#Train dispatcher 3.5 install
#Train dispatcher 3.5 manual

That is the $100-dollar elephant in the big room. The first drawback, likely the 'ghost in the machine,' would be that in order to make this completely work you will need both TD3 at $45, and Track Builder at $55.

#Train dispatcher 3.5 manual

pdf manual information about CTC Control starts at.

#Train dispatcher 3.5 install

1584, Railroad Research Topics: Costs of High-Speed Rail, Communications-Based Control, and Track Research.The information you gave is from the Train Dispatcher 3.5 (TD3) manual, freely available.Дownload the Train Dispatcher 3.5 Demo, install as Administrator. This paper appears in Transportation Research Record No.Find a library where document is available.railway network to be between $843 million and $1.1 billion. The Association of American Railroads has estimated the cost of positive train control for the entire U.S. The benefit of this would be $200 x 0.123 x 21 x 10 or $520 million annually. Based on this analysis, it should be possible to save (1-0.713/0.813) or 12.3% of total train hours. Benefits available from installing communications-based train control are calculated in terms of additional train minutes per route km available with an increase in dispatching effectiveness based on this analysis. railroad statistics, there are about 21 million train hours of traffic each year. To simplify calculations, a value of $200/hr is used. Based on a previous study of Burlington Northern operations, train delay costs ranged from $163/hr to $266/hr. railroads, further analyses were carried out. To quantify the dollar benefits of such an increase in dispatching effectiveness for U.S. When track km per route km are increased from the average value of 1.3 to 2.0 (double-tracking the entire railroad, holding all other values constant) dispatching effectiveness can be increased from 71.3% to 89.5%-a larger increase than that realized from a reduction in latency, but at much higher cost. For the average line, when latency is progressively reduced from the current value of 15 min to 3.5 min, dispatching effectiveness increases from 71.3% to 81.3%. Examples of the tradeoff between latency and effectiveness and between track capacity and effectiveness also can be calculated. At a latency of 3.5 min, average effectiveness is 81.3%. Dispatching effectiveness, calculated by placing track km per route km, train minutes per route km, and latency at their mean values, was 71.3% (the mean latency was about 17 min). Results of the regression analysis indicate a statistically valid relationship among latency, track capacity, traffic volume, and dispatching effectiveness. To do this, actual train-movement data and minimum train running times for 28 U.S. A mathematical relationship among these three variables is postulated, and a log-log regression analysis is used to develop coefficients that relate each of the three independent variables to dispatching efficiency. This analysis presents a methodology for measuring the efficiency of train dispatching as a product of three variables: (a) the type of train control system (measured by latency, defined here as the interval between occurrence of a schedule deviation and initiation of corrective action) (b) the physical capacity of the route (track km per route km) and (c) train minutes per route km (a measure of both capacity and dispatcher competence). TRAIN DISPATCHING EFFECTIVENESS WITH RESPECT TO COMMUNICATIONS-BASED TRAIN CONTROL: QUANTIFICATION OF THE RELATIONSHIP