SUSTAINABLE TRANSPORT MANAGEMENT & OPERATIONS. Efficient rail network design and scheduling. Álvaro Fernández Heredia

Transcription

1 SUSTAINABLE TRANSPORT MANAGEMENT & OPERATIONS Efficient rail network design and scheduling Álvaro Fernández Heredia

2 Overview

3 Advantages and disadvantages Advantages Great capacity, passengers and goods Reliability Safety Less pollution and transport impacts

4 Person Capacity Ranges of U.S. and Canadian Transit Modes

5 CO 2 emissions/100km

6 Advantages and disadvantages Advantages Great capacity, passengers and goods Reliability Safety Less pollution and transport impacts Disadvantages Inflexibility High costs of the infrastructures Critical mass

7 Costs of infrastructures and vehicles Bus Bus in exclusive lane Tram Light Rail Metro (underground) Metropolitan rail Average inversion costs per km double track, also vehicles (million of euros)

8 The rail network game!

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10 200 miles

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12 Railway system

13 Wheel track contact Railway keys Efficiency: very few friction Wheels transmit great weight (22.5 ton each axle) Railway needs small slopes Railway needs great curve radius 13

14 Railway system Railway = track + facilities (Electricity, signs and safety, communications) + Vehicle

15 Rail design factor and determinant

16 Track: strengths - estatic Weight Weight 16

17 Track: strengths - dynamic Weight Other strengths in order to the quality of the track velocity trepidation balance lateral Weight forward 17

18 Vertical strengths SNCF method (Prud homme formulation) Q D Q E Q QE n Q D : total dinamice load Q E : weight Q CE : quasiestatic loads σ: standard desviation n: statistical parameter More velocity, more strengths, robuster vehicles Linear relation with velocity Factors few known: probability, statistical approach Metros and trams: 5 ton/axle. High Speed: 17 ton/axle UK Rail: 22,5 ton/axle USA / Australia Rail : 38 ton/axle

19 Infrastructure: platform and track Horizontal and vertical alignment determinate the velocity Vertical alignment: Steel to steel. Very few friction. We limit gradient in order to get traction power < 70 mm/m (7 % or 70 ) (<50 for locomotive) Horizontal alignment : Velocity in the curves is determinated by the traveler sensation as a cause of the centrifugal acceleration Centrifugal acceleration depends on the curve radius and the squared of the velocity

20 Infrastructure: platform and track Railway Convectional Road High Speed Urban gradient (max) mm/m 12, curve radius (min) m 300 (80 km/h) LRT/Tram Conventional Motorway (10%) 60 (6%) 15 (40 km/h) 265 (80 km/h) 900 (120 km/h)

21 Alignment Conventional railway in Puerto de Pajares Old and new tunnel in San Gotardo. Source: Wikipedia. User: Cooper Madrid Barcelona: 700 km by rail vs. 620 km by car vs. 507 km in direct line

22 Planning criteria

23 Keys of choice Infrastructure Velocity

24 Keys of choice Infrastructure Vehicle Velocity

25 Keys of choice? Distance among stops Velocity

26 Velocity distance among stops? Sistemas de transporte sobre raíl Time (seconds)

27 Keys of choice Infrastructure Vehicle Distance among stops Velocity

28 Main decision making factors Capacity Distance: line and among stops Maximum velocity Commercial velocity or operating velocity (not average velocity) Urban or metropolitan, goods Energy Costs

29 Distance

30 Distance Modal split in order to trip distance(%) 100% 6,4 2,8 80% 49,5 60% 86,4 75,4 40% 20% 0% 8,2 3,9 12,5 5,8 3,5 12,7 10,1 25,9 entre 1 y 100 km entre 101 y 500 km entre 501 y km Avión Tren Autobús Coche Air Rail Bus Car 86,1 superiores a km

31 Capacity Relationship Between Person and Vehicle Capacity

32 Velocity A) Railway systems Metropolitan Underground-metro LRT Rail-tram Tram B) Bus in reserved platform BRT Shared systems Bus lane

33 Capacity vs. velocity Typical Travel Speed and Capacity Ranges of U.S. and Canadian Transit Modes

34 Energy consumption traveler/100km

35 Network design

36 Metro/bus

37 3 1a source: Professor Vukan R. Vuchic, University of Pennsylvania 1b SUBURBS 2a 2b 5 CENTRAL AREA Center 6 6 City b 3 2a Line Type 1 Radial with branches 2 Diametrical with branches 3 Diametrical with loop 4 Tangential (crosstown) 5 Circle or ring 6 Diametrical Transfer station Terminal station Figure 4.10 Geometric forms of transit lines

38 Fuente: Professor Vukan R. Vuchic, University of Pennsylvania a. Trunk with branches b. Trunk with feeders Figure 4.14 Radial transit lines: trunk with branches and with feeders

39 Fuente: Professor Vukan R. Vuchic, University of Pennsylvania Rapid transit Street feeder Inter-modal transfer Central City Figure 4.25 Integrated suburban network: rapid transit with surface feeders

40 Fuente: Professor Vukan R. Vuchic, University of Pennsylvania Transfer station Central City Central City Buses Only LRT and Buses Figure 4.15 Change from an extensive bus network into an intensive, more efficient and attractive LRT bus network (Sacramento, CA)

41 Fuente: Professor Vukan R. Vuchic, University of Pennsylvania i. Separate terminals with radial lines ii. Connected terminals with diametrical lines a. Typical regional rail networks Possible circle line i. Single transfer station ii. Multiple transfer stations b. Radial metro networks with different layouts Figure 4.33 Radial rail transit networks

42 Fuente: Professor Vukan R. Vuchic, University of Pennsylvania A B Terminal Station A B Transfer Station F C F C E D E D Independent operation: 3 lines Integrated operation: 15 routes Figure 4.7 A theoretical transit network with independent and with integrated line operations.

43 Fuente: Professor Vukan R. Vuchic, University of Pennsylvania i. Independent lines ii. Trunks with branches a. Network with independent and interconnected lines A B C i. Straight lines b. Rectangular pattern rail transit networks ii. L shaped lines Figure 4.34 Rail transit line relationships and forms

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45 Rail operating and scheduling

46 Determinant and factors Accessibility Operation velocity Direct lines Simplicity, connectivity and interchanges User information Marketing 46

47 Accessibility Coverage ratio Trip distance by foot to the stop (last mile) primary: 5 min secondary: 10 min >10 min: not attractive Policy: P + R, K + R, Bike + R, etc. 47

48 Operation

49 Level of service Occupation Services timetable Frequency Delays, reliability Comfort

50 Operating process PLANNING RESULTS / ANALYSIS Operations results Demand and social criteria Market analysis PROGRAMMING OPERATION Service design - Timetable - Station - Itinerary Economical study Resources assignation Section request Railway capacity OPERATION PLANNING Section assignation Material and human resources assignation Schemes of services Schemes of staff Section assignment Scheme of trains PROGRAMMING Service opening and starting Service following Plan of vehicles maintenance Event management Traffic control Train operation OPERATION

51 Capacity

52 Capacity of vehicles and people! Vehicles volume People volume

53 Capacity factors Vehicle size Gap among trains (and fleet size) Comercial velocity

54 Capacity Static capacity: vehicle capacity * (sitting and standing) c v Dynamic capacity: Maximum frequency: f max Maximum number of vehicles in the line: n x f max Line capacity: n x f max x c v RENFE Serie 100: 347 RENFE Serie 102: 318 RENFE Serie 103: 404 RENFE Serie 104: 237 RENFE Serie 449: 551 (48% sit) RENFE Serie CIVIA: 997 (28% sit) SNCF. TGV Dúplex: 791

55 55 Level of Service *Vehicle capacity is related to quality standard Users density Surface per user User conditions <1 >1 Free flow of user inside of the vehicle 2-3 0,50-0,33 Some contacts among users 4 0,25 Difficult movements 5 0,20 Extremely difficult movements 6-7 0,15 Forced movements

56 Fleet Fleet size: Vehicles in operation: number of vehicles necessary in the peak hour Vehicle in reserve: event in the operation Vehicles in manteinance or reparation Ratio of use fleet = operation + reserve total vehicles

57 Passangers flow Passengers/hour for distance: Up and down Accumulated Passengers flow per line Source: Vuchic,

58 Passangers flow Passengers flow per line Fuente: Vuchic, 2005

59 Passangers flow Passengers flow per line Cv Fuente: Vuchic, 2005

60 Railway capacity

61 Railway Capacity SOME CONCEPTS Railway capacity: number of circulations per time units According to UIC it depends on: Number or the sections that divides the railway Trip time in the critical section: critical section is the section with higher trip time Vehicle: important issue. The capacity is limited by the characteristics of the worse car/truck/vehicle Rail slot: right to circulate by a railway in a time (similar to slot concept in airplanes)

62 Railway Capacity SOME CONCEPTS Railway capacity: number of circulations per time units According to UIC it depends on: Number or the sections that divides the railway Trip time in the critical section: critical section is the section with higher trip time Vehicle: important issue. The capacity is limited by the characteristics of the worse car/truck/vehicle Rail slot: right to circulate by a railway in a time (similar to slot concept in airplanes) Not confuse railway capacity (number of vehicles) with capacity (number of passengers or good): occupation ratio

63 Railway capacity Distance Ideal case: trains separation is the braking distance B A time

64 Railway capacity Distance With slowlier trains, railway capacity is lower B A time

65 Railway capacity Distance When there is only one track the railway capacity is much lower B A time

66 Not so easy...

67 Operation times Walk time: time between arrival and departure to the station Stop time: time in the station to let passengers up and down Time between stops: t walk + t stop Operation time: time between terminal t time between sops, i Terminal time: time in the terminal 67

68 68 Diagrama distancia - tiempo

69 69 Diagrama distancia - tiempo

70 Network capacity

71 Network capacity Capacity in terminals Track distribution for parking and reserve Access track configuration Tracks join Terminal typologies Pass Final Mix

72 Network capacity Critical factor of the operation Network capacity is calculated in order to whole capacity, in the critical point Capacity and management of Rail traffic. Optimization Sections Theoretical train gears. Real circulation schemes Events management Rail traffic management Commercial and technical stop

73 Network capacity Ejemplo simplificado marcha tren AVE Madrid Barcelona Luis F. Real en Introducción a las operaciones de servicio de viajeros Anales Mecánica y Electricidad mayo-junio 2013

74 Network capacity Spreading of delays to the scheme (Contamination of the scheme) Events management. Pass priority

75 Network capacity EJERCICIO PRÁCTICO 1 Dimensionar una estación y sus accesos para una demanda estimada por tipo de servicio. Caso real: Bilbao (escenario 2025) Estación terminal. Demanda de servicios estimada en día laborable (máxima demanda previsible): Bilbao Madrid: 12 circulaciones/sentido día Bilbao San Sebastián: 24 circulaciones/sentido día Bilbao Vitoria: 18 circulaciones/sentido día Bilbao Barcelona: 4 circulaciones/sentido día Otros trayectos: 6 circulaciones/ sentido día

76 Network capacity EJERCICIO PRÁCTICO 2 Una línea de ferrocarril, compuesta por vía doble en todo su recorrido, cuenta con las siguientes circulaciones: Línea de Cercanías C-1. Frecuencia media de 10 minutos Línea de Cercanías C-2. Frecuencias media de 15 minutos Línea de regionales: 8 servicios/día por sentido Línea de Larga Distancia: 3 servicios diarios por sentido Mercancías: 4 trenes diarios por sentido Las necesidades de movilidad en la zona, hacen necesaria la implantación de una nueva línea de cercanías (C-3) cuya frecuencia prevista es de 20 minutos y que parte de esta línea a partir de un ramal, quedando configurada la red definitiva como aparece en la figura. Los ingenieros de trazado plantean el siguiente esquema de vías para el diseño de la intersección: Considera apropiada esta propuesta? En caso de no considerarla apropiada, Qué alternativa plantearía?

77 Network capacity EJERCICIO PRÁCTICO 3 Por una línea de vía doble, circulan actualmente los siguientes servicios: Una línea de cercanías con frecuencia de 30 minutos Tres servicios regionales por día y sentido Se plantea, en el tramo final, de 10 km de longitud que un tren-tram haga uso de esta infraestructura. La velocidad máxima del tramo en cuestión es de 160km/h, velocidad que pueden desarrollar los vehículos que cubren los servicios de cercanías y regionales, pero no así el tren-tram cuya velocidad máxima es de 80km/h. Cree que el uso de la infraestructura por parte del tren-tram afectaría a la regularidad del servicio? En qué medida? Responda para cada una de las dos hipótesis de explotación siguientes: Sin paradas en el tramo compartido Con dos paradas en el tramo compartido situadas cada una de ellas a 3km del extremo del tramo compartido.

78 Operación y explotación en el ferrocarril Ejercicio dimensionamiento material móvil (por número de vehículos) Cercanías de Madrid, Línea C4a: Parla Sol Colmenar Viejo Líneas AV Larga distancia: Madrid Levante/Andalucía y AV Media Distancia Madrid - Toledo/Puertollano Estimación para un nuevo corredor ferroviario Reflexión: Dimensionamiento operativo y por demanda (número, tipo de vehículos y operativa). Ajuste interactivo. Nivel de servicio. Capacidad calidad

79 Álvaro Fernández Heredia es.linkedin.com/pub/álvaro-fernández-heredia/28/94b/895/