EP2426027B1

EP2426027B1 - Vehicle operation management method and server

Info

Publication number: EP2426027B1
Application number: EP11178991.3A
Authority: EP
Inventors: Takashi Wakamiya
Original assignee: Hitachi Ltd
Current assignee: Hitachi Ltd
Priority date: 2010-09-03
Filing date: 2011-08-26
Publication date: 2014-11-05
Anticipated expiration: 2031-08-26
Also published as: JP2012051519A; EP2426027A3; JP5746840B2; EP2426027A2

Description

The present invention relates to a technology of determining train schedules, vehicle operations, and yard work in transportation facility. The invention more specifically relates to a technology of, upon change in a schedule plan due to some factor such as a vehicle accident on an appointed day, creating a recreation idea of an appointed day railroad operation plan considering the train schedules, the vehicle operations, and the yard work.
Railroad travel planning is performed according to a serial flow of performing operation planning and vehicle operation planning based on a schedule plan for an appointed day by a travel management system, a vehicle operation management system, and a yard work plan system to determine a yard work plan.
The travel management system holds train schedule information of the appointed day, and based on the train schedule information, controls a train path controller (a signal machine and a shunter) to thereby make a vehicle travel in accordance with the train schedule information.
The vehicle operation management system creates a vehicle operation plan which associates an operation plan with a vehicle. The operation indicates the one obtained by combining the train schedule information of the appointed day with train schedule information for the vehicle to travel in one day. Moreover, the vehicle operation management system is provided with a function of determining a vehicle operation while holding vehicle operation related information including vehicle arrival and departure time and an inspection cycle and obeying determined condition (for example, the inspection cycle).
The yard work plan system holds plan information of appointed day yard work (inspection, cleaning, yard exchange, etc.), and a yard worker recognizes the yard work plan.
However, in such a case, for a vehicle for which an inspection cycle expires, a yard worker makes one's way to a section outside of his or her responsible section to perform an inspection in some cases, resulting in an increase in work quantity. More specifically, at time of creating a change idea, information permitting recognition of work priority of a vehicle and appointed day expected arrival section information are not held, and thus while a satisfactory judgment on whether or not the inspection cycle expires and a judgment on where the appointed expected arrival section is located cannot be made, departure instructions are provided to a vehicle in each yard. Thus, the vehicle for which the inspection cycle expires arrives at a place different from its expected responsible section, thus raising necessity that the yard worker makes his or her way to this place for the inspection.
If the schedule plan or the operation plan has been changed, a spare vehicle may be introduced or the vehicle operation is performed by using an unexpected vehicle in some cases, for which there is a technology of connecting together the travel management system, the vehicle operation management system, and the yard work plan system on online, transferring therebetween schedule information and current status information of a vehicle inspection and a cleaning work after driving arrangement at time of operation disruption, and making an assignment to the operation plan starting with the vehicle whose appointed day vehicle inspection and cleaning work have been completed (Japanese Patent Application Laid-open H.09-226588 ) .
In Japanese Patent Application Laid-open H.09-226588 , however, unless all the inspections and the work expected for the vehicle end, the assignment to the operation plan is not made, and thus no consideration is given to a deadline and priority of the work. That is, even in a case where there is a margin until the end of work and there is no problem with the assignment to the operation, vehicle assignment cannot be made until the inspection ends.
Moreover, Japanese Patent Application Laid-open H.09-226588 does not consider the appointed day expected arrival section of the vehicle, and thus does not consider decreasing out-of-service driving.
Furthermore, Japanese Patent Application Laid-open H.09-226588 does not consider the yard work plan, and thus cannot take any action with consideration given to a yard work not required to be carried out on the appointed day.
The document WO 2006/099387 A2 discloses a resource planning for a railyard and line-of-road.
It is a preferred aim of the present invention to reduce emergent work and out-of-service driving by changing a railroad travel plan even in a case where a schedule plan or an operation plan/a vehicle operation plan have been changed on an appointed day.
In a case where a schedule plan or an operation plan/a vehicle operation plan have been changed, operations are assigned, starting with a vehicle with the lowest work priority (degree of work importance and degree of work urgency) .
Here, the degree of importance is an index for judging the degree of importance of the work itself. The same yard work includes work with high priority and work with low priority, and thus it is possible to perform ranking on yard work plan charges. The degree of urgency is an index for judging until when the work is done. Some of the work needs to be inspected since the cycle expires on the appointed day, some can be inspected on the following day or beyond and still the cycle can be obeyed, which therefore makes it possible to rank the yard work plan charges.
Next, after the operation assignment to the vehicle, a final arrival section after the vehicle operation plan change is checked. A vehicle for which a final arrival section of vehicle operation plan post-change information and a planned expected arrival section are different from each other is extracted, and for each extracted vehicle, the vehicle operation plan is changed so that the vehicle can arrive at the same section as the expected arrival section; therefore, a vehicle in which a change can be made and possible change time are calculated to change the vehicle operation plan.
Considering yard work limitations (standard work time, standard work required head-count, and section facility limitations) of each section, the yard work plan is changed to confirm the railroad travel plan.
According to the invention, emergent work and out-of-service driving can be reduced by changing a railroad operation plan even in a case where a schedule plan or n operation plan/a vehicle operation plan have been changed on an appointed day.
In the drawings

FIG. 1 is a system configuration diagram of an embodiment of the present invention;
FIG. 2 is a flow chart (first command) showing an action of this embodiment;
FIG. 3 is a flow chart (second command) showing an action of this embodiment;
FIG. 4 is a detailed flow chart of step 52;
FIG. 5 is a detailed flow chart of step 53;
FIG. 6 shows parameters determining work priority of a vehicle;
FIG. 7A shows train schedule information and operation plan information;
FIG. 7B shows train schedule information and operation plan information;
FIG. 8 is a data configuration diagram of vehicle plan information;
FIG. 9 is a data configuration diagram of vehicle operation plan information;
FIG. 10A shows yard work plan information;
FIG. 10B shows yard work plan information; and
FIG. 11 is a data configuration diagram of yard limitation information.

FIG. 1 shows a configuration diagram of an embodiment of the present invention. In FIG. 1, an appointed railroad travel plan recreation system considering train schedules, vehicle operations, and yard work includes: a central command device 10, a travel management system (schedule change terminal 11), a section server 20, a vehicle operation management system (vehicle operation plan change terminal 21), a yard work plan system (yard work plan change terminal 22), and a vehicle position monitoring server 30. Processing of each of the devices is executed by a processor such as a CPU in accordance with a so-called program realized on a computer and stored in a recording medium. Note that the vehicle position monitoring server, the central command device, and the section server are not just devices independent from each other as shown in FIG. 1, but may also be integrated into one device executing the following processing.
An outline of the processing will be described, referring to FIGS. 2 and 3. In a case where a diagram plan or an operation plan/vehicle operation plan is changed due to some factor such as a vehicle accident on an appointed day, a change idea for returning a railroad travel plan to that planned for time of normal driving is created in a stepwise manner with a first command and a second command provided separately from each other.
FIG. 2 shows the processing for the first command. Based on train schedule change information, a current position of a vehicle is specified (51) and based on this information, the vehicle operation plan is changed (52).
FIG. 3 shows the processing for the second command. Based on the vehicle operation plan created according to the first command, a yard work plan for each yard is created (53). If the yard work plan complying with restrictions of the second command cannot be created, a request for recreating a vehicle operation plan is given to the first command. Hereinafter, details of the first command will be described, referring to FIGS. 2, 4, 6 , 7, 8, and 9, and details of the second command will be described, referring to FIGS. 3, 5, 10, and 11.

In step 50 of FIG. 2, the central command device 10 shown in FIG. 1 detects train schedule information obtained by making a change by use of a schedule change processing part at the schedule change terminal 11 of the travel management system shown in FIG. 1. The schedule change processing part changes a planned train schedule. More specifically, based on a schedule line changed by the travel management system, changed schedule plan change information holding departure and arrival stations, departure time, and arrival time with travel dates and train numbers as keys is created, and the schedule change information is confirmed.
In step 51 of FIG. 2, the central command device 10 shown in FIG. 1 requests the vehicle position monitoring server 30 for vehicle position information, and in the vehicle position monitoring server 30, the position information for each vehicle is acquired by using a vehicle position information acquisition processing part. The acquired vehicle position information is transmitted to the section server 20 shown in FIG. 1, and displayed at the vehicle operation plan change terminal 21 of the vehicle operation management system.
In step 52 of FIG. 2, the vehicle operation plan change terminal 21 shown in FIG. 1 changes the planned vehicle operation plan by using an operation plan change processing part 61, a vehicle operation change judgment processing part 62, a vehicle work priority judgment processing part 63, a vehicle operation plan change processing part 64, and an appointed day expected arrival section judgment processing part 65. The vehicle operation plan changed for each section is acquired by the section server 20 shown in FIG. 1. The step 52 includes the operation plan change processing part 61, the vehicle operation change judgment processing part 62, the vehicle work priority judgment processing part 63, the vehicle operation plan change processing part 64, and the appointed day expected arrival section judgment processing part 65. Hereinafter, details of the processing of step 52 will be described, referring to FIG. 4.
In step 61 of FIG. 4, the operation plan change processing part 61 combines the train schedule information changed at the schedule change processing part 50 to thereby change the operation plan. More specifically, based on the changed schedule plan change information, after a time when schedule disruption has occurred, a first departure time in an operation of departure from a section requiring re-creation of vehicle operation plan as a result of the disruption is extracted. For all operations expected at or after the extracted time, operation plan change information holding a train number belonging to the operation is created with an operation date and an operation number as keys.
In step 62 of FIG. 4, the vehicle operation change judgment processing part 62, based on operation change plan information and the vehicle position information, judges whether or not a required number of vehicles are to be assigned based on the section and the time. More specifically, along with the operation change plan information, operation arrival and departure plan information is created which permits recognition of expected arrival and departure time. The operation arrival and departure plan information holds arrival and departure places and arrival and departure times belonging to the operation with an operation date and an operation number as keys. Based on the operation arrival and departure plan information, it is judged for all sections whether or not, after the vehicle operation plan has been changed, the required vehicles are prepared at the scheduled departure time. More specifically, it is judged for all the sections whether or not from the time at which the vehicle operation plan is changed to when all daily operations end, there is any section that does not satisfy "the number of vehicles not assigned to the operation ≥ the number of departure operations". Moreover, considering vehicle work priority, the vehicles provided with a given level of work priority or higher are excluded from targets of the assignment to the operation. If no vehicle is assigned, an action of requesting the operation plan change processing part 61 for recreating a plan is taken.
In step 63 of FIG. 4, the vehicle work priority judgment processing part 63 takes an action of calculating the work priority (degree of work importance and degree of work urgency) for each vehicle as a previous step of the vehicle operation plan. More specifically, for each vehicle, total work priority obtained by summing results of multiplying together the degree of work importance and the degree of work urgency for the work expected to be performed on the appointed day.
In step 64 of FIG. 4, the vehicle operation plan change processing part 64, considering the work priority calculated by the vehicle work priority judgment processing part 63, takes an action of performing assignment to the operation starting with the vehicle with the low work priority to create a vehicle operation plan. In a case where vehicles with the same work priority are targeted for the assignment, an appointed day expected arrival section planned as a final arrival section after the vehicle operation plan change is checked and the corresponding vehicle is assigned to the operation. More specifically, based on the operation plan change information created by the operation plan change processing part 61, of the operations to which no vehicle is assigned, the operation with the earliest departure time is assigned with the vehicle. Upon the vehicle assignment, the vehicle with the lowest total work priority created by the vehicle work priority judgment processing part 63 is assigned to create vehicle operation plan post-change information holding an operation start train number with a vehicle ID, a date, and an operation number as keys. This processing is repeated until the operation not assigned with any vehicle is no longer found.
In step 65 of FIG. 4, the appointed day expected arrival section judgment processing part 65 judges whether or not the final arrival section after the vehicle operation plan change agrees with the planned appointed day expected arrival section. If they do not agree with each other, an action of changing the operation plan is taken. More specifically, if the expected arrival section and the final arrival section of the vehicle operation plan post-change information are different from each other, this vehicle is extracted. For each extracted vehicle, a change is made in a manner such that arrival at the same section as the expected arrival section can be achieved, and thus the vehicle targeted for the change and possible change time are calculated to change the vehicle operation plan post-change information. When the change is made, it is also possible to divide the operation by changing the start train number of the vehicle operation plan post-change information.
If the vehicle operation plan cannot be prepared, an action of requesting the operation plan change processing part 61 for recreating a plan is taken.
Hereinafter, a processing flow of step 52 described above will be described, referring to a detailed example.
FIG. 7A shows train schedule information and operation plan information before the operation plan is changed, FIG. 8 shows vehicle plan information, and FIG. 9 shows vehicle operation plan information. Unless the operation plan is changed, based on this train schedule information and the vehicle operation plan information, a service related to a railroad operation plan is performed. The current plan includes four operations: an operation 101 composed of train schedules 102M, 1M, 10M, and 13M; an operation 102 composed of train schedules 2M, 5M, 8M, 11M, and 16M; an operation 103 composed of train schedules 3M, 6M, 7M, and 14M; and an operation 104 composed of train schedules 101M, 4M, 9M, 12M, and 15M. These operation plans are respectively assigned to the vehicles. The operation 101 is assigned to the vehicle 1, the operation 102 is assigned to the vehicle 2, the operation 103 is assigned to the vehicle 3, the operation 104 is assigned to the vehicle 4, and a spare operation not running on the appointed day is assigned to the vehicle 5.
Here, as shown in FIG. 7B, assume that the 1M is delayed at 08:20 and B station expected arrival time is changed from 08:30 to 09:15 by the schedule change processing part 50. Under the influence of this change, B station expected arrival time of 3M as the following train is changed from 08:45 to 09:30 and B station expected arrival time of 5M is changed from 09:30 to 09:45.
For the operation plan information, after 08:20 as the time when the delay occurred, the train schedule information is changed, and after extraction of first departure time of the operation requiring departure from the station B as the original expected arrival section, the operation plan change processing part 61 changes the operation plan information in the following manner:

(a) The operation 101 for departure from the station B at 12:30 and running the train schedule for 10M or beyond;
(b) The operation 102 for departure from the station B at 10:00 and running the train schedule for 8M or beyond;
(c) The operation 103 for departure from the station B at 09:00 and running the train schedule for 6M or beyond;
(d) The operation 104 for departure from the station B at 13:00 and running the train schedule for 12M or beyond.

The vehicle operation change judgment processing part 62 determines that the number of operations for departure from the station B is smaller than the number of vehicles kept at the station B. As a result of the determination, only the vehicle 5 can be assigned to the operation 102 for departure from the station B at 09:00 and running the train schedule for 6M or beyond. However, the work priority of the vehicle 5 is 50 (see FIG. 8), which exceeds a given value (see FIG. 6), thereby resulting in failure to assign the operation to the vehicle. Thus, the schedule change processing part 50 is requested to change the departure time of 6M from 09:00 to 09:15.
It is judged whether or not there is a problem in terms of transport planning as a result of changing the departure time of 6M from 09:00 to 09:15 by the schedule change processing part 50. If it has judged that there is no problem, the operation plan change processing part 61 recreates "(c) the operation 103 for departure from the station B at 09:15 and running the train schedule for 6M or beyond. Then the vehicle operation change judgment processing part 62 determines that the number of operations for departure from the station B is smaller than the number of vehicles kept at the station B. The determination proves no problem.
The vehicle work priority judgment processing part 63 calculates the work priority of the vehicles 1 to 5:

(a) Vehicle 1: a daily inspection and vehicle interior cleaning for an inspection limit date are expected on the appointed day;
(b) Vehicle 2: a daily inspection for a day preceding the inspection limit date is expected on the appointed day;
(c) Vehicle 3: a daily inspection for the day preceding the inspection limit date is expected on the following day;
(d) Vehicle 4: a daily inspection for the day preceding the inspection limit date is expected on the following day; and
(e) Vehicle 5: a regular inspection for the day preceding the inspection limit date is expected on the following day.

FIG. 6

(1) Vehicle 1: Work priority 31;
(2) Vehicle 2: Work priority 15;
(3) Vehicle 3: Work priority 15;
(4) Vehicle 4: Work priority 15; and
(5) Vehicle 5: Work priority 50.

The vehicle operation plan change processing part 64 assigns the vehicles 1 to 5 to the operations 101 to 104. The vehicle assignment starts with the operation with the earliest departure time.

(A) The vehicle is assigned to "the operation 103 for departing from the station B at 9:15 and running the train schedule for 6M or beyond. The vehicles kept at the station B at a time point 09:15 are the vehicles 1 and 5. The work priority is 31 and 50 for the vehicles 1 and 5, respectively, and thus the vehicle 1 is assigned.
(B) The vehicle is assigned to "the operation 102 for departure from the station B at 10:00 and running the train schedule for 8M or beyond. The vehicles kept at the station B at a time point 10:00 are the vehicles 2, 3, and 5. The work priority is 15, 15, and 50 for the vehicles 2, 3, and 5, respectively, and thus the vehicles 2 and 3 are candidates for the assignment. In such a case where the work priority is equal, expected arrival sections for the vehicles and the arrival section of the operation are compared to each other, and if any vehicle has the expected arrival section equal to the arrival section of the operation, assignment is done preferentially to this vehicle. In this detailed example, the expected arrival section of the vehicle 2 is the station A, the expected arrival section of the vehicle 3 is the station A, and the arrival section of the operation is the station A, and thus the vehicles 2 and 3 are candidates for the assignment. Of the vehicles 2 and 3, the vehicle 2 as a vehicle assigned to the operation 102 according to the original plan is assigned.
(C) The vehicle is assigned to "the operation 101 for departure from the station B at 12:30 and running the train schedule for 10M or beyond. The vehicles kept at the station B at a time point 12:30 are the vehicles 3, 4, and 5. The work priority is 15, 15, and 50 for the vehicles 3, 4, and 5, respectively, and thus the vehicles 3 and 4 are candidates for the assignment. The expected arrival section for the vehicle 3 is the station A, the expected arrival section for the vehicle 4 is the station B, and the arrival section of the operation is the station B, and thus the vehicle 4 is assigned.
(D) The vehicle is assigned to "the operation 104 for departure from the station B at 13:30 and running the train schedule for 12M or beyond. The vehicles kept at the station B at a time point 13:30 are the vehicles 3 and 5. The work priority is 15 and 50 for the vehicles 3 and 5, respectively, and thus the vehicle 3 is assigned.

Since all the vehicles have been assigned to all the operations, the vehicle operation plan change is completed.
The appointed day expected arrival section judgment processing part 65 judges whether or not the final arrival section after the vehicle operation plan change and the planned appointed day expected arrival section agree with each other:

(a) Vehicle 1: Expected arrival section (station B) → the final arrival section after the vehicle operation plan change (station A);
(b) Vehicle 2: Expected arrival section (station A) → the final arrival section after the vehicle operation plan change (station A);
(c) Vehicle 3: Expected arrival section (station A) → the final arrival section after the vehicle operation plan change (station B);
(d) Vehicle 4: Expected arrival section (station B) → the final arrival section after the vehicle operation plan change (station B); and
(e) Vehicle 5: Expected arrival section (station B) → the final arrival section after the vehicle operation plan change (station B)

The expected arrival section and the final arrival section after the vehicle operation plan change do not agree with each other for the vehicles 1 and 3, and thus timing at which operation change can be made for these vehicles is calculated. As a result of the calculation, the placement at the station B is performed at 12:00 to 13:30, and the vehicle operation plan is changed at this timing.
The operation plan change processing part 61 assigns the vehicles 1 and 3 again to the operations 103 and 104 at or after 12:00 by the vehicle operation plan change processing part 64. First, the operation plan change processing part 61 divides the operation 103 assigned to the vehicle 1 at timing sandwiching 12:00 into an operation 103-1 as an operation for those up to 7M and an operation 103-2 as an operation for those from 14M.
The vehicle operation plan change processing part 64 assigns the divided operation 103-2 to the vehicle 3 and the operation 104 to the vehicle 1. As a result of this, the final arrival sections after the vehicle operation plan change and the planned appointed day expected arrival sections agree with each other for all the vehicles, which permits avoiding unnecessary out-of-service driving.

In step 53 of FIG. 3, the yard work plan change terminal 22 of the yard work plan system shown in FIG. 1 acquires the vehicle operation plan information as in FIG. 9 stored in the section server 20, and changes a planned yard work plan by using a yard work plan automatic change processing part 71, a yard work plan shift-to-following-day processing part 72, and a yard work plan manual change processing part 73. The step 53 includes the yard work plan automatic change processing part 71, the yard work plan shift-to-following-day processing part 72, and the yard work plan manual change processing part 73. Hereinafter, its detailed description will be provided.
In step 71 of FIG. 5, the yard work plan automatic change processing part 71 performs an action of changing the yard work plan, considering yard limitations (standard work time, work standard required head-count, and section facility limitations) of each section of FIG. 11. More specifically, the yard work plan information is created based on the three pieces of limitations information including: standard work time information holding standard operation time for each work with a section ID as a key; work standard required head-count information holding the standard required head-count of each work with a section ID as a key; and section facility limitations information holding the maximum capacity of work at a section with a section ID as a key. The yard work plan information holds a work name, work starting time, and work ending time of work expected to be carried out on the appointed day with a section ID and a vehicle ID as keys. In a case of departure from the limitations information, an action of shifting work carry-out time to a time zone where a margin is left.
In step 72 of FIG. 5, in a case where the work cannot be done on the appointed day and an inspection cycle dead line is not the appointed day, the yard work plan shift-to-following-day processing part 72 performs an action of changing the expected work to the following day. More specifically, in a case where the vehicle operation plan has been changed and all the work expected for the vehicle cannot be carried out, the work is shifted to a yard work plan for the following day, starting with the work with the lowest work priority.
In step 73 of FIG. 5, the yard work plan manual change processing part 73 takes an action that permits a yard work planner to change the yard work plan automatically planned in steps 71 and 72. More specifically, after the system shift, it is also possible for the yard work planner to perform checking and change the plan. Even upon excess over the limitations, in a case where the yard work planner judges that the work is possible, work addition, modification, and deletion can be done.
Moreover, in a case where a state in which the yard work plan exceeds the specified yard limitations cannot be resolved, an action of requesting the vehicle operation plan change processing part 64 to recreate a vehicle operation plan is taken.
Hereinafter, a processing flow of step 53 described above will be described, referring to a detailed example.
FIG. 10A shows the yard work plan before the vehicle operation plan is changed. Unless the vehicle operation plan is changed, a service related to the yard work is performed according to this plan. However, as a result of a schedule plan change attributable to a delay of 1M, the vehicle operation plan has been changed as in FIG. 10B. Thus, a daily inspection expected between 08:45 and 09:45 and vehicle interior cleaning expected between 16:00 and 17:00 for the vehicle 1 and a daily inspection expected between 12:15 and 13:15 for the vehicle 4 can no longer be carried out. Moreover, it is assumed that the number of workers at this section is 10 and their working period is between 08:30 and 17:30.
Thus, the yard work plan automatic change processing part 71, based on the yard limitations of the station B (see FIG. 11), automatically changes the expectations so that the daily inspection for the vehicle 1 is performed between 11:00 and 12:00 and the daily inspection for the vehicle 4 is performed between 16:30 and 17:30. The expectation of the daily inspection for the vehicle 3 is also automatically changed to be performed between 13:00 and 14:00, as a result of the change in the daily inspection for the vehicle 1.
Since there is no time for carrying out the vehicle interior cleaning for the vehicle 1, the yard work plan shift-to-following-day processing part 72 shifts it to a yard work plan for the following day.
This yard work plan can be changed by the yard work plan manual change processing part 73.

Claims

A vehicle operation management method recreating a railroad operation plan following a change in a train schedule, the vehicle operation management method characterised by:
receiving change information of the railroad schedule;

acquiring vehicle position information of a train related to the changed schedule;

judging, based on the vehicle position information of the train and the change information of the train schedule, whether or not a vehicle operation related to a link between the vehicle and the schedule needs to be changed; and

selecting, when it has been judged that the change needs to be made, a new operation for the vehicle based on information of a section in need of the change in the vehicle operation and operation information indicating one of a plurality of operation patterns that permits departure from the section.
The vehicle operation management method according to claim 1, wherein the step of selecting a new operation extracts, from the plurality of operation patterns, time of a first departure among departures from the section to create a new vehicle operation.
The vehicle operation management method according to claim 2, further comprising
a step of judging, after the step of selecting a new operation, with reference to yard information related to maintenance of the vehicle, whether or not the selected operation satisfies yard limitations.
The vehicle operation management method according to claim 3,
wherein, when it has been judged in the step of judging whether or not the yard limitations are satisfied that the yard limitations are not satisfied, it is judged whether or not, of maintenance items stored in the yard information, there is an item that can be maintained on a later day, and when there is an item that can be maintained on the later day as a result of the judgment, the yard information is corrected so that the item is carried out on the later day.
A vehicle operation management server recreating a railroad operation plan following a change in a train schedule, the vehicle operation management server characterised by:
a reception part that receives change information of the railroad schedule;

an acquisition part that acquires vehicle position information of a train related to the changed schedule;

a judgment part that judges, based on the vehicle position information of the train and the change information of the train schedule, whether or not a vehicle operation related to a link between the vehicle and the schedule needs to be changed; and

an operation setting part that selects, when it has been judged that the change needs to be made, a new operation for the vehicle based on information of a section in need of the change in the vehicle operation and operation information indicating one of a plurality of operation patterns that permits departure from the section.
The vehicle operation management server according to claim 5,
wherein the operation setting part extracts, from the plurality of operation patterns, time of a first departure among departures from the section to create a new vehicle operation.
The vehicle operation management server according to claim 6, further comprising a yard work plan change processing part that judges, with reference to yard information related to maintenance of the vehicle, whether or not the selected operation satisfies yard limitations.
The vehicle operation management server according to claim 7,
wherein the yard work plan change processing part extracts, from maintenance items stored in the yard information, the item that can be maintained on a later day, and corrects the yard information so that the item is carried out on the later day.