How to Increase Capacity with Vehicles,Traffic Planning and Investments in Infrastructure

Transcription

1 How to Increase Capacity with Vehicles,Traffic Planning and Investments in Infrastructure Professor Bo-Lennart Nelldal KTH Railway Group Royal Institute of Technology (KTH) Stockholm SJ AB (Swedish State Passenger Railway Company) I Mech E Conference London

2 Railway development in Sweden Lower train price Better trains 10,0 Low price air, decreased train supply 1000 million passenger kilometres 8,0 6,0 4,0 2,0 Private car introduction Energy crisis 1 Fuel raitioning Dispatcher strike Energy crisis 2 Low price train VAT on travels Journeys >100 km Journeys < 100 km New tracks New trains 0, Railw ay Group KTH

3 Market share % of tonne-kilometres 60,0% 50,0% 40,0% 30,0% 20,0% 10,0% 0,0% Freight traffic in Sweden, EU and USA - rail s market share of total road (in USA inter-city), rail and inland waterways USA Sweden EU 15 Source.Railw ay Group KTH Note: Some figures are missing and last year s are preliminary

4 Railway network in Sweden

5 Railway network in Sweden - compared to the UK Length of lines In kilometres Sweden UK 2005 Total % % of which Single track % % 1) Electrified lines % % With ATC % Inhabitants 9 million 60 million Land area 450 thousand m2 245 thousand m2 Line length Meter/km2 24,5 64,5 Meter/inhabitant 1,2 0,3 1) Statistics not complete

6 Rail supply and demand in Sweden - compared to the UK Supply and demand 2005 Sweden UK Train kilometres/line kilometres Passenger kilometres/line kilometres Tonne-kilometres/line kilometres Passenger kilometres/inhabitant Tonne-kilometres/inhabitant

7 KTH Railway Group Interdiciplinary Research Board BV, KTH, Bombardier, Train Operators etc. Director Prof. Stefan Östlund, EKC Transport and Logistics Adj. Prof. Bo-Lennart Nelldal Railway Engineering Prof. Mats Berg Electric Machines Prof. Stefan Östlund Construction Technique Prof. Håkan Sundquist Light Constructions Ph.D. Per Wennhage Vehicle Dynamics Prof. Annika Stensson Noice and Vibrations Ph.D. Ulf Carlsson Machine Elements Ph.D. Ulf Olofsson

8 KTH Railway Group -System approach Revenue Profitability Competition/ Cooperation Efficient train system Cost

9 Research at department of Transport and Logistics Planning for efficient passenger train systems Planning for efficient freight train systems Capacity analysis and simulations: Implementation of simulation system Railsys in Sweden Simulation of different traffic patterns on the new Botnia rail link Partial double track versus more crossing points Running times for the Green Train 250 km/h tilting train project Simulation of X2000 Stockholm-Gothenburg for fewer delays

10 1.How to Increase Capacity with Vehicles? Research made by Bo-Lennart Nelldal Karl Kottenhoff Gerhard Troche Projects: Efficient Freight Trains and Efficient Passenger Trains

11 Freight transport conditions in Sweden, Germany and USA Average payload per train (tons) Sweden Germany USA Average hauling distance (km) Average revenue per ton-km (SEK) Max. rail axle load (tons) Max. gross truck weight (tons) Freight transport conditions in Sweden, Germany & the USA in Source: Statistics from Swedish State Railways (incl. northern ore line), German Rail (DB) and the Association of American Railroads (AAR).

12 Loading Gauge C 3,6x3,6m from the floor

13 Transportation cost index Railway Group Loading gauge G1 Loading gauge C Transportation cost index with loading gauge G1 and loading gauge C for volume freight. Two fully loaded covered 2-axle wagons between Helsingborg and Sundsvall of 101 and 149 m3

14 Efficient train systems for freight Railway Group Load 30 tons 108m 3 87 m3 to straight door side h:3.2m 2.2m on straight door side w:3.1m Axle load 22.5 tons weight 45 tons Loading gauge G1 Load 40 tons 204m 3 h:3.6m w:3.6m Axle load 27.5 ton weight 55 tons Loading gauge C Load 40 tons 160 m 3 h:3.2m w:2.6m Swedish truck weight 60 tons length 24m height 4.5m

15 Transportation cost index Railway Group tons 25.0 tons 27.5 tons 30.0 tons Axle load Transportation cost index for axle load 22.5, 25.0, 27.5 and 30 tons for heavy freight. Two fully loaded covered bogie wagons between Helsingborg and Sundsvall.

16 Structural gauge and nominal vehicle gauge in Sweden

17 Space utilization Same capacity smaller train Loco-hauled train seats -220 tonnes ca 70 seats ca 50 seats café ca 70 seats Wide body multiple unit 190 seats 120 tonnes Flexibel seats private commuters business 2 class 2 kl Plus 1 class Table ca 95 seats ca 95 seats Table Table

18 Wide body trains implemented in Bombardier Reginatrains Capacity + 20% seats per wagon Cost cut -15% per passenger kilometre incl all costs Passenger valuation of 2+3 seating instead of 2+2: - 2% 80 trains delivered in Sweden + 40 trains to China 18

19 2.How to Increase Capacity with traffic planning? Research made by Bo-Lennart Nelldal Project: Master Plan for Mälaren Valley (SJ-SL-BV)

20 Ostkustbanan Nynäsbanan Borlänge/Falun Mälaren line Stockholm-Västerås Gävle-Sundsvall / Östersund Railway Group Track system in Stockholm Region Frövi Göteborg Örebro Hallsberg Ludvika Arboga Västra stambanan Katrineholm Sala Västerås Eskilstuna Flen Dalabanan Enköping Strängnäs Svealandsbanan Gnesta Järna Mälarbanan Bålsta Märsta KungsängenFlemingsberg Södertälje Uppsala Arlanda Stockholm Västerhaninge Motala Södra stambanan Mjölby Linköping Norrköping Nyköping Oxelösund Nynäshamn Malmö

21 Västerås Mälaren line Stockholm-Västerås SJ Regional trains average speed 120 km/h Bålsta SL commuter trains average speed 60 km/h Problems: Combination of High-speed regional trains at 200 km/h with few stops and commuter trains with many stops Only two tracks regional trains cannot overtake commuter trains Long travelling times and too many delays Solutions: More time between the train slots Integration of some commuter trains and regional trains Limitation of the number of trains at peak hours Improvement of signalling system shorter block sections Some minor infratsructure investments Stockholm C

22 Graphical time table 2006 Block occupation diagram ^Västerås Bålsta Kungsängen Jakobsberg Stockholm C

23 Distribution of delays for Regional trains passing at Jakobsberg Railway Group On time 54% Delayd 46% 25% 22,2% 20,5% 20% 16,6% 15% 11,6% 10,9% 10% 6,0% 5% 0% 2,3% 2,0% 2,0% 1,0% 0,3% 0,7% 0,3% 0,7% 1,0% 0,0%0,0% 0,3% 0,0% Delay in minutes

24 Graphical time-table with skipstop commuter trains ^Västerås Railway Group Bålsta Kungsängen Jakobsberg Stockholm C

25 Graphical time table with integrated traffic and reduced number of trains ^Västerås Bålsta Kungsängen Jakobsberg Stockholm C

26 Mälaren line Stockholm-Västerås - traffic coordination The commuter train Stockholm-Bålsta will be a skip-stop train with shorter travel time The skip-stop commuter-trains will continue to Västerås instead of extra Regional trains at peak-hours The Regional trains every hour do not stop at Bålsta the travel time will be shortened to 50 minutes The number of trains will be reduced from 11 to 9 at the maximum peak hour

27 Mälaren line Stockholm-Västerås -integratedsolution Railway Group Stations Regional train Integrated train Commuter train Maxh 7:35-8:34 arriving Stockholm C reduction from 11 to 9 trains SJ SL SL SJ/SL SL SL SL SJ/SL SL SJ SL SL SJ/SL SL SL SL SJ/SL SL Örebro C 610 Arboga 631 Köping Västerås C Västerås C Enköping Bålsta Bro Kungsängen Kalhäll Jakobsberg Barkarby Spånga Sundbyberg Karlberg Stockholm C

28 3.How to Increase Capacity with investments in Infrastructure? Research made by Olov Lindfeldt Bo-Lennart Nelldal Projects: Partial double track versus more crossing stations and simulations for Banverket

29 Ostkustbanan Nynäsbanan Borlänge/Falun Svealand line Stockholm-Eskilstuna Gävle-Sundsvall / Östersund Railway Group Track system in Stockholm Region Frövi Göteborg Örebro Hallsberg Ludvika Arboga Västra stambanan Katrineholm Sala Västerås Eskilstuna Flen Dalabanan Enköping Bålsta Märsta Strängnäs Svealandsbanan Gnesta Järna Mälarbanan KungsängenFlemingsberg Södertälje Uppsala Arlanda Stockholm Västerhaninge Motala Södra stambanan Mjölby Linköping Norrköping Nyköping Oxelösund Nynäshamn Malmö

30 The line today Railway Group 4 crossing stations with an average distance of 15 km One 10km partial double track for meetings at high speed One train per hour in each direction every half hour at peak hours High speed regional trains at 200 km/h Eskilstuna-Stockholm Eskilstuna C Kjula Strängnäs Härad Malmby Grundbro Läggesta Nykvarn Ryssjöbrink Södertälje syd Flemingsberg Stockholm C Flen Åkers styckebruk Järna

31 Problems with the Svealand line today Too many delays and demand for more trains Very sensitive to disturbances because of few crossing stations Timetable is restricted to certain slots because of the partial double track Difficult to make timetables for extra trains at peak hours Sensitive to changes in vehicles and timetables

32 Alternative soulutions Railway Group 1. Building double track: - Too expensive today - but the long term solution 2. One more partial double track section: + Possibility of one train every half hour with short travel time - Timetable slots locked by two partial double track 3. More (short) crossing stations: + Possibility to meet delays + More flexibility in timetables - Longer travel times at regular half hour services

33 Crossing time function Railway Group Crossing time for any point along the line Running time [min] Minimum crossing time Crossing time [min] At partial double track:45 sek per train (because of restricted speed in point) At station with stop for passenger: 0 minutes Et Kju Häd Mby Ryb - Lg Nkv Söö At station in the forest : 4 min (2 min per train) Stations

34 Crossing time function Making the timetable: - Choose a crossing position Running time [min] Crossing time [min] Et Kju Häd Mby Ryb - Lg Nkv Söö Stations

35 Crossing time function Railway Group Operating trains: The delay distribution is introduced Running time [min] Crossing time [min] Et Kju Häd Mby Ryb - Lg Nkv Söö Stations

36 Crossing time function Railway Group With actual delay distribution some crossings will be outside the double track Running time [min] Crossing time [min] Et Kju Häd Mby Ryb - Lg Nkv Söö Stations

37 Crossing time function Railway Group Demand for increased traffic: Traffic every half hour needs one more crossing Running time [min] Crossing time [min] Et Kju Häd Mby Ryb - Lg Nkv Söö Stations

38 Crossing time function Railway Group Investments in infrastructure with a new crossing station and extended double track Running time [min] Crossing time [min] Et Kju Häd Sgs Mby Stations Lg Nkv Söö

39 Conclusions Railway Group Partial double track is efficient when: o Primary delays are moderate (< 200 s) o Capacity utility is moderate ( 2 trains/h and direction) o Timetable will not change o Traffic is regular Low minimal crossing time Higher variance in total crossing time Shorter distances between crossing stations is efficient when: o Primary delays are high (> 200 s) o Capacity utility is high (> 2 trains/h and direction) o Timetable will change o Traffic is irregular High minimal crossing time Lower variance in total crossing time

40 Solution - Now decided to be built in three years Eskilstuna-Stockholm Eskilstuna C Kjula Barva Strängnäs Härad Malmby Läggesta Grundbro v ö Nykvarn Södertälje syd Almnäs Flemingsberg Stockholm C Flen Åkers styckebruk Järna More (short) crossing stations: Average distance decrease from 15 km to 7,5 km Extension of partial double track to Nykvarn: One more stop in this section and restricted speed in the point along the line will disappear Crossing station at Strängnäs will be tested and hopefully built as soon as possible

41 Thank You for Your attention!

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