We are studying railway operation optimization. Two kinds of trains, local and rapid, are under consideration to investigate the optimization of rapid trains stopping stations by adjusting the stopping stations to reach optimum convenience and rapidity. However, the rapid train has to overtake local trains that are running ahead. Therefore, overtaking facilities need to be considered too. In this paper, we describe the relation between stopping and overtaking station combinations and operation effectiveness. First, the rapid train stopping and overtaking stations are determined by DP (Dynamic Programming), considering real overtaking facilities at stations. Second, the rapid train timetable is determined and drawn on the train diagram. Third, the local train timetable is determined based on overtaking stations. The diagram is drawn for both directions starting from the overtaking station. The evaluation value is the average trip time, and is calculated by the timetable (diagram) and the passenger OD (Origin and Destination) table. By computer simulation using an existing line, we show that the most effective conditions are fewer overtaking stations, and no simultaneous overtaking at a stopping station.

Railway transport has high punctuality, however, sometimes accidents happens due to facility failure or natural disasters, and the operation needs to change from its original scheduled timetable. When the operation has to return to the original schedule that operation is called "train rescheduling". Automatic rescheduling methods have been suggested considering several operation conditions and operation environments. During the rescheduling, the operated rolling stock types must be considered because different types of rolling stock have limitations for each running section, for example, one type of vehicle cannot run sections that are driven in a different electrical manner. Based on the above, this paper describes how to generate automatic rescheduling methods while specifically considering the operated rolling stock types. We suggest a rescheduling method which does not use software tools such as mixed integer linear programming. Train rescheduling deals with the problem of how to move rolling stocks from their location after resumption time to their location at time of recovery to scheduled conditions. Thus considering the conditions, track routes are registered for each type, and the created rolling stock operation plan is a combination of the possible routes during rescheduling time. Other stock operation routes are also searched for, and the combination of all these routes results in a complete rescheduling plan. When more than one train is located at the same location at the same time, the solution is rejected because the plan is impossible to be realized. Average headway time and its standard deviation at each station are used as evaluation functions to decide which solution to adopt from the multiple rescheduling timetables that can be generated. Shorter average headway time results in a higher train number, and accordingly more passengers can be transported. With a smaller deviation, trains run at similar intervals and the number of passengers is equalized for all operated trains. The operation plan with the smallest evaluation value is adopted as the final rescheduling timetable. Finally, we apply the suggested method to a theoretical track modelled on an existing track for a variation of traffic accident parameters, and indicate that rescheduling timetables are generated that fulfil the operation conditions of the rolling stock types under consideration.

Train rescheduling means a transient situation to correct a train diagram in a suspended state due to traffic accidents or disasters. automatic (or half manual) rescheduling has been studied, and such previous research has shown promising results. In this paper, we describe a train timetable rescheduling method. In Japanese urban areas, some private companies operate on each other's tracks. If vehicle types have limitations due to ground facilities or company rules, the vehicle has to be operated under these limitations even when running on a rescheduled timetable. even if the ground facilities of different companies have uniform conditions, local and rapid trains must be operated in a distinct manner. Therefore, we suggest a rescheduling method. With this method, each vehicle type and its vehicle routes based on the track layout are registered, and rescheduling diagrams are composed with the route combinations. Important conditions to decide the combinations are vehicle location at the operation resumption time and the introduction of same-type vehicles at an originally unscheduled timing. We compare the traffic effects for some combinations of the latter situation where originally unscheduled same-type vehicles are introduced for rescheduling. The evaluation values are average headway time and its standard deviation at all stations on the timetable. We apply our rescheduling method to a theoretical line and timetable modelled on existing urban lines in Japan where trains go and come back on double tracks, and indicate the efficacy of our rescheduling method.

Reducing power consumption is an important subject for railways using electric energy. In order to efficiently use power generated by generation brakes, it is necessary to consider the acceleration or deceleration of trains running in each other's neighbourhood and control these factors as a whole. Therefore, we are studying to determine a train diagram that saves total and moment power consumption. However, because there are many combinations of how to run the trains, it is difficult to calculate the best solutions.In this paper, we have solved the problem to create train diagrams to minimize power consumption considering the generation braking system. A computer uses conditions of distance between any stations and required running time for any number of trains, calculates how to run by dynamic programming in a solid model by time-distance planes, and shows S-curve train diagrams. Evaluation values are both total and moment power consumption. A characteristic function of power consumption is determined by train velocity of acceleration or deceleration. The solution is a combination how to run the trains minimizing the evaluation values.Using this model, we calculated the appropriate schedule of train diagrams for the case of two trains running between five stations. The solution uses the generation braking system efficiently. For two trains, while one train increases its velocity, the other train reduces its velocity just at the same moment. Running conditions are able to combine gradient and limited high speed.

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