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@PHDTHESIS{Meirich:696083,
author = {Meirich, Christian},
othercontributors = {Nießen, Nils and Ábrahám, Erika},
title = {{B}erechnung und {B}ewertung der
{G}esamtleistungsfähigkeit von {E}isenbahnnetzen},
school = {Rheinisch-Westfälische Technische Hochschule Aachen},
type = {Dissertation},
address = {Aachen},
reportid = {RWTH-2017-06606},
pages = {1 Online-Ressource (221 Seiten) : Illustrationen,
Diagramme},
year = {2017},
note = {Veröffentlicht auf dem Publikationsserver der RWTH Aachen
University; Dissertation, Rheinisch-Westfälische Technische
Hochschule Aachen, 2017},
abstract = {Calculation and assessment of overall capacity in railway
networkOne of the main objectives of railway operation
research is the assessment and evalua-tion of railway
capacity. In this context, capacity denotes the possible
number of train runs, which can be operated on the
infrastructure compliant to a predefined level of
ser-vice.In view of the forecasted increase of rail traffic
in Europe the optimal use of the existing infrastructure is
becoming increasingly important. In this regard, the
analysis of the re-sidual capacity of railway stations and
lines, respectively, is an essential prerequisite to assess
the feasibility of additional traffic volume in the network.
In medium- and long-term planning of infrastructure and
operations analytical queueing-based approaches have been
widely used to determine the capacity. Besides being
ap-plicable to existing timetables these methods are
particularly suited to cope with uncer-tain input, e.g. if
only a rough operational concept, but no precise timetable
exists. Ac-cording to the state of the art in this sector,
the railway network is generally decomposed into smaller
infrastructure elements such as lines, set of tracks and
route nodes. In terms of capacity, these elements are
investigated individually, whereas interdependencies between
different elements and the capacity of the entire network
cannot be assessed, globally. However, it is precisely the
overall capacity, and not the individual results for lines
and nodes, which are of particular interest for
infrastructure and timetable planning.The goal of this
thesis is to provide an approach enabling the optimal
utilization of the available capacity in railway networks.
By taking a network perspective on capacity in-cluding
alternative train routings the developed method allows for a
detailed description and capacity evaluation of
infrastructure modifications. Apart from the identification
and prevention of system bottlenecks in infrastructure
planning it also provides valuable in-sights in timetable
design facilitating a demand oriented design of operations.
At this point, the approach is not limited to the
construction of new timetables from scratch, but can also be
used to optimally attribute residual capacities to
additional train runs in exist-ing timetables. In the
present work, the calculation and assessment of overall
capacity in railway net-works is performed using a
macroscopic model based on railway lines, set of tracks and
route nodes. The capacity allocation for train courses is
based on a two-stage model. The first step consists of
finding all economically feasible train paths for the
demanded relations by solving a shortest-path problem. In
the second process step, infrastructure capacity is assigned
to individual trains using a mixed-integer programming
approach. The objective of the routing problem is to
maximize the number of feasible train runs through the
network. The capacity is determined based on a train
specific extrapolation of the existing operating program on
each infrastructure section.To determine the individual
capacities of lines, set of tracks and route nodes, which
pro-vide constraints to the routing MIP commonly used
analytical procedures in railway ca-pacity analysis are
used. Currently, these procedures rely on differing modeling
tech-niques and input data requirements. Capacity analysis
of railway stations, for example, usually relies on
so-called scheduled waiting times, which originate in
timetabling when trains need to be shifted from their
original timeslots due to conflicts with other train runs.
The assessment of railway lines, by contrast, is performed
based on knock-on delays, which arise in operations due to
conflicts between trains arising from perturbations or
initial delays in the planned timetable. In order to ensure
the comparability of the calcula-tion of the capacities for
the different infrastructure elements, a methodology for the
standardization of the different approaches is developed.
For example, the applicability of the Strele-formula –
which has previously been used to model railway lines –
has been extended to route nodes by incorporating a
parameter concatenating different train moves. For the first
time, the calculation of capacity for railway lines and
railway nodes can now be carried out based on the same
database.The presented approach has been validated based on
prototypical calculations for a realistic subnetwork of the
size of North Rhine-Westphalia. The network consists of 51
set of tracks, 102 route nodes and 150 railway lines. It has
been shown that, by optimally assigning residual network
capacity based on the developed method, the number of train
runs on this network can be increased by up to $18\%.$ The
methodology hence provides a significant improvement in
network and timetable planning.},
cin = {313110},
ddc = {624},
cid = {$I:(DE-82)313110_20140620$},
typ = {PUB:(DE-HGF)11},
doi = {10.18154/RWTH-2017-06606},
url = {https://publications.rwth-aachen.de/record/696083},
}
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