EP3210844A1 - Réseau de transport - Google Patents

Réseau de transport Download PDF

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Publication number
EP3210844A1
EP3210844A1 EP17275025.9A EP17275025A EP3210844A1 EP 3210844 A1 EP3210844 A1 EP 3210844A1 EP 17275025 A EP17275025 A EP 17275025A EP 3210844 A1 EP3210844 A1 EP 3210844A1
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EP
European Patent Office
Prior art keywords
station
airport
rail
line
railway network
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP17275025.9A
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German (de)
English (en)
Inventor
Steven COSTELLO
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Heathrow Southern Railway Ltd
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Heathrow Southern Railway Ltd
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Publication date
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Publication of EP3210844A1 publication Critical patent/EP3210844A1/fr
Withdrawn legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems

Definitions

  • This invention relates to a transport network, in particular to a railway network.
  • the South-East of England has a particular problem with rail networks due to the related issues of a high population, lack of space and the need for large numbers of passengers and staff to access a large international airport.
  • a railway network comprising a first rail line; a second rail line directly accessing said airport and sharing at least a portion of the same track corridor as said first line, said second rail line providing a through service via said airport; and a station on both said first and second rail lines.
  • the first rail line provides direct access to a population centre.
  • the second rail line provides access to a population centre via said airport.
  • the shared track corridor comprises a section between an airport junction and a population centre.
  • said shared track corridor defines the limit of the number of trains per hour on the railway network.
  • the second rail line follows a major road corridor; preferably wherein the major road corridor is the M25 motorway.
  • the airport is London Heathrow airport.
  • the said second rail line comprises a link from Woking to London Paddington via Heathrow airport.
  • the shared track corridor comprises the portion east of an airport junction of the Heathrow Express path.
  • the rail network further comprises a hub station serving the airport, wherein passengers on said first rail line transfer at said hub station to access the airport.
  • the station on first rail line is a more major population centre station and the first rail line further comprises a less major population centre station.
  • the hub station is positioned between one and two thirds of the way, preferably between three and five eights, more preferably half way between said more major and less major population centre stations by at least one of: (a) number of intermediate stopping stations; (b) distance; and (c) time.
  • the less major population centre station is Reading and said more major population centre station is London Paddington.
  • the hub station comprises a less frequently stopping train platform and a more frequently stopping train platform.
  • said less frequently stopping train platform and said more frequently stopping train platform are disposed on opposing sides of a single platform; preferably wherein, in use, said less frequently stopping trains stop at said less frequently stopping train platform and more frequently stopping trains stop at said more frequently stopping train platform at substantially the same time.
  • a railway network comprising: a hub station serving an airport; a first rail line, wherein passengers on said first rail line transfer at said hub airport to access said airport; and a second rail line directly accessing said airport and sharing at least a portion of the same track corridor as said first line, said second rail line providing a through service via said airport.
  • Such an arrangement may provide an efficient use of rail resource so as to improve utilisation of limited rail capacity.
  • said first rail link provides direct access to a population centre.
  • second rail line provides access to a population centre via said airport.
  • the rail network further comprises a third rail line providing a through service via said airport.
  • said third rail line shares at least a portion of the same track corridor as said second rail line.
  • said third rail line follows a major road corridor.
  • said third rail line comprises a Crossrail extension.
  • said first rail line comprises a more major population centre station and less major population centre station.
  • said hub station is positioned between one and two thirds of the way, preferably between three and five eights, more preferably half way between said more major and less major population centre stations. This may be by number of intermediate stopping stations, by distance and/or by time.
  • said less major population centre station is Reading and said more major population centre station is London Paddington.
  • said hub station comprises a less frequently stopping train platform and a more frequently stopping train platform. This may allow for a flexible service to be provided to passengers.
  • said less frequently stopping train platform and said more frequently stopping train platform are disposed on opposing sides of a single platform. This may allow simple interchange between different services.
  • said less frequently stopping trains stop at said less frequently stopping train platform and more frequently stopping trains stop at said more frequently stopping train platform at substantially the same time. This may allow passengers to interchange without waiting at the station.
  • said first rail line further comprises a rail connection departing from said line at a first side of said hub station and crossing said first rail line a second side of said hub station. This may allow trains to depart from said first rail line whilst reducing the interference with the operation of said rail line.
  • said rail connection provides access to the airport for freight.
  • said first side of said rail connection is more distal than said second side of said hub station with respect to the more major population centre station.
  • said rail connection connects with said second rail line after crossing said first line. This may provide further flexibility for routes and/or resilience for the network.
  • said hub station comprises airport security so that passengers travel air-side to said airport. This may provide a simpler journey for users.
  • said access to the airport from said hub airport comprises a separate baggage transit system. This may provide a simpler journey for users.
  • said second rail line follows a major road corridor.
  • said rail network further comprises a train link between said hub station and said airport.
  • said train link comprises an extension of an existing train link to said airport from a population centre.
  • the train link is the London Underground Piccadilly line.
  • the airport is London Heathrow airport.
  • the first rail line comprises the Great Western Main Line.
  • the second rail line comprises the Heathrow Express line.
  • a railway network comprising: a railway line; a station on said railway line; and a rail connection departing from and crossing said railway line; wherein said rail connection departs from said railway line at a junction one side of said station, and crosses said railway line the other side of said station. This may provide a more efficient rail network.
  • said railway line splits at a junction on one side of said station and recombines at a junction on the other side of said station; wherein the station comprises a platform positioned between said split railway lines. This may allow multiple trains to access the station at the same time.
  • said split junction is closer to said station than the junction at which the rail connection departs from said railway line. This may reduce the number of tracks the rail connection is required to cross.
  • said recombination junction is positioned closer to said station than the junction at which the rail connection crosses said railway line. This may reduce the number of tracks the rail connection is required to cross.
  • said junction at which the rail connection crosses said railway line comprises a grade separated junction. This reduces the chance of interference between the rail connection and the rail line.
  • said rail connection is bi-directional. This may allow a more flexible service.
  • said station comprises means for two or more trains travelling in the same direction to stop at substantially the same time. This may allow for multiple trains travelling the same direction to avoid conflict with a train on the rail connection.
  • said means comprises a junction splitting said rail line thereby allowing two trains on the same line to access the station at substantially the same time.
  • said station comprises a platform positioned after said split of said rail line so that said two trains are able to access said station on opposing sides of the same platform.
  • a method of scheduling a first and second train comprising: directing the first train to depart said departing station towards said interchange station; directing the second train to depart said departing station towards said interchange station a time X1 after said first train departs, the second train having a greater average speed than said first train so that the two trains arrive at said interchange station at substantially the same time.
  • This method may provide a more efficient service for passengers.
  • said first and second trains wait at said interchange station for an overlapping period so as to allow passengers to interchange.
  • said first and second trains wait at opposing sides of the same platform at said interchange station.
  • said first and second trains utilise the same rail track between said departing station and said interchange station. This may allow for efficient use of rail resource.
  • said first train stops at a greater number of intermediate stations than said second train. This may provide passengers with a flexible network.
  • said second train departs said interchange station towards a further station before said first train departs towards said further station. This may avoid a further need for the trains to overtake one-another.
  • said second train arrives at said further station at a time X2 before said first train; wherein X2 is approximately the same as X1. This may assist in providing a regular service for passengers.
  • X2 is plus or minus 30% of X 1 ; more preferably, plus or minus 15% of X 1 ; yet more preferably, plus or minus 5% of X1.
  • said interchange station is between one third and two thirds of the distance; more preferably, between three eights and five eighths of the distance; yet more preferably, approximately half way, between said departing station and said further station.
  • the number of intermediate stations said first train stops at between said departing station and said intermediate station is approximately the same as the number of intermediate stations said first train stops at between said intermediate station and said further station.
  • the number of intermediate stations said first train stops at between said departing station and intermediate station is plus or minus 5 of the number of intermediate stations said first train stops at between said intermediate station and said further station. More preferably, the number of intermediate stations said first train stops at between said departing station and intermediate station is plus or minus 2 of the number of intermediate stations said first train stops at between said intermediate station and said further station. Yet more preferably, the number of intermediate stations said first train stops at between said departing station and intermediate station is the same as the number of intermediate stations said first train stops at between said intermediate station and said further station.
  • a railway network comprising: a train line comprising a departing station and an interchange station; a junction between said departing station and interchange station; said junction splitting said line into at least two lines so that two trains on said line are able to access said interchange station at substantially the same time.
  • a rail network may provide for a simple and efficient interchange for passengers.
  • said interchange station comprises a platform positioned between said two lines so that said two trains access said station at opposing sides of said platform.
  • the railway network further comprising a plurality of intermediate stations between said departing and said interchange stations, wherein only some trains stop at said intermediate stations.
  • Any apparatus feature as described herein may also be provided as a method feature, and vice versa.
  • means plus function features may be expressed alternatively in terms of their corresponding structure, such as a suitably programmed processor and associated memory.
  • the present invention relates to a transport network incorporating a station serving an airport.
  • Airports are often served by designated 'express' trains which run from a city to and from an airport.
  • Such services whilst convenient for users travelling solely between a city and an airport, often run at very low capacity, in particular during peak hours. This is because airport services need to run at high frequencies in order to attract time sensitive airport passengers to use rail.
  • airport services need to run at high frequencies in order to attract time sensitive airport passengers to use rail.
  • the smaller number of airport passengers compared to non-airport passengers even where trains serve a densely populated city results in low load factors and therefore an inefficient use of scarce rail network capacity.
  • Airport services also prevent other trains (for example, commuter or inter-city trains) from using the same network at a potentially increased efficiency.
  • the present invention offers a solution in so far as enabling a frequent service to an airport whilst making the most efficient use of network resources.
  • the term 'city station' may be understood to include a station in, or providing access to, a population centre such as a city.
  • the term 'intercity station' may be understood to include a station in, or providing access to, a less major population centre as compared to a city.
  • the term 'hub station' or 'hub' may be understood to include a station or other transport infrastructure providing access to more than one form of transport, potentially of different types (e.g. inter-city rail and mass-transit).
  • Figure 1 shows a schematic of a simplified transport network around an airport 102 comprising two airport stations 104.
  • An express train line 106 serves this station from a city station C1.
  • Another train line 110 which serves the city from stations such as S1 is provided which shares the same rail corridor as the express service 106 for a section towards the city from the airport.
  • Train line 110 may be used by commuters or inter-city travellers who do not wish to go to the airport 102.
  • a hub station 112 is provided on train line 110 providing access to the airport 102 via a transit system 111 to the airport stations 104.
  • a hub station 112 on an existing train line serving a city means that only a relatively small increase in journey time is introduced for commuters / inter-city travellers and a fast, frequent service to the airport is afforded for air passengers and airport staff.
  • the transit system 111 for passengers may be an automated system, for example driverless trains, which travel the relatively short distance to and from the hub station 112 and the airport terminals served by the airport stations 104. Such a system minimises waiting time for passengers arriving at the hub station 112 wishing to travel to the airport terminals.
  • passengers may pass through airport security at the hub station 112. This reduces the need to increase capacity of the existing security infrastructure at the airport 102.
  • users may be able to check in baggage which is then transported to their airport via a separate transit system following the same alignment as the passenger system.
  • this reduces the need to increase the capacity of the existing baggage handling system on the basis of increased passenger numbers, and simplifies the passengers' ongoing journey to the airport.
  • the network shown in Figure 1 also includes a train line 113 terminating at the airport from the city.
  • a route provides an alternative route from the city to the airport 102, but does not increase the efficiency of the route 110 from the direction of station S1 to the city.
  • Train line 114 is provided which is a continuation of line 106. Terminating trains are typically less efficient than through trains as all passengers must disembark, and the driver walk to the other end of the train before it can depart.
  • through trains are utilised as there are routes through the airport which are useful to passengers, for example from station S3 to the city C1.
  • Line 114 follows the same track corridor as line 113, but continues away from the city.
  • This line provides an alternative route to the city (via the airport) for commuters, intercity passengers and airport passengers, and relieves overcrowding on the existing route between S3 and the city.
  • Such a route increases the utilisation of train line 106 by introducing non-airport passengers. This results in the same number of trains per hour on the existing shared section of railway, but an increased number of passengers per train.
  • the shared section of railway between lines 113 and 114 follows a major road corridor, for example, a motorway corridor.
  • a major road corridor for example, a motorway corridor. This avoids the need for junctions with minor roads (such as level-crossings which introduce delays on roads, or grade separation which are costly to build and maintain), and also is less objectionable to local residents from a visual and audial perspective.
  • Figure 1 also shows a freight train line 116a accessing an area near the airport 102, for example to deliver aircraft fuel and/or air-freight to be loaded onto aircraft and/or delivery or removal of material and waste in connection with construction activities on and around the airport.
  • This line is provided for trains arriving from the city.
  • Freight trains wishing to access the airport from the direction of station S1 are required to pass the line 116a to an area where it is possible for the locomotive to run round the train in order to reverse direction. This introduces a significant delay in such trains accessing the airport and reduces the capacity of the lines in each direction for passenger trains.
  • Figure 2 shows the same rail network as that shown in Figure 1 , but including a rail connection 116b providing access to an area near the airport 102 directly from station S1, simplifying operation for some freight trains and increasing the capacity of the rail network.
  • Freight connection 116b allows for a designated track for freight trains, as opposed to such trains having to cross tracks intended for passenger trains. This avoids the situation where freight trains travel towards the city going past the hub station 112 and then reverse back along line 116a, which is a slow process and can affect the operation of passenger-carrying lines.
  • Such a connection 116b improves the capacity of the network for freight services without adversely affecting capacity for passengers. Providing such a connection allows passenger-carrying trains to 'overtake' freight trains by passing through hub station 112, reducing or removing the need for sidings or 'up goods' lines elsewhere for freight trains to pull into to allow other trains to overtake.
  • the radius of curvature of the connection 116b is configured for the particular length and design of freight trains intended to use it.
  • Figure 3 shows a further addition to the rail network in the form of a line 118 providing a through-service from the city to a station S2 via the airport 102.
  • Station S2 is closer to the city than the airport 102 on line 113.
  • Through services are more efficient than stopping services as they spend less time stopped at the station.
  • By providing a through service to a station S2 via the airport 102 allows a fast connection to the airport 102 from the city without congesting the airport station 104 by requiring a train to stop, empty of passengers, and reverse back the way it came.
  • This action can be performed at a station S2 as opposed to at the congested airport station 104, which also provides passengers an alternative route into the city, alleviating the pressure on line 113.
  • the line 118 may continue past the city station C1 - for example as a cross-city connection.
  • Figure 4 shows the same network as shown in Figure 3 , but freight connections 116a and 116b continue as line 117 which connects to one or more of the rail lines 113, 114 and/or 118, Such a continuation provides access to an area near the airport 102 (e.g. for freight) from locations not on line 110. Such a continuation may also be used by passenger-carrying trains which increases the flexibility and resilience of the network.
  • the hub station 112 allows for particularly efficient operation.
  • the hub station 112 is approximately equidistant (in terms of intermediate stations and actual distance) between an intercity station S1 and the city station C1. This allows for an efficient mix of different speed class trains (e.g. 'slow' services that stop at relatively more intermediate stations (labelled 'A' in Figure 5 ), and 'express' services that stop at relatively fewer intermediate stations (labelled 'B' in Figure 5 )).
  • the hub station 112 can be used as an interchange station.
  • a relatively more frequently stopping service A i.e. a 'slow train'
  • a relatively less frequently stopping service B i.e. an 'express train'
  • the relatively more frequently stopping service A arrives at the hub station 112 shortly before the relatively less frequently stopping service B at opposing sides of the same platform.
  • Passengers can interchange by walking between trains.
  • Such an arrangement allows passengers who require to embark or to disembark at an intermediate station to take advantage of an express service up to the hub station 112.
  • the relatively less frequently stopping train B then departs shortly before the relatively more frequently stopping train A, and arrives at the city station C1 approximately 'X 2 ' minutes before the relatively more frequently stopping train A.
  • a timetable can be created which provides a regular service utilising the network efficiently.
  • a relatively more frequently stopping train A ('slow train') departs from a departing station, then at a time 'X 1 ' later, a relatively less frequently stopping train B ('express train') departs.
  • the express train B catches up to the slow train A. This occurs at an interchange station 112 where passengers can interchange between services as necessary.
  • X 1 and X 2 are preferably similar ( X 1 ⁇ X 2 ).
  • X 1 and X 2 are plus or minus 30% of one-another, preferably plus or minus 15%, and preferably plus or minus 5% of one-another. This puts a constraint on the increased speed of the express train B compared to the slow train A over the first and second parts of the journey.
  • the increase in speed of the 'express train' B compared to the 'slow train' A is predominately determined by the number of additional stops the 'slow train' A makes (n): ⁇ v ⁇ n ⁇ D 1 n 1 ⁇ D 2 n 2
  • the number of additional stops on each leg would also be approximately the same so as to provide a regular timetable.
  • the number of stops in each leg is within 5 of each other, preferably between 2, and more preferably the same.
  • Equation (1) there may be other factors which affect the increased speed of an 'express train' B (for example, a different type of train with a higher top speed), and that this would mean Equation (1) would be used as opposed to equation (3).
  • the placement of the hub station 112 allows for a regular timetable to be provided whilst ensuring both trains will be at the hub station 112 at the same time. For example, if the journey time for the slow train A is 1 hour, and the express train B is 30 minutes, the following timetable could be provided with a hub station at the half-way point: Table 1: Example timetable Intercity station S1 Hub station 112 City station C1 'Slow' A 'Express' B 'Slow' A 'Express' B 'Slow' A 'Express' B 12:00 12:30 1:00 12:15 12:30 12:45 12:30 1:00 1:30 12:45 1:00 1:15
  • Figure 5(a) shows an example track layout allowing for the express/stopping service described above.
  • the track going towards the city station C1 splits at a junction before the hub station 112 and a relatively more frequently stopping train A pulls into the platform.
  • a relatively less frequently stopping train B pulls into the opposing side of the same platform shortly after. Both trains then wait at the platform, allowing passengers to interchange as required by walking across the platform.
  • the relatively less frequently stopping train B then departs shortly before the relatively more frequently stopping train A.
  • a similar arrangement is provided for trains going away from the city. Such an arrangement allows a single track to be used by both 'express' and 'slow' services without the trains interfering with one-another.
  • Figure 5(b) shows the same track layout as shown in Figure 5(a) , but including freight paths 116a and 116b.
  • Freight connections 116a and 116b are shown crossing the passenger-carrying line 110 by way of a grade separated junction such as an underpass or bridge; this avoids conflicts between passenger trains and freight trains which have the effect of reducing network capacity.
  • the freight connection 116b departs from line 110 at a junction before the tracks split going into the station 112.
  • the freight connection 116b then crosses the line 110 at a junction after the tracks split after the station 112. This provides simpler junctions and therefore takes less space and is easier to manage.
  • a freight train approaching the station 112 from the West departs line 110 at a point before the station 112, and before the passenger carrying lines split for 'slow' and 'express' services.
  • the freight train then loops around the station 112 and crosses the line 110 at a grade-separated junction after the station 112.
  • the freight trains can then access an area such as a depot, or other train lines as indicated by line 117 in Figure 4 .
  • For trains departing the depot, or other line 117 they utilise the appropriate bi-directional single track 116a or 116b depending on the direction required.
  • the train is required to cross the Eastbound line 110.
  • Such an activity may require signalling so as it does not interfere with passenger-carrying trains.
  • a similar approach may be taken for trains coming from the East (from right to left on Figure 5(b) ).
  • the arrangement of the rail connection 116b and the hub station 112 as an interchange station provides a further advantage of multiple trains on a line in a particular direction being able to 'overtake' a freight train whilst passing through the hub station 112.
  • the arrangement shown in Figure 5(b) allows two passenger-carrying trains (A and B) travelling from West to East to 'overtake' a freight train at the same time.
  • Such an arrangement together with suitable timetabling, reduces the need for passenger carrying trains to wait behind freight trains for an opportunity to overtake - and thus minimise any associated infrastructure (such as signalling and additional track crossings).
  • freight connections 116a and 116b are single-track, bi-directional connections.
  • two uni-directional tracks could be provided for one or both connections, for example if frequency of use necessitated this.
  • the transport network described above is particularly suited for providing access to Heathrow airport in the South East of the United Kingdom.
  • This area has a very congested rail network, but one in which the express trains to the airport run significantly below full capacity.
  • access to Heathrow from locations other than London typically requires passengers to interchange in London, adding to journey times.
  • Figure 6 shows a schematic map of the transport network, with common reference numerals indicating analogous elements in Figures 1 , 2 3 , and 4 implemented in the South East of the United Kingdom.
  • the network described herein adopts an integrated approach to rail planning and provides greater benefits (to airport passengers, non-airport passengers, and freight operators), higher rail revenues and lower environmental impacts.
  • Key elements include:
  • the design of the Hub interchange 112 located north of the airport, allows fast "Crossrail Express” services calling only at the Hub station 112 between Reading (S1) and Paddington (C1), and then going on to serve all central London stations and the eastern branches.
  • a west facing chord on the Great Western Relief (Slow) Lines allows freight trains from the west to access the Colnbrook branch 116b without the need to reverse at Acton or West Drayton which would conflict with Crossrail services.
  • a rail network comprising through trains from the south (Woking) serving both Heathrow and also running through the airport to Paddington, with an interchange with Crossrail, is provided.
  • network resources can be utilised more efficiently - in particular the shared rail corridor portion east of the Heathrow Express airport junction can be better utilised by commuter passengers using the same trains as airport passengers.
  • the transport network as envisaged herein provides a modal shift from road to rail which reduces emissions and thus assists in meeting legally binding air quality limits.
  • rail connections 116 provides the facility to transport materials and consumables (such as fuel, building materials and waste) to and from the airport 102.
  • materials and consumables such as fuel, building materials and waste
  • a freight connection to an airport is more flexible, and capacious for such goods compared to pipelines or road haulage.
  • Such an airport expansion would also bring an increased demand for passenger capacity so it is important for the freight paths to provide additional capacity without displacing or otherwise adversely affecting passenger-carrying paths.
  • the railway network described herein allows for trains to overtake one-another in-between Reading and Paddington by way of a 'dynamic loop' at the hub station 112. This avoids the need for designated overtaking train lines requiring trains to cross tracks.
  • the journey time impact of overtaking is potentially minimised as the Hub station layout provides a "dynamic loop" in each direction, between Iver and West Drayton towards London, and between Heathrow Hub and Iver towards Reading
  • the hub station's location is also well situated for this purpose - approximately equidistant between Paddington (C1) and Reading (S1) - in one example 14 miles from Paddington and 22 miles from Reading, with 7 stations towards Paddington and 7 towards Reading.
  • the hub station 112 may not be precisely equidistant from stations S1 and C1. In one example it is approximately one third to one half of the way from either station. This may be in terms of distance, time taken, or number of intermediate stations (for example).

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
EP17275025.9A 2016-02-26 2017-02-27 Réseau de transport Withdrawn EP3210844A1 (fr)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115027507A (zh) * 2022-06-07 2022-09-09 中铁二院工程集团有限责任公司 一种既有铁路用地边界内增设铁路线构造及列车运行方法

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4236712A1 (de) * 1992-10-30 1994-05-05 Abb Patent Gmbh System zum Betreiben des Schienenfernverkehrs

Family Cites Families (3)

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Publication number Priority date Publication date Assignee Title
US6443683B2 (en) * 2000-05-15 2002-09-03 Frank C. Randak System for transporting vehicles using pallets and trains
US20060027133A1 (en) * 2004-08-05 2006-02-09 Toshio Suematsu Super railway for USA
US8612071B2 (en) * 2009-10-23 2013-12-17 Integrated Transportation Technologies, L.L.C. Synchronized express and local trains for urban commuter rail systems

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4236712A1 (de) * 1992-10-30 1994-05-05 Abb Patent Gmbh System zum Betreiben des Schienenfernverkehrs

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115027507A (zh) * 2022-06-07 2022-09-09 中铁二院工程集团有限责任公司 一种既有铁路用地边界内增设铁路线构造及列车运行方法
CN115027507B (zh) * 2022-06-07 2024-05-28 中铁二院工程集团有限责任公司 一种既有铁路用地边界内增设铁路线构造及列车运行方法

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GB2549583A (en) 2017-10-25
GB2547697A (en) 2017-08-30
GB2547697A9 (en) 2017-09-27
GB201703146D0 (en) 2017-04-12

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