Zbornik radova Koridor 10 - Kirilo Savić

3rd International Scientific and Professional Conference
CORRIDOR 10 - a sustainable way of integrations
Results of analysis of capacity of the line Pragersko-Ormož:
•Capacity utilization time:
•Average headway:
•Capacity:
Tog*=1.111 min
tsm* = 17,6 minutes for each train;
82 trains per day
6. CONCLUSIONS
The paper has described the capacity theory for railway lines and how the capacity consumption can
be evaluated for railway lines. Furthermore, quantitative methods to evaluate (and compare) capacity
consumptions on railway lines in a fast and easy way have to be developed.
When there is a quadruple track available, it has been decided that the track occupations of the actual
timetable should be used. If there is no actual timetable the timetable with the minimum number of
conflicts should be examined instead. It is furthermore only allowed to move a train from one track to
another if there is an unequal utilization of the tracks.
Even though the capacity analysis shows that it is possible to run more trains in the section analyzed,
it is not always possible. The analysed line section can be too short to see that it is not possible to run
more trains (e.g. due to capacity restrictions outside the analysis area) – the so-called network effects.
Using the UIC 406 capacity method it is easy to make annual capacity statements on maps showing
the capacity utilization on the railway network. Using the UIC 406 capacity method to make capacity
statements it is important to use the same line sections each year to avoid the paradox that an extra
train or an unwanted overtaking results in less capacity utilization.
The software RailSys includes the compression of sequential timetable train paths within one
calculation step. This produces the interlinked level of occupation for the section under review. To use
the UIC capacity approach, it will require a timetable that includes either the entire network or at least
several lines. After the train paths are compressed, more paths can be added to the timetable as a
means of determining the remaining infrastructure capacity.
The capacity utilization on railway lines is very responsive to the network examined. Therefore, the
capacity utilization should only be compared relatively.
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