International Railway Journal - January 2008 - (Page 32) Simulation Network benefits By using sophisticated simulations in the planning stage of a new railway or metro, capacity can be maximised while energy consumption is minimised. Karl-Heinz Erhard and Melih Arpaci of Siemens Transportation Systems explain their latest solution. maximum capacity, headway and automation level need to be taken into account. The system behaviour and economic effects of the chosen system need to be identified and analysed. In the implementation phase of a signalling project, the chosen signalling system and track layout are coordinated and optimised. In this process, Karl-Heinz Erhard Melih Arpaci the optimal positioning of rescheduling of the timetable is required. signals, points and sidings as well as Our Falko toolset is a comprehensive block sections and reversal tracks are scheduling, simulation and operations determined. It is possible to control facility, comprising complete significantly reduce costs when the toolsets for editing track layouts, tasks, signalling system supplier and and timetables in order to automate and operator coordinate the necessary optimise mass transit, mainline and adjustment measures as early as freight railways. By applying possible. sophisticated scheduling and routeing The data generated during planning algorithms within Falko, very detailed and design should be used for day-byand optimised timetables can be day operation of the system. Timetables generated. are the backbone of daily operations Using the integrated Falko simulator, and their smooth running and the edited or generated timetables can optimisation are vital. The optimisation be checked for operability and goals are to minimise the use of resistance to disruptions. Finally, the resources and energy as well as the validated timetable can be used for distribution of timetable recovery online operations, applying the same buffers to ensure resistance to optimisation principles for daily disruptions. In the case of major operations. deviations, automatic and optimised I NCREASING train punctuality and network throughput, as well as optimising energy consumption of rolling stock, can be achieved through an integrated planning and simulation process covering all phases from early planning through to day-by-day operations. To assist this process, Siemens has developed the Falko toolset, which supports the different life-cycle levels of a signalling system and combines optimisation and simulation algorithms. The life-cycle of a signalling system is divided into different phases starting from the planning phase through design and operation and finally withdrawal. In the planning phase, the operational concept, average and Planning and simulation Planning Signalling System Mass transit One of the main issues planning a metro is the right choice of automatic train control methodology: distance-togo or moving block. A comparison of different projects shows that all things being equal, the headway gains for moving block compared with distanceto-go are just seconds. If a minimum headway of 90 seconds is enough for operations, other factors have to be taken into account, such as ease of maintenance. An important outcome of the simulations shows that the strategy for handling disruptions is more important and nearly independent of the train control technology. Falko can be used to optimise timetables with respect to energy consumption. Both the recuperation effects between accelerating and braking trains as well as the distribution of recovery time buffers on Timetable Construction Timetable Analysis Timetable Validation Import/Export Operations Control System Planning of a signalling system with Falko. 32 IRJ January 2008
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