Available online at www.sciencedirect.com Available online at www.sciencedirect.com ScienceDirect ScienceDirect AvailableTransportation online Research at www.sciencedirect.com Procedia 00 (2019) 000–000 Transportation Research Procedia 00 (2019) 000–000 www.elsevier.com/locate/procedia ScienceDirect www.elsevier.com/locate/procedia Transportation Research Procedia 44 (2020) 137–144

LOGI 2019 – Horizons of Autonomous Mobility in Europe LOGI 2019 – Horizons of Autonomous Mobility in Europe Possibility of Increasing the Railway Capacity of the R106 Regional Possibility of Increasing the Railway Capacity of the R106 Regional Line by Using a Simulation Tool Line by Using a Simulation Tool Ivica Ljubaja*, Matea Mikulčića and Tomislav Josip Mlinarića Ivica Ljubaja*, Matea Mikulčića and Tomislav Josip Mlinarića aFaculty of Transport and Traffic Sciences, University of , Vukelićeva 4, 10000 Zagreb, aFaculty of Transport and Traffic Sciences, University of Zagreb, Vukelićeva 4, 10000 Zagreb, Croatia

Abstract Abstract In this paper, emphasis is placed on the R106 regional line, given its relevance to the daily mobility of residents from the Zagorje Inregion this paper,to the emphasisCroatian capital,is placed Zagreb. on the R106The R106 regional railway, line, givenon the its one relevance hand, enables to the dailytraffic mobility to the railwaysof residents of thefrom neighbour the Zagorjeing Republicregion to ofthe , Croatian andcapital, on theZagreb. other Theit is R106connection railway, to theon theregional one hand, railway enables R201 traffic Zaprešić to the- Varaždin railways andof thethe neighbourinternationaling Republiccorridor M101 of Slovenia, as a connection and on the with other Zagreb. it is Partconnection of the R201to the line regional is stock railway Zaprešić R201 – ,Zaprešić the - sectionVaraždin to andwhich the the international R106 line corridorconnects M101and is ascurrently a connection being withoverhauled, Zagreb. electrified Part of the and R201 equipped line is withstock modern Zaprešić signalling – Zabok, devices. the section Upon to completion, which the R106 it will lin bee possibleconnects toand utilize is currently 50% more being capacity overhauled, of that electrified section of and the equipped railway, butwith also modern to include signalling it in thedevices. Zagreb Upon sub -completion,urban ring. itTh willis will be increasepossible tomobility utilize 50%throughout more capacity the entire of thatZagorje section region. of the Consequently, railway, but also to meetto include the generated it in the Zagreb increase sub in-urban demand, ring. it Th willis will be necessaryincrease mobility to increase throughout the number the entireof trains Zagorje on line region. R106, Consequently, but also to increase to meet its the existing generated capacity, increase as itin will demand, gain evenit will mor bee importance,necessary to bothincrease for regional the number traffic of andtrains for on daily line local R106, migration but also of to the increase population its existing to go to capacity, business, as administrative it will gain even and morothere needs.importance, In view both of for this, regional the paper traffic describes and for mentioneddaily local specificmigration circumstances, of the population which to givego to risebusiness, to the administrativeneed for more and detailed other researchneeds. In and view looks of this,at the the existing paper technicaldescribes characteristicsmentioned specific of the circumstances, R106 line. Accordingly, which give additional rise to the measures need for are more provided detailed for railresearch and station and looks security, at the whose existing impact technical on capacity characteristics will be determined of the R106 through line. Accordingly, simulation using additional the Opentrack measures software are provided packag fore. Therail andimplementation station security, of the whose proposed impact measures on capacity would will contribute be determined to increase through the simulation capacity of using the R106 the Opentrack line, but alsosoftware to increase packag itse. importanceThe implementation not only atof regionalthe proposed level measuresbut also in would the context contribute of border to increase and international the capacity traffic. of the R106 line, but also to increase its importance not only at regional level but also in the context of border and international traffic. © 2019 The Authors. Published by Elsevier Ltd. © 2020 The Authors. Published by Elsevier Ltd. ©This 2019 is an The open Authors. access Publis articlehed under by Elsevierthe CC BY Ltd.-NC -ND license https://creativecommons.org/licenses/by-nc-nd/4.0/) This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/) PeerThisPeer-review- isreview an open line:under access Peer responsibility -articlereview under under of the responsibilitythe CC scientific BY-NC of-committeeND the license scientific of https://creativecommons.org/licenses/by the committee LOGI 2019 of the– HorizonsLOGI 2019 of –Autonomous Horizons-nc- nd/4.0/of MobilityAutonomous) in Europe. MobilityPeer-review in Europe line: Peer -review under responsibility of the scientific committee of the LOGI 2019 – Horizons of Autonomous MobilityKeywords: in : REuropeegional railway line; integrated passenger transport system; railway capacity; simulation; Opentrack Keywords: : Regional railway line; integrated passenger transport system; railway capacity; simulation; Opentrack

* Corresponding author. Tel.: +385 1 245 7719 * ECorresponding-mail address: author. [email protected] Tel.: +385 1 245 7719 E-mail address: [email protected] 2352-1465 © 2019 The Authors. Published by Elsevier Ltd. 2352This -is1465 an open © 2019 access The article Authors. under Published the CC BYby Elsevier-NC-ND Ltd. license https://creativecommons.org/licenses/by-nc-nd/4.0/) ThisPeer- isreview an open line: access Peer- articlereview under under the responsibility CC BY-NC of-ND the license scientific https://creativecommons.org/licens committee of the LOGI 2019 – Horizonses/by-nc- nd/4.0/of Autonomous) Mobility in Europe Peer-review line: Peer-review under responsibility of the scientific committee of the LOGI 2019 – Horizons of Autonomous Mobility in Europe

2352-1465  2020 The Authors. Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/) Peer-review under responsibility of the scientific committee of the LOGI 2019 – Horizons of Autonomous Mobility in Europe. 10.1016/j.trpro.2020.02.020

10.1016/j.trpro.2020.02.020 2352-1465 138 Ivica Ljubaj et al. / Transportation Research Procedia 44 (2020) 137–144 2 Ljubaj et al./ Transportation Research Procedia 00 (2019) 000–000

1. Introduction

Railway traffic has an increasing role in the transport of large volumes of passengers and goods from one place to another due to the specific needs of users. In order to better meet the customer's needs, it is necessary to provide the best possible quality service. This requires railway lines of adequate characteristics. Line R106 is a regional line in - Zagorje County which connects the whole county. However, this line is at the end of its exploitation cycle due to long time non-maintenance. In order to maintain their function and to be able to provide quality transportation services in the area through which it passes, it is necessary to modernize and adapt it to modern demands and needs of railway transport users. One of these requirements is certainly a shorter and faster journey, as a large number of passengers use rail transport to their final destination in Zagreb. In this paper a brief review of previous research and methodology is given together with the description of the region and railway line which it passes and the problems which were detected on this line. After analysing the problem, an overview of several realistically possible variants of the proposed solutions to the detected problems will give, as well as their simulations on a pre-made model of the railway line, which was verified and corresponds to the real state. After testing all variants, the one that gives optimal results is selected and upgraded and proposed for implementation. Finally, a proposal is made for a new timetable organization based on the best use of the Diesel Motor Unit (DMU) and the shortest travel time and final conclusion is given.

2. Literature review and methodology

Many authors conducted different research of regional public passenger transport in Croatia. Some of them gave different proposals and solutions. The author (Mikulčić et al. 2017) analysed the work on the regional R201 and R106 and local L202 lines and gave suggestions for new variants of the traffic organization on the R201 line. The impact of the repaired and modernized line on the other connected lines it is was also analysed. Author (Goluban 2019) in his work observed a new organization of public passenger transport after the modernization of the railway and gave suggestions of different variants of the traffic organization. Other authors (Abramović and Šipuš 2020); (Gasparik et al. 2015) also investigate the quality of regional public passenger transport and by survey question passenger's opinions about their satisfaction with transport services. In paper (Ljubaj et al. 2018), it was mentioned and proved that after the modernization, the capacity increase of the R201 line is 40%. Such an increase in available capacity will certainly have an impact on the number of newly introduced passenger trains. The same author (Ljubaj et al. 2017) analysed the area of the Krapina - Zagorje County and made suggestions how railway can become the point of integration of public passenger transport, which is a core of the transport charge (Abramović 2013). Such an organization of integrated passenger transport would certainly make more sense if the railway's transport capacity was maximized, and if all carriers included in the integrated tariff system were harmonized and operated as a single system (Ricci et al. 2017). The proposed points of integration coincide with the development of the railway line and its inclusion in the border transport with neighbouring Slovenia. From the above analysis, it can be concluded that research on regional passenger transport from various aspects is needed, and provides specific results, conclusions and ideas for further research. In this paper, the methods of analysis and comparation was used, together with simulation method. With analysis method the current status and bottlenecks on the observed part of the network will be determined. Comparation will be used for comparing result of different variant, and simulation method will used for simulating different scenario of different variant (Stopka et al., 2017).

3. Analysis of existing conditions in the area

For the importance of the whole region is very important its location, development of region and transport connections in the region. Also, it is very important accommodation rail network and railway lines, because the railways only can answer with his transport capacity in passenger and freight transport on the demands and needs of users. Therefore, this section of article will give a brief description of the region that the railway connects, the main Ivica Ljubaj et al. / Transportation Research Procedia 44 (2020) 137–144 139 Ljubaj et al./ Transportation Research Procedia 00 (2019) 000–000 3

characteristics of this railway R106, and description of the reconstructed section of the Zaprešić - Zabok railway after the reconstruction and modernization has been completed.

3.1 Analysis of Krapina – Zagorje County

Krapina – Zagorje county is in the north-western part of the Croatia and represents a stand-alone geographical area with the neighbouring counties of Zagreb and Varaždin counties. It is extremely well positioned in relation to Zagreb, the capital of Croatia. However, far a certain area to be favourable for life and for work, beside a developed economy, a high level of public transport is needed. These railways and roads are directly connecting the central part of the county with bigger cities Zagreb and Varaždin and also neighbouring Slovenia and beyond to with the whole Central Europe. For this reason, it is necessary to make the most of this geotraffic position and organise public passenger transport in operation as soon as possible, offering a safer and more quality transport for end users from the start to the end point of the trip. The surface area of the county is 1.229 km2 with a population of 132.892 with an average population density of 108. (DZS 2011) The location of the county is shown in figure 1.

Fig.1. The location of Krapina - Zagorje countyand main towns. Source: authors

The county comprises seven towns and twenty-five municipalities. The seat of the county is Krapina, and the rest of the towns include: Zabok, Zlatar, and , , and . The county is abundant in natural resources, numerous cultural sights (many Baroque mansions, churches and castles), health sapas, historical heritage, and findings of the prehistoric man in Krapina.

3.2 Analysis of railway line R106 Zabok – Đurmanec state border

The regional railway line R106 Zabok – Đurmanec state border shown in Figure 2 is designed for regional passenger and freight traffic, with the total length of this track is 24.2 km. The line has in the past and a great importance for the economic development of the regions it passes through. The railway line is connected to the railway lines of the Republic of Slovenia. Therefore, it the railway line has a certain importance in border transport also non-electrified, i.e. the merger of the border regions of neighbouring countries. This railway line is a single- track, no-electrified with stopping distance equals 700 meters. Track isn’t equipped with absolute permissive block (APB) signalling and safety devices. On the whole railway, only the Krapina station is equipped with electric relay interlocking safety device. Station Zabok is currently equipped with an outdated simple electro-mechanical safety device. There are total of 4 stations and 7 stops throughout this railway line. The railway line is lowland character with an average gradient rise of around 5‰. Its construction was carried out almost entirely from the beginning in Zabok in the ascent to the station Đurmanec and further to the state border. The technical condition of the upper 140 Ivica Ljubaj et al. / Transportation Research Procedia 44 (2020) 137–144 4 Ljubaj et al./ Transportation Research Procedia 00 (2019) 000–000 structure of the railway line was not satisfactory, because the last major overhaul of that railway was using second- hand material around 1980. This line is B2 axle load category to Krapina station which means 180 KN/axle and to Đurmanec state border is C4 axle load category which means 200 KN/axle. The average speed allowed on the line is 50 km/h. The daily number of trains on the section Zabok - Đurmanec 32 for passenger transport, of which 6 of the border trains are connected with neighbouring Slovenia, and the 4 train for freight transport. The average travel time on this section is 35-40 minutes. Capacity of this railway line is 50 trains. (HŽ Infrastruktura d.o.o. 2018) (HŽ Infrastruktura d.o.o. 2007)

Fig.2. Regional railway line R106. Source: authors

3.3 Analysis of limits on R106 railway line

Earlier in the article it was mentioned that the R106 regional line is of great importance for the Krapina – Zagorje county and the region it passes through, as well as for cross-border train traffic. Also, in the last couple of years, the maximum permitted speed has been reduced to just 50 km/h because there were any investment and the track wasn’t maintained. This speed has increased travel time, and now stands at 35-40 minutes, depending on the time of day and traffic situation (increasing passengers trains). Also, after modernization of railway line R201, which will be included in the suburban area of Zagreb (suburban traffic ring), due to the increased available capacity certainly will be necessary to introduce additional trains in traffic. This is supported by the fact that due to the shortening of the journey on the section Zapresic - Zabok, it is possible to turn the Electro Motor Units (EMU) between these two stations in a cycle of 30 minute. As a result, a new situation will occur that significantly increases the number of trains at Zabok station in one hour. Such a traffic organization can observe at least 2 trains from the direction of Zagreb and Zaprešić towards Zabok and opposite, as well as many trains in the other direction. This will, of course, have the effect of altering the current organization of train traffic on the R106 line, since all or most of the new trains need to be coordinated by arrivals and departures for the direction of Krapina and Đurmanec(Goluban 2019). In this context, the continuation of this paper will provide the proposals for the modernization of the railway line R106 supported by simulation variants, in order to adequately attempted to influence the trade and better use of DMU-s in order to ensure greater substitution of trains at a railway station Zabok.

3.4 Analysis of characteristic of newly overhauled line R201 on Zaprešić – Zabok section

Building works are currently underway on reconstruction and modernization railway line R201 Zaprešić – Zabok section. The most important novelty is the increasing of the maximum permitted speed from 60 km/h to 120 km/h. Also, tracks and station will be equipped with modern signalling and safety devices and automatic permissive block interlocking device and blocks signals. This section will be electrified with 25kV 50 Hz system, which results in more economical train trains running all the way from Zagreb Main Station to Zabok. Train driving control will be centralized from one location in Zabok station. From this place all train traffic will be regulated on the entire Zaprešić – Zabok section. These factors will greatly affect the capacity of that section of the railway line. New Ivica Ljubaj et al. / Transportation Research Procedia 44 (2020) 137–144 141 Ljubaj et al./ Transportation Research Procedia 00 (2019) 000–000 5 capacity will increase from 56 to 87 trains per day. This is an increase of almost 40% (Ljubaj et al. 2018). This will certainly result in increased number of passenger trains, since they will be made up of modern EMU that have better performance and better exploitation properties (lower energy consumption) and will now be able to operate on the entire section without standing and any change to station Zabok.

4. Proposal variants and simulation of a new organization of traffic on the railway line R106

After detection of problems on line R106 in the form of increased travel time and speed reduction, in the following section variants for its possible of improvement are planned considered. The variants are split up so that more of them can be simulated with the Opentrack software tool, and then the optimal and most useful ones can be determined, to serve as a basis for further analysis and simulations. As mentioned earlier, the software tool gives us insight into new possibilities and new variants of organizing railway traffic without interfering with the operation of railway traffic.

4.1 Variant 1 – current state

This section will simulate the current situation on the line. Therefore, station Zabok is provided with outdated signalling and safety devices, Sveti Križ Začretje station doesn’t have signalling - safety interlocking device, and no home and exit signals, Krapina station has a electro relay signalling - safety interlocking device, and Đurmanec station also doesn’t have a signalling - safety device and no home and exit signals. Speed on the track also remain unchanged and amount to 50 km/h on the entire line section. The result of this simulation shows that current train running time without increasing is 39 minutes.

Fig. 3. Speed diagram for variant 1. Source: authors

4.2. Variant 2 – increasing speed to 60 km/h

This variant will simulate situation with minimal increase in speed on the railway line at 60 km/h. The stations on track kept the existing mode of insurance. The result of this simulation shows minimum reduction in train running time to 35 minutes. It is important to mention that the train runs at maximum speed at 60 km/h on 12,4 km in the direction Đurmanec and 14 km in the Zabok direction shown in figure 4.

Fig. 4. Speed diagram for variant 2. Source: authors 142 Ivica Ljubaj et al. / Transportation Research Procedia 44 (2020) 137–144 6 Ljubaj et al./ Transportation Research Procedia 00 (2019) 000–000

4.3. Variant 3 – increasing speed to 70 km/h

Third variant will simulate situation with minimal increase in speed on the railway line at 70 km/h. The stations on track kept the existing mode of insurance. The result of this simulation shows reduction in train running time to 34 minutes. However, in this case the train runs at maximum speed at 70 km/h on 5 km in the direction Đurmanec and 9,5 km in the Zabok direction shown in figure 5.

Fig. 5. Speed diagram for variant 3. Source: authors

4.4 Variant 4 – increasing speed to 80 km/h

Fourth variant will be simulated situation with minimal increase in speed on the railway line at 80 km/h. The stations on track kept the existing mode of insurance. After simulation of this variant minimum reduction in train running time stay equal as for previous variant. This time is 34 minutes. Train runs at maximum speed at 80 km/h only 0,9 km in the direction Đurmanec and 3,8 km in the Zabok direction shown in figure 6.

Fig. 6. Speed diagram for variant 4. Source: authors

4.5 Proposal for a new traffic organization after upgrading the R106 railway line

By analysing the results obtained by simulating process and the given parameters (tested maximum speed, running times and total length of path running at maximum speed per direction) it can be concluded with the fact that the optimal variant is the one in which the speed on the line is raised to 70 km/h (Variant 3). Also, if in the future will used more modern DMU with better power and running performance, this variant will produce much better results. Due to the fixed positions of stations and stops on the R106 railway line and stopping of the trains to change passengers, the train runs for a very short time with a full speed. Consequently, once the maximum permitted speed is achieved, soon it must start braking in order to approach the stopping point. This organization also provides Ivica Ljubaj et al. / Transportation Research Procedia 44 (2020) 137–144 143 Ljubaj et al./ Transportation Research Procedia 00 (2019) 000–000 7 average driving times between station Zabok and Sveti Križ Začretje of 8 minutes, between station Sveti Križ Začretje and Krapina 14 minutes, and between Krapina and Đurmanac 10 minutes. A proposed timetable in compliance with newly defined capacity enhancement measure on the line, i.e. equipping the station with modern signalling and safety interlocking devices is proposed. Sveti Križ Začretje station Krapina and Đurmanec are equipped with modern signal and safety interlocking devices and a device for controlling inter- station dependencies. These devices make it possible to significantly increase the available railway line capacity and make better use of this capacity. By equipping station with the modern signal - safety devices conducting simulation of their work in real conditions and calculating the parameters for the timetable realization, a proposal for a new organization of train traffic on that line is given on the figure 7.

Fig. 7. Proposal for a new organization of train traffic on R106 line. Source: authors As can be seen in the figure, the new proposal uses 3 sets of DMU in such a way that each one operated on a particular section while obtaining a cyclic timetable with the correct departure and driving times of two trains per hour. In order to see how much time one DMU spends on selected section of the rail line in time period of one hour, the so called hourly running time has been selected as relevant parameter. This parameter offers more precise value of effective DMU exploitation than the usual Average daily running time or cycle time of the same DMU. This parameter was calculated as a sum of all individual running times witch DMU actually spends in running on the selected line in a time slot of one hour. Hourly running time of one DMU on the Zabok – Krapina section is 43 minutes. Which means that this DMU in period of one hour spends 71,3% of the time on running. Hourly running time of DMU on the Krapina – Hromec section is 52 minutes or 86,6% of one-hour time. Also, the average technical speed on the Zabok - Krapina section is 51,47 km/h, Krapina – Hromec section 36,11 km/h and commercial is on the Zabok - Krapina section 44,45 km/h, and on the Krapina - Hromec section 31 km/h (Badanjak et al. 2006).

5. Conclusion

The R106 railway is of great importance for the Krapina – Zagorje county and cross-border traffic with the Republic of Slovenia. This is the reason why an additional investment in the railway is required in order to provide a satisfactory level of transport service and to maximize the use of the service. Therefore, this paper presented and 144 Ivica Ljubaj et al. / Transportation Research Procedia 44 (2020) 137–144 8 Ljubaj et al./ Transportation Research Procedia 00 (2019) 000–000 tested an idea of further increase of the maximum allowable speed of operation and possible ways which it is necessary to increase it. After simulating, testing and analysing the data obtained, the optimal increase in speed involves raising the speed at 70 km/h. This improvement can be made with minimal investment in infrastructure or minimal work. However, it is necessary to make additional tests of the track condition itself, since it hasn’t been overhauled for about 40 years, and the exploitation period for which it is expired. The paper also proposes a new organization of the passenger trains on the railway line, since the increase of capacity on the R201 provides increase the number of passenger trains on the section Zabok - Zaprešić - Zagreb GK. This proposal introduces cyclical train running from the point of view of maximum utilization of the DMU and hourly running time. This parameter shows that DMU in period of one hour spends 71,3% of time on running on the Zabok – Krapina section and 52 minutes or 86,6% on Krapina – Hromec section. Therefore, technical and commercial speeds have been increased by this proposal on the Zabok - Krapina section to 51,47 km/h, Krapina – Hromec section to 36,11 km/h technical and commercial speed on the Zabok - Krapina section 44,45 km/h, and on the Krapina - Hromec section 31 km/h. It is important to note that with given proposal the occupancy of the railway capacity is 124.72%. Therefore, such organization doesn’t have to be planned for the whole day, but only in certain periods in the day when the demand for transport is increased. Use of simulation tools is essential for quality organization and traffic planning. Such tools make it easy to copy real situation in computer model, and test specific real-world situations, and based on results of simulations, testing and analysing different variants and their results, can be a great help in deciding how transport will be organized on a particular line, section of railway or node.

Acknowledgments

This paper was conducted within the project “The Development of an STM Device for Ensuring Interoperability of INDUSI and ETCS Technology on Railways” lead by Altpro d.o.o. in collaboration with Department of Railway Transport of the Faculty of Transport and Traffic Sciences, University of Zagreb. Project is funded by the Operational Program Competitiveness and Cohesion 2014 - 2020.

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