1. Introduction to Railroad Capacity Module 2-D
4/1/2017 7:56 PM
Introduction to Railroad Capacity Module 2-D
Samuel L. Sogin
Graduate Research Assistant
University of Illinois at Urbana-Champaign
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2. Outline Introduction Factors of capacity Mainline capacity
Yard capacity
Network capacity
Scheduling
Economics
Questions

3. Related Fields to Capacity Research
Analytics
Data mining
Network optimization
Queuing theory
Regression modeling
Risk modeling
Simulation
Utility models

4. Railroads’ Capacity History
19th and early 20th century: Great expansion of railroads
World War I: War traffic brought network to standstill due to insufficient capacity due to inefficient operations,
1920s: Relative balance between capacity and traffic levels
Great Depression: Loss of traffic led to excess capacity
World War II: Congestion from war traffic
After WWII: Overcapacity as passenger and freight traffic declined
Current: Growth in traffic and market power has permitted railroads to spend substantial amounts to remove choke points

5. More Demands on U.S. Railroad Network
Freight Growth
Low Cost
Transportation
Reliability
Intercity Passenger Trains
Environment
Cambridge systematics study of 2030 freight traffic without improvements
Commuter Service
Cambridge Systematics. (2007). National Rail Freight Infrastructure Capacity and Investment Study.

6. Problems of Capacity Shortages
Inability to handle more traffic
Decreasing level of service
Diminished ability to recover from a disruption
Limited windows for track maintenance
Crew time limitations
Increase time in yards
Increase cycle times
All of these increase costs

7. Railroads are Capital-Intensive
The rail industry is the most capital intensive industry when compared to other capital-intensive businesses.
There are numerous needs for capital dollars to maintain and expand our network to handle growth.

8. Railroads Own Expensive Assets
Track Construction ≈ $2,500,000 to $4,500,000 per mile
171,513 track miles
Locomotives ≈ $1,800,000 each
23,732 locomotives
Rail Car ≈ $70,000 each
580,635 railroad owned freight cars

9. Capacity Can Be Measured Anywhere
Transportation Network
Railroad Network
Division
Subdivision
Yards & Terminals
Industry Facilities

10. Types of Capacity
Practical Capacity: Ability to move traffic at an “acceptable” level of service
Economic Capacity: The level of traffic at which the costs of additional traffic outweighs the benefits
Engineering Capacity: The maximum amount moved before the system ceases to function
Ultimate Capacity: The system has ceased to function and all signals are red
Kahn, Ata M. Railway Capacity Analysis and Related Methodology. Ottawa, Print.

11. What Should “Capacity” Measure?
Amount Moved
Utilization
Reliability
Sogin, Samuel L et al. “Measuring the Impact of Additional Rail Traffic Using Highway & Railroad Metrics.” Proceedings of the 2012 Joint Rail Conference. Philadelphia, 2012.

12. Railroad Capacity Metrics
Amount Moved
Reliability
Utilization
Trains
Cars
Tons
Revenue Tons
People
TEUs
(Per Year)
(Per Day)
(Per Hour)
(Per Peak Hour)
Distribution of Arrival Times
Average Delay
Standard Deviation of Delay
On Time Performance
Right Car Right Train
Crew Expirations
Velocity
Dwell time in Terminals
Blocking Time
Signal Wake
Train Miles/Track Mile
Cycle Time
Sogin, Samuel L et al. “Measuring the Impact of Additional Rail Traffic Using Highway & Railroad Metrics.” Proceedings of the 2012 Joint Rail Conference. Philadelphia, 2012.

13. Important Factors of Railroad Capacity

14. Meet and Pass
Single track poses significantly more challenges for capacity
No longer simply limited by train spacing
Must consider “meets” of trains traveling in opposite direction
These impose constraints on schedule

15. Meets on Single Track T1

16. Meets on Single Track T2

17. Meets on Single Track
Meet Delay T3

18. Passing on Single Track
Time
Pass Delay T2

19. Track Configuration Number of tracks Siding length
Siding spacing (distance & time)
Crossover spacing
Single crossovers
Universal crossovers
Parallel crossovers
Length of bottleneck section
Grade
Curvature

20. More track can lead to smaller delays
ST, siding every 21.4 miles
bidirectional running, DT
Delay (hours)
directional running, DT
Volume (trains/day)
Kahn, Ata M. Railway Capacity Analysis and Related Methodology. Ottawa, Print.

21. Two Separate Single Track Lines
High-volume route
Each railroad was operating single track with passing sidings between St. Louis and Texas
Elimination of bi-directional running was one of the big pay-offs in the UP-SP merger

22. Directional Running After Merger
Eliminate “meet delay”

23. Maintenance Factors Track quality Inspection frequency
Track failure frequency
Maintenance scheduling
Length
Frequency
Surfacing cycles
Tie life (Concrete or wood)
Rail life
Dynamic defect detection of rolling stock & track

24. Train Types Dynamics Acceleration Braking Maximum speed
Horsepower to trailing to ratio
Distributed power
Cargo Capacity
Number of railcars
Nominal capacity of railcars
Height, width

25. Influence of HPT on Acceleration Distance
-3.69-
-3.08-
-2.46-
-1.84-
-1.23-
-0.61-
7,150 ton train

26. Train Interactions Number of trains per day or per hour
Traffic mixture
Priority differentials: Sacrificing the performance of one train type (freight) to preserve the on time performance of a preferred train type (passenger).
Speed differentials: Train that operate at different speeds that can cause passing conflicts
Scheduling
Directional fleeting: Decrease meet delay by only operating in one direction for an interval
Type fleeting (time windows): Decrease delays of different trains interacting with each other by separating the traffic type by time of day
Concentration of trains due to the railroad network design

27. The Impact of Different Type of Trains
Destination
Intermodal
Unit
Amtrak
Manifest
Distance
Origin
Time
Time

28. Signaling Method of operation (YL, TWC, CTC)
Presence of ABS (Automatic block signaling): Allows for closer train spacing and higher speeds
Signal spacing: Gives information more frequently on the block occupancy
Signal aspects: Gives more accurate speed control to following trains allowing for tighter spacing
Presence of power switches: Eliminates the need to stop to operate switches
Advanced control systems
Cab signaling
Moving block
PTC
Method of operation
Yard limits (Restricted speed)
Track warrant control
Centralized traffic control

29. Yards Length of yard leads
Total time that yard processes use the mainline
Crew changes
Size of receiving and departure yards
Number of tracks
Length of tracks
Method of operation
Yard limits (Restricted speed)
Track warrant control
Centralized traffic control
Kahn, Ata M. Railway Capacity Analysis and Related Methodology. Ottawa, Print.

30. Options to increase line capacity
Operations options:
Increase average speed
Reduce traffic peaking
Reduce the variability in speed
Reduce number of meets & passes
Increase length & weight of trains
Infrastructure options:
Line (links):
Add or lengthen passing sidings
Additional tracks
Junctions (nodes):
Add classification tracks
Extend yard lines
Improve junction design
Grade separation

31. Unlike highways, there is no standard railroad capacity model
The complex nature of railroad operations and limited research funding has prevented a universal capacity model from being developed
Currently several different models are in use

32. Different Traffic Characteristics will change the Maximum Volume
Acceptable Delay

33. Level of Service to measure Capacity
Higher delays correspond to a lower level of service (LOS)
Maximum theoretical volumes are never reached to increase level of service of traffic
Metric:
Delay
Abril, M., Barber, F., Ingolotti, L., & Salido, M. (2008). An assessment of railway capacity. Transportation Research Part E: Logistics and Transportation Review, 44(5),

34. Railroad Capacity Models
Computational Intensity
Accuracy
Theoretical
Low
Low-medium
Parametric
Medium-high
Medium
Simulation
Very high
Low-high
Analytical
Simplest Models
Can be computed manually for simple networks
Parametric
Identify critical parametric relationships and focus on the key elements of line capacity
Estimates theoretical and practical throughput
Simulation
Closest representation of actual operations
Data intensive, not practical for network modeling

35. Theoretical: Maximum Throughput Computation
The maximum traffic flow that a rail line can accommodate under ideal condition
Where:
N = Number of trains per day
1440 = Number of minutes in a day
Hmin = Minimum headway (minutes)
1440 N = H m i n

36. Theoretical: Blocking Time Model
Distance
Minimum Head Way
Time
Pachl, Joern, and Thomas White. “Analytical Capacity Management with Blocking Times.” Transportation Research Board: 83rd Annual Meeting (2004)

37. Theoretical: Single Track Capacity (Poole)
Calculated headway in single track with passes
C = Capacity in trains per day
1440 = Number of minutes per 24 hours
t = Minutes to travel between sidings
t/2 = Average dwell time waiting for opposing train to arrive
m = Delay for each meet due to braking, entering the siding, running the length of the siding, leaving the siding and accelerating to full speed
2 = number of trains per pair
Poole, EC. “Costs--A Tool for Railroad Management.” (1962)

38. Poole Methodology Siding A Siding B Time 0 Time t Time t+m
Time t+m+t/2
Time 2t+m+t/2

39. Parametric Models
Parametric Model are based off statistical analysis of operating or simulation data
Key infrastructure and operating parameters are identified to predict a delay-volume curve
Attributes include
Average speed
Speed ratio
Priority
Peaking
Siding spacing and uniformity
Percent double track
Signal spacing

40. CN Parametric Model Example
Average Speed
44.4 mph
Speed Ratio
1.113
Priority
0.342
Peaking
1.727
Siding Spacing
7.77 miles
Uniformity
0.49
Signal Spacing
0.93
% Double Track 50
Krueger, H. “Parametric Modeling in Rail Capacity Planning.” Proceedings of the 1999 Winter Simulation Conference. Phoenix, Web. 21 May 2012.

41. Railway Simulation Tools
Calculates train movements and makes decisions under the same rules as railroad dispatchers
They account for different equipment types, train consists, train handling characteristics, terrain and track conditions
Common uses of Simulation Tools:
Develop operating plans
Diagnose bottlenecks and recommend schedule changes
Evaluate various capital improvement scenarios
Assess the impact of adding new trains to a network

42. Rail Traffic Controller
Developed by Eric Wilson from Berkeley Simulation Software
Emulates a dispatcher controlling train movements across a network based on train priority
Integrated train performance calculator
Inputs: track, signals, trains, and schedule
Output: delay, average velocity, on time performance

43. RTC Animation

44. Yard Models
Logan, P. (2006a). People, Process, and Technology – Unlocking Latent Terminal Capacity.
Transportation Research Board 85th Annual Meeting presentation, January 24, 2006.

45. Yard Models (Simulation)
FlexsimCT. “Flexsim CT intermodal rail yard transfer simulation model.” YouTube, 2010.

46. Network Models
Capacity planning
Train routing
Crew planning

47. Scheduling Fleeting Express scheduling
Type: Reduce delays due to different train types operating on the same line
Direction: Reduce delays on single tracks lines by reducing the meet delay
Express scheduling
Decrease travel time by bypassing intermediate station and terminals
Minimize conflicts with trains in the same direction

48. Existing Schedule
Train #
300
302
304
306
308
314
316
318
320
322
324
326
328
330
AM/PM AM
Kenosha –
5:51
6:17
6:53
7:15
7:51
Winthrop Harbor
5:59
6:25
7:02
7:23
7:59
Zion
6:03
6:30
7:06
7:28
8:04
Waukegan
4:20
4:58
5:26
5:54
6:13
6:39
7:09
7:20
7:37
7:50
8:12
North Chicago
5:01
5:29
5:58
6:16
6:43
7:12
7:24
7:41
7:53
8:15
Great Lakes
5:05
6:02
6:46
7:16
7:27
7:58
8:18
Lake Bluff
4:28
5:10
5:35
6:06
6:22
6:50
7:32
7:46
8:22
Lake Forest
4:31
5:13
5:39
6:10
6:26
6:54
7:36
8:25
Fort Sheridan
5:16
5:43
6:14
6:31
6:59
7:40
7:55
8:07
Highwood
5:19
5:46
6:34
7:43
8:10
Highland Park
4:38
5:22
5:50
6:20
6:37
7:05
7:31
7:54
8:01
8:33
Ravinia
5:25
5:53
6:23
6:41
7:35
8:14
Ravinia Park
Braeside
5:27
5:55
6:44
7:57
8:17
Glencoe
4:43
5:30
6:28
6:47
7:39
8:00
8:20
8:39
Hubbard Woods
5:33
6:01
7:18
7:42
8:03
8:23
Winnetka
4:47
5:36
6:04
7:21
7:48
7:56
8:26
8:43
Indian Hill
5:38
6:36
6:55
7:33
8:06
8:29
Kenilworth
5:40
6:08
6:38
6:57
8:08
8:31
8:46
Wilmette
4:50
5:42
6:42
7:38
8:48
Evanston Central Street
4:53
5:45
6:45
7:34
8:13
8:35
8:51
Evanston Davis Street
4:56
5:49
6:48
7:44
8:11
8:38
8:54
Evanston Main Street
6:19
6:51
7:47
8:40
Rogers Park
5:02
8:44
Ravenswood
5:07
6:29
7:01
8:09
8:50
Clybourn
7:07
7:19
8:02
8:16
8:37
8:56
9:06
Ogilvie Transportation Center
5:23
6:15
7:17
7:30
8:41
8:47
9:05
9:15
B.C.
Sogin, Samuel L, Brennan M Caughron, and Samantha G Chadwick. “Optimizing Skip Stop Service in Passenger Rail Transportation.” Proceedings of the 2012 Joint Rail Conference. Philadelphia, Print.

49. Genetic Algorithm Schedule
Train #
304
306
308
310
312
314
316
318
320
322
324
326
328
330
AM/PM AM
Kenosha
6:00
6:05
6:11
6:22
6:31
6:38
6:45
6:53
7:00
7:07
7:14
7:21
7:28
7:36
Winthrop Harbor
6:12
6:17 -
6:43
6:50
6:57
7:05
7:12
7:19
7:33
7:48
Zion
6:16
6:21
6:26
6:47
6:54
7:01
7:09
7:16
7:23
7:29
7:37
7:52
Waukegan
6:25
6:30
6:35
6:56
7:03
7:10
7:18
7:25
7:32
7:38
7:46
8:01
North Chicago
6:40
6:48
7:54
8:06
Great Lakes
7:59
Lake Bluff
6:49
7:45
7:50
8:03
8:14
Lake Forest
6:42
6:52
6:59
7:53
8:17
Fort Sheridan
7:27
7:42
8:08
Highwood
7:58
8:10
Highland Park
6:58
7:20
7:26
7:31
7:39
7:55
8:23
Ravinia
6:46
7:08
7:34
7:49
8:15
Ravinia Park
Braeside
7:35
8:25
Glencoe
7:44
7:51
8:05
8:18
8:28
Hubbard Woods
7:13
8:12
8:21
Winnetka
7:06
8:02
8:24
8:32
Indian Hill
7:56
8:26
Kenilworth
Wilmette
7:04
7:11
8:19
8:29
8:36
Evanston Central Street
7:24
8:39
Evanston Davis Street
7:17
7:57
8:11
8:35
Evanston Main Street
7:30
7:43
8:27
8:43
Rogers Park
Ravenswood
8:42
Clybourn
Ogilvie Transportation Center
8:16
8:31
8:37
8:44
8:54
8:59
B.C.
Sogin, Samuel L, Brennan M Caughron, and Samantha G Chadwick. “Optimizing Skip Stop Service in Passenger Rail Transportation.” Proceedings of the 2012 Joint Rail Conference. Philadelphia, Print.

50. Types of Operations Scheduled Hold-For-Traffic Hybrid Systems
All train movements are planned and followed precisely
Commuter, inter-city passenger trains
Some freight trains
Hold-For-Traffic
Wait for the necessary traffic threshold to run a train
Grain, coal and other bulk trains
Hybrid Systems

51. Economics Project selection models Determining the cost of congestion
Determining the capacity of a railroad line
Base train equivalence
Other operating metrics

52. Economics of Railroad Capacity
Marginal Revenue
Marginal Cost

53. Research Needs Models that capture yard-mainline interaction
Predicting the impact of higher speed passenger and freight trains on the same corridor
Creating new theoretical & parametric models

54. References (1)
 Abril, M, F Barber, L Ingolotti, and MA Salido “An assessment of railway capacity.” Transportation Research Part E: Logistics and Transportation Review 44 (5):
S Chultz A Ndreas T Anner, and Ralf Bornd “An Auctioning Approach to Railway Slot Allocation An Auctioning Approach to Railway Slot Allocation.” Management 45 (October):
Cambridge Systematics National Rail Freight Infrastructure Capacity and Investment Study.
Carey, M “Stochastic Approximation to the Effects of Headways on Knock-On Delays of Trains.” Transportation Research Part B: Methodological 28 (4):
Dingler, Mark, Amanda Koenig, Sam Sogin, and Christopher P L Barkan Determining the Causes of Train Delay. In AREMA Annual Conference Proceedings. Orlando.
Dingler, Mark, Yung-Cheng Lai, and Christopher P.L. Barkan “Impact of Train Type Heterogeneity on Single-Track Railway Capacity.” Transportation Research Record: Journal of the Transportation Research Board 640 (2117):
Gorman, Michael F “Statistical Estimation of Railroad Congestion Delay.” Transportation Research Part E.
Harrod, Steven “Capacity factors of a mixed speed railway network.” Transportation Research Part E 45 (5):
Ireland, Phil, Rod Case, John Fallis, and Jason Kuehn “Perfecting the Scheduled Railway : Model-Driven Operating Plan Development.” System: 1-28.
Kahn, Ata M Railway Capacity Analysis and Related Methodology. Ottawa.

55. References (2)
Krueger, H Parametric Modeling in Rail Capacity Planning. In Proceedings of the 1999 Winter Simulation Conference, Phoenix.
Leilich, Robert H Application of Simulation Models in Capacity Constrained Rail Corridors. In Proceedings of the 30th conference on Winter simulation,
Lu, Quan, Maged Dessouky, and Robert C Leachman “Modeling Train Movements Through Complex Rail Networks.” Computer 14 (1):
Martland, Carl D, Patrick Little, and Joseph M. Sussman “Service Management in the Railroad Industry.” Transportation Research Board.
Mattsson, LG “Railway capacity and train delay relationships.” Critical Infrastructure.
Pachl, Joern Railway Operation and Control. 2nd ed. Mountlake Terrace: VTD Rail Publishing.
Pachl, Joern, and Thomas White “Analytical Capacity Management with Blocking Times.” Transportation Research Board: 83rd Annual Meeting.
Petersen, ER “Design of single-track rail line for high-speed trains.” Transportation Research Part A: General 21 (1).
Poole, EC “Costs--A Tool for Railroad Management.”

56. References (3)
Preston, John, Graham Wall, Richard Batley, J Nicolás Ibáñez, and Jeremy Shires “Impact of Delays on Passenger Train Services.” Transportation Research Record: Journal of the Transportation Research Board (2117):
Sogin, Samuel L, Christopher P.L. Barkan, Yung-Cheng Lai, and Mohd Rapik Saat Measuring the Impact of Additional Rail Traffic Using Highway & Railroad Metrics. In Proceedings of the 2012 Joint Rail Conference. Philadelphia.
Sogin, Samuel L., Christopher P.L. Barkan, and Mohd Rapik Saat Simulating the Effects of Higher Speed Passenger Trains in Single Track Freight Networks. In Proceedings of the 2011 Winter Simulation Conference, Phoenix
Sogin, Samuel L., Brennan M Caughron, and Samantha G Chadwick Optimizing Skip Stop Service in Passenger Rail Transportation. In Proceedings of the 2012 Joint Rail Conference. Philadelphia.
Vromans, Michiel J C M, Rommert Dekker, and Leo G Kroon “Reliability and heterogeneity of railway services.” European Journal Of Operational Research 172:
White, Thomas Examination of Use of Delay as Standard Measurement of Railroad Capacity and Operation. In Transportation Research Board: 85th Annual Meeting. Washington, D.C.

57. Questions?

58. Copyright Restrictions and Disclaimer
Presentation Author
Samuel L. Sogin
Graduate Research Assistant
Rail Transportation and Engineering Center
Civil & Environmental Engineering Department
University of Illinois at Urbana-Champaign
1203 Newmark Civil Engineering Lab, B118
Urbana, IL
(847)
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