Transport Scheduling for Sustainable Urban Development in Italy
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Transport Scheduling for Sustainable Urban Development in Italy 1George Cristian Lazaroiu, 2Michela Longo and 3Mariacristina Roscia 1Department of Power Systems, University POLITEHNICA of Bucharest, Romania 2Department of Energy, Politecnico di Milano, Italy 3Department of Design and Technology, University of Bergamo, Italy Submitted: July 07, 2013 Accepted: July 27, 2013 Published: March 29, 2014 INTRODUCTION paper on optimization methods for train scheduling is conducted (Cordeau et al., 1998; Oh et al., 2004; In Europe, the rail networks have complex train Törnquist, 2005; Ahuja et al., 2005). Caprara et al. services that require careful scheduling. This process (2006) presented a review on passenger railway considers the existing infrastructure avoiding possible optimization focused on European rail networks conflicts between different classes of trains traveling dominated by passenger trains. A survey on network towards and between stations on the same rail corridor. models for rail planning and scheduling is conducted The accessibility impact of a high speed rail line in the (Harrod, 2012; Gorman and Harrod, 2011). Technical UK is estimated using accessibility indicators (namely reference to timetabling models organized by track changes in travel time) (Martínez Sánchez-Mateos and structure (single track, double track, or station tracks) is Givoni, 2012). They state that to ensure that made (Lusby et al., 2011). accessibility benefits are spread on the served areas, The understanding of preferred methods of any new rail line and especially the stations on it, must passenger transportation, amounts and types of freights be planned with careful considerations of the current moved, can project future infrastructure improvements alignment of the conventional network. necessary to create more reliable and efficient methods The train scheduling, in Italy, requires also the of transportation (Lazaroiu and Roscia, 2012). The assignment of time and platforms at busy stations. In increase awareness of environmental challenges this way, in addition to avoiding conflicts between determines important efforts to promote environmental trains of different speeds entering or exiting such sustainability and green supply chain management station, the establishment of sufficient permitted (Dolara et al., 2012). headways (time gaps between trains), dwell time (stop The objective of the study is to investigate, time for a train at a platform), trip time is realized. considering the increase of freight quantities, the Investigation of the impacts of the high speed rail line expansion of infrastructure and the efficient between Rome and Naples in Italy is conducted on the management of current operations with improved train basis of a survey carried out in March 2008, timetables for sustainable urban development and highlighting the impact of the railway on the mobility mobility growth. In Italy, the freight railways represent choices (i.e., increase in trip frequency, new trips never a major mean to transport commodities from ports to done before, etc.) (Cascetta et al., 2011). far inland destinations. The Genoa rail corridor, in Train scheduling is one of the most challenging north-west of Italy, has a very complex track and difficult problems in railway planning. A survey configuration and complex junction intersections, with Corresponding Author: George Cristian Lazaroiu, Department of Power Systems, University POLITEHNICA of Bucharest, Romania a constrained capacity network shared by a large • Administrative and geographic complexity: The number passenger and freight trains. Thus, due to analyzed metropolitan area is the so called capacity constraints, more and more trains are traveling Genovesato, i.e., the hinterland of Genoa city on a limited number of tracks, with freight railway where 1250000 citizens are living, of which more using a reduced transport capacity. Efficient planning than half is outside Genoa city. and scheduling tools are needed to manage the existing • Convergence of 3 national lines and 1 local line: resources used also for passenger transportation. The Genoa node represents the intersection of three railway lines: Turin/Milan-Genoa, Genoa- Ventimiglia-France and Genoa-Pisa-Rome. In MATERIALS AND METHODS addition, a local line Genoa-Ovada-Acque Terme is entering the Genoa railway node. Genoa, the residence of Liguria district, represents • The port existence: The Genoa port is developing an administrative area of 23458 ha plus 427 ha of port in accordance with city demand. area. The population is about 612000 citizens and • Small urban center: From geographical point of represents the larger port for merchandise transportation view, Genoa city is placed between the sea and the (58 mil. t in 2007). The peculiarity of the analyzed node mountains. This implies the superposition of consists of: railway lines with street and highway systems, Arquata Scrivia Lines Legend 2 1 1 Giovi line Ronco j. Gallery line 2 Succursale line Disaffected line RONCO SCRIVIA 2a Succursale line via Sussidiario I Not-used joint or stop 2 1 2b Succursale line via Bastioni Used station or stop Busalla j. 3 Granarolo line Freight halt 4 S.Lazzaro Alta line BORGO FORNARI 2 1 5 S.Lazzaro Bassa line MIGNANEGO BUSALLA Connections 6 Ponente line 7 Ovadese line I Ronco junction – Busalla junction PIANO ORIZZONTALE DEI GIOVI 8 Traversata Vecchia line II Rivarolo junction – Bersaglio junction GENOA 9 Traversata Nuova line III Voltri connection PONTEDECIMO 1 10 S.Tomaso line 2 IV Molini curve S. Quirico GENOA S. BIAGIO 11 C.Colombo line V Rivarolo – Campasso junction GENOA BOLZANETO 12 Levante line Double junction Tegino 17 VIa S. Limbania junction Succursale 13 Sommergibile line Rivanolo j. VIb S. Benigno – S. Limbania junction 14 del Campasso line V 3 Freight Fegino 15 del Trincerone line belt j. 17 2 16 del Romairone line 14 V Ovada 7 Fegino 17 Trasta-Campi line II GENOA GENOA Polcevere GENOVA ACQUASANTA COSTA j. RIVAROLO 18 Voltri Mare line 2 1 III 7 Compasso N 7 GENOA Quadrivio Torbello GENOA 14 BORZOLI 17 GRANARA Corvi j. 2b GENOA Compasso S PIAZZA PRINCIPE Sampierdarena 3 Smistamento 3 11 9 Campi 4 8 4 2a 10 13 S.Limbania 5 14 5 Traversata Terralba j. IVa Sampierd. j. 2a GENOA GENOA Forni IV VIa Santa Limbania 8 9 III GENOA 2b QUARTO NERVI SESTRI PON. 4 8 GENOA 6 6 5 12 GENOA 12 VOLTRI GENOA GENOA VIb GENOA 6 Cornigliano 14 STURLA GENOA PEGLI CORNIG. GENOVA BRIGNOLE La Spezia 6 j. QUINTO SAMPIERDARENA Savona GENOA 18 PRA 13 San Benigno 16 Voltri Mare Sommergibilo j. 13 15 Bacino Fig. 1: Infrastructure of Genoa rail corridor leading to a competition for best use of coastal and 60 mountain corridors limited by hydrologic 58 constraints. 56 • Position as “entrance for Europe”: Passing point between Europe and countries at the Mediterranean 54 sea, like Africa countries. 52 • Infrastructure constraints of the railway lines: Milliontones 50 Mainly represented by slope, curve and 48 underground railway lines. 46 • High service heterogeneity: The city railway node 2004 2005 2006 2007 2008 2009 2010 2011 is highly heterogeneous as long and average distance trains, regional and merchandise trains are Fig. 2: Variation of total freights displacement within Genoa entering the Genoa city. This fact critically affects port between 2004 and 2011 the coastal corridors, where many trains are using 180 only single line for both moving directions. 160 140 The railway tracks in Genoa node are extremely 120 complex and meshed, particularly in the triangle 100 Bolzaneto, Sampierdarena and Principe Square. 80 Figure 1 illustrates the Genoa rail corridor, highlighting 60 the track lines and junction lines. In addition, the Freight trains/year 40 passenger and freight stations are shown. The 20 infrastructure of the rail corridor Genoa-North (Giovi 1 0 and Succursale 2 track lines) have double track 2004 2005 2006 2007 2008 2009 2010 2011 corridor. The coastal corridors of Ponente and Levante Fig. 3: Variation of freight trains within Genoa port between have infrastructure constraints and small capacity. The 2004 and 2011 Ponente rail corridor enters in the Genoa city through 2.600 two tracks, illustrated in Fig. 1 with the numbers (4) and (5). 2.500 The coastal railway of Levante has four lines 2.400 n between Principe Square and Brignole Station and o 2.300 additional two lines are entering the underground path illi M 2.200 Bivio Traversata. In particular, the urban rail corridor 2.100 illustrated in Fig. 1 comprises the Traversata Vecchia line (8) toward the sea, Traversata Nuova line (9) 2.000 toward the mountain, the San Tomaso line (10) which is 1.900 the even track of San Lazzaro-Bassa rail and the 2007 2008 2009 2010 2011 Cristofor Columb line (11) which is the odd track of Year San Lazzaro-Bassa rail. For completeness, the Ovadese Fig. 4: Variation of passenger×km of Liguria regional rail line (7) is creating a junction with Succursale line transport within the unused Polcevera station. The critical complexity of Genoa infrastructure The leadership port position of Genoa is node is observed within the triangle Rivarolo, contradictory and unbalanced due to an inadequate Sampierdarena and Piazza Principe. inter-modality planning between then avalandrail The freight rail corridor is a ring network transportation. The variation of total freights moved connecting the North route, through the double unused within the Genoa port between 2004 and 2011 is stations Fegino Succursale, with the discharging stops illustrated in Fig. 2. The variation of freight trains in the of Sampierdarena, Bacino, San Benigno, Campasso and afterwards again with the North route. Thus, the Genoa Genoa port between 2004 and 2011 is illustrated in node allows the freight exchange between the Port and Fig. 3. the Padana plain, without the inversion of freight trains Comparing the total freights displacement (Fig. 2) traveling direction. In this way, a transshipment and the variation of freight trains within Genoa port development is achieved. However, nowadays, the (Fig. 3), separately developments need to be fulfilled, freight rail corridor is not infrastructural as the two systems are independent one with the other.