How and Why Freight Trains Deviate From the Timetable: Evidence From Sweden

European infrastructure managers (IMs) create annual timetables for trains that will run during a year. Freight trains in Sweden often deviate from this by being <italic<added</italic<, <italic<canceled</italic<, <italic<delayed</italic< or <italic<early<...
Ausführliche Beschreibung

Gespeichert in:

Autor*in:	Carl-William Palmqvist [verfasserIn] Anne Lind [verfasserIn] Victoria Ahlqvist [verfasserIn]

Format:	E-Artikel
Sprache:	Englisch

Erschienen:	2022

Schlagwörter:	Freight transportation rail transportation rail transportation reliability

Übergeordnetes Werk:	In: IEEE Open Journal of Intelligent Transportation Systems - IEEE, 2020, 3(2022), Seite 210-221
Übergeordnetes Werk:	volume:3 ; year:2022 ; pages:210-221

Links:	Link aufrufen Link aufrufen Link aufrufen Journal toc

DOI / URN:	10.1109/OJITS.2022.3160546

Katalog-ID:	DOAJ023385936

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520			\|a European infrastructure managers (IMs) create annual timetables for trains that will run during a year. Freight trains in Sweden often deviate from this by being <italic<added</italic<, <italic<canceled</italic<, <italic<delayed</italic< or <italic<early</italic<, resulting in increased costs for IMs and railway undertakings (RUs). We investigate the frequency of and causes for these deviations, using one year of operational data for 48,000 trains, and 15 stakeholder interviews. We find that about 20% of freight trains are <italic<added</italic< once the timetable has been created, and that <italic<cancelations</italic< occur for about 35% of freight trains, mostly at the RUs’ initiative. <italic<Delays</italic< are common: some 40% of departures, 30% of runtimes, and 20% of dwell times are delayed. Running <italic<early</italic< is even more common: 80% are ready to depart early, and 60% do so, while 40% of runtimes and 75% of dwell times are shorter than scheduled. We find links and feedback loops between the root causes for these deviations and suggest that IMs reserve more of the capacity that is needed for freight trains and instead distribute it throughout the year. This could lead to more appropriate, attractive, and reliable timetables for freight trains, whilst greatly reducing the amount of planning effort.
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callnumber-first	T - Technology
author	Carl-William Palmqvist
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title	How and Why Freight Trains Deviate From the Timetable: Evidence From Sweden
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title_sort	how and why freight trains deviate from the timetable: evidence from sweden
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title_auth	How and Why Freight Trains Deviate From the Timetable: Evidence From Sweden
abstract	European infrastructure managers (IMs) create annual timetables for trains that will run during a year. Freight trains in Sweden often deviate from this by being <italic<added</italic<, <italic<canceled</italic<, <italic<delayed</italic< or <italic<early</italic<, resulting in increased costs for IMs and railway undertakings (RUs). We investigate the frequency of and causes for these deviations, using one year of operational data for 48,000 trains, and 15 stakeholder interviews. We find that about 20% of freight trains are <italic<added</italic< once the timetable has been created, and that <italic<cancelations</italic< occur for about 35% of freight trains, mostly at the RUs’ initiative. <italic<Delays</italic< are common: some 40% of departures, 30% of runtimes, and 20% of dwell times are delayed. Running <italic<early</italic< is even more common: 80% are ready to depart early, and 60% do so, while 40% of runtimes and 75% of dwell times are shorter than scheduled. We find links and feedback loops between the root causes for these deviations and suggest that IMs reserve more of the capacity that is needed for freight trains and instead distribute it throughout the year. This could lead to more appropriate, attractive, and reliable timetables for freight trains, whilst greatly reducing the amount of planning effort.
abstractGer	European infrastructure managers (IMs) create annual timetables for trains that will run during a year. Freight trains in Sweden often deviate from this by being <italic<added</italic<, <italic<canceled</italic<, <italic<delayed</italic< or <italic<early</italic<, resulting in increased costs for IMs and railway undertakings (RUs). We investigate the frequency of and causes for these deviations, using one year of operational data for 48,000 trains, and 15 stakeholder interviews. We find that about 20% of freight trains are <italic<added</italic< once the timetable has been created, and that <italic<cancelations</italic< occur for about 35% of freight trains, mostly at the RUs’ initiative. <italic<Delays</italic< are common: some 40% of departures, 30% of runtimes, and 20% of dwell times are delayed. Running <italic<early</italic< is even more common: 80% are ready to depart early, and 60% do so, while 40% of runtimes and 75% of dwell times are shorter than scheduled. We find links and feedback loops between the root causes for these deviations and suggest that IMs reserve more of the capacity that is needed for freight trains and instead distribute it throughout the year. This could lead to more appropriate, attractive, and reliable timetables for freight trains, whilst greatly reducing the amount of planning effort.
abstract_unstemmed	European infrastructure managers (IMs) create annual timetables for trains that will run during a year. Freight trains in Sweden often deviate from this by being <italic<added</italic<, <italic<canceled</italic<, <italic<delayed</italic< or <italic<early</italic<, resulting in increased costs for IMs and railway undertakings (RUs). We investigate the frequency of and causes for these deviations, using one year of operational data for 48,000 trains, and 15 stakeholder interviews. We find that about 20% of freight trains are <italic<added</italic< once the timetable has been created, and that <italic<cancelations</italic< occur for about 35% of freight trains, mostly at the RUs’ initiative. <italic<Delays</italic< are common: some 40% of departures, 30% of runtimes, and 20% of dwell times are delayed. Running <italic<early</italic< is even more common: 80% are ready to depart early, and 60% do so, while 40% of runtimes and 75% of dwell times are shorter than scheduled. We find links and feedback loops between the root causes for these deviations and suggest that IMs reserve more of the capacity that is needed for freight trains and instead distribute it throughout the year. This could lead to more appropriate, attractive, and reliable timetables for freight trains, whilst greatly reducing the amount of planning effort.
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title_short	How and Why Freight Trains Deviate From the Timetable: Evidence From Sweden
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