In this report we will discuss some aspects of Train Scheduling and Simulation. Pre- vious work is limited to scheduling of trains on sections having atmost two lines. We will discuss the algorithm that was used to schedule trains on two-lines.
We will discuss the changes made to the algorithm to simulate train-scheduling on three-line section. This report describes the work done to make eective use of the third line in scheduling of the trains.
The changes in algorithm are required in such a way that they may be extensible to sections having any number of lines. We will also discuss my work on handling test cases.
The previous work done in this regard is capable of doing fairly detailed simulations of trains; it models tracks, signals and signalling protocols, locomotives and their dynamics characteristics (i.e. acceleration/velocity that they are capable of). It is able to give a graphical output of the various locations of trains at various points of time. It provides information regarding the block occupancies and loop occupancies.
It is related to scheduling of trains on one-line section. The single line is used in both directions, namely up and down directions. The previous application can also handle train scheduling on sections having two-lines. Each line is reserved for one particular direction, namely the up direction and the down direction.
The trains are scheduled on rst-come-rst-serve basis. This strategy is not the optimal strategy since it gives no consideration to the pipeline effect.
The application was to be further developed to be able to schedule the trains on a three-line section.
The three-line section comprises of two dedicated railway lines: one reserved for up direction and other for down direction. The third line can be used in both the direction.
We need to understand how to use this third line. We need to be able to determine the direction in which the third line needs to be used during the various intervals of time.
Test cases for 3-line sections were to be designed and tested.
Scheduling strategies for eective use of the third line were to be determined.
Determining and dening parameters to measure the performance of the various scheduling strategies.
Designing and verifying the test cases to measure the performance of the various scheduling strategies.
Transforming the scheduling strategies to incorporate dynamic scheduling so as to better the performance.
A method or a script to automatically run and verify test cases was to be devised.
It is observed that during some intervals of time the train trac is more in one direction than the other direction and during the other intervals of time it is vice versa. Hence, intuition suggests that the direction of the third line should be same as the direction in which there is more train trac.