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CHAPTER - 1
INTRODUCTION
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1.1 MOTIVATION
The motivation for the research is to provide signallers with better decision support
than is currently available in operational control systems. In this thesis, existing
algorithms for optimal train rescheduling are reviewed and a new algorithm is
developed. In which rescheduling approaches discussed in this thesis, only deal with
timetable disturbances and does not include rerouting of trains.
In certain circumstances, if only one train is delayed, and only a small local area is
considered, train rescheduling can be a straightforward problem. However, as the
number of trains and the geographic area under consideration increase, the problem
becomes more complex. Furthermore, each of the trains may be of a different type
(high speed, commuter or freight). This means that each train will have different
accelerating and braking rates and a different top speed. The problem of deciding
upon an optimal solution then becomes even more complex, even for a simple
scenario.
There are many different algorithms that can be used for optimisation; each has its
own strengths and weaknesses. For real-time train control, in practice, there is a trade
off between computation time and the identification of an optimal solution, i.e., the best
possible solution. It is not straightforward to choose the most suitable algorithm to reduce
the delay. The early chapters of this thesis therefore aim to compare and discuss a number
of potential algorithms suitable for real-time railway control, in terms of required
computation time and solution optimality. Eight optimization algorithms are selected for
testing on four railway rescheduling benchmark scenarios.
Based on a comparison and discussion of the algorithms implementation, the
strengths and weaknesses of these algorithms are concluded with respect to the
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Figure 1-1: Statistics of train lateness in 2010/11by Network Rail (Best and Hyland, 2012)
In recent years, railway operators have sought to find technology based solutions that
can help signallers make improved decisions. Such decision support or automatic
control systems have been deployed on many networks . In general they
rely on straightforward heuristic algorithms. These simple algorithms are able to
provide useful solutions in many cases, but, as situations become more complex, they
do not perform well .Therefore, many researchers throughout the
world have considered the use of more advanced algorithms as part of real-time
optimisation systems for railway traffic management.
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1.4
LIMITATION S OF PROJECT
The Limitation of the project is,When the trains running on the same track, there is a
problem arised of conflicting of trains may be in two ways either in opposite direction or
same direction.
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CHAPTER - 2
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LITERATURE SURVEY
2.1 INTRODUCTION
The operational-level management of railway traffic networks is mostly based on
predefined rules and on the ability of traffic controllers and train dispatchers to detect and
avoid conflicting situations. Delays caused by technical failures, fluctuation of passenger
volumes, and/or weather conditions can be partly absorbed by a stable and robust
timetable In the case of large delays, network managers might be forced to re-route or to
change the order of trains, break connections, or even cancel a scheduled service to
prevent the accumulation of delays in the network. In this paper we design a predictive
feedback controller that computes the most effective actions, based on measurements of
the actual train positions. The control measures are restricted to changing the order of
trains running on the same track. A railway network with rigid connection constraints and
a fixed routing schedule can be modeled using max-plus linear (MPL) models. An MPL
odel is linear in the max-plus algebra, which has maximisation and addition as its basic
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delays
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3)
4)
Problem identification is very easier and solution to the problem became very fast.
2.6 CONCLUSION
We have presented an approach to optimally reschedule trains on a railway network
based on a permutation method.We have modeled the system based on the switching
max-plus framework and showed how the control problem can be recast as a mixedinteger linear programming problem. Compared to previous results we have extended the
control actions to change the departure and arrival order of non-subsequent trains. For a
simple railway network we have shown that by optimally rescheduling trains using the
proposed approach delays can be substantiallyreduced.
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CHAPTER-3
ANALYSIS
TECHNICAL FEASIBILITY:
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ECONOMIC FEASIBILITY:
Economic feasibility attempts 2 weigh the costs of developing and implementing a
new system, against the benefits that would accrue from having the new system in place.
This feasibility study gives the top management the economic justification for the new
system.
A simple economic analysis which gives the actual comparison of costs and benefits
are much more meaningful in this case. In addition, this proves to be a useful point of
reference to compare actual costs as the project progresses. There could be various types
of intangible benefits on account of automation. These could include increased customer
satisfaction, improvement in product quality better decision making timeliness of
information, expediting activities, improved accuracy of operations, better documentation
and record keeping, faster retrieval of information, better employee morale.
OPEARTIONAL FEASIBILITY:
Proposed projects are beneficial only if they can be turned into information systems
that will meet the organizations operating requirements. Simply stated, this test of
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Windows XP
Technology
JAVA 1.6
Application Server :
Tomcat5.0/6.X
Front End
Scripts
JavaScript.
Database
MysQl
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Pentium IV
RAM
256 MB
Hard Disk
80GB
Key Board
Mouse
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use.
These include:
Easily configured using the GUI-based Admin Tool.
Can be loaded and invoked from a local disk or remotely across the network.
Can be linked together, or chained, so that one servlet can call another servlets, or several
servlets in sequence.
Can be called dynamically from within HTML pages, using server-side include tags
INVOKING THE SERVLET:
To invoke a servlet you call it by creating a URL with /servlet/ pretended to the
servlet name. Then enter this URL in your favorite browser to see the output of the
Servlet.
Example:
After installing according to the directions above, access the HelloServlet by entering
the following URL in your favorite browser:
http://server-host-name:8080/servlet/hell
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3.5 CONCLUSION
In this phase, we understand the software requirements specifications for the
project. We arrange all the required components to develop the project in this phase
itself so that we will have a clear idea regarding the requirements before designing the
project. Thus we will proceed to the design phase followed by the implementation phase
of the project.
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CHAPTER 4
DESIGN
4.1 INTRODUCTION
4.1.1 INPUT DESIGN
The input design is the link between the information system and the user. It
comprises the developing specification and procedures for data preparation and those
steps are necessary to put transaction data in to a usable form for processing can be
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Uses of UML
The UML is intended primarily for software intensive systems. It has been used
effectively for such domain as
Enterprise Information System
Banking and Financial Services
Telecommunications
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Structural Diagrams
The UMLs four structural diagrams exist to visualize, specify, construct and
document the static aspects of a system. View the static parts of a system using one of
the following diagrams. Structural diagrams consist of Class Diagram, Object Diagram,
Component Diagram, and Deployment Diagram.
Behavioral Diagrams
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Attribute
Shape
-origin
Name
Move ( )
Resize ( )
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Train simulation
Simulation
+simulation: int
+statistics: int
Default direction
Train Simulation
+auxilary counter: int
+track circuits: int
+slots: int
Speed control
Auxilary counter
+Counts the no.of wheels(): void
Track circuit
+change sthe track(): void
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Use cases
Actors
System boundary
Observes
Train Simulation
user
Simulation
Default direction
Train statistics
Auxilary counter
Simulation speed
Track circuit
24 Slots
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Set Parameters
Start Simulation
Division Head
System
Train status
2) Time sequence is easier to see in the sequence diagram, read from top to bottom
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Object2
Object1
Division Head
Simulation
Train Status
Paramter Initialization
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User
Train Simulation
Simulation
Train Statistics
Auxilary Corner
Track Circuit
24 Slots
Section
Default Direction
1 : Simulate()
2 : Simulate()
3 : Status()
4 : Location Of tarin()
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8 : Sends the information of train()
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Symbols
Initial state
Final state
Action state
Control flow
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Train Simulation
Train Status
Track Circuits
lB section
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Train Simulation
Train Status
Track circuit
Auxilary Counter
Division Head
Train Simulation1
Train Status1
Parameter Initilization
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External Entities
External entities are outside the system but they supply either input data into the
system or used for the system output. They are entities on which the designer has no
control. There may be an organization or other bodies with which system interacts.
Data Flows
Data Flows model the passage of data on the system and represented by the lines
joining the system components. An arrow indicates the direction of flow and line is
labeled by the name of data flow. Flow of data in the system can take place
1) Between two processes
2) From a data store to a process
3) From a process to a process
4) From source to a process
Data flow diagrams are used to describe how the system transforms information. They
define how information is processed and stored and identify how the information flows
through the process.
When building a data flow diagram, the following items should be considered:
1) Where does the data that passes through the system come from and where
does it go.
2) What happens to the data once it enters into the system (i.e., the inputs) and
before it leaves the system (i.e., the outputs).
3) What delays occur between the inputs and outputs (i.e. identifying the needs
for data stores).
Steps to Draw a Data Flow Diagram:
1) Start from the context diagram Identify the parent process and external entities
with their net inputs and outputs.
2) Place the external entities on the diagram. Draw the boundary.
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Identify the data flows needed to generate the net inputs and outputs to the external
entities.
4)
Identify the business processes to perform the work needed to generate the input and
Connect the data flows from the external entities to the processes.
6)
7)
8)
Apply the processes Model Paradigm to verify that the diagram addresses the
Apply the processes Model Paradigm to further validate that the flows to the external
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Data flow
Data Store
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4.3.2 LEVEL 0:
CONTEXT LEVEL DIAGRAM:
4.3.3 LEVEL 1:
TOP LEVEL 0:
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4.3.4 LEVEL 2:
DETAIL LEVEL 0:
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4.4 CODING
CTS.JAVA
import java.awt.*;
import javax.swing.*;
import java.awt.event.*;
public class CTS { //implements ActionListener, MouseListener
// variables
private CTSParameters ctsp;
private CTSScreen ctsScreen;
private CTSEngine ctsEngine;
private CTSStats stats;
/**
* Constructor of this class.
*/
public CTS() {
ctsp = new CTSParameters();
stats = new CTSStats(ctsp);
ctsScreen = new CTSScreen(ctsp,this,stats);
ctsEngine = new CTSEngine(ctsp,ctsScreen,stats);
}
/**
* Starts the simulation.
**/
public void start() {
ctsEngine.start();
ctsEngine.setTimer('s');
}
/**
* Restarts the simulation.
**/
public void restart() {
ctsEngine.setTimer('s');
}
/**
* Pause the simulation.
**/
public void pause() {
ctsEngine.setTimer('p');
}
/**
* Sets the station status to be true or false.
*
* @param st: The station number.
* @param status: The status.
**/
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CTSENGINE.JAVA
import java.util.*;
import java.lang.Thread.*;
import java.awt.event.*;
import javax.swing.Timer;
public class CTSEngine implements ActionListener {
private int simSecs, prevSecs, countTrains, nextTrIns, totalTrains;
private long startTime;
private boolean trIns;
private Timer timer;
private ArrayList trains;
private Random rnd;
private Date date;
private CTSStation[] stations;
private int[][] pathLocks;
private int[][][] platLocks;
private int[][][] waitingQueue;
private int[][][] exitStatPos;
private CTSTrain[][][] map;
private ThreadGroup thrGroup;
private CTSScreen ctsScreen;
private CTSStats ctsStats;
private CTSParameters ctsp;
/**
* Constructor
*
* @param ctsP: An object of class CTSParameters
* @param ctsScr: An object of class CTSScreen.It will be used for updating info on screens.
* @param sts: An object of class CTSStats. It will be used for updating stats.
**/
public CTSEngine(CTSParameters ctsP,CTSScreen ctsScr, CTSStats sts) {
ctsp=ctsP;
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CTS STATION.JAVA
import java.util.*;
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CHAPTER 5
IMPLEMENTATION
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5.1 INTRODUCTION
Implementation is the stage of the project when the theoretical design is turned out
into a working system. Thus it can be considered to be the most critical stage in achieving
a successful new system and in giving the user, confidence that the new system will work
and be effective.
The Implementation stage involves careful planning, investigation of the existing
system and its constraints on implementation, designing of methods to achieve
changeover and evaluation of changeover methods. Implementation can be preceded
through JSP.JSP will be more suitable for dynamic page designing, data sharing and
mining concepts. For maintaining data information we go for MS-SQL as database back
end.
Implementation is the stage of the project when the theoretical design is turned out
into a working system. Thus it can be considered to be the most critical stage in achieving
a successful new system and in giving the user, confidence that the new system will work
and be effective.
The Implementation stage involves careful planning, investigation of the existing
system and its constraints on implementation, designing of methods to achieve
changeover and evaluation of changeover methods.
Implementation is the process of converting a new system design into operation. It is
the phase that focuses on user training, site preparation and file conversion for installing a
candidate system. The important factor that should be considered here is that the
conversion should not disrupt the functioning of the organization.
It is accepted in this context that high local responsiveness and high concurrency
are conducive to individual and group productivity.
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Operational Transformation (OT) has been well accepted in group editors for
archive high local responsiveness and unconstrained collaboration.
Remote operations are transformed before they are executed such that
inconsistencies are repaired.
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CHAPTER 6
TESTING
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2)
3)
A good test case is one that has a high probability of finding error, if it exists.
4)
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Client Needs
Requirements
System Testing
Design
Integration Testing
Unit Testing
Code
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specification accurately.
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6.3 CONCLUSION
In this way we also completed the testing phase of the project and ensured that the system
is ready to go live. Thus we developed a new technology courier system so that people
will have tracking details of their consignments.
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CHAPTER 7
CONCLUSION
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CHAPTER 8
BIBILOGRAPHY
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8.1 REFERENCES
Baccelli, F., Cohen, G., Olsder, G., and Quadrat, J. (1992). Synchronization and
Linearity: An Algebra for Discrete
Event Systems. Wiley.
Goverde, R.M.P. (2007). Railway timetable stability analysis using max-plus system
theory. Transportation Research Part B, 41(2), 179201.
Goverde, R. (2010). A delay propagation algorithm for large-scale railway traffic
networks. Transportation Research Part C: Emerging Technologies, 18(3), 269287.
Heidergott, B. and de Vries, R. (2001). Towards a (max,+) control theory for public
transportation networks. Discrete
Event Systems: Theory and Applications, 11(4), 371398. van den Boom, T. and De
Schutter, B. (2006). Modelling and control of discrete event systems using switching
max-plus-linear systems. Control Engineering Practice, 14(10), 11991211.
[1] A. Atamturk and M. W. P. Savelsbergh. Integer-programming software systems.
Annals
of Operations Research, 2005. To appear.
[2] F. Baccelli, G. Cohen, G.J. Olsder, and J.P. Quadrat. Synchronization and Linearity.
John Wiley & Sons, New York, 1992.
[3] A. Bemporad and M. Morari. Control of systems integrating logic, dynamics, and
constraints. Automatica, 35(3):407427, March 1999.
[4] J.G. Braker. Max-algebra modelling and analysis of time-table dependent
transportation
networks. In Proceedings of the 1st European Control Conference, pages 1831
1836, Grenoble, France, July 1991.
[5] J.G. Braker. Algorithms and Applications in Timed Discrete Event Systems. PhD
thesis,
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