Designing Rapid Transit Network Design with Alternative routes

The aim of this paper is to propose a model for the design of a robust rapid transit network. In this paper, a network is said to be robust when the effect of disruption on total trip coverage is minimized. The proposed model is constrained by three different kinds of flow conditions. These constraints will yield a network that provides several alternative routes for given origin–destination pairs, therefore increasing robustness. The paper includes computational experiments which show how the introduction of robustness influences network design

Robust rolling stock in rapid transit network

This paper focuses on the railway rolling stock circulation problem in rapid transit networks, in which frequencies are high and distances are relatively short. Although the distances are not very large, service times are high due to the large number of intermediate stops required to allow proper passenger flow. The main complicating issue is the fact that the available capacity at depot stations is very low, and both capacity and rolling stock are shared between different train lines. This forces the introduction of empty train movements and rotation maneuvers, to ensure sufficient station capacity and rolling stock availability. However, these shunting operations may sometimes be difficult to perform and can easily malfunction, causing localized incidents that could propagate throughout the entire network due to cascading effects. This type of operation will be penalized with the goal of selectively avoiding them and ameliorating their high malfunction probabilities. Critic trains, defined as train services that come through stations that have a large number of passengers arriving at the platform during rush hours, are also introduced. We illustrate our model using computational experiments drawn from RENFE (the main Spanish operator of suburban passenger trains) in Madrid, Spain. The results of the model, achieved in approximately 1 min, have been received positively by RENFE planners

Integration of Timetable Planning and Rolling Stock in Rapid Transit Networks

The aim of this paper is to propose an integrated planning model to adequate the offered capacity and system frequencies to attend the increased passenger demand and traffic congestion around urban and suburban areas. The railway capacity is studied in line planning, however, these planned frequencies were obtained without accounting for rolling stock flows through the rapid transit network. In order to provide the problem more freedom to decide rolling stock flows and therefore better adjusting these flows to passenger demand, a new integrated model is proposed, where frequencies are readjusted. Then, the railway timetable and rolling stock assignment are also calculated, where shunting operations are taken into account. These operations may sometimes malfunction, causing localized incidents that could propagate throughout the entire network due to cascading effects. This type of operations will be penalized with the goal of selectively avoiding them and ameliorating their high malfunction probabilities. Swapping operations will also be ensured using homogeneous rolling stock material and ensuring parkings in strategic stations. We illustrate our model using computational experiments drawn from RENFE (the main Spanish operator of suburban passenger trains) in Madrid, Spain. The results show that through this integrated approach a greater robustness degree can be obtained

Robust rolling stock under uncertain demand in rapid transit networks

This paper focuses on the railway rolling stock circulation problem in rapid transit networks where the known demand and train schedule must be met by a given fleet. In rapid transit networks the frequencies are high and distances are relatively short. Although the distances are not very large, service times are high due to the large number of intermediate stops required to allow proper passenger flow. The previous circumstances and the reduced capacity of the depot stations and that the rolling stock is shared between the different lines, force the introduction of empty trains and a careful control on shunting operation. In practice the future demand is generally unknown and the decisions must be based on uncertain forecast. We have developed a stochastic rolling stock formulation of the problem. The computational experiments were developed using a commercial line of the Madrid suburban rail network operated by RENFE (The main Spanish operator of suburban trains of passengers). Comparing the results obtained by deterministic scenarios and stochastic approach some useful conclusions may be obtained.

BHLS, Bus, tram: tesi, antitesi, sintesi.

Il sistema di trasporto detto Bus Rapid Transit (BRT) è stato lanciato a Curitiba, in Brasile, nel 1974 per offrire un trasporto in bus efficiente ed efficace nella città in rapida espansione. Questa sperienza, insieme a quella di Ottawa (1983) e Quito (1994) ha dimostrato di essere una soluzione molto efficiente per il trasporto di massa. Per tutta l’Europa si sono iniziate a sviluppare esperienze simili, introducendo però un concetto diverso per quanto riguarda la qualità di servizio. Infatti sistemi come il “trunk network” nella Svezia, il Metrobus nella Germania oppure il BHNS (Bus à Aut. Niveau de Service) nella Francia trattano la qualità di servizio da una prospettiva più ampia che il BRT, dato che considerano aspetti come l’immagine ed il comfort oltre che velocità, frequenza e affidabilità. Questi nuovi sistemi BHLS (Buses with a High Quality of Service) consentono di combinare la qualità di servizio del tram con il costo basso e l’altà flessibilità dei sistema bus, fornendo soluzioni molto interessanti in termini di accessibilità e livelli di servizio, che permettono l’adattamento ai differenti contesti urbani (dimensione, popolazione, densità, ecc.). This article compares different European experiences with tramways and BHLS, especially from the economic point of view, considering their respective costs, benefits and advantages altogether.

Recovery of Disruptions in Rapid Transit Networks

This paper studies the disruption management problem of rapid transit rail networks. Besides optimizing the timetable and the rolling stock schedules, we explicitly deal with the effects of the disruption on the passenger demand. We propose a two-step approach that combines an integrated optimization model (for the timetable and rolling stock) with a model for the passengers’ behavior. We report our computational tests on realistic problem instances of the Spanish rail operator RENFE. The proposed approach is able to find solutions with a very good balance between various managerial goals within a few minutes. Se estudia la gestión de las incidencias en redes de metro y cercanías. Se optimizan los horarios y la asignación del material rodante, teniendo en cuenta el comportamiento de los pasajeros. Se reallizan pruebas en varias líneas de la red de cercanías de Madrid, con resultados satisfactorios.

Railway Rapid Transit timetables with variable and elastic demand.

This paper focuses on the design of railway timetables considering a variable elastic demand profile along a whole design day. Timetabling is the third stage in the classical hierarchical railway planning process. Most of previous works on this topic consider a uniform demand behavior for short planning intervals. In this paper, we propose a MINLP model for designing non-periodic timetables on a railway corridor where demand is dependent on waiting times. In the elastic demand case, long waiting times lead to a loss of passengers, who may select an alternative transportation mode. The mode choice is modeled using two alternative methods. The first one is based on a sigmoid function and can be used in case of absence of information for competitor modes. In the second one, the mode choice probability is obtained using a Logit model that explicitly considers the existence of a main alternative mode. With the purpose of obtaining optimal departure times, in both cases, a minimization of the loss of passengers is used as objective function. Finally, as illustration, the timetabling MINLP model with both mode choice methods is applied to a real case and computational results are shown.

Improving robustness of rolling stock circulations in rapid transit networks

The rolling stock circulation depends on two different problems: the rolling stock assignment and the train routing problems, which up to now have been solved sequentially. We propose a new approach to obtain better and more robust circulations of the rolling stock train units, solving the rolling stock assignment while accounting for the train routing problem. Here robustness means that difficult shunting operations are selectively penalized and propagated delays together with the need for human resources are minimized. This new integrated approach provides a huge model. Then, we solve the integrated model using Benders decomposition, where the main decision is the rolling stock assignment and the train routing is in the second level. For computational reasons we propose a heuristic based on Benders decomposition. Computational experiments show how the current solution operated by RENFE (the main Spanish train operator) can be improved: more robust and efficient solutions are obtained

Robust infraestructure design in rapid transit rail systems

Incidents and rolling stock breakdowns are commonplace in rapid transit rail systems and may disrupt the system performance imposing deviations from planned operations. A network design model is proposed for reducing the effect of disruptions less likely to occur. Failure probabilities are considered functions of the amount of services and the rolling stock’s routing on the designed network so that they cannot be calculated a priori but result from the design process itself. A two recourse stochastic programming model is formulated where the failure probabilities are an implicit function of the number of services and routing of the transit lines.

Del autobús convencional al autobús del futuro: evaluación de actuaciones en sistemas de autobuses europeos

En los últimos tiempos, la proliferación de nuevos sistemas tranviarios en ciudades europeas con una imagen moderna, eficientes y accesibles ha provocado que los sistemas de autobuses convencionales se queden un poco obsoletos. Por este motivo han ido surgiendo en diferentes puntos del mundo los sistemas conocidos como Bus Rapid Transit (BRT), nacidos en Estados Unidos en la década de los 70, y que en Europa han adoptado el nombre de Bus with High Level of Service (BHLS). Estos sistemas BHLS mantienen la flexibilidad de los sistemas de autobús convencionales pero introducen algunas de las ventajas de los sistemas tranviarios, como pueden ser la velocidad, frecuencia, imagen, confort, etc. En el marco del proyecto europeo de investigación del 7º Programa Marco, EBSF (European Bus System of the Future), se ha desarrollado una metodología para evaluar los resultados de una serie de casos prácticos, en 7 ciudades europeas, que han puesto en marcha diferentes medidas en sus sistemas de autobuses con el objetivo de conseguir una nueva generación de autobuses que satisfaga las necesidades de los usuarios, cumpla con los requerimientos sociales y ambientales y responda a las necesidades de las ciudades. Entre estas medidas se encuentran la información en tiempo real, el diseño interno y externo del autobús, el aumento del número de puertas para mejorar el flujo de pasajeros, etc. Esta ponencia describe brevemente la metodología de evaluación desarrollada, así como los principales resultados de su aplicación a los casos de estudio.

A first approach to the optimization of Bogotá's TransMilenio BRT system

Bus rapid transit (BRT) systems are massive transport systems with medium/high capacity, high quality service and low infrastructure and operating costs. TransMilenio is Bogotá's most important mass transportation system and one of the biggest BRT systems in the world, although it only has completed its third construction phase out of a total of eight. In this paper we review the proposals in the literature to optimize BRT system operation, with a special emphasis on TransMilenio, and propose a mathematical model that adapts elements of the above proposals and incorporates novel elements accounting for the features of TransMilenio system.

Modeling and optimization of frequencies on congested bus lines

In this paper some mathematical programming models are exposed in order to set the number of services on a specified system of bus lines, which are intended to assist high demand levels which may arise because of the disruption of Rapid Transit services or during the celebration of massive events. By means of this model two types of basic magnitudes can be determined, basically: a) the number of bus units assigned to each line and b) the number of services that should be assigned to those units. In these models, passenger flow assignment to lines can be considered of the system optimum type, in the sense that the assignment of units and of services is carried out minimizing a linear combination of operation costs and total travel time of users. The models consider delays experienced by buses as a consequence of the get in/out of the passengers, queueing at stations and the delays that passengers experience waiting at the stations. For the case of a congested strategy based user optimal passenger assignment model with strict capacities on the bus lines, the use of the method of successive averages is shown.

A model for setting services on auxiliary bus lines under congestion

In this paper, a mathematical programming model and a heuristically derived solution is described to assist with the efficient planning of services for a set of auxiliary bus lines (a bus-bridging system) during disruptions of metro and rapid transit lines. The model can be considered static and takes into account the average flows of passengers over a given period of time (i.e., the peak morning traffic hour) Auxiliary bus services must accommodate very high demand levels, and the model presented is able to take into account the operation of a bus-bridging system under congested conditions. A general analysis of the congestion in public transportation lines is presented, and the results are applied to the design of a bus-bridging system. A nonlinear integer mathematical programming model and a suitable approximation of this model are then formulated. This approximated model can be solved by a heuristic procedure that has been shown to be computationally viable. The output of the model is as follows: (a) the number of bus units to assign to each of the candidate lines of the bus-bridging system; (b) the routes to be followed by users passengers of each of the origin–destination pairs; (c) the operational conditions of the components of the bus-bridging system, including the passenger load of each of the line segments, the degree of saturation of the bus stops relative to their bus input flows, the bus service times at bus stops and the passenger waiting times at bus stops. The model is able to take into account bounds with regard to the maximum number of passengers waiting at bus stops and the space available at bus stops for the queueing of bus units. This paper demonstrates the applicability of the model with two realistic test cases: a railway corridor in Madrid and a metro line in Barcelona Planificación de los servicios de lineas auxiliares de autobuses durante las incidencias de las redes de metro y cercanías. El modelo estudia el problema bajo condiciones de alta demanda y condiciones de congestión. El modelo no lineal resultante es resuelto mediante heurísticas que demuestran su utilidad. Se demuestran los resultados en dos corredores de las ciudades de Barcelona y Madrid.

Simulation of Freight Trains Equipped with Partially Filled Tank Containers and Related Resonance Phenomenon

To study the fluid motion-vehicle dynamics interaction, a model of four, liquid filled two-axle container freight wagons was set up. The railway vehicle has been modelled as a multi-body system (MBS). To include fluid sloshing, an equivalent mechanical model has been developed and incorporated. The influence of several factors has been studied in computer simulations, such as track defects, curve negotiation, train velocity, wheel wear, liquid and solid wagonload, and container baffles. SIMPACK has been used for MBS analysis, and ANSYS for liquid sloshing modelling and equivalent mechanical systems validation. Acceleration and braking manoeuvres of the freight train set the liquid cargo into motion. This longitudinal sloshing motion of the fluid cargo inside the tanks initiated a swinging motion of some components of the coupling gear. The coupling gear consists of UIC standard traction hooks and coupling screws that are located between buffers. One of the coupling screws is placed in the traction hook of the opposite wagon thus joining the two wagons, whereas the unused coupling screw rests on a hanger. Simulation results showed that, for certain combinations of type of liquid, filling level and container dimensions, the liquid cargo could provoke an undesirable, although not hazardous, release of the unused coupling screw from its hanger. The coupling screw's release was especially obtained when a period of acceleration was followed by an abrupt braking manoeuvre at 1 m/s2. It was shown that a resonance effect between the liquid's oscillation and the coupling screw's rotary motion could be the reason for the coupling screw's undesired release. Possible solutions to avoid the phenomenon are given.Acceleration and braking manoeuvres of the freight train set the liquid cargo into motion. This longitudinal sloshing motion of the fluid cargo inside the tanks initiated a swinging motion of some components of the coupling gear. The coupling gear consists of UIC standard traction hooks and coupling screws that are located between buffers. One of the coupling screws is placed in the traction hook of the opposite wagon thus joining the two wagons, whereas the unused coupling screw rests on a hanger. This paper reports on a study of the fluid motion-train vehicle dynamics interaction. In the study, a model of four, liquid-filled two-axle container freight wagons was developed. The railway vehicle has been modeled as a multi-body system (MBS). To include fluid sloshing, an equivalent mechanical model has been developed and incorporated. The influence of several factors has been studied in computer simulations, such as track defects, curve negotiation, train velocity, wheel wear, liquid and solid wagonload, and container baffles. A simulation program was used for MBS analysis, and a finite element analysis program was used for liquid sloshing modeling and equivalent mechanical systems validation. Acceleration and braking maneuvers of the freight train set the liquid cargo into motion. This longitudinal sloshing motion of the fluid cargo inside the tanks initiated a swinging motion of some components of the coupling gear. Simulation results showed that, for certain combinations of type of liquid, filling level and container dimensions, the liquid cargo could provoke an undesirable, although not hazardous, release of an unused coupling screw from its hanger. It was shown that a resonance effect between the liquid's oscillation and the coupling screw's rotary motion could be the reason for the coupling screw's undesired release. Solutions are suggested to avoid the resonance problem, and directions for future research are given.

Dynamic analysis using finite elements to calculate the critical wear section of the contact wire in suburban railway overhead conductor rails

The purpose of this study is to determine the critical wear levels of the contact wire of the catenary on metropolitan lines. The study has focussed on the zones of contact wire where localised wear is produced, normally associated with the appearance of electric arcs. To this end, a finite element model has been developed to study the dynamics of pantograph-catenary interaction. The model includes a zone of localised wear and a singularity in the contact wire in order to simulate the worst case scenario from the point of view of stresses. In order to consider the different stages in the wire wear process, different depths and widths of the localised wear zone were defined. The results of the dynamic simulations performed for each stage of wear let the area of the minimum resistant section of the contact wire be determined for which stresses are greater than the allowable stress. The maximum tensile stress reached in the contact wire shows a clear sensitivity to the size of the local wear zone, defined by its width and depth. In this way, if the wear measurements taken with an overhead line recording vehicle are analysed, it will be possible to calculate the potential breakage risk of the wire. A strong dependence of the tensile forces of the contact wire has also been observed. These results will allow priorities to be set for replacing the most critical sections of wire, thereby making maintenance much more efficient. The results obtained show that the wire replacement criteria currently borne in mind have turned out to be appropriate, although in some wear scenarios these criteria could be adjusted even more, and so prolong the life cycle of the contact wire.