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Dieses Kapitel geht den kritischen Aspekten der fortschreitenden Zugplanung für die digitale Transformation der Great British Railway nach. Sie unterstreicht die Verlagerung von der traditionellen linearen Signalgebung hin zum funkgestützten Europäischen Zugsicherungssystem (ETCS), das höhere Kapazitäten, geringere Verspätungen, mehr Sicherheit und Kosteneinsparungen verspricht. Der Text skizziert ein gemeinsames Forschungsprojekt unter Beteiligung von Network Rail, Universitäten und Industriepartnern, das zu einer Roadmap mit 21 Empfehlungen zur Modernisierung der Zugplanung und Fahrplangestaltung geführt hat. Zu den zentralen Themen zählen die Vorteile von ETCS wie höhere Geschwindigkeitsbegrenzungen, optimierte Blockabschnittslayouts und die flexible Nutzung von Gleisen. Der Artikel diskutiert auch die Bedeutung der Festlegung spezifischer, messbarer Ziele für die Fahrplanentwicklung und die Notwendigkeit eines integrierten, datengetriebenen Ansatzes während des gesamten FCCS-Lebenszyklus. Zu den Ergebnissen des Projekts gehören Prozessänderungen, datengesteuerte Support-Software und die effektive Nutzung von Daten zur Verbesserung der Zugplanung. Die Schlussfolgerung betont, dass der volle Nutzen von FCCS nur realisiert werden kann, wenn Fahrplan und Programmentwicklung zusammen betrachtet werden, was zu besserer Leistung, mehr Zugstrecken und Energieeffizienz führt.
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Abstract
Along with much of Europe and the global trend towards in-cab signalling, Great Britain (GB) rail is transitioning to Radio-based European Train Control System (ETCS). In collaboration with several universities and research partners, Network Rail have undertaken a programme of R&D to build on the opportunities that Radio-based ETCS offers, including the move towards automatic train operation (ATO), and integrated, centralised traffic management systems that maximise the potential in capacity, performance and energy efficiency for passenger and freight customers. Bringing the train planning and timetabling capabilities into the modernised, data driven, information rich world is a significant puzzle piece of turning opportunities offered by the signalling and control technologies into the day-to-day operations of the railway. This paper covers the research carried out into the characteristics of a radio-based ETCS railway that can be analysed for a goal-based state of the art train planning capability. It considers the advancement of tools, techniques, processes and skills that are required to plan, operate and regulate the railway through automatic train operations and future traffic management systems, ultimately harmonising planning, real-time operations and post-operations performance analysis.
1 Introduction
Train planning for GB rail is designed around the existing lineside multi-aspect signalling systems and is delivered by processes that originated prior to privatisation of the railways in the 1990s.
The GB rail industry, alongside many other global railways, is migrating to radio-based European Train Control System (ETCS) to increase capacity, reduce delays, enhance safety and drive down cost, thereby transforming the rail network for passengers, business and freight operators. ETCS is a key enabler for automatic train operations (ATO) and integrated, centralised traffic management systems (TMS). Together, these are referred to as Future Command, Control and Signalling (FCCS) systems [3].
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Achieving the full potential of ETCS necessitates the upgrade of train planning and timetabling to take advantage of ETCS capabilities. ETCS improves precision and allows planners to remove some buffer and extra running time that conventional processes require, which can allow more train services to be planned or allow better access for maintenance activities. Generating information-rich, precise, accurate and validated timetables will support better regulation decisions and performance through TMS.
Network Rail (NR), in collaboration with several universities and research partners, has specifically investigated:
“How must we modernise train planning to unlock the full benefits of FCCS?”
Drawing on experience from academia, international practitioners and GB practitioners, the project has resulted in a roadmap containing a comprehensive set of 21 recommendations leading to 7 tangible project outputs to meet the train planning development needed to unlock FCCS benefits. Table 1 provides a high-level view.
Table 1.
Timetabling development needed to meet FCCS expected benefits.
FCCS benefits
Timetabling development needed
In-cab signalling (no lineside signals) means:
• Higher speed limits permitted
• Block section layout optimisation
Use the best block layout for the intended rolling stock and service pattern
Supervision characteristics of ETCS mean:
• Trains can pass closer at junctions
• Flexible use of track
• Overtaking is more feasible, assisted by trains running closer together
Allocate buffer time and extra running time where needed, squeeze trains together where possible
Case specific calculations for every train
Use the flexible working opportunity
Automated operational control means:
• ATO precisely controls train’s trajectory
• TMS could optimally resolve conflicts
Give the right type and quality of information to the control systems, drivers and operators
The project has shown that the benefits of FCCS will be limited if the relationship between the timetable and FCCS scheme is not considered, and conventional timetabling methods applied. Installing digital technologies alone will not transform the railway – the whole through-lifecycle process must be updated, supported by appropriate data, tools and upskilled people.
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2 Methods
This paper provides an overview of a large-scale research project. Whilst it is not possible to present all findings here, Fig. 1 (overleaf) details the key project stages and mechanisms for gathering evidence. Each box represents an activity that has been completed. Timetabling Requirements were developed through the activities on the left, including a review of state of the art in the timetabling domain [1]. These requirements formed the basis of the timetabling roadmap described in this paper, supported by an additional desktop review of blocking time methods and interviews with expert practitioners on the GB state of train planning for FCCS. The project will conclude with a demonstration of various timetabling tools to assess the maturity of the market against the timetabling requirements.
To answer the question of how to modernise train planning to unlock the full benefits of FCCS, it is crucial to define what is meant by ‘FCCS systems’, ‘benefits’, and ‘train planning’, and how they should relate to each other. Development of the definitions resulted in three overarching principles necessary to realise advanced train planning and timetabling. These principles are the foundation of the project outputs (Fig. 4).
Principle 1: a timetable is tailored for its operational environment.
To create an improved timetable for FCCS systems, timetable planning tools must be adapted to incorporate ETCS specific characteristics and be sufficiently representative of the operational conditions. FCCS systems consist of:
Baseline environment: the ETCS specifications (for GB Level 2 and Hybrid train detection)
Operation automation and optimisation: ATO, including Driver Advisory Systems (DASs) for lower grades of automation, and Traffic Management Systems (TMS)
Principle 2: timetables developed for an FCCS renewal are optimised towards specific, measurable goals (Fig. 2).
To fully realise the benefits from the timetable of an FCCS renewal, it is essential to set goals at the outset for what the renewal is to achieve and assess performance against these goals throughout the timetable development lifecycle. A fundamental goal for all timetables is feasibility; others may target improved capability and differ depending on the needs of the part of the network. An updated timetabling process for FCCS could also improve flexibility and reduce risk.
Fig. 2.
Timetabling goals, their definitions and categorisations
Principle 3: the interaction between timetable and achievable performance is considered through the full lifecycle of an FCCS scheme renewal.
‘Train planning’ covers the whole process from the development of schemes through timetable production into operation of the timetable. Figure 3 shows the consecutive timetable development lifecycle stages. Goals are set at the scheme redesign phase. The design and optimisation stages are iterative with performance assessed against the goals. There are mechanisms for feedback and adjustment through the lifecycle, taking in data from real operations. Following through these stages completes the proposed high-level process for developing a timetable optimised for operation under FCCS.
The enablers to effectively measure and improve realisation of the timetabling goals are shown in (Fig. 4). The roadmap [4] developed in this project gives further detail on how to procure, develop or use an output. Figure 5 summarises some detailed recommendations related to the train planning development needed, as first described in Table 1.
In this paper we have highlighted three key areas from our work which are critical to achieving effective timetabling for F-CCS systems:
1. Evaluate Timetable Options or Precursors at Key Lifecycle Stages Against the Timetable Feasibility and Capability Goals Using Generic Tools.
To implement the principles of goal setting and consistent evaluation throughout the lifecycle of the timetable requires advancements in timetable KPI calculation, visualisation, and reporting tools, as well as a mindset of targeted evaluation and improvement.
2. Procure a Tool to Automatically Generate Blocking Time Diagrams for a) Quantitative Capacity Evaluations and B) Conflict Identification.
A tool to automatically generate blocking time diagrams [2] can increase understanding of capacity consumption, identifying bottlenecks at node, corridor, and network levels for planning improvements. Network capacity assessments should be given more focus, as they can incorporate all interactions in a timetable. FCCS systems can increase the availability and accuracy of infrastructure data, making capacity assessment more valuable for infrastructure managers. Proposing the most attractive and beneficial infrastructure projects based on capacity assessment is particularly valuable to infrastructure managers in using funds effectively.
3. Provide a Single, Centrally Accessible Environment to All Stakeholder that Hosts the Timetable, Its Targets, Data, Models, and Decision Support Tools Throughout the Lifecycle.
Design and validation processes for FCCS renewals should be supported by an integrated data driven design environment that improves the efficiency of each process step enabling iteration and optimisation. Integrating timetable development through the process will all up-to-date assessments of the expected and actual performance. NR envisage this will be done through the Synthetic Environment.
5 Conclusion
FCCS benefits including better performance, more train paths and energy efficiency will be reduced if the relationship between timetabling and scheme development are not considered. Current research is evaluating the capabilities of available software to meet the requirements, with the ambition of trialling and transitioning to new tools and ways of working.
Working with stakeholders involved in the design and operation of the renewed railway, NR are now taking the roadmap forward towards implementation. A successful transition to FCCS systems depends on fit-for-purpose train planning. When scheme and timetable are iteratively designed and improved together, more trains per hour can be scheduled and better performance will be safely unlocked.
Open Access This chapter is licensed under the terms of the Creative Commons Attribution 4.0 International License (http://creativecommons.org/licenses/by/4.0/), which permits use, sharing, adaptation, distribution and reproduction in any medium or format, as long as you give appropriate credit to the original author(s) and the source, provide a link to the Creative Commons license and indicate if changes were made.
The images or other third party material in this chapter are included in the chapter's Creative Commons license, unless indicated otherwise in a credit line to the material. If material is not included in the chapter's Creative Commons license and your intended use is not permitted by statutory regulation or exceeds the permitted use, you will need to obtain permission directly from the copyright holder.
Birmingham Centre for Railway Research and Education/Network Rail, Timetabling: Roadmap. T190/PRO/RPT/086 V1.1 Network Rail 2023
5.
Greenwood, R., et al.: Synthetic Environment (SE) to Enable Digitisation of Great Britain’s Command, Control and Signalling Railway Network. Transport Research Arena, Dublin, Ireland, April 15–18 (2024)
