national information systems are used for the setting of the annual timetable, as well as the information system for coordinating the allocated train paths (Path Coordination System) from RailNet Europe.

In the train path request process, it is also necessary to implement the TAF/TAP TSI (Technical Specification for Interoperability relating to Telematics Applications for Freight/Passenger Services) [27] for all rail freight operators in EU Member States. All participants in the transport process will have to be able to exchange precisely defined information and reports among themselves electronically. The TAF/TAP TSI will allow coordinating the development of information systems for request acceptance processes, capacity allocation, path design reconciliation, and path activation. However, in the interest of developing rail transport business, infrastructure managers seek to develop these technologies with the least possible

The basic task of capacity management is to construct a basic timetable for a certain time period (all-year) based on infrastructure capacity planning and specific

train path orders. The condition for the allocation of train paths is sufficient

while on the neighboring rail network it is still in an "ad hoc" mode.

operating staff of the rail system operator.

below the paths indicate the specified speed for that path).

Transportation Systems Analysis and Assessment

Figure 4.

80

financial impact on railway undertakings.

4. New approaches to capacity management


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].

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

efficient train paths:

(European Performance Regime);

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

• sanctions for nonuse of allocated capacity; and

• stricter conditions for ad-hoc capacity allocation.

methodological postulates in the following defined areas:

conflicts cannot be resolved by technological measures.

can be as high as 0.90;

defining system times; and

capacity indicators.

transport;

utilization in:

83

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

• allocation of the train path depending on its time position, that is, providing more favorable conditions for the allocation of the path in the transport saddle;

• deviations from the time path, that is, the penalty for delays caused by railway undertakings, as well as delay bonuses caused by the Infrastructure Manager

• taking into account the acceptance by the carrier of efficient train paths;

• when using capacity utilization, to reconcile the use of standby time and occupancy with the UIC methodology, in particular to define the upper occupancy level on lines with specific traffic (homogeneous timetable), which

Figure 5 shows the identified cycle of capacity allocation of the railway infrastructure using the proposed progressive methodological approaches. It is a set of

• setting a higher level of optimal capacity utilization in a specific timetable;

timetable, as well as in the operative management of traffic with the help of

• connecting the required heterogeneity and sequence of train paths, to provide the required performance paths, and to propose infrastructure measures if the

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

In the liberalized railway market, further development of infrastructure capacity

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

• determining the prioritization of train paths in the construction of the
