WO2020260103A1 - Method and system for calculating the number of passengers on a train - Google Patents

Method and system for calculating the number of passengers on a train Download PDF

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Publication number
WO2020260103A1
WO2020260103A1 PCT/EP2020/066815 EP2020066815W WO2020260103A1 WO 2020260103 A1 WO2020260103 A1 WO 2020260103A1 EP 2020066815 W EP2020066815 W EP 2020066815W WO 2020260103 A1 WO2020260103 A1 WO 2020260103A1
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WIPO (PCT)
Prior art keywords
train
passengers
travel information
point
time
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PCT/EP2020/066815
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French (fr)
Inventor
Graham Brend
Graham KYD
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Siemens Mobility Limited
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Publication date
Application filed by Siemens Mobility Limited filed Critical Siemens Mobility Limited
Priority to EP20735091.9A priority Critical patent/EP3972885A1/en
Publication of WO2020260103A1 publication Critical patent/WO2020260103A1/en

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    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q50/00—Information and communication technology [ICT] specially adapted for implementation of business processes of specific business sectors, e.g. utilities or tourism
    • G06Q50/40—Business processes related to the transportation industry
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
    • G06Q10/063—Operations research, analysis or management
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/40—Handling position reports or trackside vehicle data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/70—Details of trackside communication
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/04—Forecasting or optimisation specially adapted for administrative or management purposes, e.g. linear programming or "cutting stock problem"
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/08—Logistics, e.g. warehousing, loading or distribution; Inventory or stock management

Definitions

  • the present invention relates to a method for deriving train travel information by calculating the number of passengers on a train service and a related system for deriving such train travel information.
  • a booking system only allows a passenger to make a reservation for a seat but does not give any information about whether the train is crowded or possibly even overcrowded.
  • a passenger might be able to obtain a seat reservation but still could be seated in a crowded carriage which disturbs his or her travel.
  • different passengers experience the passenger density on trains very differently and a crowded train for one passenger is experienced as an overcrowded train by another passenger.
  • a seat reservation is only available on certain trains or carriages of a train service.
  • a seat reservation typically is charged by the train operators which prevents especially frequent travellers from using such reservation schemes.
  • a system for deriving train travel information including the following components: an electronic receiver unit configured to obtain first travel information on passengers travelling on a train of a given train service at a first point in time;
  • a calculation unit configured to calculate the number of passengers on the train at a second point in time, which is either identical to the first point in time or lies in the future of it, by taking into account the first travel information.
  • the derived train travel information can be used in different contexts.
  • the train travel information is used by passengers to manage and plan their travel on the train.
  • the passengers would be able to obtain the number of passengers at a future point in time to understand whether a train service will be too crowded and will therefore not be acceptable for their travel, or conversely whether a train service will not be crowded and therefore will be acceptable for their travel.
  • the passenger numbers might even convince the passengers to change their route of travel and choose a longer but less crowded route.
  • the train travel information can be used by the passengers to better manage their travel and allow them to feel more in control of their journey.
  • the derived train travel information can, however, also be used by train operators to schedule their train services and plan their train capacities appropriately.
  • train services which might become possible in future intelligent rail networks, can benefit from the derived train travel information.
  • train operators might also simply provide for additional carriages during periods of high travel volume.
  • train travel information is not identical with the first or second travel information on passengers.
  • the first travel information is obtained electronically, this means by electronic means. This can be achieved by wireless communication with devices which hold the desired first travel information.
  • the first travel information relates to the passengers on the train and their journeys. Specifically, it relates to a number of passengers on the train at the first point in time and their travel destinations. With the help of the first travel information the number of passengers is calculated. This is either done for the first point in time or a future second point in time. In a simple example, the number of passengers on the train is calculated for a second, future point in time, allowing for an estimate of the passenger numbers on the train and indirectly of the available capacity on the train for future passengers. Thus, passengers can decide whether they want to travel on the train or whether the train is already too crowded for them.
  • an electronic receiver unit configured to obtain second travel information on passengers waiting in or near one or more train stations at the first point in time; a calculation unit configured to calculate the number of passengers on the train of the train service at a second point in time, which is either identical to the first point in time or lies in the future of it, by taking into account the second travel information.
  • the train travel information can be used in different contexts, such as personal travel planning by individual passengers or capacity planning by train operators.
  • the second travel information is obtained electronically, this means by electronic means. This can be achieved by wireless communication with devices which hold the desired first travel information.
  • the second travel information relates to the passengers who are waiting in or near one or more train stations for the train of a given train service. These train stations are related to the journey of the train for which the passenger numbers are sought. For example, the second travel information relates to a number of passengers waiting to embark on the train at the first or a second point in time, the train stations and their travel destinations. Based on this information, a number of passengers can be estimated that will be on the train of a given train service between specific train stations.
  • the passenger number is calculated. This is either done for the first point in time or for a future second point in time.
  • the number of passengers on the train is calculated for future points in time, allowing for a good estimate of the future passenger number and indirectly of the available capacity on the train. Thus, passengers can decide whether they still wish to travel on the train or whether the train exceeds a desired number.
  • a good estimate for the passenger number is not available. This is because the second travel information might only be available for a certain percentage of passengers waiting in or near a train station. Also, passengers might already be travelling on the train for which the passengers wait.
  • either historic information and/or statistical models can be used to calculate a more reliable result. This information can for example be retrieved by wired communication from data bases which are maintained by the train operator. Also, holders of open tickets (e.g. season tickets) might be free to take any train in a given time interval. The number of these travellers is notoriously difficult to estimate and only past experience, i.e.
  • Obtaining the second travel information on passengers waiting in or near one or more train stations can be done by verifying their presence in or near the train station. Subsequently, other parts of the second travel information are retrieved as explained above.
  • the method comprises the following steps:
  • the system includes the following components:
  • an electronic receiver unit configured to obtain first travel information on passengers travelling on a train of a given train service at a first point in time and another or the same receiver unit configured to obtain second travel information on passengers waiting in or near one or more train stations at the first point in time; a calculation unit configured to calculate the passenger number on the train at a second point in time, which is either identical to the first point in time or lies in the future of it, by taking into account the first travel information and the second travel information together.
  • the calculation of the passenger number on the train is more accurate since the calculation of the passenger number is based on a larger sample size. In consequence, the calculation does not have to rely as much on past experience or statistical models when compared to the above described approaches with smaller sample sizes.
  • the first and second travel information still need to be supported by further information in order to calculate the desired passenger number.
  • the resulting passenger number typically has a lower margin of error and is generally more reliable when compared to calculations based on smaller sample sizes.
  • the first travel information relates to booking information which is obtained electronically and wirelessly from mobile devices which are carried by passengers travelling on the train.
  • the booking information is typically stored on portable devices which the passengers carry.
  • Mobile phones or tablet computers are such mobile devices. These mobile devices are often used in combination with booking apps or booking software which store the desired first travel information fully or at least in parts.
  • the travel destinations of individual passengers are stored.
  • a first estimate of the overall number of passengers can be calculated. If further, some or even all of these passengers with mobile devices allow the train operator to access their booking app or software, the travel destinations of these passengers can be obtained. Subsequently, the number of passengers staying on the train or leaving at certain stations can be calculated. This allows a calculation to be made of the passenger number at a first point in time or a second point in time. As already explained above, the calculation of a more accurate number can optionally use historical data and/or statistical models.
  • the second travel information relates to booking information which is obtained electronically and wirelessly from mobile devices which are carried by passengers waiting in or near the one or more train stations.
  • the booking information can be stored on portable devices which the passengers carry.
  • portable devices which the passengers carry.
  • mobile phones or tablet computers are such devices.
  • Mobile devices are often used in combination with booking apps or booking software which store the desired second travel information at least in parts or even fully.
  • the departure train stations and the travel destinations of individual passengers can be stored.
  • a first estimate for the overall number of passengers can be calculated. If passengers waiting for a train in or near the train station who hold a portable device are identified, a first estimate for the overall number of passengers can be calculated. If further, some of these passengers or even all with mobile devices allow the train operator to access their booking app or software, the travel destinations of these passengers can be obtained at the known train stations. Subsequently, the number of passengers staying on a train or leaving at certain stations can be calculated. This allows a calculation to be made of the passenger number at a first point in time or a second point in time. As already explained above, the calculation of a more accurate number can optionally use historical data and/or statistical models. According to another aspect, a passenger density is calculated from the passenger number on the train service at the second point in time taking into account the overall passenger capacity on the train for the train service. This allows the passenger to know the space which is still available on the train. The overall capacity of the train is identical to the number of people the train can transport when being fully occupied. Typically, this number is identical to the
  • this number can also account for aisle space which is occupied by people standing.
  • the passenger density can be interpreted as the fraction of the overall capacity of the train being occupied at a given point in time. This number is typically given in percent of the overall capacity. For example, if the passenger density is given as 70%, this means that 70% of all occupiable space on the train is taken, while only 30% is available, in other words the current available capacity is 30%.
  • the expression current train capacity or current capacity relates to the available space for passengers on the train at the current point in time.
  • a travel announcement is produced taking into account the number of passengers on the train at the first or second point in time and/or the available passenger capacity on the train for the train service.
  • the travel announcement can be in the form of a simple optical display of information or in any other suitable form, e.g. acoustic announcement. Preferably the information is shown on the optical display of a mobile device which the passengers carry.
  • the travel announcement provides the passenger with information which allows him or her to understand the current or future availability of a train service.
  • announcement can e.g. provide information on the number of passengers, thus leaving the passenger to decide whether he or she would still like to use the train service. Similarly, the passenger might simply receive information on the capacity of the train and decide based on this information whether to take the train or not.
  • the capacity can concern the current capacity or future capacity. For clarity, taking into account here means using in the process of generation. In other words, when generating the travel announcement, the number of passengers is used at one stage during the generation of the travel announcement.
  • the production of the travel announcement also takes into account historic data on passenger numbers for the train of the train service.
  • the passenger can for example obtain information which is related to historic travel data. E.g. a comparison with previous passenger numbers or a typical available capacity can be displayed informing the passenger about the availability of a train service in context.
  • the historic data allows the passenger to judge the current travel situation and offers him or her further information to make his or her decision on. For clarity, taking into account here means using in the process of generating. In other words, when generating the travel announcement, the historic data is used at one stage during the generation of the production of the travel announcement.
  • the production of the travel announcement provides information on the train indicating whether the passenger density lies above or below a given threshold.
  • the passenger density can typically be chosen by the passenger, thus allowing the passenger to see which trains have a capacity he or she considers suitable for travelling.
  • the threshold of a given passenger density can also be fixed by the train operator to influence the travel behaviour of passengers, thus, allowing for example trains to be used at full or slightly lower capacity.
  • the travel announcement is a feedback which results directly from the passenger number calculation and allows the passenger to identify immediately the trains which he or she considers reasonable to travel on.
  • the first travel information on passengers includes the travel destinations of the passengers travelling on the train. This allows a straight forward calculation of the different passenger streams at individual train stations and, thus, the passenger numbers on the train.
  • the second travel information on passengers can also include the departure stations and the travel destinations (arrival stations) of the passengers. This allows a straight forward calculation of the different passenger streams at individual train stations and, thus, the passenger numbers on the train.
  • the second point in time can be determined by a person electronically operating a computer device.
  • the person can choose the second point in time and see how the passenger numbers on the train will develop in the future. When comparing different trains for the future, this allows the passenger to decide which train he or she wants to take.
  • a passenger waiting for the train wants to know whether the train at his train station is too crowded or sufficiently empty for his or her travel.
  • the passenger would use his or her mobile device to determine directly or indirectly the second point in time, which typically would be a point in time just after the train will have left the train station at which the passenger is waiting.
  • FIG. 1 shows a schematic drawing of a first embodiment of a system according to this invention
  • FIG. 2 shows a schematic drawing of a second embodiment of a system according to this invention
  • FIG. 3 shows a schematic drawing of a third embodiment of a system according to this invention.
  • FIG. 4 shows a schematic flow chart of a first embodiment of a method according to this invention
  • FIG. 5 shows a schematic flow chart of a second embodiment of a method according to this invention
  • FIG. 6 shows a schematic flow chart of a third embodiment of a method according to this invention.
  • Figure 1 shows a schematic drawing of a first embodiment of a system to implement a method for deriving train travel information by calculating the passenger number on a train of a train service.
  • the train 1 travels at a first point in time in a direction towards a train station 2.
  • a given number of passengers 12 travel.
  • Some or even all of these passengers possess a mobile device 16.
  • an electronic receiver unit 31 the number of mobile devices 16 on the train can be identified and a number of passengers operating these mobile devices is obtained. This number is a good starting point for the calculation of the entire number of passengers 12 travelling on the train. Flowever, some of the passengers 12 might not have their mobile devices 16 switched on or might not even carry such a mobile device.
  • Some passengers 12 might also not have given permission to be detected by the train operator or the operator of the mobile network. Also, the connection of all mobile devices might not be established with a local electronic receiver unit 31 (for example via WiFi communication), but with a regional transceiver 35 (for example via UMTS, LTE or 5G communication) which is operated by a mobile phone operator. In this last case, transceiver 35 replaces the local electronic receiver unit 31 and functions as electronic receiver unit 31.
  • the first travel information 11 normally is relayed from the train 1 to the transceiver 35 and communicated to a calculation unit 32, which the train operator maintains.
  • the calculation unit 32 is typically part of a larger server station.
  • the initial number of passengers 12 identified is part of a first travel information 11 and allows the derivation of the overall passenger number on the train 1.
  • the first travel information 11 can also include information about the location of the mobile devices 16 which allows the inference of where the mobile devices 16 are located. In the present embodiment, all mobile devices 16 are located on the train 1 in a certain carriage, indicating that all identified mobile devices 16 must relate to passengers travelling on the train 1. Together with the time information, the actual number of passengers 12 can be calculated. This calculation is carried out by a calculation unit 32 connected to transceiver 35 and configured to calculate the passenger number on the train 1 at a second point in time which is either identical to the first point in time or lies in the future of it by taking into account the first travel information 11.
  • the calculation itself can rely on historic data and statistical models which allows the derivation of the number of passengers. This number is typically not exact, but sufficiently accurate to provide information about the passenger density on the train 1.
  • Historic and/or statistical modelling data can for example be obtained from data base 15 which is connected to calculation unit 32.
  • the calculation of the number of passengers can be carried out for the first point in time or for the second point in time which is either equal to the first point in time or lies in the future of it. If the second point of time is a point in time before the train 1 arrives at the train station 2, the passenger number is the same as at the first point in time. This number, however, will typically change at the train station 2, after new passengers 22 have embarked and other passengers 12 on the train 1 have disembarked. After the train 1 will have left the train station 2, a new passenger number can be calculated at a second point in time. However, this new passenger number can already be anticipated before the train 1 will have arrived at the train station 2.
  • the forecast for the second point in time which lies in the future after the train 1 will have left the train station 2 allows for example the passengers 22 at the first point in time before the train 2 has arrived at the train station 2 to estimate how many passengers 12, 22 will be on the train. If this number feels uncomfortably high, a passenger 22 who is still waiting at the first point in time can choose not to take the train 1. The passenger 22 might e.g. decide to choose a different route, or a later train when the passenger number will be forecast to be lower. Equally, the calculated passenger number for the second point in time in the future allows the passengers 12 on the train 1 to estimate how many passengers 12, 22 will be on the train after the next stop at train station 2. These passengers 12 might change their travel behaviour based on this forecasted future passenger number.
  • the passengers 22 who are waiting at the train station 2 will possess mobile devices 26.
  • a travel app will run on their mobile devices 26 which allows them to identify the passenger number on the train 1 for a future point in time after the train 1 will have left the train station 2.
  • the mobile devices 26 can determine the second point in time for which they want to have the passenger number calculated.
  • the mobile devices 26 communicate via an electronic receiver unit 31 installed at the train station 2 (WiFi communication) or via a transceiver 35 which operates as a receiver unit (UMTS, LTE, 5G communication).
  • UMTS, LTE, 5G communication The communication with a calculation unit 32 of the train operator is established via the transceiver 35.
  • the first travel information 11 is entirely sufficient to calculate the passenger number for the first or second point in time. This is changed in the embodiment shown in figure 2, in which the travel information is only obtained as second travel information 21 from those passengers 22 who are waiting for the train 1 at the station 2.
  • Figure 2 shows a schematic drawing of a second embodiment of a system to implement a method for deriving train travel information by calculating the number of passengers on a train service.
  • the travel information is obtained as second travel information 21 from the passengers 22 waiting in or near the train station 2.
  • the second travel information 21 is obtained electronically at a first point in time at train station 2.
  • second travel information 21 can be obtained electronically from passengers 22 still waiting at other train stations 2 (here not shown). Based on this second travel information 21 , the number of passengers on the train 1 of the train service at a second point in time, which is either identical to the first point in time or lies in the future of it by taking into account the second travel information 21 , is calculated.
  • the calculation again can take into account historical data and/or statistical models. This allows the calculation of an estimate for the passengers 12 on the train 1 at the first point in time despite no travel information being obtained from the passengers 12 in train 1.s This passenger number will have to rely here on historical data and statistical models which for example can be obtained from data base 15. However, passenger numbers for a second point in time which lies past the time when the train 1 will have left the train station 2 becomes less reliant on historical data and statistical models as the second travel information 21 contains specific information on individual travellers, such as departure train station and arrival train station. The second travel information 21 is obtained by communication with the mobile devices 26 possessed by passengers 22.
  • Figure 3 shows a schematic drawing of a third embodiment of a system to implement a method for deriving train travel information by calculating the number of passengers on a train service.
  • This embodiment calculates the passenger numbers on the train 1 at the second point in time by taking into account the first travel information 11 and the second travel information 21 together.
  • the third embodiment electronically obtains the first travel information 11 and the second travel information 21 together and calculates a passenger number based on this larger set of information. This not only produces a more reliable result, but also reduces the error of the forecasted results.
  • Figure 4 shows a schematic flow chart of a first embodiment of a method for deriving train travel information according to present invention by calculating the number of passengers on a train service which comprises the following steps:
  • Figure 5 shows a schematic flow chart of a second embodiment of a method for deriving train travel information according to present invention by calculating the number of passengers on a train service which comprises the following steps:
  • Figure 6 shows a schematic flow chart of a third embodiment of a method for deriving train travel information according to present invention by calculating the number of passengers on a train service which comprises the following steps:

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Abstract

The present invention concerns a method for deriving train travel information by calculating the number of passengers on a train service which comprises the following steps: - Obtaining electronically first travel information (11) on passengers (12) travelling on a train (1) of the train service at a first point in time and/or obtaining electronically second travel information (21) on passengers (22) waiting in or near one or more train stations (2) at a first point in time; - Calculating the number of passengers on the train (1) at the second point in time by taking into account the first travel information (11) and/or the second travel information (21).

Description

METHOD AND SYSTEM FOR CALCULATING THE NUMBER OF PASSENGERS ON A
TRAIN
FIELD OF INVENTION
The present invention relates to a method for deriving train travel information by calculating the number of passengers on a train service and a related system for deriving such train travel information.
BACKGROUND OF INVENTION
Train services are currently undergoing a significant change due to the increasing use of digital technologies. This concerns the rail infrastructure as much as services related to rail travel. In particular, train passengers demand increasingly accurate information about their train travel in order to be able to manage and plan their travel according to their individual needs and requirements.
One issue which train passengers would like to be able to manage is the comfort of their train travel. This concerns especially the availability of seats and space on a train of a desired train service. Most passengers experience crowded trains as nuisance and would like to have the option to avoid such trains during their travel. Even when booking seats in advance, it is often not possible to avoid the
inconvenience of crowded trains. Travelling on such trains prevents the passenger from travelling in comfort and the travel conditions can cause unnecessary stress to the passengers. Also, travel on crowded trains reduces the popularity of trains as a means of transport and prevents other potential passengers from using it.
Current solutions to this problem relate primarily to booking systems for seats on a train of a specific train service. However, such booking systems have a number of disadvantages for the passenger. Firstly, a booking system only allows a passenger to make a reservation for a seat but does not give any information about whether the train is crowded or possibly even overcrowded. A passenger might be able to obtain a seat reservation but still could be seated in a crowded carriage which disturbs his or her travel. Here, different passengers experience the passenger density on trains very differently and a crowded train for one passenger is experienced as an overcrowded train by another passenger. Secondly, a seat reservation is only available on certain trains or carriages of a train service. Thirdly, a seat reservation typically is charged by the train operators which prevents especially frequent travellers from using such reservation schemes. Fourthly, commuters and frequent travellers do not always plan their exact train travel and ideally require the flexibility to be able to select a train from a number of different train services. A seat reservation for such passengers would hence not be practicable. Further, a reservation system requires dedicated infrastructure and service personnel which is not always available on the desired train services.
SUMMARY OF INVENTION
Therefore, there exists a technical need to be able to deploy a solution that allows passengers to manage and plan their train travel according to their requirements and needs. In particular, a technical need exists to provide travel information on train services which enables a passenger to make a quick decision as to whether a train service can be considered suitable for them to travel on due to low passenger numbers or conversely will have to be avoided for reasons of high passenger numbers.
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 deriving train travel information by calculating the number of passengers on a train service which comprises the following steps:
Obtaining electronically first travel information on passengers travelling on a train of the train service at a first point in time;
Calculating the number of passengers on the train at a second point in time, which is either identical to the first point in time or lies in the future of it, by taking into account the first travel information.
Also, the technical problem underlying this invention is solved by a system for deriving train travel information including the following components: an electronic receiver unit configured to obtain first travel information on passengers travelling on a train of a given train service at a first point in time;
a calculation unit configured to calculate the number of passengers on the train at a second point in time, which is either identical to the first point in time or lies in the future of it, by taking into account the first travel information.
The derived train travel information can be used in different contexts. Preferably, the train travel information is used by passengers to manage and plan their travel on the train. Typically, the passengers would be able to obtain the number of passengers at a future point in time to understand whether a train service will be too crowded and will therefore not be acceptable for their travel, or conversely whether a train service will not be crowded and therefore will be acceptable for their travel. The passenger numbers might even convince the passengers to change their route of travel and choose a longer but less crowded route. Overall, the train travel information can be used by the passengers to better manage their travel and allow them to feel more in control of their journey.
The derived train travel information can, however, also be used by train operators to schedule their train services and plan their train capacities appropriately. In particular, on demand train services, which might become possible in future intelligent rail networks, can benefit from the derived train travel information.
Additionally, or alternatively, train operators might also simply provide for additional carriages during periods of high travel volume.
Here, it is pointed out for reasons of clarity that the train travel information is not identical with the first or second travel information on passengers.
The first travel information is obtained electronically, this means by electronic means. This can be achieved by wireless communication with devices which hold the desired first travel information. The first travel information relates to the passengers on the train and their journeys. Specifically, it relates to a number of passengers on the train at the first point in time and their travel destinations. With the help of the first travel information the number of passengers is calculated. This is either done for the first point in time or a future second point in time. In a simple example, the number of passengers on the train is calculated for a second, future point in time, allowing for an estimate of the passenger numbers on the train and indirectly of the available capacity on the train for future passengers. Thus, passengers can decide whether they want to travel on the train or whether the train is already too crowded for them.
Normally, when obtaining the first travel information, a good estimate of the passenger numbers is not available. This is because the first travel information might only be available for a certain percentage of all passengers. To estimate the actual passenger numbers, either historic information and/or statistical models have to be used to provide a more reliable result. This information can for example be retrieved by wired communication from data bases which are maintained by the train operator. In particular, holders of open tickets (e.g. season tickets) might be free to take any train in a given interval of time. The number of these travellers is notoriously difficult to estimate and using historical data and statistical models can provide sufficiently reliable information about their number on the train at a given point in time. For these and other reasons, the calculation of the actual number of passengers at the first and second point in time cannot be obtained from the first travel information without further calculation.
For clarity, it is highlighted that taking into account the first travel information requires the use of the travel information in the calculation.
Further, the technical problem underlying this invention is solved by a method for deriving train travel information by calculating the number of passengers on a train service which comprises the following steps:
Obtaining electronically second travel information on passengers waiting in or near one or more train stations at the first point in time;
Calculating the number of passengers on a train of the train service at a second point in time, which is either identical to the first point in time or lies in the future of it, by taking into account the second travel information. Also, the technical problem underlying this invention is solved by a system for deriving train travel information including the following components:
an electronic receiver unit configured to obtain second travel information on passengers waiting in or near one or more train stations at the first point in time; a calculation unit configured to calculate the number of passengers on the train of the train service at a second point in time, which is either identical to the first point in time or lies in the future of it, by taking into account the second travel information.
As already explained above, the train travel information can be used in different contexts, such as personal travel planning by individual passengers or capacity planning by train operators.
The second travel information is obtained electronically, this means by electronic means. This can be achieved by wireless communication with devices which hold the desired first travel information.
The second travel information relates to the passengers who are waiting in or near one or more train stations for the train of a given train service. These train stations are related to the journey of the train for which the passenger numbers are sought. For example, the second travel information relates to a number of passengers waiting to embark on the train at the first or a second point in time, the train stations and their travel destinations. Based on this information, a number of passengers can be estimated that will be on the train of a given train service between specific train stations.
With the help of the second travel information, the passenger number is calculated. This is either done for the first point in time or for a future second point in time.
Typically, the number of passengers on the train is calculated for future points in time, allowing for a good estimate of the future passenger number and indirectly of the available capacity on the train. Thus, passengers can decide whether they still wish to travel on the train or whether the train exceeds a desired number. Typically, when obtaining the second travel information, a good estimate for the passenger number is not available. This is because the second travel information might only be available for a certain percentage of passengers waiting in or near a train station. Also, passengers might already be travelling on the train for which the passengers wait. To estimate the actual number of passengers, either historic information and/or statistical models can be used to calculate a more reliable result. This information can for example be retrieved by wired communication from data bases which are maintained by the train operator. Also, holders of open tickets (e.g. season tickets) might be free to take any train in a given time interval. The number of these travellers is notoriously difficult to estimate and only past experience, i.e.
historical data, and/or statistical models can provide sufficiently reliable information about their number on the train at a given point in time. For these reasons, the actual number of passengers at the first and second point in time cannot be obtained without further calculation based on the second travel information.
For clarity, it is highlighted that taking into account the second travel information requires the use of the travel information in the calculation.
Obtaining the second travel information on passengers waiting in or near one or more train stations can be done by verifying their presence in or near the train station. Subsequently, other parts of the second travel information are retrieved as explained above.
According to another embodiment of the method for deriving train travel information by calculating the number of passengers on a train service, the method comprises the following steps:
Obtaining electronically first travel information on passengers travelling on a train of the train service at a first point in time and obtaining electronically second travel information on passengers waiting in or near one or more train stations at a first point in time; Calculating the passenger number on the train at the second point in time by taking into account the first travel information and the second travel information together.
Also, according to another embodiment of the system for deriving train travel information, the system includes the following components:
an electronic receiver unit configured to obtain first travel information on passengers travelling on a train of a given train service at a first point in time and another or the same receiver unit configured to obtain second travel information on passengers waiting in or near one or more train stations at the first point in time; a calculation unit configured to calculate the passenger number on the train at a second point in time, which is either identical to the first point in time or lies in the future of it, by taking into account the first travel information and the second travel information together.
Accounting for the first and second travel information gives the most comprehensive set of travel information. The calculation of the passenger number on the train is more accurate since the calculation of the passenger number is based on a larger sample size. In consequence, the calculation does not have to rely as much on past experience or statistical models when compared to the above described approaches with smaller sample sizes. However, despite being more comprehensive, the first and second travel information still need to be supported by further information in order to calculate the desired passenger number. The resulting passenger number typically has a lower margin of error and is generally more reliable when compared to calculations based on smaller sample sizes.
According to another embodiment, the first travel information relates to booking information which is obtained electronically and wirelessly from mobile devices which are carried by passengers travelling on the train. The booking information is typically stored on portable devices which the passengers carry. Mobile phones or tablet computers are such mobile devices. These mobile devices are often used in combination with booking apps or booking software which store the desired first travel information fully or at least in parts. In particular, the travel destinations of individual passengers are stored.
If all passengers on the train who hold a portable device are identified, a first estimate of the overall number of passengers can be calculated. If further, some or even all of these passengers with mobile devices allow the train operator to access their booking app or software, the travel destinations of these passengers can be obtained. Subsequently, the number of passengers staying on the train or leaving at certain stations can be calculated. This allows a calculation to be made of the passenger number at a first point in time or a second point in time. As already explained above, the calculation of a more accurate number can optionally use historical data and/or statistical models.
According to another embodiment, the second travel information relates to booking information which is obtained electronically and wirelessly from mobile devices which are carried by passengers waiting in or near the one or more train stations. The booking information, again, can be stored on portable devices which the passengers carry. Typically, mobile phones or tablet computers are such devices. Mobile devices are often used in combination with booking apps or booking software which store the desired second travel information at least in parts or even fully. In particular, the departure train stations and the travel destinations of individual passengers can be stored.
If passengers waiting for a train in or near the train station who hold a portable device are identified, a first estimate for the overall number of passengers can be calculated. If further, some of these passengers or even all with mobile devices allow the train operator to access their booking app or software, the travel destinations of these passengers can be obtained at the known train stations. Subsequently, the number of passengers staying on a train or leaving at certain stations can be calculated. This allows a calculation to be made of the passenger number at a first point in time or a second point in time. As already explained above, the calculation of a more accurate number can optionally use historical data and/or statistical models. According to another aspect, a passenger density is calculated from the passenger number on the train service at the second point in time taking into account the overall passenger capacity on the train for the train service. This allows the passenger to know the space which is still available on the train. The overall capacity of the train is identical to the number of people the train can transport when being fully occupied. Typically, this number is identical to the number of available seats on the train.
However, especially during peak commuting times, this number can also account for aisle space which is occupied by people standing.
The passenger density can be interpreted as the fraction of the overall capacity of the train being occupied at a given point in time. This number is typically given in percent of the overall capacity. For example, if the passenger density is given as 70%, this means that 70% of all occupiable space on the train is taken, while only 30% is available, in other words the current available capacity is 30%. For clarity, the expression current train capacity or current capacity relates to the available space for passengers on the train at the current point in time.
According to another embodiment, a travel announcement is produced taking into account the number of passengers on the train at the first or second point in time and/or the available passenger capacity on the train for the train service. The travel announcement can be in the form of a simple optical display of information or in any other suitable form, e.g. acoustic announcement. Preferably the information is shown on the optical display of a mobile device which the passengers carry. The travel announcement provides the passenger with information which allows him or her to understand the current or future availability of a train service. The travel
announcement can e.g. provide information on the number of passengers, thus leaving the passenger to decide whether he or she would still like to use the train service. Similarly, the passenger might simply receive information on the capacity of the train and decide based on this information whether to take the train or not. The capacity can concern the current capacity or future capacity. For clarity, taking into account here means using in the process of generation. In other words, when generating the travel announcement, the number of passengers is used at one stage during the generation of the travel announcement.
According to yet another aspect, the production of the travel announcement also takes into account historic data on passenger numbers for the train of the train service. The passenger can for example obtain information which is related to historic travel data. E.g. a comparison with previous passenger numbers or a typical available capacity can be displayed informing the passenger about the availability of a train service in context. The historic data allows the passenger to judge the current travel situation and offers him or her further information to make his or her decision on. For clarity, taking into account here means using in the process of generating. In other words, when generating the travel announcement, the historic data is used at one stage during the generation of the production of the travel announcement.
According to another embodiment, the production of the travel announcement provides information on the train indicating whether the passenger density lies above or below a given threshold. The passenger density can typically be chosen by the passenger, thus allowing the passenger to see which trains have a capacity he or she considers suitable for travelling. The threshold of a given passenger density can also be fixed by the train operator to influence the travel behaviour of passengers, thus, allowing for example trains to be used at full or slightly lower capacity. The travel announcement is a feedback which results directly from the passenger number calculation and allows the passenger to identify immediately the trains which he or she considers reasonable to travel on.
According to another aspect, the first travel information on passengers includes the travel destinations of the passengers travelling on the train. This allows a straight forward calculation of the different passenger streams at individual train stations and, thus, the passenger numbers on the train.
Furthermore, the second travel information on passengers can also include the departure stations and the travel destinations (arrival stations) of the passengers. This allows a straight forward calculation of the different passenger streams at individual train stations and, thus, the passenger numbers on the train.
According to another embodiment, the second point in time can be determined by a person electronically operating a computer device. The person can choose the second point in time and see how the passenger numbers on the train will develop in the future. When comparing different trains for the future, this allows the passenger to decide which train he or she wants to take. Typically, a passenger waiting for the train wants to know whether the train at his train station is too crowded or sufficiently empty for his or her travel. The passenger would use his or her mobile device to determine directly or indirectly the second point in time, which typically would be a point in time just after the train will have left the train station at which the passenger is waiting.
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 a first embodiment of a system according to this invention;
FIG. 2 shows a schematic drawing of a second embodiment of a system according to this invention;
FIG. 3 shows a schematic drawing of a third embodiment of a system according to this invention;
FIG. 4 shows a schematic flow chart of a first embodiment of a method according to this invention; FIG. 5 shows a schematic flow chart of a second embodiment of a method according to this invention;
FIG. 6 shows a schematic flow chart of a third embodiment of a method according to this invention;
DETAILED DESCRIPTION OF INVENTION
Figure 1 shows a schematic drawing of a first embodiment of a system to implement a method for deriving train travel information by calculating the passenger number on a train of a train service. The train 1 travels at a first point in time in a direction towards a train station 2. On train 1 , a given number of passengers 12 travel. Some or even all of these passengers possess a mobile device 16. With the help of an electronic receiver unit 31 the number of mobile devices 16 on the train can be identified and a number of passengers operating these mobile devices is obtained. This number is a good starting point for the calculation of the entire number of passengers 12 travelling on the train. Flowever, some of the passengers 12 might not have their mobile devices 16 switched on or might not even carry such a mobile device. Some passengers 12 might also not have given permission to be detected by the train operator or the operator of the mobile network. Also, the connection of all mobile devices might not be established with a local electronic receiver unit 31 (for example via WiFi communication), but with a regional transceiver 35 (for example via UMTS, LTE or 5G communication) which is operated by a mobile phone operator. In this last case, transceiver 35 replaces the local electronic receiver unit 31 and functions as electronic receiver unit 31. The first travel information 11 normally is relayed from the train 1 to the transceiver 35 and communicated to a calculation unit 32, which the train operator maintains. The calculation unit 32 is typically part of a larger server station.
The initial number of passengers 12 identified is part of a first travel information 11 and allows the derivation of the overall passenger number on the train 1. The first travel information 11 can also include information about the location of the mobile devices 16 which allows the inference of where the mobile devices 16 are located. In the present embodiment, all mobile devices 16 are located on the train 1 in a certain carriage, indicating that all identified mobile devices 16 must relate to passengers travelling on the train 1. Together with the time information, the actual number of passengers 12 can be calculated. This calculation is carried out by a calculation unit 32 connected to transceiver 35 and configured to calculate the passenger number on the train 1 at a second point in time which is either identical to the first point in time or lies in the future of it by taking into account the first travel information 11. The calculation itself can rely on historic data and statistical models which allows the derivation of the number of passengers. This number is typically not exact, but sufficiently accurate to provide information about the passenger density on the train 1. Historic and/or statistical modelling data can for example be obtained from data base 15 which is connected to calculation unit 32.
The calculation of the number of passengers can be carried out for the first point in time or for the second point in time which is either equal to the first point in time or lies in the future of it. If the second point of time is a point in time before the train 1 arrives at the train station 2, the passenger number is the same as at the first point in time. This number, however, will typically change at the train station 2, after new passengers 22 have embarked and other passengers 12 on the train 1 have disembarked. After the train 1 will have left the train station 2, a new passenger number can be calculated at a second point in time. However, this new passenger number can already be anticipated before the train 1 will have arrived at the train station 2. With the help of historic data or statistical models, it can be anticipated how many passengers 12, 22 will be travelling on the train 1 after it will have left the train station 2. This number is likely to be identical or at least very close to the number of passengers 12, 22 who will actually travel on the train 1 then.
The forecast for the second point in time which lies in the future after the train 1 will have left the train station 2 allows for example the passengers 22 at the first point in time before the train 2 has arrived at the train station 2 to estimate how many passengers 12, 22 will be on the train. If this number feels uncomfortably high, a passenger 22 who is still waiting at the first point in time can choose not to take the train 1. The passenger 22 might e.g. decide to choose a different route, or a later train when the passenger number will be forecast to be lower. Equally, the calculated passenger number for the second point in time in the future allows the passengers 12 on the train 1 to estimate how many passengers 12, 22 will be on the train after the next stop at train station 2. These passengers 12 might change their travel behaviour based on this forecasted future passenger number.
In a realistic scenario the passengers 22 who are waiting at the train station 2 will possess mobile devices 26. A travel app will run on their mobile devices 26 which allows them to identify the passenger number on the train 1 for a future point in time after the train 1 will have left the train station 2. Using their mobile devices 26 as a computer device 30, they can determine the second point in time for which they want to have the passenger number calculated. Typically, the mobile devices 26 communicate via an electronic receiver unit 31 installed at the train station 2 (WiFi communication) or via a transceiver 35 which operates as a receiver unit (UMTS, LTE, 5G communication). The communication with a calculation unit 32 of the train operator is established via the transceiver 35.
According to the first embodiment shown schematically in figure 1 , the first travel information 11 is entirely sufficient to calculate the passenger number for the first or second point in time. This is changed in the embodiment shown in figure 2, in which the travel information is only obtained as second travel information 21 from those passengers 22 who are waiting for the train 1 at the station 2.
Figure 2 shows a schematic drawing of a second embodiment of a system to implement a method for deriving train travel information by calculating the number of passengers on a train service. Instead of obtaining a first travel information 11 from the passengers 12 on train 1 , the travel information is obtained as second travel information 21 from the passengers 22 waiting in or near the train station 2. The second travel information 21 is obtained electronically at a first point in time at train station 2. Additionally, second travel information 21 can be obtained electronically from passengers 22 still waiting at other train stations 2 (here not shown). Based on this second travel information 21 , the number of passengers on the train 1 of the train service at a second point in time, which is either identical to the first point in time or lies in the future of it by taking into account the second travel information 21 , is calculated. The calculation again can take into account historical data and/or statistical models. This allows the calculation of an estimate for the passengers 12 on the train 1 at the first point in time despite no travel information being obtained from the passengers 12 in train 1.s This passenger number will have to rely here on historical data and statistical models which for example can be obtained from data base 15. However, passenger numbers for a second point in time which lies past the time when the train 1 will have left the train station 2 becomes less reliant on historical data and statistical models as the second travel information 21 contains specific information on individual travellers, such as departure train station and arrival train station. The second travel information 21 is obtained by communication with the mobile devices 26 possessed by passengers 22.
All other functionalities of the second embodiment are identical to the functionalities of the first embodiment shown in figure 1.
Figure 3 shows a schematic drawing of a third embodiment of a system to implement a method for deriving train travel information by calculating the number of passengers on a train service. This embodiment calculates the passenger numbers on the train 1 at the second point in time by taking into account the first travel information 11 and the second travel information 21 together. In other words, rather than relying on only one set of information, the third embodiment electronically obtains the first travel information 11 and the second travel information 21 together and calculates a passenger number based on this larger set of information. This not only produces a more reliable result, but also reduces the error of the forecasted results.
Again, all other functionalities of the third embodiment are identical to the
functionalities of the first embodiment shown in figure 1 and the second embodiment in figure 2. Figure 4 shows a schematic flow chart of a first embodiment of a method for deriving train travel information according to present invention by calculating the number of passengers on a train service which comprises the following steps:
Obtaining electronically first travel information 11 on passengers 12 travelling on a train 1 of the train service at a first point in time (first step 101 );
Calculating the number of passengers on the train 1 at a second point in time, which is either identical to the first point in time or lies in the future of it, by taking into account the first travel information (second step 102).
Figure 5 shows a schematic flow chart of a second embodiment of a method for deriving train travel information according to present invention by calculating the number of passengers on a train service which comprises the following steps:
Obtaining electronically second travel information 21 on passengers 22 waiting in or near one or more train stations 2 at the first point in time (first step 201 );
Calculating the number of passengers on a train 1 of the train service at a second point in time, which is either identical to the first point in time or lies in the future of it, by taking into account the second travel information 21 (second step 202) .
Figure 6 shows a schematic flow chart of a third embodiment of a method for deriving train travel information according to present invention by calculating the number of passengers on a train service which comprises the following steps:
Obtaining electronically first travel information 11 on passengers 12 travelling on a train 1 of the train service at a first point in time and obtaining electronically second travel information 21 on passengers 22 waiting in or near one or more train stations 2 at a first point in time (first step 301 );
Calculating the number of passengers on the train 1 at the second point in time by taking into account the first travel information 11 and the second travel information 21 together (second step 302).

Claims

1. A system for deriving train travel information including the following
components:
an electronic receiver unit (31 ) configured to obtain first travel information (11 ) on passengers (12) travelling on a train (1 ) of a given train service at a first point in time and another or the same receiver unit (31 ) configured to obtain second travel information (21 ) on passengers (22) waiting in or near one or more train stations (2) at the first point in time;
a calculation unit (32) configured to calculate the number of passengers on the train (1 ) at a second point in time, which is either identical to the first point in time or lies in the future of it, by taking into account the first travel information (11 ) and the second travel information (21 ) together.
2. A system for deriving train travel information including the following
components:
an electronic receiver unit (31 ) configured to obtain first travel information (11 ) on passengers (12) travelling on a train (1 ) of a given train service at a first point in time;
a calculation unit (32) configured to calculate the number of passengers on the train (1 ) at a second point in time, which is either identical to the first point in time or lies in the future of it, by taking into account the first travel information (11 ).
3. A system for deriving train travel information including the following
components:
an electronic receiver unit (31 ) configured to obtain second travel information (21 ) on passengers (22) waiting in or near one or more train stations (2) at the first point in time;
a calculation unit (32) configured to calculate the number of passengers on the train (1 ) of the train service at a second point in time, which is either identical to the first point in time or lies in the future of it, by taking into account the second travel information (21 ).
4. A method for deriving train travel information by calculating the number of passengers on a train service which comprises the following steps:
Obtaining electronically first travel information (11 ) on passengers (12) travelling on a train (1 ) of the train service at a first point in time and obtaining electronically second travel information (21 ) on passengers (22) waiting in or near one or more train stations (2) at a first point in time;
Calculating the number of passengers on the train (1 ) at the second point in time by taking into account the first travel information (11 ) and the second travel information (21 ) together.
5. A method for deriving train travel information by calculating the number of passengers on a train service which comprises the following steps:
Obtaining electronically first travel information (11 ) on passengers (12) travelling on a train (1 ) of the train service at a first point in time;
Calculating the number of passengers on the train (1 ) of the train service at a second point in time, which is either identical to the first point in time or lies in the future of it, by taking into account the first travel information (11 ).
6. A method for deriving train travel information by calculating the number of passengers on a train service which comprises the following steps:
Obtaining electronically second travel information (21 ) on passengers (22) waiting in or near one or more train stations (2) at a first point in time;
Calculating the number of passengers on a train (1 ) of the train service at a second point in time, which is either identical to the first point in time or lies in the future of it, by taking into account the second travel information (21 ).
7. A method for deriving train travel information pursuant to any of claims 4-5, c h a r a c t e r i z e d i n t h a t
the first travel information (11 ) relates to booking information which is obtained electronically and wirelessly from mobile devices (16) which are carried by passengers (12) travelling on the train (1 ).
8. A method for deriving train travel information pursuant to claim 4 or claim 6, characterized in that
the second travel information (21) relates to booking information which is obtained electronically and wirelessly from mobile devices (26) which are carried by passengers (22) waiting in or near the one or more train stations (2).
9. A method for deriving train travel information pursuant to any of claims 4-8, characterized in that
a passenger density is calculated from the number of passengers on the train service at the second point in time taking into account the overall passenger capacity on the train (1 ) for the train service.
10. A method for deriving train travel information pursuant to any of claims 4-9, characterized in that
a travel announcement is produced taking into account the number of passengers on the train (1 ) at the first or second point in time and/or the available passenger capacity on the train (1 ) for the train service.
11. A method for deriving train travel information pursuant to claim 10,
characterized in that
the production of the travel announcement also takes into account historic data on passenger numbers for the train (1 ) of the train service.
12. A method for deriving train travel information pursuant to claims 10 or 11 , characterized in that
the travel announcement provides information on the train (1) indicating whether the passenger density lies above or below a given threshold.
13. A method for deriving train travel information pursuant to any of claims 4-5 or 7-12,
characterized in that
the first travel information (11 ) on passengers (12) includes the travel destinations of the passengers (12) travelling on the train (1).
14. A method for deriving train travel information pursuant to any of claims 5-12, characterized in that
the second travel information (21) on passengers (22) includes the departure stations and the destination stations of the passengers (22).
15. A method for deriving train travel information pursuant to any of the preceding claims,
characterized in that
the second point in time can be determined by a person electronically operating a computer device (30).
PCT/EP2020/066815 2019-06-25 2020-06-17 Method and system for calculating the number of passengers on a train WO2020260103A1 (en)

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