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

作为这项研究的框架，为了有效利用铁路基础设施，将开发一个以需求为导向的时间津贴设计系统。该系统包括恢复时间和缓冲时间的具体情况算法，从而考虑到恢复时间和间隔缓冲时间之间存在的相关性。在时间表构建阶段，使用了截然不同的函数来描述恢复时间和缓冲时间。虽然缓冲时间用于减少二次延迟，但恢复时间旨在减少与时间表相关的主要延迟。然而，在操作阶段，可以观察到，与时间表构建阶段相比，这两个时间组成部分之间存在着复杂的相互作用。例如，在列车被上游的较早列车延误的情况下，延误的列车有可能通过后续列车运行中的下行恢复时间来减少其(二次)延误。这个小例子已经显示了在操作质量方面适当安排恢复时间的可能性。因此，在本申请中描述的研究的目的在于对缓冲器和恢复时间之间的关系进行解析表示。然而，为了使该关系可用于时间表构建目的，首先识别路由束。这些路由束由给定或生成的路由结构中的几个单独的路由组成，它们之间存在高度的时间相互依赖。在这些路段内，基于所形成的解析关系，缓冲和恢复时间将在所涉及的列车数量之间以这样一种方式分配，即在给定的运行质量下，用于路线建设的总消耗时间(即总阻塞时间+总缓冲时间)被最小化。缓存和恢复时间的时间和空间分布通过算法的一般规则来表示。如果可以通过调整缓冲器和恢复时间来减少构建路线的总消耗时间，则差额将可用作插入更多路线的储备。因此，通过优化路线结构，在合理分配恢复时间方面，可以实现对基础设施的有效利用。在该联合项目的框架内，所获得的结果被用作开发其他两个项目的基础，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.