Available online at www.sciencedirect.com
ScienceDirect Procedia Computer Science 104 (2017) 222 – 226
ICTE 2016, December 2016, Riga, Latvia
Simulation of the Interaction of Railway Station and Harbor Fjodors Mihailovsa,*, Zura Sansyzbajevab, Mareks Mezitisa a
b
RTU Institute of Railway transport, Ɩzenes 12, LV-1048, Riga, Latvia Eurasian National University, Satpajeva 2, KZ-010008, Astana, Kazahstan
Abstract Main objective is the development of simulation methods of the interaction of railway station and harbor in order to improve the performance of operational work, ensuring rhythmic processing load, reducing standstill of wagons at harbor stations. © Published by Elsevier B.V.B.V. This is an open access article under the CC BY-NC-ND license ©2017 2016The TheAuthors. Authors. Published by Elsevier (http://creativecommons.org/licenses/by-nc-nd/4.0/). Peer-review under responsibility of organizing committee of the scientific committee of the international conference; ICTE 2016. Peer-review under responsibility of organizing committee of the scientific committee of the international conference; ICTE 2016 Keywords: Forming of a train; Cargo subject; Modeling; Forming algorithm; Standstill of a wagon
1. Introduction In the period of market economics, customers choose the type of transportation at the lowest cost and with a certain quality of transportation: speed and timeliness of delivery, as well as convenience of documents. Because of the shortage of refining capacity of Free port, implementing transfer of goods from rail to sea, Latvian Railway (LDZ) is often forced to implement convention prohibitions on the export cargo handled in conjunction with the production trains for safekeeping forming a so-called “Warehouses on wheels”.
* Corresponding author. Tel.: +371-29531617; fax.: +371-67089653. E-mail address:
[email protected]
1877-0509 © 2017 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/). Peer-review under responsibility of organizing committee of the scientific committee of the international conference; ICTE 2016 doi:10.1016/j.procs.2017.01.117
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Work objectives and tasks are formulated based on foreground jobs, providing reliability and efficiency of transport at multimodal transportations (see Fig. 1-3): x x x
Turnaround time shortage of wagons at harbor station holding technological operations Decline of expenses of temporal norms in a transport junction carrying out transshipment of load from one type of transport to other Concordance of optimal rhythm of work of consignee, recipients and forwarders
4,5
Fig. 1. Amount of the abandoned trains on Latvian railway in 2009-2010 periods
2. Identification of processes of multimodal transportation as a management object
Fig. 2. Analysis of factors of organization of transportations.
.
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For the decision of task of optimal guidance of trains at transport junction is necessary to depict next tasks: x x x x
Forming of the system of parameters for optimal guidance of trains to harbor station Formalization of process of guidance of trains to harbor station Development of algorithm of search of optimal distribution of trains in accordance to train table For the decision of task of optimal guidance of trains at transport junction is necessary to depict next tasks
Fig. 3. Volumes of goods at Riga transport junction (thousand tons).
Formal presentation of task of optimization of guidance of trains to harbor station is done like task of the quadratic setting. The great number of criteria of optimizations is offered, by means of which it is possible to produce the account of conflicting aims of market of transport services for subjects participating in the processes of multimodal transportations. Basic parameters are defined for optimal guidance of trains to harbor station: x x x x x
Time of wagons location at the harbor station holding technological operations and waiting for supply to harbor terminals Loading of all harbor terminals Time of unloading of wagons during planned period Volume of processing of wagon flows during planned period Amount of „abandoned trains” at transport junction
3. System of imitation modeling of processes of transport junction: development and analysis Development of simulation model of a transport junction is executed with next tasks1,3: x x x x x
Choice of modeling tool from alternatives Modeling of structure of transport junction Laws of distribution of entrance of train flows at transport junction Simulation models of elements’ functioning Design of basic characteristics of incoming and out-going flows of objects of transport junction For the decision of task of optimal guidance of trains at transport junction is necessary to depict next tasks:
x x
Forming of the system of parameters for optimal guidance of trains to harbor station Formalization of process of guidance of trains to harbor station
Fjodors Mihailovs et al. / Procedia Computer Science 104 (2017) 222 – 226
x x
Development of algorithm of search of optimal distribution of trains in accordance to train table Development of programmatic complex for trains’ operations in direction „harbor station-harbor terminalharbor station” (see Fig. 4)
Fig. 4. Histogram of intervals of arrival of vessels to Riga harbor.
Train is dynamic object in the modelling system2. Features of train: x Type of train (loaded, empty) x Amount of wagons (57 conditional wagons) x Division of wagons by types of goods (every type of good certain wagon is intended) During the development of functioning model, the decision was made to create separate functioning models of terminals of Riga harbour from general model of terminals of Riga harbour for the best visualization of current processes. Table 1 represents characteristics of factors depending on their ease of handling and degree of possibility of quantitative estimation6.
Manag.
Unmanag.
Train guidance strategy Amount of shunters at harbor station Refuse of port to accept goods (weather terms, absence of vessels)
Qualit.
Possible factors
Quant.
Table 1. Characteristics of factors and reviews.
Respond
Yes
Yes -
Yes Yes
-
Wagon’s turnaround Wagon’s turnaround
Yes
-
-
Yes
Wagon’s turnaround
For the estimation of influence of management factor to the efficiency indexes of work of harbor station (wagon’s turnaround time, loading and unloading) in process of experiment a hypothesis is considered about influence of next factors on wagon’s turnaround time (see Fig. 5): x Strategy of guidance of train x Amount of shunting locomotives, served harbour areas and terminals x Duration of period, when harbour terminals cannot accept wagons for processing, including others reasons (weather terms, impossibility of realization of unloading) Calculated dependences show that the most effect from application of method of multiagent optimization for determination of order of guidance of trains is got at the faultless functioning of the system and with additional locomotive. As a result, mean time of wagons’ standstill is 37 minutes on coal terminal and equals to 467 minutes in comparison with 504 minutes at present moment.
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Fig. 5. Changes of average standstill of wagons on coal terminal depending on the productivity.
The results get an opportunity to make forecast about simultaneous applying of factors 1, 2 and 3, and increasing traffic rate by 38 % (size equal to the maximal carrying capacity of Skirotava-Riga-Krasta line), wagons’ standstill will be 469 minutes. 4. Conclusion System of parameters is formed for optimal guidance of trains to harbor station. First time in practice simulation model of processes of multimodal transportations is worked out for forecasts of processes and evaluation of qualitative indexes of harbor station and terminals. Simulation of processes is made by modelling tool with material flows and freight units from the entrance to the exit from the system. The most effect in decreasing of wagons’ standstill at the station is reached if there is coordinated guidance of trains, faultless functioning of transport junction and additional locomotive. Wagon standstill decreased by 37 minutes from 504 minutes at existent technology and equals to 467 minutes. Decrease of wagon standstill at the station is due to the change of technology without investing in infrastructure. It is experimentally set that coordinated guidance of trains, faultless functioning of transport junction and additional locomotive, and full usage of carrying capacity of line increasing traffic rate by 38 % from existing, wagon standstill will be 469 minutes, which is 35 minutes less than 504 minutes at existent technology. References 1. 2. 3. 4. 5. 6.
Law AM, Kelton DW. Simulation modeling and analysis. Third edition. McGraw Hill; 2000. 848. Hansen IA. Railway timetable & traffic. Analysis. Modeling. Simulation. Eurailpress; 2008. 228. Abramov A. Matematiceskoe modelirovanie transportnih processov. Moskva; 2002. 128. (in Russian). Precu vilcienu formesanas plans 2009-2010.g. Riga. VAS “Latvijas dzelzcels”; 2009. 32. (in Latvian). Precu vilcienu kustibas saraksts 2009-2010.g. Riga. VAS “Latvijas dzelzcels”; 2009. 172. (in Latvian). Rigas dzelzcela mezgls. Attistibas shema. Razosanas komercfirma „TRANSCELTNIEKS”. Riga; 2003. 146. (in Latvian).
Fjodors Mihailovs is lecturer of Riga Technical university, chief engineer of Technical directorate of SIA “LDZ Ritosa sastava serviss”, has been awarded a medal of the Latvian Academy of Sciences and Latvian Railways “Annual prize”. In 2012, he successfully defended his Doctoral Thesis at Riga Technical university. Contact him at
[email protected].
