GB2582158A

GB2582158A - A method and system for dynamically rescheduling train services

Info

Publication number: GB2582158A
Application number: GB1903416.4A
Authority: GB
Inventors: Brend Graham; Kyd Graham
Original assignee: Siemens Mobility Ltd
Current assignee: Siemens Mobility Ltd
Priority date: 2019-03-13
Filing date: 2019-03-13
Publication date: 2020-09-16
Anticipated expiration: 2039-03-13
Also published as: GB2582158B; GB201903416D0

Abstract

Dynamically rescheduling train services by obtaining travel information 5 from passengers 6 waiting in or near one or more train stations 1 at a given time; employing a train scheduling routine 10, which uses the travel information; and subsequently rescheduling a train service and displaying new travel directions 20 to inform passengers thereof (e.g. by sending it to their electronic devices or a station display board). The travel information may contain passenger numbers or destinations. It may be read wirelessly from an electronic database or electronic devices carried by the passengers when present in a region of the station. If no travel destination can be obtained from an identified passenger, he may be requested to submit it electronically. The travel information may only be obtained, or the train services only rescheduled, if a train service is delayed; the latter only if a minimum number of passengers are delayed. Rescheduling may use a statistical forecast of waiting passenger numbers at a future time and may maximise the number of passengers serviced at a predetermined time or time interval.

Description

A METHOD AND SYSTEM FOR DYNAMICALLY RESCHEDULING TRAIN

SERVICES

FIELD OF INVENTION

The present invention relates to a method and system for dynamically rescheduling train services.

Operating train networks and providing train services requires many complex decisions and is subject to a variety of issues, including delays due to train service disruptions. For example, normal train timetables can face serious disturbances due to failing trains, failing trackside equipment, trespasses on the line and other occurrences.

The disturbances to regular train services inconvenience passengers, who are often delayed and frustrated by such issues. But, these disturbances can also be costly for both train operating companies and rail infrastructure companies, as either, or both, will potentially lose money in respect of paying compensation to affected passengers. In addition, if passengers experience frequent and significant disturbances the reputation of the affected companies can suffer.

Typically, when faced with a disturbed train service the train operating companies will attempt to return train services to the normal timetable as speedily as possible. In doing so, they will often schedule trains as close as possible to the originally scheduled operating times, relying on boarding as many passengers onto each train as possible, until the normal train services have been reinstated.

BACKGROUND OF INVENTION

However, when faced with significant disruptions it may be that there are many more passengers waiting at a station than can physically fit on any one train. Also, train disruptions to a train service can have knock-on effects on other train services at other or at the same railway station. This is especially likely at large terminus or hub stations where many passengers can accumulate over a relatively short time and even small disturbances can amplify the issues within a relatively short period of time.

When faced with such a scenario many rail operators struggle to determine where all 5 the impacted passengers wish to travel to and hence how best to run trains to most efficiently satisfy as many passengers as possible and mitigate the disturbance to the passengers as quickly as possible.

Current solutions to recover from rail disruptions rely almost exclusively on a simple management processes of getting trains running on the disrupted routes as, and when, trains become available. Typically, significant disruptions to the normal operation of train services can take hours, or in extreme cases even days, to recover from and are often reliant on waiting for quiet periods, e.g. night time periods etc., before services can be returned fully to normal.

SUMMARY OF INVENTION

Therefore, there exists a technical need to be able to deploy a solution that mitigates the impact caused by disruptions to train services, and which also reduces passenger impact and helps return the train services to a normal timetable as fast as possible.

This technical problem is addressed by the matter of the independent claims in the following.

In particular, the technical problem underlying this invention is solved by a method for dynamically rescheduling train services which comprises the following steps: - Obtaining travel information from passengers waiting in or near one or more train stations at a given point in time; - Employing a train scheduling routine which uses the obtained travel information and subsequently - Rescheduling one or more train services; - Displaying new travel directions to inform passengers of rescheduled train services.

Further, the present invention provides for a system for dynamically rescheduling train services including the following components: - a receiver unit configured to obtain travel information from passengers waiting in or near one or more train stations at a given point in time; - an analyser unit configured to employ a train scheduling routine which uses the obtained travel information and which is configured to reschedule one or more train services; - a display unit configured to display new travel directions to inform passengers of rescheduled train services.

The train services here in question typically concern train operations in which passengers are transported between different locations. However, the rescheduling of passenger train services might also require the rescheduling of trains for the transport of goods as a knock-on effect of the rescheduling of passenger train services.

The rescheduling of the train services includes normally new scheduling of departure times, train routes, or other train service specifics as further explained below.

Here and in the following, the expression "rescheduling" shall not only include the new scheduling of already scheduled train services, but also the scheduling of new trains, which according to a previous train timetable would not have been operated. Such trains are additional trains, or replacement trains which support or replace existing train services.

Further, the expression "displaying" shall also include the acoustic or haptic provision of information. "Displaying" here can also include the sending of information to a display device on which the information is shown visually.

Further, a "train scheduling routine" means a computer supported routine, typically a software routine run on a computer device such as a server, which carries out numerical calculations that subsequently allow the scheduling of train services in a complex rail network based on given requirements and framework conditions. E.g. such routines are routinely used to calculate train timetables and signalling sequences to operate a rail network.

The expression "rail", here, includes all forms or rail bound travel and transport systems, in particular undergrounds rail and tram systems.

Obtaining travel information from passengers includes the obtaining of travel information directly from the passengers or devices which the passengers carry, or it includes obtaining of travel information from specialised databases with the help of further information, such as identifiers (IP numbers, login names, etc.). This further information is typically an identifier of the passenger or one of the electronic devices which the passengers carry and thus can also be considered travel information within the meaning of this invention. In particular, mobile apps can transmit device specific or passenger specific information automatically, which then is used subsequently as identifiers to retrieve further travel information from a dedicated database.

The basic idea of the presented idea is to deploy a mechanism which will dynamically determine how best to reschedule train services after a disruption has occurred in order to help the train operators return to a normal service as fast as possible. The dynamic scheduling of trains will utilise information obtained from the passengers entering and waiting in or at a train station. The proposed dynamic method utilizes the travel information of the passengers to reschedule one or more train services. The information is typically used as one of the conditions in the rescheduling calculations. Upon rescheduling, travel directions, i.e. the information provided to the passengers to announce and/or guide them to the rescheduled train services, will be displayed.

The proposed method and system, thus, allows for a feedback guided rescheduling of trains which can put the concerns of the passengers into the centre of the rescheduling process. Further, the display of travel directions allows the passenger to received tailored information without requiring them to wait in queues at information points to receive the desired information. Therefore, the passengers will receive the most tailored service under the given conditions in case of a disruption to a train service.

In an embodiment of the invention, the method for dynamically rescheduling train services is performed automatically, i.e. without further operator involvement. The rescheduling of train services can thus be carried out as soon as possible, even at times when the train operator has not understood the full scale of a disruption and initiated any mitigation.

In another embodiment, the obtained travel information contains the number of passengers and/or their travel destinations. The train operator can use this most basic information to start dynamic rescheduling of train services in an efficient and straight forward manner. This obtained travel information allows the train operator to gain an understanding of the scale of the problem (number of passengers impacted by the disruption) and an idea which train services might be affected (derived from the travel destinations of the passengers) within a short period of time. Also, the information does not render the rescheduling calculations unduly complicated.

Additionally or alternatively, the travel information might also contain the desired departure time and/or expected arrival time of the passengers. Further, the travel information might also contain the travel status of the passengers (season ticket holder, club memberships and/or previous travel behaviour), the booked train class and other information which might be important for the rescheduling of train services.

All this information can be utilized to prioritize the rescheduled train services.

In a further embodiment of this invention, the travel information is only obtained or the one or more trains are only rescheduled if at least one train service is delayed at one or more train stations. Thus, the rescheduling only takes place if there is need for it.

Specifically, the travel information might only be obtained or the one or more trains are only rescheduled if a significant travel disruption has occurred leading to the delay of trains. Such a significant travel disruption can occur if one track or a section of a track is not open for train use, due to e.g. a train or signal failure or break-down. The travel information might be obtained over a predetermined period of time after the delay has been announced. Only then the train scheduling routine might be employed. This improves the certainty that the delay is sufficiently significant for train services to be rescheduled.

Here, it shall be highlighted that the rescheduled train services typically serve the passengers who waited for a delayed train service. However, in the process of rescheduling specific train services it might also be necessary to reschedule train services which have not been delayed or experienced any disruptions. The rescheduling typically takes the entire train services operation on the train network into account. Methods to reduce the complexity of the calculation, however, might be also employed.

In another embodiment, the travel information is obtained by reading wirelessly at least part of the information from an electronic device which the passengers carry with them and/or by reading from an electronic database. E.g. the travel information can at least in part be read from a travel, ticketing or booking app, which the passengers use on their mobile phones or devices.

Typically, before the travel information is obtained, the existence of an active device is detected. Upon detection, the device or the app can be identified and with it the passenger who carried the device. After the identification, the train operator might be able to obtain the required travel information from a travel database, in particular a booking system which the train operator maintains by identifying the passenger or the device. Alternatively or additionally, the travel information might also be obtained by active communication with the electronic device of the passenger by e.g. wireless communication. For example if the passenger installed and agreed to the use of automatic communication when signing up to a specific travel or booking app, the required travel information can be obtained directly from the electronic device of the passenger without further interaction with the passenger or with a database. This provides the desired travel information most directly.

Additionally, an embodiment can also include that if it is established that no travel destination can be obtained from an identified passenger, the passenger is requested to submit a travel destination electronically. E.g. should the obtained travel information indicate that the passenger is the holder of a seasonal, regional or zone dependent travel ticket, he or she can be prompted to submit a specific travel destination via their electronic device. Typically, this might happen via a message sent to the electronic devices to which the passenger can respond. The requested travel destination allows more specific travel information to be obtained for rescheduling of train services.

According to another embodiment of the invention, the travel information is obtained when the passenger is present within a certain region in or near the train station. Typically, the travel information can be obtained the moment the passenger enters the train station, or said certain region, via a wireless connection. When comparing the travel information obtained from the passenger with a current train schedule, it can be determined in a relatively short period of time whether a train that is relevant to the passenger is currently delayed and therefore whether the passenger should expect any rescheduling of train services.

The wireless connection due to its physical reach also can connect to devices located outside off the train station building. Therefore, it can be sufficient if the passengers approach the train station or wait outside but near, the train station building for the wireless signal to be identified and attributed to certain passengers.

In another embodiment, the passengers can also indicate their desire to receive specific information about relevant transport services without even being near the station building. Typically, this could be done electronically, after the passenger has become aware of a train service disruption or delay, even hours before the passenger will arrive at the train station building.

In another embodiment of the invention, the rescheduling of one or more train services is only performed in the case that a minimum number of passengers are delayed. Typically, this minimum number of passengers are delayed on a similar route or route sections. The minimum number forms a threshold at which the rescheduling of the train service might not only be economical, but also necessary in order to reduce the pressure and impact on other related train services.

In yet another embodiment, the travel information of different passengers is combined into individual travel groups, in particular before the train scheduling routine uses the obtained travel information. These passengers are e.g. divided into groups of common travel destinations, common stops along a route, common travel routes or groups of common travel times. Based on the number of passengers registered in individual groups the rescheduling of one or more train services can be initiated and prioritized. Furthermore, the definition of individual groups helps to structure the rescheduling task as the rescheduling calculations do not have to consider large numbers of individual travel information.

For example, if a large number of passengers waiting for a delayed train service have a common travel destination, an existing train service could be rescheduled to serve this group of passengers rather than accepting a further delay which would likely increase the number of passengers waiting for a train service on that route.

Indeed, the number of passengers waiting might even become so high that it could not be guaranteed that all the waiting passengers could be accommodated in a later rescheduled train. In particular, such situations can occur in case of train service disruptions during peak travel times at large train hubs. Likewise, if e.g. a group of passengers have already been waiting for a delayed train for more than a given time threshold (e.g. 30 min), an existing train service could be rescheduled to serve this group of passengers to avoid any further inconvenience to said group passengers.

According to another embodiment, the travel information from individual passengers is obtained over a minimum amount of time before one or more train services is/are rescheduled. Retrieving information over such a time period allows the acquisition of a reliable statistical sample. When this statistical sample is sufficiently large, decisions about rescheduled train services can be made with improved precision, but in addition projections of rescheduled train services can be made for a future time period. Typically, the minimum amount of time is calculated from the point in time at which a delayed train service becomes known to the train operator or at which the train service was originally scheduled to depart. The length of such a time span can vary, from a few minutes to several tens of minutes, depending on the specific case of train delay or train service disruption.

In another embodiment, the rescheduling of one or more train services includes the determination of a new departure time, departure track or train route for a train service. In such an embodiment, rescheduling a new train route also includes the rescheduling of the stops on the train route. In other words, certain stops on an existing train route can be omitted or added, while the overall geographical route does not change. For example, such an embodiment can assist in serving as many passengers as possible by adding stops on the route, or can assist in reducing delays to passengers by omitting stops on the route. The departure track also includes all parts of the platform and infrastructure which is required for passenger to embark and disembark on a train.

According to another aspect of this invention, the rescheduling of one or more train services uses a statistical forecast for the number of waiting passengers at a point in the future. This allows train services to be rescheduled without having full information on the number of waiting passengers at the time of rescheduling. It generally allows for a more reliable estimate of the number of waiting passengers for a train service which will be rescheduled at a given time in the future. With such an estimate, the rescheduling of train services can be performed more precisely and efficiently.

In yet another embodiment the rescheduling of one or more train services is carried out under the condition that the number of passengers serviced is maximised at a predetermined point in time or over a certain time interval. The maximisation of serviced passengers allows to a reduction on the pressure on the train services and the number of waiting passengers in a very efficient manner. Alternatively, an optimization of the rescheduling might also consider other criteria, e.g. the number of rescheduled trains should be minimized, or the number of newly introduced stops for rescheduled train services should be minimized.

Further, the rescheduling of one or more train services can include the determination of a new splitting location for a combined train service. A combined train service typically consists of two or more sections of a train, which will be split at a predetermined train station on a route to subsequently continue their journeys along two or more different routes. Splitting a train at a different location can allow for the optimization of passenger transport capacity of such a combined train. The "new location" can be a new train station or a new train carriage at which the split is performed thus changing the capacity ratio of the different train sections.

According to another embodiment of the invention, displaying new travel directions to inform passengers of rescheduled train services includes the sending of electronic information to electronic devices which the passengers carry and/or to an optical display board in the train station. In particular, a message sent to an electronic device can be a very efficient method to provide specific travel directions to the passenger. The message can be tailored and individualized, thus allowing for a speedily reception by the affected passengers.

BRIEF DESCRIPTION OF THE DRAWINGS

The above mentioned attributes and other features and advantages of this invention and the manner of attaining them will become more apparent and the invention itself will be better understood by reference to the following description of embodiments of the invention taken in conjunction with the accompanying drawings, wherein FIG. 1 shows a schematic drawing of an embodiment of the system for dynamically rescheduling train services according to this invention; FIG. 2 shows a flow diagram of one embodiment of the method for dynamically rescheduling train services according to this invention.

DETAILED DESCRIPTION OF INVENTION

Figure 1 shows a schematic drawing of an embodiment of the system for dynamically rescheduling train services according to present invention. The system includes a receiver unit 31 which is configured to obtain travel information 5 from passengers 6 waiting in or near a train station 1; and additionally or alternatively in a region 2, indicated by a dashed line, near the train station 1 in which the presence of a passenger can be detected. Typically, the detection is achieved by wireless connection to an electronic device 7, which the passenger 6 carries. The electronic device can be a mobile phone, or other mobile device, on which the passenger 6 has a booking app or a ticketing app installed which allows for automatic connection to the wireless network of the train station 1.

The wireless network of the train station 1 identifies the electronic device 7 and obtains an identifier which can be considered travel information 5 within the meaning of this invention since the identifier can only be detected if the passenger has entered the region 2 in or near the train station 1 at a given point in time.

To obtain further travel information 5, the receiver unit 31 can communicate with a database 8, in which further desired data is stored. As explained above, such information can be, but is not limited to the departure time, the departure track, the train route, stops along the route or the arrival time and further details pertaining to the passenger and his or her journey.

The obtained travel information 5, is then relayed to an analyser unit 32 which is configured to employ a train scheduling routine 10 and which uses the obtained travel information and is configured to reschedule one or more train services. The obtained travel information 5 can either be relayed directly from the database 8 to the analyser unit 32 (not shown here) or via the receiver unit 31.

The train scheduling routine is able to calculate the best possible rescheduled train services under existing and definable constraints. Such constraints can relate to travel targets for the number of passengers served at a given period of time, or to the efficiency of the train service operation. Also, individual constraints which are related to certain passengers or groups of passengers can be considered. E.g. the overall waiting time of a passenger or a group of passengers can be considered or the travel status of the passengers or groups of passengers. E.g. passengers which have to rely on further train connections could be given priority over passengers who only need to travel on one train to reach a final destination.

Once the train scheduling routine 10 has calculated the best rescheduled train timetable, the rescheduling of one or more train services can be effected. The train network control system will thus be instructed to update the train services according to the calculated new rescheduled timetable.

Further, the analyser unit 32 can send a message to a display unit 33 which is configured to display new travel directions 20 to inform passengers 6 of rescheduled train services. The travel directions are in particular displayed on the screen of the electronic devices 7 which the passengers 6 carry. In particular, these electronic devices 7 are mobile phones, or mobile devices, on which a booking or ticketing app has been installed. The app informs the passenger of their new travel directions 20 and can, if required, even prompt the passenger to respond to the rescheduled train service information. Alternatively or additionally, the new travel directions can also be displayed at conventional display boards at the train station 1. These display boards inform the passenger of the rescheduled train services and allow the passenger to find the correct service at a prescribed time.

Figure 2 shows a flow diagram of one embodiment of the method for dynamically rescheduling train services according to this invention. The flow diagram displays the following steps which are included: - Obtaining travel information 5 from passengers 6 waiting in or near one or more train stations 1 at a given point in time (first method step 101); - Employing a train scheduling routine 10 which uses the obtained travel information 5 (second method step 102) and subsequently - rescheduling one or more train services (third method step 103); Displaying new travel directions 20 to inform passengers 6 of rescheduled train services (fourth method step 104);

Claims

CLAIMS1. A method for dynamically rescheduling train services which comprises the following steps: - Obtaining travel information (5) from passengers (6) waiting in or near one or more train stations (1) at a given point in time; - Employing a train scheduling routine (10) which uses the obtained travel information (5) and subsequently - Rescheduling one or more train services; - Displaying new travel directions (20) to inform passengers (6) of rescheduled train services.
2. A method for dynamically rescheduling train services pursuant to claim 1, characterized in that the obtained travel information (5) contains the number of passengers (6) and/or their travel destinations.
3. A method for dynamically rescheduling train services pursuant to any of the preceding claims, characterized in that the travel information (5) is only obtained or the one or more train services are only rescheduled if at least one train service is delayed at one or more train stations.
4. A method for dynamically rescheduling train services pursuant to any of the preceding claims, characterized in that the travel information (5) is obtained by reading wirelessly at least part of the information (5) from an electronic device (7) which the passengers (6) carry with them and/or by reading from an electronic database (8).
5. A method for dynamically rescheduling train services pursuant to claim 4, characterized in that if it is established that no travel destination can be obtained from an identified passenger (6), the passenger (6) is requested to submit a travel destination electronically.
6. A method for dynamically rescheduling train services pursuant to any of the preceding claims, characterized in that the travel information (5) is obtained when the passenger is present within a certain region (2) in or near the train station (1).
7. A method for dynamically rescheduling train services pursuant to any of the preceding claims, characterized in that the rescheduling of one or more train services is only performed in the case that a minimum number of passengers are delayed.
8. A method for dynamically rescheduling train services pursuant to any of the preceding claims, characterized in that the travel information of different passengers is combined into individual travel groups, in particular before the train scheduling routine uses the obtained travel information.
9. A method for dynamically rescheduling train services pursuant to any of the preceding claims, characterized in that the travel information (5) from individual passengers is obtained over a minimum amount of time before one or more train services is/are rescheduled.
10. A method for dynamically rescheduling train services pursuant to any of the preceding claims, characterized in that rescheduling one or more train services includes the determination of a new departure time, departure track or train route for a train service.
11. A method for dynamically rescheduling train services pursuant to any of the preceding claims, characterized in that the rescheduling of one or more train services uses a statistical forecast for the number of waiting passengers (6) at a point in the future.
12. A method for dynamically rescheduling train services pursuant to any of the preceding claims, characterized in that the rescheduling of one or more train services is carried out under the condition that the number of passengers (6) serviced is maximised at a predetermined point in time or over a certain time interval.
13. A method for dynamically rescheduling train services pursuant to any of the preceding claims, characterized in that the rescheduling of one or more train services includes the determination of a new splitting location for a combined train 5 service.
14. A method for dynamically rescheduling train services pursuant to any of the preceding claims, characterized in that displaying new travel directions to inform passengers of rescheduled train services includes the sending of electronic information to electronic devices (7) which the passengers carry or to an optical display board (9) in the train station (1).
15. A system for dynamically rescheduling train services including the following components: - a receiver unit (31) configured to obtain travel information (5) from passengers (6) waiting in or near one or more train stations at a given point in time; an analyser unit (32) configured to employ a train scheduling routine (10) which uses the obtained travel information and which is configured to reschedule one or more train services; - a display unit (33) configured to display new travel directions (20) to inform passengers (6) of rescheduled train services.