samuel l. sogin graduate research assistant university of illinois at urbana-champaign
TRANSCRIPT
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Introduction to Railroad CapacityModule 2-D
Samuel L. SoginGraduate Research Assistant
University of Illinoisat Urbana-Champaign
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Outline
IntroductionFactors of capacityMainline capacityYard capacityNetwork capacitySchedulingEconomicsQuestions
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Related Fields to Capacity Research
AnalyticsData miningNetwork optimizationQueuing theoryRegression modelingRisk modelingSimulationUtility models
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Railroads’ Capacity History19th and early 20th century: Great expansion of railroadsWorld War I: War traffic brought network to standstill due to insufficient capacity due to inefficient operations, 1920s: Relative balance between capacity and traffic levelsGreat Depression: Loss of traffic led to excess capacityWorld War II: Congestion from war traffic After WWII: Overcapacity as passenger and freight traffic declined1990 - Current: Growth in traffic and market power has permitted railroads to spend substantial amounts to remove choke points
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More Demands on U.S. Railroad Network
ReliabilityIntercity Passenger Trains
Commuter Service
Low CostTransportationFreight Growth
Environment
Cambridge Systematics. (2007). National Rail Freight Infrastructure Capacity and Investment Study.
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Problems of Capacity Shortages
Inability to handle more trafficDecreasing level of serviceDiminished ability to recover from a disruptionLimited windows for track maintenanceCrew time limitationsIncrease time in yardsIncrease cycle timesAll of these increase costs
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Railroads are Capital-Intensive
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Railroads Own Expensive Assets
Track Construction ≈ $2,500,000 to $4,500,000 per mile
171,513 track miles
Locomotives ≈ $1,800,000 each23,732 locomotives
Rail Car ≈ $70,000 each580,635 railroad owned freight cars
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Capacity Can Be Measured Anywhere
Transportation Network Railroad Network
DivisionSubdivisionYards & Terminals Industry Facilities
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Types of Capacity
Practical Capacity: Ability to move traffic at an “acceptable” level of service
Economic Capacity: The level of traffic at which the costs of additional traffic outweighs the benefits
Engineering Capacity: The maximum amount moved before the system ceases to function
Ultimate Capacity: The system has ceased to function and all signals are red
Kahn, Ata M. Railway Capacity Analysis and Related Methodology. Ottawa, 1979. Print.
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What Should “Capacity” Measure?
Utilization
Amount Moved
Reliability
Sogin, Samuel L et al. “Measuring the Impact of Additional Rail Traffic Using Highway & Railroad Metrics.” Proceedings of the 2012 Joint Rail Conference. Philadelphia, 2012.
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Railroad Capacity Metrics
Amount Moved Reliability Utilization
Trains
Cars
Tons
Revenue Tons
People
TEUs
(Per Year)
(Per Day)
(Per Hour)
(Per Peak Hour)
Distribution of Arrival Times
Average Delay
Standard Deviation of Delay
On Time Performance
Right Car Right Train
Crew Expirations
Velocity
Dwell time in Terminals
Blocking Time
Signal Wake
Train Miles/Track Mile
Cycle Time
Sogin, Samuel L et al. “Measuring the Impact of Additional Rail Traffic Using Highway & Railroad Metrics.” Proceedings of the 2012 Joint Rail Conference. Philadelphia, 2012.
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Important Factors of Railroad Capacity
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Meet and Pass
Single track poses significantly more challenges for capacity
No longer simply limited by train spacing
Must consider “meets” of trains traveling in opposite direction
These impose constraints on schedule
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Meets on Single Track
T1
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Meets on Single Track
T2
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Meets on Single Track
T3
Meet Delay
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Passing on Single TrackT
ime
T2
Pass Delay
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Track Configuration
Number of tracksSiding lengthSiding spacing (distance & time)Crossover spacing
Single crossoversUniversal crossoversParallel crossovers
Length of bottleneck sectionGradeCurvature
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More track can lead to smaller delays
Volume (trains/day)
Del
ay (
ho
urs
)
directional running, DT
bidirectional running, DT
ST, siding every 21.4 miles
Kahn, Ata M. Railway Capacity Analysis and Related Methodology. Ottawa, 1979. Print.
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Two Separate Single Track Lines
High-volume route
Each railroad was operating single track with passing sidings between St. Louis and Texas
Elimination of bi-directional running was one of the big pay-offs in the UP-SP merger
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Directional Running After Merger
• Eliminate “meet delay”
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Maintenance FactorsTrack quality
Inspection frequencyTrack failure frequency
Maintenance schedulingLengthFrequency
Surfacing cyclesTie life (Concrete or wood)Rail lifeDynamic defect detection of rolling stock & track
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Train Types
DynamicsAccelerationBrakingMaximum speedHorsepower to trailing to ratioDistributed power
Cargo CapacityNumber of railcarsNominal capacity of railcarsHeight, width
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Influence of HPT on Acceleration Distance
-3.69- -3.08--2.46-
-1.84--1.23-
-0.61-
7,150 ton train
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Train Interactions
Number of trains per day or per hourTraffic mixture
Priority differentials: Sacrificing the performance of one train type (freight) to preserve the on time performance of a preferred train type (passenger). Speed differentials: Train that operate at different speeds that can cause passing conflicts
SchedulingDirectional fleeting: Decrease meet delay by only operating in one direction for an interval Type fleeting (time windows): Decrease delays of different trains interacting with each other by separating the traffic type by time of day
Concentration of trains due to the railroad network design
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The Impact of Different Type of Trains
Time
Dis
tanc
e
Inte
rmod
al
Am
trak Man
ifest
Unit
Origin
Destination
Time
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Signaling
Method of operation (YL, TWC, CTC)Presence of ABS (Automatic block signaling): Allows for closer train spacing and higher speedsSignal spacing: Gives information more frequently on the block occupancySignal aspects: Gives more accurate speed control to following trains allowing for tighter spacingPresence of power switches: Eliminates the need to stop to operate switchesAdvanced control systems
Cab signalingMoving blockPTC
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Yards
Length of yard leadsTotal time that yard processes use the mainlineCrew changesSize of receiving and departure yards
Number of tracksLength of tracks
Kahn, Ata M. Railway Capacity Analysis and Related Methodology. Ottawa, 1979. Print.
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Options to increase line capacityOperations options:
Increase average speedReduce traffic peakingReduce the variability in speedReduce number of meets & passesIncrease length & weight of trains
Infrastructure options: Line (links):
Add or lengthen passing sidingsAdditional tracks
Junctions (nodes): Add classification tracksExtend yard lines Improve junction designGrade separation
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Unlike highways, there is no standard railroad capacity model
The complex nature of railroad operations and limited research funding has prevented a universal capacity model from being developedCurrently several different models are in use
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Volume (Trains/Day)
Del
ay (
min
s)
Different Traffic Characteristics will change the Maximum Volume
Acceptable Delay
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Level of Service to measure CapacityHigher delays correspond to a lower level of service (LOS)
Maximum theoretical volumes are never reached to increase level of service of traffic
Metric:Delay
Abril, M., Barber, F., Ingolotti, L., & Salido, M. (2008). An assessment of railway capacity. Transportation Research Part E: Logistics and Transportation Review, 44(5), 774-806.
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Railroad Capacity Models
AnalyticalSimplest ModelsCan be computed manually for simple networks
ParametricIdentify critical parametric relationships and focus on the key elements of line capacityEstimates theoretical and practical throughput
SimulationClosest representation of actual operationsData intensive, not practical for network modeling
Computational Intensity Accuracy
Theoretical Low Low-medium
Parametric Medium-high Medium
Simulation Very high Low-high
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Theoretical: Maximum Throughput Computation
The maximum traffic flow that a rail line can accommodate under ideal condition
Where: N = Number of trains per day1440 = Number of minutes in a day
Hmin = Minimum headway (minutes)
1440
min
NH
=
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Theoretical: Blocking Time Model
Time
Dis
tanc
e
Minimum Head Way
Pachl, Joern, and Thomas White. “Analytical Capacity Management with Blocking Times.” Transportation Research Board: 83rd Annual Meeting (2004)
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Theoretical: Single Track Capacity (Poole)
Calculated headway in single track with passes
C = Capacity in trains per day1440 = Number of minutes per 24 hourst = Minutes to travel between sidingst/2 = Average dwell time waiting for opposing train to arrivem = Delay for each meet due to braking, entering the siding, running the length of the siding, leaving the siding and accelerating to full speed2 = number of trains per pair
2
22
1440
mt
tC
Poole, EC. “Costs--A Tool for Railroad Management.” (1962)
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Poole Methodology
Siding A Siding B
Time t
Time 0
Time t+m
Time 2t+m+t/2
Time t+m+t/2
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Parametric Models
Parametric Model are based off statistical analysis of operating or simulation dataKey infrastructure and operating parameters are identified to predict a delay-volume curveAttributes include
Average speedSpeed ratioPriorityPeaking Siding spacing and uniformityPercent double trackSignal spacing
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CN Parametric Model Example
Average Speed 44.38Speed Ratio 1.113Priority 0.342Peaking 1.727
Siding Spacing 7.77Siding Spacing Uniformity 0.49Signal Spacing 0.93
Track Outage 0Slow Orders 0% Dbl Track 75
Maintenance 0
0
10
20
30
40
50
60
70
0 10 20 30 40 50 60
Volume (Trains per Day)
Del
ay (
Min
ute
s)
Average Speed 44.4 mph Speed Ratio 1.113
Priority 0.342 Peaking 1.727
Siding Spacing 7.77 miles Uniformity 0.49
Signal Spacing 0.93 % Double Track 50
Krueger, H. “Parametric Modeling in Rail Capacity Planning.” Proceedings of the 1999 Winter Simulation Conference. Phoenix, 1999. 1194-1200. Web. 21 May 2012.
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Railway Simulation Tools
Calculates train movements and makes decisions under the same rules as railroad dispatchers
They account for different equipment types, train consists, train handling characteristics, terrain and track conditions
Common uses of Simulation Tools:Develop operating plansDiagnose bottlenecks and recommend schedule changesEvaluate various capital improvement scenariosAssess the impact of adding new trains to a network
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Rail Traffic Controller
Developed by Eric Wilson from Berkeley Simulation SoftwareEmulates a dispatcher controlling train movements across a network based on train priorityIntegrated train performance calculatorInputs: track, signals, trains, and scheduleOutput: delay, average velocity, on time performance
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RTC Animation
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Yard Models
Logan, P. (2006a). People, Process, and Technology – Unlocking Latent Terminal Capacity.Transportation Research Board 85th Annual Meeting presentation, January 24, 2006.
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Yard Models (Simulation)
FlexsimCT. “Flexsim CT intermodal rail yard transfer simulation model.” YouTube, 2010.
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Network Models
Capacity planningTrain routingCrew planning
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Scheduling
FleetingType: Reduce delays due to different train types operating on the same lineDirection: Reduce delays on single tracks lines by reducing the meet delay
Express schedulingDecrease travel time by bypassing intermediate station and terminalsMinimize conflicts with trains in the same direction
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Existing ScheduleTrain # 300 302 304 306 308 314 316 318 320 322 324 326 328 330AM/PM AM AM AM AM AM AM AM AM AM AM AM AM AM AMKenosha – – – – 5:51 6:17 – – 6:53 – – 7:15 – 7:51Winthrop Harbor – – – – 5:59 6:25 – – 7:02 – – 7:23 – 7:59Zion – – – – 6:03 6:30 – – 7:06 – – 7:28 – 8:04Waukegan 4:20 4:58 5:26 5:54 6:13 6:39 – 7:09 7:15 7:20 – 7:37 7:50 8:12North Chicago – 5:01 5:29 5:58 6:16 6:43 – 7:12 – 7:24 – 7:41 7:53 8:15Great Lakes – 5:05 – 6:02 – 6:46 – 7:16 – 7:27 – – 7:58 8:18Lake Bluff 4:28 5:10 5:35 6:06 6:22 6:50 – – 7:24 7:32 – 7:46 – 8:22Lake Forest 4:31 5:13 5:39 6:10 6:26 6:54 – 7:23 – 7:36 – 7:50 – 8:25Fort Sheridan – 5:16 5:43 6:14 6:31 6:59 – – 7:32 7:40 – 7:55 8:07 –Highwood – 5:19 5:46 6:17 6:34 7:02 – – 7:36 7:43 – – 8:10 –Highland Park 4:38 5:22 5:50 6:20 6:37 7:05 – 7:31 – 7:46 7:54 8:01 – 8:33Ravinia – 5:25 5:53 6:23 6:41 7:09 – 7:35 7:41 – – 8:04 8:14 –Ravinia Park – – – – – – – – – – – – – –Braeside – 5:27 5:55 6:25 6:44 7:12 – – 7:43 – 7:57 – 8:17 –Glencoe 4:43 5:30 5:58 6:28 6:47 7:15 – 7:39 – 7:51 8:00 – 8:20 8:39Hubbard Woods – 5:33 6:01 6:31 6:50 7:18 – 7:42 – – 8:03 – 8:23 –Winnetka 4:47 5:36 6:04 6:34 6:53 7:21 7:31 – 7:48 7:56 – – 8:26 8:43Indian Hill – 5:38 6:06 6:36 6:55 7:24 7:33 – – 7:58 8:06 – 8:29 –Kenilworth – 5:40 6:08 6:38 6:57 7:27 7:35 – – 8:00 8:08 – 8:31 8:46Wilmette 4:50 5:42 6:10 6:42 6:59 7:31 7:38 – – 8:03 – 8:14 8:33 8:48Evanston Central Street 4:53 5:45 6:13 6:45 7:02 7:34 7:41 – – 8:07 8:13 8:18 8:35 8:51Evanston Davis Street 4:56 5:49 6:17 6:48 7:06 7:38 7:44 7:51 7:57 8:11 – 8:22 8:38 8:54Evanston Main Street 4:58 5:51 6:19 6:51 – – 7:47 – 8:00 – 8:18 – 8:40 –Rogers Park 5:02 5:54 6:23 6:55 – – 7:50 – 8:03 8:15 8:22 – 8:44 –Ravenswood 5:07 5:59 6:29 7:01 – – 7:55 8:01 8:09 – – 8:31 8:50 –Clybourn 5:13 6:06 6:36 7:07 7:19 7:51 8:02 8:08 8:16 8:25 8:31 8:37 8:56 9:06Ogilvie Transportation Center 5:23 6:15 6:45 7:17 7:30 8:02 8:12 8:18 8:26 8:35 8:41 8:47 9:05 9:15
Sogin, Samuel L, Brennan M Caughron, and Samantha G Chadwick. “Optimizing Skip Stop Service in Passenger Rail Transportation.” Proceedings of the 2012 Joint Rail Conference. Philadelphia, 2012. Print.
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Genetic Algorithm ScheduleTrain # 304 306 308 310 312 314 316 318 320 322 324 326 328 330AM/PM AM AM AM AM AM AM AM AM AM AM AM AM AM AMKenosha 6:00 6:05 6:11 6:22 6:31 6:38 6:45 6:53 7:00 7:07 7:14 7:21 7:28 7:36Winthrop Harbor 6:12 6:17 - - 6:43 6:50 6:57 7:05 7:12 7:19 - 7:33 - 7:48Zion 6:16 6:21 6:26 - 6:47 6:54 7:01 7:09 7:16 7:23 7:29 7:37 - 7:52Waukegan 6:25 6:30 6:35 - 6:56 7:03 7:10 7:18 7:25 7:32 7:38 7:46 - 8:01North Chicago - - 6:40 6:48 7:01 - - - - 7:37 - - 7:54 8:06Great Lakes - - 6:45 6:53 - 7:12 - - - - 7:46 - 7:59 -Lake Bluff - - 6:49 - 7:09 7:16 - 7:29 7:36 7:45 7:50 - 8:03 8:14Lake Forest - 6:42 6:52 6:59 7:12 - 7:23 7:32 - 7:48 7:53 7:59 - 8:17Fort Sheridan 6:40 - - - 7:16 7:21 7:27 - 7:42 7:52 - 8:03 8:08 -Highwood 6:42 6:47 - 7:03 - 7:23 - - - - 7:58 - 8:10 -Highland Park - 6:50 6:58 - 7:20 7:26 7:31 7:39 7:46 7:55 8:01 8:06 - 8:23Ravinia 6:46 6:53 - 7:08 - - 7:34 7:42 7:49 - - - 8:15 -Ravinia Park - - - - - - - - - - - - - -Braeside 6:47 6:54 - 7:09 - - 7:35 - - - - - 8:15 8:25Glencoe 6:50 6:56 - - 7:23 - 7:37 7:44 7:51 - 8:05 - 8:18 8:28Hubbard Woods - 6:59 7:03 7:13 - 7:32 - - - - - 8:12 8:21 -Winnetka 6:54 - 7:06 7:16 7:28 - - - - 8:02 - - 8:24 8:32Indian Hill 6:56 - 7:08 7:18 - - - - 7:56 - - 8:15 8:26 -Kenilworth - - - 7:20 - - - 7:49 7:58 8:05 8:10 8:17 - -Wilmette 6:59 7:04 7:11 - 7:31 7:36 - 7:51 - - 8:12 8:19 8:29 8:36Evanston Central Street - - 7:14 7:24 7:34 - 7:45 7:54 - 8:08 8:15 - 8:32 8:39Evanston Davis Street - 7:09 7:17 7:27 - - 7:48 7:57 - 8:11 8:18 8:24 8:35 -Evanston Main Street - - - 7:30 - 7:43 7:51 - 8:05 8:14 - 8:27 - 8:43Rogers Park 7:07 7:13 - 7:33 7:43 7:46 7:54 - 8:08 - 8:23 - - -Ravenswood 7:11 - 7:24 7:37 - 7:50 - - 8:12 - - 8:32 8:42 -Clybourn 7:16 - - 7:42 - 7:55 - 8:08 - 8:23 - - - -Ogilvie Transportation Center 7:24 7:27 7:36 7:50 7:54 8:03 8:08 8:16 8:23 8:31 8:37 8:44 8:54 8:59
Sogin, Samuel L, Brennan M Caughron, and Samantha G Chadwick. “Optimizing Skip Stop Service in Passenger Rail Transportation.” Proceedings of the 2012 Joint Rail Conference. Philadelphia, 2012. Print.
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Types of Operations
ScheduledAll train movements are planned and followed preciselyCommuter, inter-city passenger trainsSome freight trains
Hold-For-TrafficWait for the necessary traffic threshold to run a trainGrain, coal and other bulk trains
Hybrid Systems
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Economics
Project selection modelsDetermining the cost of congestionDetermining the capacity of a railroad lineBase train equivalenceOther operating metrics
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Economics of Railroad Capacity
0 5 10 15 20 25 30 35 4015,000
20,000
25,000
30,000
35,000
40,000
Trains Per Day
($
Th
ou
sa
nd
s)
Marginal Revenue
Marginal Cost
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Research Needs
Models that capture yard-mainline interactionPredicting the impact of higher speed passenger and freight trains on the same corridorCreating new theoretical & parametric models
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References (1) Abril, M, F Barber, L Ingolotti, and MA Salido. 2008. “An assessment of railway capacity.” Transportation Research Part E: Logistics and Transportation Review 44 (5): 774-806.
S Chultz A Ndreas T Anner, and Ralf Bornd. 2005. “An Auctioning Approach to Railway Slot Allocation An Auctioning Approach to Railway Slot Allocation.” Management 45 (October): 163-197.
Cambridge Systematics. 2007. National Rail Freight Infrastructure Capacity and Investment Study.
Carey, M. 1994. “Stochastic Approximation to the Effects of Headways on Knock-On Delays of Trains.” Transportation Research Part B: Methodological 28 (4): 251-267.
Dingler, Mark, Amanda Koenig, Sam Sogin, and Christopher P L Barkan. 2010. Determining the Causes of Train Delay. In AREMA Annual Conference Proceedings. Orlando.
Dingler, Mark, Yung-Cheng Lai, and Christopher P.L. Barkan. 2009. “Impact of Train Type Heterogeneity on Single-Track Railway Capacity.” Transportation Research Record: Journal of the Transportation Research Board 640 (2117): 41-49.
Gorman, Michael F. 2008. “Statistical Estimation of Railroad Congestion Delay.” Transportation Research Part E.
Harrod, Steven. 2009. “Capacity factors of a mixed speed railway network.” Transportation Research Part E 45 (5): 830-841
Ireland, Phil, Rod Case, John Fallis, and Jason Kuehn. 2003. “Perfecting the Scheduled Railway : Model-Driven Operating Plan Development.” System: 1-28.
Kahn, Ata M. 1979. Railway Capacity Analysis and Related Methodology. Ottawa.
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References (2)Krueger, H. 1999. Parametric Modeling in Rail Capacity Planning. In Proceedings of the 1999 Winter Simulation Conference, 1194-1200. Phoenix.
Leilich, Robert H. 1998. Application of Simulation Models in Capacity Constrained Rail Corridors. In Proceedings of the 30th conference on Winter simulation, 1125-1133.
Lu, Quan, Maged Dessouky, and Robert C Leachman. 2004. “Modeling Train Movements Through Complex Rail Networks.” Computer 14 (1): 48-75.
Martland, Carl D, Patrick Little, and Joseph M. Sussman. 1994. “Service Management in the Railroad Industry.” Transportation Research Board.
Mattsson, LG. 2007. “Railway capacity and train delay relationships.” Critical Infrastructure.
Pachl, Joern. 2009. Railway Operation and Control. 2nd ed. Mountlake Terrace: VTD Rail Publishing.
Pachl, Joern, and Thomas White. 2004. “Analytical Capacity Management with Blocking Times.” Transportation Research Board: 83rd Annual Meeting.
Petersen, ER. 1987. “Design of single-track rail line for high-speed trains.” Transportation Research Part A: General 21 (1).
Poole, EC. 1962. “Costs--A Tool for Railroad Management.”
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References (3)Preston, John, Graham Wall, Richard Batley, J Nicolás Ibáñez, and Jeremy Shires. 2009. “Impact of Delays on Passenger Train Services.” Transportation Research Record: Journal of the Transportation Research Board (2117): 14-23.
Sogin, Samuel L, Christopher P.L. Barkan, Yung-Cheng Lai, and Mohd Rapik Saat. 2012. Measuring the Impact of Additional Rail Traffic Using Highway & Railroad Metrics. In Proceedings of the 2012 Joint Rail Conference. Philadelphia.
Sogin, Samuel L., Christopher P.L. Barkan, and Mohd Rapik Saat. 2011. Simulating the Effects of Higher Speed Passenger Trains in Single Track Freight Networks. In Proceedings of the 2011 Winter Simulation Conference, 3679-3687. Phoenix
Sogin, Samuel L., Brennan M Caughron, and Samantha G Chadwick. 2012. Optimizing Skip Stop Service in Passenger Rail Transportation. In Proceedings of the 2012 Joint Rail Conference. Philadelphia.
Vromans, Michiel J C M, Rommert Dekker, and Leo G Kroon. 2006. “Reliability and heterogeneity of railway services.” European Journal Of Operational Research 172: 647-665.
White, Thomas. 2006. Examination of Use of Delay as Standard Measurement of Railroad Capacity and Operation. In Transportation Research Board: 85th Annual Meeting. Washington, D.C.
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Questions?
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Copyright Restrictions and Disclaimer
Presentation AuthorSamuel L. SoginGraduate Research AssistantRail Transportation and Engineering CenterCivil & Environmental Engineering DepartmentUniversity of Illinois at Urbana-Champaign1203 Newmark Civil Engineering Lab, B118Urbana, IL 61801(847) 899-2711<[email protected]>
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