Timetable route

In railway operations, a timetable is the scheduled occupation of a route section by a train in terms of time and space . It leads from a start to a destination operating point (usually the start and destination station ) and is the basic unit from which a timetable is constructed in the timetable .

description

The route defines exactly in terms of time and space which section of the train may be occupied by a particular train at what time. As a rule, a section may not be used by more than one train at the same time. In addition, the blocking time for preparatory and subsequent operational measures (e.g. for switching points , for the advance notice of signals and for the complete evacuation of the section) must be included.

In Germany, DB Netz AG differentiates between different types of timetable routes. The regular train path is set for the entire duration of the annual timetable. Required routes are timetable routes that are made available to the transport company as required. All routes that are not standard routes are referred to as "special routes". Catalog train paths are constructed before the timetable is drawn up and presented to the transport companies for train paths to be ordered. These can be system routes that are constructed before the network timetable is created or service routes that are constructed after the network timetable has been created.

Forms of representation

In the timetable construction, the representation of the route in time-route lines as a so-called picture timetable dominates . It is communicated to the train drivers as a book timetable in a simplified and expanded representation in text form.

Train path capacity

The number of maximum possible train paths in a railway line (train path capacity) depends on numerous factors. These include:

Length and arrangement of the train sequence sections: The shorter the train sequence sections in track-guided systems, the shorter the distance in which trains can follow one another. Additional security systems such as LZB with CIR-ELKE can increase the capacity. U. be increased.
Speed profile of railway systems and trains: The more homogeneous the speed profile (e.g. the maximum permissible speed) of railway systems and trains in the section under consideration, the greater the resulting line capacity.
Holding regime: The more traffic and operating stops are provided in the timetable, the fewer train paths can be constructed. Such stops mean that a section of the route is occupied for a longer period of time (another train can move up accordingly later) and, on the other hand, further loss of travel time occurs due to braking and restarting, which in turn have a negative effect on the train path capacity. Sometimes a path for a (comparatively slow, but not stopping) freight train can be inserted cheaply between two (comparatively fast, but stopping en route) regional trains.
Overtaking opportunities: The more overtaking opportunities a route offers, the more timetable routes can usually be constructed.
Crossing possibilities: On single-track routes, the number of possible timetable routes also depends on the number and arrangement of intersections.

The susceptibility of a schedule to delays depends crucially on whether the schedule paths match the factors mentioned. On densely occupied routes, routes with only slight buffer times carry a high risk of delays.

Award

Timetable routes are ordered by a railway company (EVU) from a railway infrastructure company (EIU), in Germany mostly DB Netz . The RIU constructs the route in the daily route structure and sells it to the RU for a train path fee. The route is the main product of an IM. In the rail network of Deutsche Bahn, timetable routes are charged according to the route price system. The route price depends on the one hand on the state of the infrastructure and on the other hand on the degree of temporal security in which the route is granted. In addition, there are other fee components for special trains (e.g. those with a high weight), regional-specific aspects or incentives to minimize operational disruptions.

The departure and arrival times offered by the RU may differ from the requests of the ordering RU due to competing train paths from other RUs. It can also reject the route if there are major deviations. According to EIBV , EU directives and AEG , access to the network (train path allocation) must be non-discriminatory. This is monitored by the Federal Network Agency .

literature

Jürgen Janicki: Rail system knowledge . Berlin 2011. ISBN 978-3-9808002-6-6

Web links

Overview of train path products from DB Netz on the Deutsche Bahn AG website

Individual evidence

↑ Janicki, p. 173.
↑ DB Netz AG - Guideline 402.0104 (24) Train path management - terms, as of June 1, 2009
↑ Janicki, pp. 174f.
↑ § 2 Paragraph 1 No. 4 Act on the Federal Network Agency for Electricity, Gas, Telecommunications, Post and Railways i. V. m. the ordinance on non-discriminatory access to the railway infrastructure and on the principles for charging fees for the use of the railway infrastructure .

[1] Janicki, p. 173.

[2] DB Netz AG - Guideline 402.0104 (24) Train path management - terms, as of June 1, 2009

[3] Janicki, pp. 174f.

[4] § 2 Paragraph 1 No. 4 Act on the Federal Network Agency for Electricity, Gas, Telecommunications, Post and Railways i. V. m. the ordinance on non-discriminatory access to the railway infrastructure and on the principles for charging fees for the use of the railway infrastructure .