Zbornik radova Koridor 10 - Kirilo SaviÄ

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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. Belgrade, 2012 207
3rd International Scientific and Professional Conference CORRIDOR 10 - a sustainable way of integrations REFERENCES [1] International Union of Railways: UIC Code 406: Capacity; 1st edition; September 2004 [A reference to the UIC] [2] Landex, A et al; The UIC 406 capacity method used on single track sections, Centre for Traffic and Transport ATKINS, Denmark, 2007, pp. 2-10. [3] Klahn, V.: Rail Delft, Implementation of the UIC 406 Capacity Calculation at Austrian Railways; 2006; pp. 4-7 [4] Žagavec, D. et al: Določitev metodologije za izračun prepustne zmogljivosti železniških prog, Prometni institut Ljubljana d.o.o., Ljubljana, 2007, pp. 19-51 [5] Anders H. Kaas et al: Evaluation of railway capacity, Centre for Traffic and Transport, Denmark, 2007; pp. 5 [6] Kokot V.: Uskladitev parametrov železniške proge z dinamiko vožnje vlaka, doktorska disertacija, Fakulteta za gradbeništvo in geodezijo Univerze v Ljubljani, Ljubljana, 2002, pp.104-156 [7] Wahlborg, M., Banverket experience of capacity calculations according to the UIC capacity leaflet. Proc. of the 9th International conference on Computers in railways, eds. C.A.- J. Allan, C.A. Brebbia, R.J. Hill, G. Sciutto & S. Sone, pp. 665-673, 2004 [8] RailSys: User Manual, May 2012, pp. 366-378 Belgrade, 2012 208
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Zbornik radova Koridor 10 - Kirilo SaviÄ

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Zbornik radova Koridor 10 - Kirilo SaviÄ