Demand oriented system for the design of time allowances in railway operation (ATRANS 1)

作为这项研究的框架，为了有效地利用铁路基础设施，将开发一个面向需求的时间津贴设计系统。该系统包括恢复和缓冲时间的情况特定的算法，从而考虑到恢复和车头时距缓冲时间之间存在的依赖性。在时间表构建阶段，使用完全不同的函数来描述恢复和缓冲时间。缓冲时间用于减少二次延误，恢复时间用于减少与时间表相关的一次延误。然而，在运行阶段，与时间表建设阶段相比，可以看到这两个时间组成部分之间存在着复杂的相互作用。例如，在列车被上游较早的列车延迟的情况下，存在延迟的列车能够通过后续列车移动中的下游恢复时间来减少其（二次）延迟的可能性。这个小例子已经显示了适当的恢复时间安排在操作质量方面的潜力。因此，本申请中描述的研究的目的在于缓冲液和恢复时间之间的关系的分析公式。然而，为了使这种关系可用于时刻表构建的目的，首先确定路线束。这些路由束由给定或生成的路由结构中的若干个单独的路由组成，这些路由之间存在高度的时间相互依赖性。在这些路线束中，基于公式化的分析关系，缓冲和恢复时间将在所涉及的列车数量之间分配，以使得在给定的运行质量下，用于路线构建的总消耗时间（即，总阻塞时间+总缓冲时间）最小化。缓冲和恢复时间的时间和空间分布，制定通过算法的一般规则。如果可以通过调整缓冲器和恢复时间来减少构建路由的总消耗时间，则差值将可用作插入额外路由的储备。因此，通过优化路线结构，在适当分配恢复时间方面，可以实现基础设施的有效利用。在该联合项目框架内获得的结果被用作其他两个项目开发的基础，其中考虑了系统路线上的货运需求分配算法（ATRANS 2.2）和分配评估算法（ATRANS 2.1）。

As the framework for this research, and in order to make an efficient use of the railway infrastructure, a demand oriented system for the design of time allowances will be developed. The system includes a situation-specific algorithmization of the recovery and buffer times, thereby taking into account the dependence existing between recovery and headway-buffer times. In the timetable construction phase, radically different functions are used for the description of the recovery and buffer times. While buffer times are used for the reduction of secondary delays, recovery times are intended to reduce timetable related primary delays. In the operation phase, however, it can be observed, in comparison to the timetable construction phase, that there exists a complex interaction between these two components of time. For example, in the case of a train delayed by an earlier train upstream, there is the possibility that the delayed train is able to reduce its (secondary) delay through a downstream recovery time in subsequent train movements. This little example already shows the potential of suitable recovery time arrangement in regards to the quality of operation. Therefore, an objective of the research described in this application lies in the analytical formulation of the relationship between buffer and recovery times. However, in order to make this relationship usable for timetable construction purposes, route bundles are first identified. These route bundles consist of several individual routes in a given or generated route structure, between which exists a high temporal mutual dependence. Within these route bundles, the buffer and recovery times, based on the formulated analytical relationship, are going to be split among the involved number of trains in such a way that at a given quality of operation, the total consumption time (i.e. total blocking time + total buffer time), for the construction of the routes, is minimized. The temporal and spatial distribution of the buffer and recovery times is formulated through algorithmic general rules. If the total consumption time for the construction of routes can be reduced by adjusting the buffer and recovery times, then the difference would be available as a reserve for the insertion of additional routes. Thus through the optimization of the routes structure, in regards of the suitable allocation of the recovery time, an efficient use of the infrastructure can be achieved.The results obtained, within the framework of this joint project, are used as the basis for the development of other two projects, in which algorithms for the apportioning of freight demand on the system routes (ATRANS 2.2) and the evaluation of assignments (ATRANS 2.1) are considered.