Lötschberg Basetunnel

1. Lötschberg Basetunnel Five years experiences of optimising a long single track line IT13.Rail 18.01.2013 Autor: martin.wyss@bls.ch

2. Lötschberg Basetunnel / Tracklayout 23 km Single-track 12 km Double-track

3. Speed Profiles / Traffic figures 100 – 120 km/h 200 km/h (250 km/h) Total number of trains since 2007: 136’501 Trains Trains per day (sheduled average): ~ 50 Passenger / ~ 60 Cargo R-Day: 142 Trains Capacity utilisation: 78.8 % During highseason (Winter): 100 % Availability: 99.8 %

4. Standard shedule Conflicts with optimisation Cargo Intercity Eurocity Single track

5. Optimising responsibility Compute the optimal speed profile for each train within the system. The criterion for optimal speed is to maximize the speed of every train at the conflict point. Propose schedule optimisation to the operator Major conflict points

6. Experiences vs Specification (theory) Real world Optimal Speed = 0 km/h by entering the sensed area for optimisation. The train stops and block the system for following trains. Environmental Issues, quality of train data, quality of trains etc. Human vs System The experienced operators override the optimisation because in their opinion the optimisation is not correct or not perfect The train driver ignores the optimisation proposals Optimisation vs Possibilities of train Optimal Speed = 15 km/h can not be handeld by the train because of the weight and the danger of damage to the locomotives

7. Experiences vs Optimisation inside world Optimisation outside world The optimisation inside the sensed area is not the optimum for the outside area. (and vice versa) Optimisation in degraded Situations Speed advices higher than allowed by safety reasons. (Ex. Train in On Sight Mode recives a speed advice higher than 40 km/h) Conflict resolution for following trains • First implementation not useful because of to long distances between the trains • Second implementation with problems because of the behavior of the train drivers • Third implementation has to deal with the requirements of all users and there is still no agreement to the use case between operation and technical departments.

8. Experiences • The system is limited by its boundaries • The lack of the solution for following trains is still work in progress • It was not an easy way to come to a useful system under real train traffic • Never underestimate the impact to the people working with an optimising system • The system has proved that it can handle the conflict resolution to optimise the traffic on the conflict points and in a matter to save energy • The system is accepted by the operators an the train drivers • All the involved Organisations worked in an efficient and close relationship

9. Do’s and Don’ts for the Future • Secure a close relationship between engineers and users • Be aware that you need a lot of testing under real traffic situations and it’s al long way to perfection • Keep it as simple as possible to have a good situation awareness for the usersand be sure, that the users understand the what and why • Be aware that you are taking away an interesting part of the work of the operators. So the system has to be as god (or better) as an operator • Specification is how we think it will/it should work… • Don’t think it’s finished…

10. Do’s and Don’ts for the Future • Secure a close relationship between engineers and users • Be aware that you need a lot of testing under real traffic situations and it’s al long way to perfection • Keep it as simple as possible to have a good situation awareness for the usersand be sure, that the users understand the what and why • Be aware that you are taking away an interesting part of the work of the operators.So the system has to be as god (or better) as an operator • Specification is how we think it will/it should work… • Don’t think it’s finished…