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Maarten Bartholomeus

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Conflict-free train path planning using ATO timing points

Abstract - Z. Wang, E. Quaglietta, Maarten Bartholomeus, A. Cunillera, R.M.P. Goverde

Automatic Train Operation (ATO) is a technology to support or automate train driving for increasing service punctuality, energy efficiency and rail infrastructure capacity. Conflict-free train path planning is crucial to the effective deployment of ATO, which allows ATO-equipped trains to operate according to schedule with different train driving strategies. As different train driving strategies lead to various passing times, current planning practice is inadequate to avoid route conflicts as it only sets target arrival or passing times at stops or major junctions. Therefore, conflict-free train path planning needs the definition of a Train Path Envelope (TPE) that contains time targets or windows defined at discrete locations called timing points to tolerate schedule deviations due to different driving styles. The number and location of the timing points, as well as the associated time targets or windows, is a decision problem. This paper proposes a framework to design a robust set of timing points and their associated time windows in a TPE to enable operational conflict-free train path planning against the driving strategies utilised. This framework relies on a Train Path Slot model which extends the definition of TPE from time windows at a discrete set of locations to an integrated blocking time stairway pattern continuously defined across all locations over a train route. The Train Path Slot model considers three relevant train driving strategies, i.e., energy-efficient driving with or without coasting as well as minimum-time driving considering slight delays. A Linear Programming model is formulated to compute the conflict-free Train Path Slots as constraints for train operation. To meet the optimised Train Path Slots, we analyse several possible sets of timing points in a TPE that are only located at stops or signal positions along the train routes. Those timing point sets are then compared in terms of total Train Path Slot overlap time, capacity, energy efficiency and driving performance indicators. Our research supports infrastructure managers in resolving the imminent problem of timing point determination and TPE computation to reach their capacity goals. At the same time, it allows sufficient driving flexibility for railway undertakings.@en

Conflict-free train path planning using ATO timing points

Abstract - Z. Wang, E. Quaglietta, Maarten Bartholomeus, A. Cunillera, R.M.P. Goverde

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ERTMS/ETCS Hybrid Level 3

A simulation-based impact assessment for the Dutch railway network

Master thesis - J.M. Jansen, R.M.P. Goverde, E. Quaglietta, Maarten Bartholomeus, Alwin Pot, J.H. Baggen

Block signalling and Automatic Train Protection are two of the main railway safety systems to control the risk of train accidents. The combination of the existing Dutch block signalling system NS’54 and ATP-system ATB-EG is functioning well, but has some drawbacks. The systems ha ...

ERTMS/ETCS Hybrid Level 3 and ATO

A simulation based capacity impact study for the Dutch railway network

Master thesis - R. Vergroesen, R.M.P. Goverde, E. Quaglietta, J.H. Baggen, Maarten Bartholomeus, Alwin Pot

In the 2020 timetable the Dutch legacy signalling and automatic train protection systems (ATB/NS’54) are operating at maximum capacity in the busiest parts of the network. With future expansions of services in mind, the capacity provided by the legacy systems could be considered insufficient. The planned implementation of the ERTMS/ETCS Level 2 system might still not provide sufficient capacity in these locations. This thesis investigates how the technological developments of the Hybrid Level 3 and ATO (GoA2) systems could contribute to the capacity of the railway network with the objective to provide a solution for the busiest part of the Dutch railway network. The capacity effects of these systems are analysed through a simulation case study on the SAAL corridor on the Dutch railway network, using a variant of the 2030 timetable. Through timetable compressions, the capacity that the different systems (ATB/NS’54, ERTMS/ETCS Level 2, Hybrid Level 3 and ATO) provide in different configurations. A further comparison between the human driver behaviour and automatic systems is made to determine where possible capacity benefits could be gained from. The thesis was partly used as an opportunity to further develop capacity modelling methods for ERTMS/ETCS and ATO based on the constraints provided by the systems and modelling software. The timetable compressions provided an overview of each separate system and configuration step and their contribution to the capacity. The results of the timetable compressions indicated that the ERTMS/ETCS Hybrid Level 3 and ATO systems provided 4 main steps for increasing capacity. 1. Improving braking behaviour through the use of ERTMS/ETCS braking curves instead of the legacy system 2. The use of shorter block sections through the ERTMS/ETCS Hybrid Level 3 system 3. An optimisation of driving/braking behaviour through the ATO system 4. The possibility to limit headway buffer times due to homogenisation of train movements brought by the ATO Sizable variations in the timetable compressions on the different part of the corridor caused by variations in the service pattern and infrastructure configuration indicated that the effectiveness of these systems will vary based on the location. This shows the importance for infrastructure managers of investigating these systems on a case by case basis when using them to increase capacity on their respective networks. The results from the case study indicate that the ERTMS/ETCS Hybrid Level 3 and ATO systems could provide a possible alternative for costly infrastructure expansion projects to increase capacity on the Dutch railway network. Trade-offs will need to be made between capacity, costs, and robustness to determine the optimal system configuration.