Patent Publication Number: US-9896115-B2

Title: System and method for coordinating terminal operations with line of road movements

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims priority to U.S. Provisional Application No. 62/185,587, which was filed on 27 Jun. 2015, and the entire disclosure of which is incorporated herein by reference. 
    
    
     FIELD 
     Embodiments of the subject matter disclosed herein relate to coordinating movements of one or more vehicle systems into and/or out of vehicle yards and along routes that connect the vehicle yards. 
     BACKGROUND 
     Transportation networks formed from many interconnected routes may be concurrently traveled by several different vehicles, such as trains traveling along interconnected tracks. The transportation networks can include terminals and/or rail yards where trains are taken apart into locomotives and rail cars; maintenance, repair, and/or inspection is performed on the locomotives and/or rail cars; locomotives and/or rail cars of various types, capabilities, and operating characteristics are combined into trains for departure; etc. Some terminals and/or rail yards operate according to terminal plans dictated by terminal operating systems. These terminal operating systems can design the plans to designate which operations are performed on the trains, locomotives, and rail cars in order to process the movement of the locomotives and rail cars into, through, and out of the rail yards and/or the terminals. 
     Once a train leaves a terminal and/or rail yard, the train travels along one or more tracks that are outside of, but connect, the different rail yards in the transportation network. These travels may be referred to as line of road movements. The line of road movements may be dictated by schedules determined by a line of road planning or dispatch system. These schedules also can be referred to as line of road plans. The dispatch system can determine the schedules and train make-ups in order to ensure the safe, timely, and cost effective travel of the different trains in the transportation network between the rail yards based on host of variables such as track or train speed restrictions, grades, curves, and the operating characteristics of the vehicles. 
     Currently, each of these different planning domains (e.g., terminal plans and line of road schedules) generates the respective plans without sharing information between the different domains. Little information is available to a line of road dispatch system concerning building of trains emerging from rail yards, and the availability of resources in the rail yard to process trains approaching the yards is not available to the dispatch system. Likewise, there is no real-time data feed provided to the terminal operating systems describing the planned approach of trains heading toward rail yards, and there is no communication of an ability of the tracks outside of the vehicle yards to accept emerging outbound trains from a yard or terminal. 
     BRIEF DESCRIPTION 
     In one embodiment, a composite system includes a road dispatch system and a terminal operating system that coordinate vehicle operations across and/or beyond a planning boundary between the road dispatch system and the terminal operating system to provide more efficient and cost effective operation than either the road dispatch system or the terminal operating system functioning alone. 
     In one embodiment, a method (e.g., for coordinating terminal operations with line of road movements) includes obtaining (at a road dispatch system that schedules movements of vehicle systems in a transportation network) travel parameters related to the movements of vehicle systems on routes that are outside of vehicle yards and terminals in the transportation network, obtaining (at a terminal operating system that plans yard operations within vehicle yards and terminals) yard parameters related to the yard operations performed in the vehicle yards and terminals, communicating the travel parameters from the road dispatch system to the terminal operating system, communicating the yard parameters from the terminal operating system to the road dispatch system, and scheduling and configuring network operations within the transportation network based on the travel parameters and the yard parameters. The network operations that are scheduled include the movements of the vehicle systems on the routes outside of the vehicle yards and the terminals based on the yard parameters and the yard operations to be performed on the vehicle systems in the vehicle yards and the terminals. 
     In one embodiment, a system (e.g., a composite system for coordinating terminal operations with line of road movements) includes one or more first processors configured to obtain (at a road dispatch system that schedules movements of vehicle systems in a transportation network) travel parameters related to the movements of vehicle systems on routes that are outside of vehicle yards and terminals in the transportation network, one or more second processors configured to obtain (at a terminal operating system that plans yard operations within vehicle yards and terminals) yard parameters related to the yard operations performed in the vehicle yards and terminals, a first communication unit configured to communicate the travel parameters from the road dispatch system to the terminal operating system, and a second communication unit configured to communicate the yard parameters from the terminal operating system to the road dispatch system. The one or more first processors are configured to schedule and configure the movements of the vehicle systems on the routes outside of the vehicle yards and the terminals based on the yard parameters and the one or more second processors are configured to schedule the yard operations to be performed on the vehicle systems in the vehicle yards and the terminals based on the travel parameters. 
     In one embodiment, a terminal operating system includes one or more processors configured to obtain one or more parameters of non-propulsion-generating cargo vehicles and to determine which of the non-propulsion-generating cargo vehicles are to be included in a vehicle system assembled in a terminal or yard based on the one or more parameters. The one or more parameters include one or more of an earliest time of availability at which cargo equipment will be available in the terminal or yard, a safety operational characteristic, an efficiency operational characteristic of the one or more non-propulsion-generating cargo vehicles, and/or a priority parameter of the one or more non-propulsion-generating cargo vehicles. The one or more processors are configured to automatically direct equipment within the terminal or yard to assemble the vehicle system based on the one or more parameters. 
     In one embodiment, a method includes obtaining, at a terminal operating system of a terminal or yard, one or more parameters of non-propulsion-generating cargo vehicles, and selecting the non-propulsion-generating cargo vehicles that are to be included in a vehicle system assembled in the terminal or yard based on the one or more parameters. The one or more parameters include one or more of an earliest time of availability at which cargo equipment will be available in the terminal or yard, a safety operational characteristic, an efficiency operational characteristic of the one or more non-propulsion-generating cargo vehicles, and/or a priority parameter of the one or more non-propulsion-generating cargo vehicles. The method also includes assembling the vehicle system with the non-propulsion-generating cargo vehicles that are selected for inclusion in the vehicle system. 
     In one embodiment, a system includes one or more first processors configured to obtain, at a road dispatch system that schedules movements of vehicle systems in a transportation network, travel parameters related to the movements of vehicle systems on routes that are outside of vehicle yards and terminals in the transportation network. The system also includes one or more second processors configured to obtain, at a terminal operating system that plans yard operations within vehicle yards and terminals, yard parameters related to the yard operations performed in the vehicle yards and terminals. The system also includes a first communication unit configured to communicate the travel parameters from the road dispatch system to the terminal operating system and a second communication unit configured to communicate the yard parameters from the terminal operating system to the road dispatch system. The one or more first processors are configured to schedule the movements of the vehicle systems on the routes outside of the vehicle yards and the terminals based on the yard parameters and the one or more second processors are configured to schedule the yard operations to be performed on the vehicle systems in the vehicle yards and the terminals based on the travel parameters. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Reference is made to the accompanying drawings in which particular embodiments and further benefits of the invention are illustrated as described in more detail in the description below, in which: 
         FIG. 1  illustrates one example of a vehicle system; 
         FIG. 2  illustrates one example of a transportation network; 
         FIG. 3  illustrates a composite coordination system according to one embodiment; 
         FIG. 4  illustrates communication of parameters between a terminal operating system shown in  FIG. 3  and a road dispatch system shown in  FIG. 3  according to one embodiment; 
         FIG. 5  illustrates a flowchart of one embodiment of a method for coordinating terminal operations with line of road movements; and 
         FIG. 6  illustrates a flowchart of one embodiment of a method for building a vehicle system. 
     
    
    
     DETAILED DESCRIPTION 
     Embodiments of the inventive subject matter described herein relate to methods and systems for coordinating the planning activities for vehicle yards with the movement schedules for, and arrangement of vehicles moving between the vehicle yards. A terminal operating system can plan the activities to be performed within a terminal or a vehicle yard, a rail yard, a location where a trip of a vehicle system begins or ends, or the like. A line of road dispatch system can plan the movements of vehicle systems between the vehicle yards. These systems can coordinate the plans for within the vehicle yards and for travel between the vehicle yards by exchanging parameters and routes of vehicle systems approaching a terminal or vehicle yard, and vehicle systems emerging from a terminal or vehicle yard. The plans formed by the systems conform to constraints derived from the exchanged parameters, and the plans can be automatically executed by other systems, such as a movement planning system and/or a yard planning system. The coordination of these plans can improve connection performance of the vehicle systems, decrease dwell time of one or more vehicle units in the vehicle systems within the yards, increased on-time performance of the vehicle systems, increased network velocity, and the like. 
       FIG. 1  illustrates one example of a vehicle system  100 . The vehicle system  100  includes several vehicle units  102 ,  104  that travel together along a route. The vehicle units  102 ,  104  are shown as being mechanically coupled with each other, but optionally may not be connected with each other. For example, the vehicle units  102 ,  104  may not all be connected together such that two or more vehicle units  102 ,  104  are separate but communicate with each other to coordinate their respective movements such that the separate vehicle units  102 ,  104  travel together along a route. The vehicle units  102  can represent propulsion-generating vehicles, such as locomotives, automobiles, marine vessels, mining vehicles, or the like. The vehicle units  104  can represent non-propulsion-generating vehicles, such as railcars, trailers, barges, or the like. Each of the vehicle units  102  and  104  may have unique operating characteristics that will affect how the vehicles  102 ,  104  operate with each other and with the routes that the vehicles  102 ,  104  follow. While the description focuses on rail vehicles, not all embodiments of the inventive subject matter described herein is limited to rail vehicles. 
       FIG. 2  illustrates one example of a transportation network  200 . The transportation network  200  is formed from interconnected routes  202 , which can represent rail tracks, roads, trails, tunnels, waterways, or the like. The routes  202  may be referred to as over the road routes as these routes  202  extend between terminals  204  (“Terminal” in  FIG. 2 ) and vehicle yards  206  (“Yard” in  FIG. 2 ). The terminals  204  can represent locations where cargo and/or crews may be loaded onto and/or unloaded from the vehicle systems  100 , such as a train station, or port, an origin location for a trip, or the like. The vehicle yards  206  can represent locations where various processing activities are performed on the vehicle systems  100  and/or the vehicle units  102 ,  104 , such as combining two or more vehicle units  102 ,  104  to form a vehicle system  100  that leaves the vehicle yard  206 , receiving a vehicle system  100  and separating the vehicle system  100  into the separate vehicle units  102 ,  104  that form the vehicle system  100 , repairing vehicle units  102 ,  104 , inspecting vehicle units  102 ,  104 , identifying vehicles  102 ,  104 , to obtain their individual operating characteristics, loading cargo onto and/or unloading cargo from the vehicle units  102 , fueling, and replenishing other consumables when  104  is a propulsion-generating vehicle, etc. Vehicle yards  206  may include several different routes within the yards  206  that are relatively close to each other for organizing the vehicle units  102 ,  104  and for assembling vehicle systems  100 . These routes in the vehicle yards  206  may not extend to other vehicle yards  206  or terminals  204 . Terminals  204 , on the other hand, do not include such routes within the terminals  204  that are close to each other. 
     During a trip of one or more vehicle units  102 ,  104  in the transportation network  200 , a vehicle system  100  that is formed from the vehicle units  102 ,  104  may depart from one terminal  204  with a first set of vehicle units  102 ,  104 . The vehicle system  100  can travel to a first vehicle yard  206  where the vehicle system  100  is taken apart and the vehicle units  102 ,  104  separated from each other. These vehicle units  102 ,  104  may be combined with other vehicle units  102 ,  104  in two or more other vehicle systems  100  that depart the first vehicle yard  206  for travel to another terminal  204  or vehicle yard  206 . At the terminals  204  and/or vehicle yards  206 , cargo can be loaded and/or unloaded, vehicle units  102 ,  104  can be removed and/or added, and the like. The vehicle units  102 ,  104  can switch between different vehicle systems  100  as the various vehicle units  102 ,  104  make their way through the transportation network  200  until the various vehicle units  102 ,  104  reach the final destination locations (e.g., terminals  204 ) of the vehicle units  102 ,  104 . 
       FIG. 3  illustrates a composite coordination system  300  according to one embodiment. The system  300  coordinates planning operations of a terminal operating system  302  and a road dispatch system  304  by exchanging parameters and routes of vehicle systems  100  approaching terminals  204  and/or vehicle yards  206 , and of vehicle systems  100  emerging from terminals  204  and/or vehicle yards  206 . The parameters communicated from the terminal operating system  302  to the road dispatch system  304  can be referred to as yard parameters and the parameters communicated from the road dispatch system  304  to the terminal operating system  302  can be referred to as travel parameters. 
     The terminal operating system  302  generates one or more plans for assembling a vehicle system  100 , and/or scheduling operations to be performed within one or more of the terminals  204  and/or vehicle yards  206  (referred to herein as “yard plans”) based on the exchanged parameters and routes. The road dispatch system  304  generates one or more plans for scheduling movements of the vehicle systems  100  over the routes  202  between the vehicle yards  206  and/or terminals  204  based on the exchanged parameters (referred to herein as “movement plans”). Portions of the movement plan can be communicated to the vehicle systems  100  and/or other systems to control movements of the vehicle systems  100  on the routes  202 . A yard planning system  306  can obtain the yard plan for one or more terminals  204  and/or vehicle yards  206 . The yard planning system  306  can implement the yard plan by automatically directing various equipment located within the terminal  204  and/or vehicle yard  206  to perform the operations scheduled by the yard plan in accordance with the yard plan. This equipment can include cranes that load or unload cargo, propulsion-generating vehicles within the yard to move the non-propulsion-generating vehicles within the yard to assemble vehicle systems, robotic systems that automatically bleed brake levers, etc. 
     The parameters communicated from the terminal operating system  302  to the road dispatch system  304  can be used as constraints or priorities on the movement plans determined by the road dispatch system  304 . For example, the parameters from the terminal operating system  302  can limit or restrict how the movements of the vehicle systems  100  between the terminals  204  and/or vehicle yards  206  occur. Alternatively, the parameters from the terminal operating system  302  can prioritize the movements of the vehicle systems  100  between the terminals  204  and/or vehicle yards  206 . Similarly, the parameters communicated from the road dispatch system  304  to the terminal operating system  302  can be used as constraints or priorities on the yard plans determined by the terminal operating system  302 . For example, the parameters from the road dispatch system  304  can limit or restrict the number and weight of the vehicles  102  and  104  that are being assembled into the vehicle system  100  within a vehicle yard  206 . 
     The terminal operating system  302  and the road dispatch system  304  can separately plan operations within logical planning boundaries associated with the different systems  302 ,  304 . A logical boundary represents a list or group of operations that may be planned by a system  302  or  304 , while operations that are not in the list or group are outside of the boundary for that system  302  or  304  and, as a result, are not planned for by the system  302  or  304 . The system  300  shown in  FIG. 3  coordinates communications between the terminal operating system  302  and the road dispatch system  304  to provide for planning across the boundaries of the systems  302 ,  304  to provide for more efficient operations and movements of the vehicle systems  100  compared to either the terminal operating system  302  or the road dispatch system  304  operating alone (e.g., without receiving the parameters communicated from the other system  302  or  304 ). 
     The planning boundary for the road dispatch system  304  can include scheduling movements for, and arrangements of the vehicle systems  100  to provide for safe and efficient conveyance of the vehicle systems  100  across and/or beyond the transportation network  200 , which can include many terminals  204 , switching yards, and different types of industry (e.g., shippers and receivers of cargo). The planning boundary for the terminal operating system  302  can include scheduling and/or arrangement operations performed inside terminals  204  and/or vehicle yards  206  (and outside of the routes  202 ) to provide for safe and efficient switching of vehicle units  102 ,  104  received and delivered to and from industry, and to and from line-of-road routes  202 . 
       FIG. 4  illustrates communication of parameters between the terminal operating system  302  and the road dispatch system  304  according to one embodiment. A yard  400  represents parameters communicated to and/or from a vehicle yard  206  or terminal  204 , an “Approaching Trains” line of road (LoR) routes  402  represents parameters communicated to and/or from the road dispatch system  304  concerning vehicle systems  100  that are traveling toward vehicle yards  206  and/or terminals  204 , and an “Emerging Trains” LoR routes  404  represents parameters communicated to and/or from the road dispatch system  304  concerning vehicle systems  100  that are traveling out of vehicle yards  206  and/or terminals  204 . 
     Several arrows  406 ,  408 ,  410  represent the direction of communication of various parameters. For example, the arrow  406  pointing toward the yard  400  and associated with a parameter indicates that information about the parameter is communicated from the road dispatch system  304  to the terminal operating system  302 . As another example, the arrow  408  pointing toward the LoR routes  402  and associated with a parameter indicates that information about that parameter is communicated from the terminal operating system  302  to the road dispatch system  304 . The double-sided arrows  410  indicate parameters communicated to and/or from the terminal operating system  302  with the road dispatch system  304 . Depending on whether the parameter is located in the Approaching Trains LoR routes  402  or the Emerging Trains LoR routes  404  indicates if the parameter includes information about vehicle systems  100  heading into or out of a vehicle yard  206  and/or terminal  204 . 
     A “PTA” parameter can be communicated from the road dispatch system  304  to the terminal operating system  302 . This parameter can represent planned or scheduled times of arrival of the vehicle systems  100  at the corresponding vehicle yards  206  and/or terminals  204 . The road dispatch system  304  can determine the PTA parameter (e.g., Planned Time of Arrival) from previously generated schedules of vehicle systems  100 , current locations of the vehicle systems  100 , moving speeds of the vehicle systems  100 , speed limits of the routes  202 , anticipated meets and passes, planned activities, anticipated delays and the like. 
     An “EAT” parameter can be communicated from the terminal operating system  302  to the road dispatch system  304 . This parameter can represent Earliest Arrival Time of the vehicle systems  100  traveling toward the vehicle yards  206  and/or terminals  204 . For example, this parameter can indicate the earliest time at which the vehicle yard  206  and/or terminal  204  will have the resources (e.g., space, equipment, etc.) for receiving the vehicle system  100 . Arrival of a vehicle system  100  prior to this time may result in the vehicle system  100  having to sit outside of the vehicle yard  206  and/or terminal  204  until the vehicle yard  206  and/or terminal  204  is able to receive the vehicle system  100 . The terminal operating system  302  can determine this parameter from the previously scheduled operations to be performed on the vehicle systems  100 , the current status of those operations, the availability of manpower and equipment to perform the operations, and the like. In one example, the EAT parameter can be determined based on an availability of resources or equipment within the yard and used to process the approaching vehicle system  100  within the vehicle yard  206  or terminal  204 , such as when a receiving track in the yard  206  will be available, when a yard crew of workers will be available, and when yard vehicles (e.g., yard locomotives), road crew, and road power for the outbound vehicle system  100  that will carry the vehicle units  104  from the approaching vehicle system  100  will be available, when cargo loading or unloading equipment (e.g., cranes) will be available, etc. 
     A “Landing Track” parameter can be communicated from the terminal operating system  302  to the road dispatch system  304 . This parameter can represent which ingress route inside a vehicle yard  206  or terminal  204  that a vehicle system  100  is to enter the vehicle yard  206  or terminal  204  on. The vehicle yard  206  or terminal  204  may have different routes of entry into the vehicle yard  206  or terminal  204 , and the availability of these entry routes may change with respect to time. The Landing Track parameter can restrict where the vehicle systems  100  ingress into the vehicle yards  206  and/or terminals  204 . The terminal operating system  302  can determine this parameter from previously scheduled arrivals of other vehicle systems  100 , current and expected occupancies of routes within the yard  206  and/or terminal  204 , or the like. In one example, the Landing Track parameter is determined based on a receiving route within the vehicle yard  206  on which the incoming vehicle system  100  will be yarded (e.g., at least temporarily stored), the route  202  over which the vehicle system  100  will travel from a previous (e.g., intermediate or point-of-origin) terminal  204  or switching facility, and planned activities (e.g., train, car, maintenance of way, or inspection activities) on routes in the vehicle yard  206  that are adjacent to or between the ingress route and a current location of the vehicle system  100 . 
     An “EDT” parameter can be communicated from the road dispatch system  304  to the terminal operating system  302 . This parameter can represent an Earliest Departure Time that a vehicle system  100  can leave a vehicle yard  206  and/or terminal  204 . Certain routes  202  connected to vehicle yards  206  and/or terminals  204  may be occupied by other vehicle systems  100  at different times. The road dispatch system  304  can determine this parameter from previously generated schedules of vehicle systems  100 , current locations of the vehicle systems  100 , moving speeds of the vehicle systems  100 , speed limits of the routes  202 , and the like. This parameter can be communicated to the terminal operating system  302  that that the system  302  is aware of when different vehicle systems  100  can leave the vehicle yards  206  and/or terminals  204 . 
     A “TTD” parameter can be communicated from the terminal operating system  302  to the road dispatch system  304 . This parameter can represent a Target Time of Departure for a vehicle system  100  to leave a vehicle yard  206  and/or terminal  204 . The target time of departure can be based on how many operations need to be performed on the vehicle system  100 , the availability of equipment and manpower to perform the operations, etc. This parameter can be communicated so that the road dispatch system  304  can be aware of when the vehicle system  100  may be leaving the vehicle yard  206  and/or terminal  204 , and entering one or more routes  202 . The terminal operating system  302  can determine the TTD parameter from the previously scheduled operations to be performed on the vehicle systems  100 , the current status of those operations, the availability of manpower and equipment to perform the operations, and the like. This parameter can be determined by an operating plan (e.g., schedule) of other vehicle systems  100  moving in the transportation network  200 , the planned completion of building operations for one or more vehicle systems  100  within a vehicle yard  206 , and/or the availability of resources used to build the outbound vehicle system  100 , including forwarding track availability, availability of a yard crew and yard vehicles (e.g., yard locomotives), road crew and road power for the outbound vehicle system  100 . 
     A “Launch Track” parameter can be communicated from the terminal operating system  302  to the road dispatch system  304 . This parameter can represent an egress route of the yard  206  or terminal  204  on which a vehicle system  100  will be leaving the vehicle yard  206  or terminal  204  on. The vehicle yard  206  or terminal  204  may have different routes of exit, and the availability of these exit routes may change with respect to time. The Launch Track parameter can restrict where the vehicle systems  100  egress from the vehicle yards  206  and/or terminals  204 . The terminal operating system  302  can determine this parameter from operations to be performed on the vehicle systems  100  are scheduled to be performed within the yard  206  or terminal  204 , the current status of those operations, the availability of routes that exit from the year  206  and/or terminal  204 , and the like. In one example, the terminal operating system  302  determines the Launch Track parameter based on a forwarding track within the vehicle yard  206  on which a vehicle system  100  is being build or will be built, the route  202  over which the vehicle system  100  will travel to its next (e.g., intermediate or final) destination, and activities (e.g., train, car, maintenance of way, or inspection activities) planned or scheduled on the routes within the yard  206  that are adjacent to or between a current location of the vehicle system  100  and the egress route. 
     An OPC parameter can be communicated between the terminal operating system  302  to the road dispatch system  304 . This parameter can represent a host of OPerating Characteristics of vehicles  102  and  104  which will influence where in the vehicle system  100  should specific vehicles  102  and  104  be located during the assembly process, and which vehicles  102  and  104  should be assembled in a vehicle system  100 . Some OPC parameters can relate to safety. In one example for rail-based and road-based vehicle systems  100 , very light weight vehicles  104  should not be assembled near heavy vehicles  104 , nor near propulsive vehicles  102 , as high local compressive forces can “squeeze” the light weight vehicle  104  off the rail causing a derailment, or “jack-knife” off the road causing a wreck. In another example for rail-based vehicle systems  100 , the amount of free slack in the individual vehicle coupling systems will dictate whether multiple propulsive vehicles  102  can be assembled at the front of the train for ease of assembly, or should be dispersed through the train to counter adverse “slack-action” and travelling waves of force. 
     Other OPC&#39;s can relate to efficiency. One example of using an OPC for efficiency is grouping double-stack shipping container vehicles  104  together and separate from single-stack shipping container vehicles  104  to minimize or reduce air turbulence and wind resistance (e.g., relative to placing these vehicles next to each other along the length of the vehicle system). A double-stack shipping container vehicle  104  may be a vehicle having two (or more) containers (e.g., intermodal containers) vertically stacked on each other, whereas a single stack shipping container vehicle  104  may not have any containers stacked on top of each other. 
     Another example of using OPC for efficiency is to determine the proper amount of motive power required for a given assembly of vehicles  102 , and select the best suited available propulsive vehicles  104 . Enough motive power is required to pull the vehicles system  100  over the ruling grade of the route  202 , but over-powering may be a waste of motive power that be put to better use on a different vehicle system. 
     A PVF parameter can be communicated between the terminal operating system  302  to the road dispatch system  304 . This parameter can represent a Priority/Value Factor which will influence which vehicles  104  are placed in an earlier departing vehicle system  100 , or perhaps in a special high-speed vehicle system  100 , or be routed along the shortest route  202  between terminals, and/or be routed along a route that includes fewer stops (relative to another route) to a final destination. Priority generally refers to the time criticality of the commodity being shipped, such as “just-in-time” parts delivery, or “overnight” parcel delivery, where shippers may negotiate incentives or fines for time of delivery. Value generally refers to the profit made by the shipper from the commodity being delivered. 
     Returning to the description of the system  300  shown in  FIG. 3 , each of the terminal operating system  302  and the road dispatch system  304  includes an input/output device  308 ,  310 . The devices  308 ,  310  can represent one or more devices that receive information from an operator of the system  304 ,  306 , such as keyboards, an electronic mouse, touchscreens, styluses, microphones, or the like. This information can be used to determine the parameters described herein. The devices  308 ,  310  can include one or more devices that provide information to the operators, such as computer monitors, touchscreens, speakers, or the like. This information can include the parameters. 
     The terminal operating system  302  and the road dispatch system  304  can include hardware circuitry that includes and/or is connected with one or more processors  312 ,  314  (“Planning Processors” in  FIG. 3 ). The processors  312 ,  314  can receive the parameters communicated from the other system  302 ,  304  and determine how to plan movements of the vehicle systems  100  and/or operations within the terminals  204  and/or vehicle yards  206  within constraints of the communicated parameters. For example, the processors  312  in the terminal operating system  302  can examine the PTA parameter to determine when various vehicle systems  100  are arriving at one or more vehicle yards  206  and/or terminals  204  and the EDT parameter to determine when vehicle systems  100  being built and/or located in vehicle yards  206  and/or terminals  204  can leave the vehicle yards  206  and/or terminals  204 . Additionally, the processor  312  in the terminal operating system  302  can examine the OPC and PVF parameters to determine which propulsion-generating vehicles  102  and non-propulsive vehicles  104  are best to be assembled into vehicle system  100 . Based on these parameters, the processors  312  can determine what operations can be performed on the vehicle systems  100  in the vehicle yards  206  and/or terminals  204 , how much time is available to perform the operations, how many resources are needed and/or available for performing the operations, or the like. The processors  312  can then generate a list, table, or other memory structure indicating the operations that can be performed on the vehicle systems  100  in the vehicle yards  206  and/or terminals  204 , when the operations need to be completed, what resources are to be reserved for performing the operations, when vehicle systems  100  are permitted to leave the vehicle yards  206  and/or terminals  204 , etc. In one example, the processors  312  can plans arrivals and departures of vehicle systems  100  into and out of vehicle yards  206  and/or terminals  204  so as to comply with the PTA parameter and EDT parameter specified by the road dispatch system  304  and at the same time, maximize or increase the safety, efficiency, and cost effectiveness of the assembled vehicle based on the PVF and OPC parameters for each vehicle system  100  emerging from the vehicle yard  206  or terminal  204 . 
     The processors  314  in the road dispatch system  304  can examine the EAT parameter to determine how soon one or more vehicle systems  100  can enter into the yards  206  and/or terminals  204 , the Landing Track parameter to determine where the vehicle systems  100  can enter into the yards  206  and/or terminals  204 , the TTD parameter to determine when the vehicle systems  100  will be leaving the yards  206  and/or terminals  204 , and/or the Launch Track parameter to determine where the vehicle systems  100  will be leaving the yards  206  and/or terminals  204 . Based on this information and the capacity of the routes  202  to handle the vehicle systems  100  at different times, the road dispatch system  304  can determine restrictions on when and where the vehicle systems  100  can travel. For example, the processors  314  may prohibit vehicle systems  100  from entering a vehicle yard  206  prior to a time dictated by the EAT parameter, may prohibit vehicle systems  100  from traveling on routes  202  that do not provide access to the ingress routes indicated by the Landing Track parameter, etc. The processors  304  may determine which route  202  need to be kept open and available to receive vehicle systems  100  from the vehicle yards  206  and/or terminals  204  using the information in all or some of the TTD, OPC, PVF, and Launch Track parameters. The processors  314  can generate a list, table, or other memory structure indicating which routes  202  need to be kept open at various times based on this information, when vehicle systems  100  will be leaving vehicle yards  206  and/or terminals  204 , and the like. In one example, the processors  314  can constrain planned times of arrival for vehicle systems  100  at the various yards  206  and/or terminals  204 , ingress routes for vehicle systems  100  to arrive at vehicle yards  206  and/or terminals, etc., according to either the EAT or PVF parameters and Landing Track parameter specified by the terminal operating system  302  for each vehicle system  100  that is approaching a vehicle yard  206  and/or terminal  204 . The processors  314  may constrain planned times of departure and egress routes for vehicle systems  100  to leave a vehicle yard  206  and/or terminal  204  according to the either the TTD or PVF parameters and Launch Track parameter specified by the terminal operating system  302  for each vehicle system  100  that emerges from a vehicle yard  206  or terminal  204 . 
     The terminal operating system  302  and the road dispatch system  304  include communication units  316 ,  318 . The communication units  316 ,  318  represent hardware circuitry (e.g., transceiving circuitry, which can include one or more antennas, modems, or the like) that communicates with one or more other systems. For example, the communication unit  316  can communicate the EAT parameter, the Landing Track parameter, the TTD parameter, and/or the Launch Track parameter to the communication unit  318  of the road dispatch system  304 . The communication unit  318  can communicate the PTA parameter and the EDT parameter to the communication unit  316  of the terminal operating system  302 . The communication units  316 ,  318  can wirelessly communicate and/or communicate via one or more wired connections. 
     The communication units  316 ,  318  can communicate with other systems to implement the plans generated by the terminal operating system  302  and/or the road dispatch system  304 . In one example, the communication unit  318  of the road dispatch system  304  can communicate with one or more movement planner systems  320 . The movement planner systems  308  can include hardware circuitry that includes and/or is connected with one or more processors for determining schedules for vehicle systems  100  traveling in the transportation network  200 . In one embodiment, several different movement planner systems  308  may automatically generate schedules for the vehicle systems  100  traveling in different areas of the transportation network  200 , with different movement planner systems  308  generating the schedules for travel in the different areas. The movement planner systems  308  can automatically generate the schedules responsive to receiving information from the road dispatch system  304  that is based on the parameters received from the terminal operating system  302 . This information can include, but is not limited to, which routes  202  need to be kept open at various times based on this information, when vehicle systems  100  will be leaving vehicle yards  206  and/or terminals  204 , changes to the OPC parameter of vehicle system  100 , and the like. 
     The communication unit  316  of the terminal operating system  302  can communicate with one or more yard planning systems  306 . The yard planning systems  306  can include hardware circuitry that includes and/or is connected with one or more processors for determining plans for operations occurring within one or more vehicle yards  206  and/or terminals  204 . These plans can dictate what operations are to occur on or with various vehicle systems  100  and/or vehicle units  102 ,  104 , when the operations are to be performed, where the operations are to be performed, which resources are used to perform the operations, and the like. For example, a plan may direct an ingress route of a yard  206  to remain open to receive a first vehicle system  100  at noon, direct the vehicle system  100  to be separated into the vehicle units  102 ,  104  on identified routes within the yard  206 , direct various maintenance, inspection, and/or repair operations to be performed on the vehicle units  102 ,  104 , direct cargo to be loaded onto and/or unloaded from the vehicle units  104 , direct different combinations of vehicle units  102 ,  104  to be combined into two or more other vehicle systems  100 , and direct the newly formed vehicle systems  100  to depart the yard  206  at designated times on designated egress routes of the yard  206 . The yard planning systems  306  may be associated with different yards  206  and/or terminals  204 , and may generate the yard plans automatically in response to receiving information from the terminal operating system  302 , such as the operations that can be performed on the vehicle systems  100  in the vehicle yards  206  and/or terminals  204 , when the operations need to be completed, what resources are to be reserved for performing the operations, when vehicle systems  100  are permitted to leave the vehicle yards  206  and/or terminals  204 , and the like. 
     In one example, the communication unit  316  of the terminal operating system  302  generates and sends a yard update message to the communication unit  318  of the road dispatch system  304 . This message can include the EDT Parameter and Launch Track parameter for each (or at least one) vehicle system  100  departing or emerging from the vehicle yard  206 . The communication unit  316  of the terminal operating system  302  can generate and send an earliest arrival time message to the communication unit  318  of the road dispatch system  304  for each vehicle system  100  approaching a vehicle yard  206  and/or terminal  204  as modified by any changes to the OPC parameters of any vehicle system  100 . This message can include the EAT and/or the PVF parameter. The communication unit  316  of the terminal operating system  302  can generate and send a yard update message to the communication unit  318  of the road dispatch system  304  for each vehicle system  100  approaching a vehicle yard  206  and/or terminal  204 . This message can include the EAT parameter and/or the Landing Track parameter. 
     The communication unit  318  of the road dispatch system  304  can generate and send the EDT parameter in a message for each vehicle system  100  emerging from a vehicle yard  206  and/or terminal  204  to the communication unit  316  of the terminal operating system  302 . The communication unit  318  of the road dispatch system  304  can generate and send a planned arrival time message for each vehicle system  100  traveling toward a vehicle yard  206  and/or terminal  204  to the communication unit  316  of the terminal operating system  302 . This message can include the PTA parameter. 
       FIG. 5  illustrates a flowchart of one embodiment of a method  500  for coordinating terminal operations with line of road movements. The method  500  may be performed by one or more embodiments of the system  100  shown in  FIG. 1 . At  502 , travel parameters related to travel of vehicle systems outside of vehicle yards and/or terminals are obtained. These parameters can include the PTA parameter, OPC parameter and the EDT parameter. The parameters can be obtained from previously generated schedules of the vehicle systems, current locations and speeds of the vehicle systems, speed limits of the routes detection of changes to the OPC parameter, or the like. 
     At  504 , yard parameters related to operations performed on vehicle systems in vehicle yards and/or terminals are obtained. These parameters can include the EAT parameter, the Landing Track parameter, the TTD parameter, the OPC parameter and/or the Launch Track parameter. These parameters can be obtained from previously generated plans for the yards and/or terminals, from user input, from automated yard systems such as hump yard controllers that directly measure elements of the OPC parameter or the like. 
     At  506 , the travel parameters are communicated to a terminal operating system. At  506 , the yard parameters are communicated to a road dispatch system. At  510 , constraints on movements of the vehicle systems outside of the yards and terminals are determined based on the yard parameters that are received as well as any new or changed PVF parameters. At  512 , constraints or priorities on operations on the vehicle systems in the yards and/or terminals are determined based on the travel parameters that are received. Two or more of the operations described in connection with  502 ,  504 ,  506 ,  508 ,  510 ,  512  may be performed sequentially, concurrently, or simultaneously. At  514 , movements of the vehicle systems outside of the yards and terminals and operations in the yards and terminals are scheduled based on the exchanged parameters and the constraints determined from the parameters. 
     The scheduled movements and yard operations may be communicated to the vehicle systems and/or equipment in the vehicle yards and terminals in order to implement the movements and yard operations. For example, the scheduled movements may be communicated to the vehicle systems and the vehicle systems can automatically control speeds, throttles, brakes, or the like, so that the vehicle systems travel according to the scheduled movements. The scheduled yard operations can be communicated to equipment in the vehicle yards and/or terminals to cause the equipment to automatically and/or manually move within the yards and/or terminals for loading and/or unloading cargo, separating vehicle units from each other, forming vehicle systems, or the like. 
     One example of coordinating the planning activities for vehicle yards with the movement schedules for vehicles moving between the vehicle yards includes using the OPC and PVF parameters to determine which propulsion-generating vehicles are to be included in a vehicle system in order to ensure that the vehicle system can generate enough tractive effort or force to move the vehicle system from a starting location of a trip to a destination location of the trip (and/or one or more locations therebetween), while not including so many of the propulsion-generating vehicles that the vehicle system inefficiently operates during the trip. For example, including too few propulsion-generating vehicles or propulsion-generating vehicles generate too small amounts of tractive effort can result in the vehicle system arriving at a scheduled location at or before a scheduled time. On the other hand, including too many propulsion-generating vehicles or propulsion-generating vehicles that generate more tractive effort than is needed can result in the vehicle system consuming more fuel than is necessary in traveling along a route for the trip. 
     The terminal operating system and the dispatch system can communicate and coordinate activities with each other to ensure that the propulsion-generating vehicles that provide a sufficient amount of tractive effort to enable timely travel of the vehicle system while avoiding wasteful consumption of fuel are available and included in a vehicle system for a trip. This may also include using vehicle systems  100  to move propulsive vehicles  102  to another location even though the result is excess tractive effort, if the coordinated planning activities determine through the PVF parameter that it is worth the excess in order to support a vehicle system  100  at another location that has a high enough PVF parameter. The composite coordination system  300  can coordinate the planning operations of the terminal operating system  302  and the road dispatch system  304  by exchanging parameters and routes of vehicle systems  100  approaching terminals  204  and/or vehicle yards  206 , and of vehicle systems  100  emerging from terminals  204  and/or vehicle yards  206 . 
     One example of the parameters exchanged between the systems  302 ,  304  includes identities of which propulsion-generating vehicles  102  are available for inclusion in a vehicle system  100  within the various terminals  204  and/or vehicle yards  206 . These identities can include road numbers, serial numbers, or other information that uniquely identifies individual vehicles  102  or types of vehicles  102  (e.g., with the same make and/or model of vehicles  102  being associated with the same identity). The terminal operating system  302  can provide this information to the road dispatch system  304 . The identities of these vehicles  102  may be obtained from manual input, from electromagnetic scanners (e.g., radio frequency identification readers) that scan tags coupled with the vehicles  102  in the terminal  204  or yard  206 , from a schedule of activities in the terminal  204  or yard  206  (e.g., where the availability is determined by examining the schedule of maintenance, inspection, or repair of a vehicle  102 ), etc. The input/output device  308  of the terminal operating system  302  can represent one or more of these devices that receive the information indicating the identities of the vehicles  102  that are available for inclusion in a vehicle system  100 . 
     Another example of OPC parameter exchanged between the systems  302 ,  304  includes propulsive capabilities of propulsion-generating vehicles  102  within the various terminals  204  and/or vehicle yards  206 . These capabilities can indicate upper limits or maximum amounts of propulsive forces, tractive efforts, and/or torques that the vehicles  102  can produce when the vehicles  102  are moving along a route. The propulsive capabilities can be associated with the identities of the vehicles  102  such that, when the identities of the vehicles  102  in a terminal  204  or yard  206  are obtained, the propulsive capabilities of the vehicles  102  also are obtained or such that the propulsive capability of a vehicle  102  may be obtained based on the identity of the vehicle  102 . 
     Another example of the parameters exchanged between the systems  302 ,  304  includes upcoming or future availabilities of the vehicles  102 . These availabilities can include the dates and/or times at which various vehicles  102  can be included in a vehicle system  100  departing from a terminal  204  or yard  206 . The availability of a vehicle  102  may be represented by the scheduled date and/or time at which the vehicle  102  is scheduled to arrive at a terminal  204  and/or vehicle yard  206  from one or more locations outside of the terminal  204  or vehicle yard  206 . The availability optionally can include the date and/or time at which the vehicle  102  is scheduled to have maintenance, inspection, and/or repair completed. 
     Another example of the OPC parameter is load information. The load information represents the amount, weight, and/or type of cargo being carried in the vehicle system  100  that will include the vehicles  102 . For example, the load information can indicate a volume, mass, weight, or number of cargo being carried by the vehicle system  100 . Another example of the OPC parameter pertains to route information. The route information can represent the curvature and/or grade of the route over which the vehicle system  100  being built to include the vehicles  102  will travel. Optionally, the route information can indicate the geographic locations and layouts of routes, switches at intersections of the routes, or other information. 
     The system  300  coordinates communications between the terminal operating system  302  and the road dispatch system  304  to provide for planning across the boundaries of the systems  302 ,  304  and to provide for more efficient operations and movements of the vehicle systems  100  compared to either the terminal operating system  302  or the road dispatch system  304  operating alone (e.g., without receiving the parameters communicated from the other system  302  or  304 ). For example, based on the parameters that are shared between the systems  302 ,  304 , the system  300  can determine which vehicles  102  to include in a vehicle system  100  that is being built in and/or departing from one or more of the terminals  204  or yards  206 . 
     One or more of the processors  312 ,  314  of the system  300  can receive the parameters described herein and determine which vehicles  102  to include in a vehicle system  100  scheduled for departure from a terminal  204  or yard  206 . For example, the processors  312  of the terminal operating system  302  can examine the identities of vehicles  102  that are available for inclusion in a vehicle system  100  being formed within a terminal  204  or yard  206  and/or the propulsive capabilities of the vehicles  102  that are available and/or scheduled to be available in the terminal  204  or yard  206  to determine which vehicles  102  can be included in the vehicle system  100 . The processors  312  can obtain this information from the devices  308 . The processors  312  can receive the dates and/or times at which one or more other vehicles  102  are scheduled to arrive at the terminal  204  or yard  206 , the identities of these vehicles  102 , and/or the propulsive capabilities of these vehicles  102  from the processors  314  of the road dispatch system  304  (e.g., via the communication unit  318 ). From this information, the processors  312  can determine which vehicles  102  will be available for inclusion in the vehicle system  100 , when these vehicles  102  will be available, and the propulsive capabilities of the vehicles  102 . 
     The processors  312  can obtain the route information from the planning processors  314  of the road dispatch system  304  (e.g., via the communication unit  318 ). Based on the identities, availabilities, propulsive capabilities, the load information, and/or the route information, the processors  312  of the terminal operating system  302  can select a set of the vehicles  102  for inclusion in a vehicle system  100 . As one example, the processors  312  can determine how much propulsive force or tractive effort will be needed at one or more locations along a route of an upcoming trip of the vehicle system  100 . The propulsive force or tractive effort that is determined may be based on the route information and the load information. For heavier cargo loads and/or sections of the route having steeper inclines, the amount of propulsive force or tractive effort needed to propel the vehicle system  100  will be larger relative to lighter cargo loads and/or sections of the route having flat or downhill grades. The processors  312  can base this determination on previous trips of other vehicle systems  100 , on physics based models of movements of the cargo and vehicles  104  along the route, or based on input provided by one or more operators of the system  300 . 
     Once the propulsive forces or tractive efforts are determined, the processors  312  can examine which vehicles  102  are available, when these vehicles  102  are available, and the propulsive capabilities of the vehicles  102  to select one or more of the vehicles  102  for inclusion in the vehicle system  100 . For example, the processors  312  may determine that 16,000 horsepower is needed to propel the cargo carried by the vehicle system  100  through one section of the route, while only 3,000 horsepower is needed for another, different section of the route. The processors  312  can then examine when the vehicle system  100  is scheduled to depart from the terminal  204  or yard  206 , and use this departure time to determine which vehicles  102  will be available in the terminal  204  or yard  206  prior to the departure time (and with enough time to add the vehicles  102  to the vehicle system  100 ). The processors  312  can examine the propulsive capabilities of these available vehicles  102  to determine which vehicles  102  and how many of the vehicles  102  are to be included in the vehicle system  100 . For example, the following vehicles  102  and the associated propulsive capabilities may be available for inclusion in the vehicle system  100  prior to a scheduled departure of the vehicle system  100 : 
     
       
         
           
               
               
               
             
               
                   
                   
               
               
                   
                 Vehicle 
                 Horsepower 
               
               
                   
                   
               
             
            
               
                   
                 First 
                 4,400 
               
               
                   
                 Second 
                 4,000 
               
               
                   
                 Third 
                 2,000 
               
               
                   
                 Fourth 
                 4,200 
               
               
                   
                 Fifth 
                 3,000 
               
               
                   
                 Sixth 
                 2,400 
               
               
                   
                 Seventh 
                 3,200 
               
               
                   
                 Eighth 
                 4,400 
               
               
                   
                 Ninth 
                 4,000 
               
               
                   
                   
               
            
           
         
       
     
     The processors  312  can examine different combinations of some, but not all, of the available vehicles  102  to determine which combinations of the vehicles  102  have a combined propulsive capability that meets or exceeds the propulsive force or tractive effort needed for the trip. For example, the processors  312  can compare the combined propulsive capabilities of the different combinations of vehicles  102  to determine which combined propulsive capabilities are at least as large as the largest propulsive force or tractive effort needed to complete the trip. If one section of the trip requires at least 14,000 horsepower, for example, the processors  312  can determine that a first combination of the first, third, fourth, and eighth vehicles  102 , a second combination of the first, second, third, and fourth vehicles  102 , a third combination of the first, third, fifth, sixth, and seventh vehicles  102 , a fourth combination of the third, fifth, sixth, seventh, and ninth vehicles  102 , and a fifth combination of the fourth, fifth, sixth, and eighth vehicles  102  all have combined propulsive capabilities that meet or exceed the 14,000 horsepower requirement of the trip. 
     The processors  312  can then select one of these combinations of the vehicles  102  to include in the vehicle system  100 . For example, the processors  312  may select the combination having the smallest number of vehicles  102 , the combination having the vehicles  102  that weigh less than the vehicles  102  of the other combinations, the combination having the vehicles  102  that are scheduled for arrival at or departure from another terminal  204  or yard  206  along the route being traveled for the trip, or another combination of the vehicles  102 . The selected combination of the vehicles  102  may then be communicated to one or more devices or equipment in the terminal  204  or yard  206  that operate to build the vehicle system  100 . For example, the selected combination may be communicated to a switch between routes within the terminal or yard to cause the switch to change position and cause a vehicle  102  in the selected combination to move to a route where the vehicle system  100  is being built. As another example, the selected combination may be communicated to equipment or personnel that are inspecting or repairing the vehicle(s)  102  in the combination so that the equipment or personnel can ensure that the inspection or repair is completed in time to include the vehicle(s)  102  in the vehicle system  100 . 
     In one embodiment, the processors  312  of the terminal operating system  302  can communicate a signal to the processors  314  of the road dispatch system  304  to request a change in the state of one or more components of a route to change an availability of one or more of the vehicles  102 . The processors  312  may determine that a vehicle  102  will arrive too late to be included in a vehicle system  100  scheduled for departure or that the vehicle  102  is scheduled to travel to another terminal  204  or yard  206 , but that the vehicle  102  otherwise could be included in the vehicle system  100 . The processors  312  can change the arrival time of the vehicle  102  or change where the vehicle  102  is traveling toward in order to make the vehicle  102  available for inclusion in the vehicle system  100 . 
     The processors  312  can communicate a signal to the processors  314  of the road dispatch system  304  (e.g., via the communication units  316 ,  318 ) to request that the state or position of a switch at an intersection of two or more routes be changed. The state or position of the switch can be changed in order to change which route the vehicle  102  or a vehicle system  100  that includes the vehicle  102  will travel upon subsequent to passing through or over the switch. Optionally, the processors  312  can communicate a signal to the processors  314  of the road dispatch system  304  to request that the state or position of a gate or signal be changed. The state or position of the gate or signal can be changed in order to change when the vehicle  102  or a vehicle system  100  that includes the vehicle  102  will arrive at a terminal  204  or yard  206 . 
     Changing the state or position of the switch, gate, or signal can cause the vehicle  102  to arrive at a different terminal  204  or yard  206  and/or to arrive at the terminal  204  or yard  206  at a different time (e.g., by avoiding sitting on a siding section of rail, by avoiding traveling to another terminal  204  or yard  206 , etc.). As a result, the availability of the vehicle  102  to be included in a vehicle system  100  can be controlled or changed by the terminal operating system  302 . Upon receipt of the request from the processors  312  of the terminal operating system  302 , the processors  314  of the road dispatch system  304  can examine the schedule of the vehicle  102  requested by the processors  312  of the terminal operating system  302  to determine whether the state or position of the switch, gate, or signal can be changed while avoiding significant disruptions of the schedules of other vehicle systems  100 . If the state or position of the switch, gate, or signal can be changed while avoiding significant disruptions of the schedules of other vehicle systems  100 , then the processors  314  can communicate a signal to the switch, gate, or signal that instructs and causes the switch, gate, or signal to automatically change state or position. Otherwise, the processors  314  may communicate a signal to the processors  312  to inform the processors  312  that the state or position of the gate, switch, or signal cannot be changed. 
       FIG. 6  illustrates a flowchart of one embodiment of a method  600  for building a vehicle system  100 . The method  600  may be used to identify how much tractive effort or propulsive force is needed to propel the vehicle system  100  for a trip, to determine which propulsion-generating vehicles  102  are available for inclusion in the vehicle system  100 , for determining which vehicles  102  to include in the vehicle system  100 , and optionally to communicate signals that cause the vehicle system  100  to be built and/or to change the availability of one or more of the vehicles  102 . In one embodiment, the method  600  can represent an algorithm that is performed by the system  300  in order to build a vehicle system  100  and/or to change movement of one or more vehicles  102  in order to enable or assist in the building of the vehicle system  100 . The flowchart can represent or be used to create a software program that directs operations of one or more of the components of the system  300  shown in  FIG. 3 . While the flowchart illustrates one temporal order of the operations of the method  600 , alternatively, two or more of these operations may be performed in another order. 
     At  602 , parameters are exchanged between the road dispatch system and the terminal operating system. As described above, parameters such as route information, load information, identities of propulsion-generating vehicles, availabilities or scheduled availabilities of the propulsion-generating vehicles, propulsive capabilities of the propulsion-generating vehicles, or other information may be communicated to the terminal operating system. At  604 , propulsive forces or tractive efforts needed to complete travel of cargo during a trip of the vehicle system being built are determined. These forces or efforts may be calculated based on the parameters that are exchanged (as described above), and can represent the forces or efforts needed to propel the cargo and vehicles of the vehicle system along uphill grades, downhill grades, along curves, along straight sections of the route, etc. 
     At  606 , availabilities of the propulsion-generating vehicles that may be included in the vehicle system are determined. These availabilities may be determined by examining the schedules of the vehicles, the current states of maintenance, repair, and/or inspection of the vehicles, and/or the current locations of the vehicles. At  608 , a determination can be made as to whether the availability of one or more of the propulsion-generating vehicles can be altered. For example, one or more vehicles may not be available for inclusion in the vehicle system being built due to schedules of the vehicles keeping the vehicles occupied or outside of the terminal or yard where the vehicle system is being built until after the vehicle system is scheduled for departure. A determination may be made as to whether the schedule of one or more of these vehicles (or vehicle systems that include the vehicles) can be changed, the route being traveled by the vehicles can be changed, or the maintenance, inspection, or repair of the vehicles can be changed in order to make the vehicle available for inclusion in the vehicle system being built. 
     This determination may be made by examining current locations, schedules, and/or states of the vehicles and determining whether the location, schedule, or state of a vehicle can be altered. In one embodiment, the location, schedule, or state of a vehicle can be altered when doing so does not interfere with or block the movement of other vehicles or vehicle systems, does not worsen traffic congestion one or more routes, and/or does not delay other vehicles or vehicle systems. Optionally, the location, schedule, or state of a vehicle can be altered when there are sufficient paths (e.g., routes) between the vehicle and the terminal or yard where the vehicle system is being built to move the vehicle to the terminal or yard. 
     If the availability of one or more of the propulsion-generating vehicles can be changed, then flow of the method  600  can proceed toward  610 . If, on the other hand, the availability of the propulsion-generating vehicle(s) cannot be changed, then flow of the method  600  can proceed toward  612 . At  610 , the availability of the one or more propulsion-generating vehicles is changed. This may occur by communicating a signal to a switch at an intersection between routes that causes the switch to change states or positions (and thereby control or change which route the vehicle travels on), to a signal that causes the signal to change indications (e.g., from a green to red light), to a gate that causes the gate to change positions (e.g., from a blocking position that prevents passage of a vehicle to an open position that allows the vehicle to pass), or to an operator to direct the operator to change movement or operation of the vehicle. 
     At  612 , the propulsive capabilities of the propulsion-generating vehicles that are available or that will be available are determined. The propulsive capabilities of the vehicles can be stored in a memory (e.g., a computer hard drive, random access memory, read only memory, optical disk, etc.) that is accessible by the processors  312  and/or communicated to the processors  312  so the processors  312  can examine the propulsive capabilities. At  614 , one or more of the propulsion-generating vehicles are selected for inclusion in the vehicle system based on the propulsive capabilities as well as the assessment of the PVF parameter for the vehicle system. For example, of the vehicles that are available or that will be available for inclusion in the vehicle system prior to a scheduled or actual departure of the vehicle system from the terminal or yard, the propulsive capabilities of these vehicles can be examined in order to determine which combination or combinations of the vehicles provide at least the amount of propulsive force or tractive effort that is needed to complete the upcoming trip of the vehicle system. The propulsive vehicles that are selected may the minimum number of vehicles that provide at least the propulsive force or tractive effort needed for the trip, the vehicles that consume less fuel than one or more (or all) other combinations of the vehicles, the vehicles that are available for an earlier departure than one or more (or all) other combinations of the vehicles, the most valuable use of the propulsive vehicle etc. 
     At  616 , the vehicle system is built to include the propulsion-generating vehicles that are selected. The vehicle system may be built by generating signals communicated to equipment that moves the vehicles to the proper location within the terminal or yard for placing the vehicles in the vehicle system, such as switches, gates, etc. This equipment may then automatically operate to move the vehicles to the locations needed for building the vehicle system. Optionally, the signals may be communicated to the road dispatch system so that the road dispatch system can alter the schedule of the vehicles or vehicle systems that include the vehicles and cause the vehicles to arrive at the terminal or yard where the vehicle system is being built. 
     In one embodiment, a composite system includes a road dispatch system and a terminal operating system that coordinate vehicle operations across a planning boundary between the road dispatch system and the terminal operating system to provide more efficient operation than either the road dispatch system or the terminal operating system functioning alone. 
     In one example, the road dispatch system is responsible for safe and efficient conveyance of railroad trains across a network of terminals, switching yards, and industry. 
     In one example, the terminal operating system is responsible for safe and efficient switching of railcars received and delivered to and from industry, and to and from line-of-road. 
     In one example, operation of the road dispatch system is augmented by an automated movement planner. 
     In one example, the automated movement planner accepts input constraints specifying target departure times and egress routes of trains emerging from a yard and/or terminal. 
     In one example, the automated movement planner accepts input constraints specifying earliest arrival times and ingress routes of trains approaching a terminal and/or yard. 
     In one example, operation of the terminal operating system is augmented by an automated yard planner. 
     In one example, the terminal operating system accepts input constraints specifying planned arrival times of approaching trains and earliest departure times of emerging trains. 
     In one example, the terminal operating system determines earliest arrival times and ingress routes of approaching trains. 
     In one example, the ingress routes are determined by a receiving track on which the train will be yarded, a route over which the train will travel from a previous intermediate or point-of-origin terminal or switching facility, and planned train, car, maintenance of way, or inspection activities on intervening and adjacent tracks. 
     In one example, the terminal operating system determines target time of departure and egress route for emerging trains. 
     In one example, the egress route is determined by the forwarding track in which the train will be built, the route over which the train will travel to a next intermediate or final destination, and planned train, car, maintenance of way, or inspection activities on intervening and adjacent tracks. 
     In one example, the road dispatch system determines planned time of arrival of approaching trains and earliest departure times for emerging trains. 
     In one example, an earliest arrival time is determined by an availability of resources necessary to process an approaching train, including receiving track, yard crew and yard locomotives, road crew and road power for the outbound train that will carry the cars from the approaching train. 
     In one example, a target time of departure is determined by a movement plan, a planned completion of train building operations, and an availability of resources necessary to build an outbound train, including forwarding track, yard crew and yard locomotives, road crew and road power for the outbound train. 
     In one example, the terminal operating system produces and sends a yard update message to the road dispatch system, the yard update message including a target departure time and launch track point of egress for each emerging train. 
     In one example, the terminal operating system produces and sends to the road dispatch system an earliest arrival time message and a yard update message having an earliest arrival time and landing track for each approaching train. 
     In one example, the road dispatch system produces and sends to the terminal operating system an earliest departure time message for each emerging train and a planned arrival time message for each approaching train. 
     In one example, the road dispatch system constrains planned time of arrival and ingress route according to the earliest time of arrival and landing track for specified by the terminal operating system for each approaching train. 
     In one example, the road dispatch system constrains planned time of departure and egress route according to the target time of departure and launch track specified by the terminal operating system for each approaching train. 
     In one example, the terminal operating system plans train arrivals and departures so as to comply with a planned time of arrival and earliest departure time specified by the road dispatch system for each emerging train. 
     In one embodiment, a method (e.g., for coordinating terminal operations with line of road movements) includes obtaining (at a road dispatch system that schedules movements of vehicle systems in a transportation network) travel parameters related to the movements of vehicle systems on routes that are outside of vehicle yards and terminals in the transportation network, obtaining (at a terminal operating system that plans yard operations within vehicle yards and terminals) yard parameters related to the yard operations performed in the vehicle yards and terminals, communicating the travel parameters from the road dispatch system to the terminal operating system, communicating the yard parameters from the terminal operating system to the road dispatch system, and scheduling network operations within the transportation network based on the travel parameters and the yard parameters. The network operations that are scheduled including the movements of the vehicle systems on the routes outside of the vehicle yards and the terminals based on the yard parameters and the yard operations to be performed on the vehicle systems in the vehicle yards and the terminals. 
     In one example, the travel parameters include one or more of a planned time of arrival parameter at which one or more of the vehicle systems are scheduled to arrive at one or more of the vehicle yards or terminals, or an earliest departure time parameter representing a time at which one or more of the routes connected with one or more of the vehicle yards or terminals has space to receive one or more of the vehicle systems in the one or more of the vehicle yards or terminals. 
     In one example, the yard parameters include one or more of an earliest arrival time parameter representing a time at which one or more of the vehicle yards or terminals has capacity to receive one or more of the vehicle systems from one or more of the routes, a landing track parameter representing a first route of the routes that one or more of the vehicle systems is to travel on during an approach to one or more of the vehicle yards or terminals, a target time of departure parameter representing a time at which one or more of the vehicle systems is scheduled to depart from one or more of the vehicle yards or terminals and enter onto one or more of the routes that are outside of the vehicle yards or terminals, or a launch track parameter representing a second route of the routes that one or more of the vehicle systems is scheduled to travel onto after departing from one or more of the vehicle yards or terminals. 
     In one embodiment, a system (e.g., a composite system for coordinating terminal operations with line of road movements) includes one or more first processors configured to obtain (at a road dispatch system that schedules movements of vehicle systems in a transportation network) travel parameters related to the movements of vehicle systems on routes that are outside of vehicle yards and terminals in the transportation network, one or more second processors configured to obtain (at a terminal operating system that plans yard operations within vehicle yards and terminals) yard parameters related to the yard operations performed in the vehicle yards and terminals, a first communication unit configured to communicate the travel parameters from the road dispatch system to the terminal operating system, and a second communication unit configured to communicate the yard parameters from the terminal operating system to the road dispatch system. The one or more first processors are configured to schedule the movements of the vehicle systems on the routes outside of the vehicle yards and the terminals based on the yard parameters and the one or more second processors are configured to schedule the yard operations to be performed on the vehicle systems in the vehicle yards and the terminals based on the travel parameters. 
     In one example, the travel parameters include one or more of a planned time of arrival parameter at which one or more of the vehicle systems are scheduled to arrive at one or more of the vehicle yards or terminals, or an earliest departure time parameter representing a time at which one or more of the routes connected with one or more of the vehicle yards or terminals has space to receive one or more of the vehicle systems in the one or more of the vehicle yards or terminals. 
     In one example, the yard parameters include one or more of an earliest arrival time parameter representing a time at which one or more of the vehicle yards or terminals has capacity to receive one or more of the vehicle systems from one or more of the routes, a landing track parameter representing a first route of the routes that one or more of the vehicle systems is to travel on during an approach to one or more of the vehicle yards or terminals, a target time of departure parameter representing a time at which one or more of the vehicle systems is scheduled to depart from one or more of the vehicle yards or terminals and enter onto one or more of the routes that are outside of the vehicle yards or terminals, or a launch track parameter representing a second route of the routes that one or more of the vehicle systems is scheduled to travel onto after departing from one or more of the vehicle yards or terminals. 
     In one embodiment, a terminal operating system includes one or more processors configured to obtain one or more parameters of non-propulsion-generating cargo vehicles and to determine which of the non-propulsion-generating cargo vehicles are to be included in a vehicle system assembled in a terminal or yard based on the one or more parameters. The one or more parameters include one or more of an earliest time of availability at which cargo equipment will be available in the terminal or yard, a safety operational characteristic, an efficiency operational characteristic of the one or more non-propulsion-generating cargo vehicles, and/or a priority parameter of the one or more non-propulsion-generating cargo vehicles. The one or more processors are configured to automatically direct equipment within the terminal or yard to assemble the vehicle system based on the one or more parameters. 
     In one example, the one or more processors are configured to receive, from a road dispatch system, one or more of route grades or curvatures, and the one or more processors are configured to determine an amount of propulsive force needed for the vehicle system to complete travel of a trip along a route that includes the one or more route grades or curvatures. 
     In one example, the one or more processors are configured to determine which propulsion-generating vehicles to include in the vehicle system based on the amount of propulsive force that is determined. 
     In one example, the one or more processors are configured to determine which of the propulsion-generating vehicles to include in the vehicle system based on which of the propulsion-generating vehicles are available or will be available for inclusion in the vehicle system prior to a scheduled departure of the vehicle system. 
     In one example, the earliest time of availability at which cargo equipment will be available in the terminal or yard indicates when the cargo equipment will be available for one or more of loading cargo onto or unloading cargo from the one or more non-propulsion-generating cargo vehicles. 
     In one example, the safety operational characteristic restricts how closely a lighter non-propulsion-generating cargo vehicle can be located to a heavier non-propulsion-generating cargo vehicle within the vehicle system. 
     In one example, the safety operational characteristic restricts how closely one or more of the non-propulsion-generating cargo vehicles can be located to a propulsion-generating vehicle within the vehicle system. 
     In one example, the safety operational characteristic restricts whether the propulsion-generating vehicles can be disposed close to each other in the vehicle system or are to be distributed throughout a length of the vehicle system. 
     In one example, the efficiency operational characteristic of the one or more propulsion-generating cargo vehicles requires two or more of the non-propulsion-generating cargo vehicles having double stacked containers to be disposed next to each other in the vehicle system. 
     In one embodiment, a method includes obtaining, at a terminal operating system of a terminal or yard, one or more parameters of non-propulsion-generating cargo vehicles, and selecting the non-propulsion-generating cargo vehicles that are to be included in a vehicle system assembled in the terminal or yard based on the one or more parameters. The one or more parameters include one or more of an earliest time of availability at which cargo equipment will be available in the terminal or yard, a safety operational characteristic, an efficiency operational characteristic of the one or more non-propulsion-generating cargo vehicles, and/or a priority parameter of the one or more non-propulsion-generating cargo vehicles. The method also includes assembling the vehicle system with the non-propulsion-generating cargo vehicles that are selected for inclusion in the vehicle system. 
     In one example, the method also includes receiving, at the terminal operating system from a road dispatch system, one or more of route grades or curvatures, and determining an amount of propulsive force needed for the vehicle system to complete travel of a trip along a route that includes the one or more route grades or curvatures. 
     In one example, determining which propulsion-generating vehicles to include in the vehicle system is based on the amount of propulsive force that is determined. 
     In one example, determining which of the propulsion-generating vehicles to include in the vehicle system is based on which of the propulsion-generating vehicles are available or will be available for inclusion in the vehicle system prior to a scheduled departure of the vehicle system. 
     In one example, the earliest time of availability at which cargo equipment will be available in the terminal or yard indicates when the cargo equipment will be available for one or more of loading cargo onto or unloading cargo from the one or more non-propulsion-generating cargo vehicles. 
     In one example, the safety operational characteristic restricts how closely a lighter non-propulsion-generating cargo vehicle can be located to a heavier non-propulsion-generating cargo vehicle within the vehicle system. 
     In one example, the safety operational characteristic restricts how closely one or more of the non-propulsion-generating cargo vehicles can be located to a propulsion-generating vehicle within the vehicle system. 
     In one example, the safety operational characteristic restricts whether the propulsion-generating vehicles can be disposed close to each other in the vehicle system or are to be distributed throughout a length of the vehicle system. 
     In one example, the efficiency operational characteristic of the one or more propulsion-generating cargo vehicles requires two or more of the non-propulsion-generating cargo vehicles having double stacked containers to be disposed next to each other in the vehicle system. 
     In one embodiment, a system includes one or more first processors configured to obtain, at a road dispatch system that schedules movements of vehicle systems in a transportation network, travel parameters related to the movements of vehicle systems on routes that are outside of vehicle yards and terminals in the transportation network. The system also includes one or more second processors configured to obtain, at a terminal operating system that plans yard operations within vehicle yards and terminals, yard parameters related to the yard operations performed in the vehicle yards and terminals. The system also includes a first communication unit configured to communicate the travel parameters from the road dispatch system to the terminal operating system and a second communication unit configured to communicate the yard parameters from the terminal operating system to the road dispatch system. The one or more first processors are configured to schedule the movements of the vehicle systems on the routes outside of the vehicle yards and the terminals based on the yard parameters and the one or more second processors are configured to schedule the yard operations to be performed on the vehicle systems in the vehicle yards and the terminals based on the travel parameters. 
     In one example, the one or more first processors and the one or more second processors are configured to communicate parameters between the road dispatch system and the terminal operating system to determine which propulsion-generating vehicles to include in at least one of the vehicle systems being built in one or more of the terminals or vehicle yards. The one or more first processors also are configured to communicate one or more of route grades or curvatures to the one or more second processors. The one or more second processors also are configured to determine an amount of propulsive force needed for the at least one of the vehicle systems to complete travel of a trip along a route that includes the one or more route grades or curvatures. 
     In one example, the one or more first processors are configured to change an availability of at least one of the propulsion-generating vehicles for inclusion in the at least one of the vehicle systems by changing one or more of a state or a position of one or more of a switch, a signal, and/or a gate. 
     It is to be understood that the above description is intended to be illustrative, and not restrictive. For example, the above-described embodiments (and/or examples thereof) may be used in combination with each other. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the inventive subject matter without departing from its scope. While the dimensions and types of materials described herein are intended to define the parameters of the inventive subject matter, they are by no means limiting and are exemplary embodiments. Many other embodiments will be apparent to one of ordinary skill in the art upon reviewing the above description. The scope of the inventive subject matter should, therefore, be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled. In the appended claims, the terms “including” and “in which” are used as the plain-English equivalents of the respective terms “comprising” and “wherein.” Moreover, in the following claims, the terms “first,” “second,” and “third,” etc. are used merely as labels, and are not intended to impose numerical requirements on their objects. Further, the limitations of the following claims are not written in means-plus-function format and are not intended to be interpreted based on 35 U.S.C. §112(f), unless and until such claim limitations expressly use the phrase “means for” followed by a statement of function void of further structure. 
     This written description uses examples to disclose several embodiments of the inventive subject matter and also to enable a person of ordinary skill in the art to practice the embodiments of the inventive subject matter, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the inventive subject matter may include other examples that occur to those of ordinary skill in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal languages of the claims. 
     The foregoing description of certain embodiments of the inventive subject matter will be better understood when read in conjunction with the appended drawings. To the extent that the figures illustrate diagrams of the functional blocks of various embodiments, the functional blocks are not necessarily indicative of the division between hardware circuitry. Thus, for example, one or more of the functional blocks (for example, processors or memories) may be implemented in a single piece of hardware (for example, a general purpose signal processor, microcontroller, random access memory, hard disk, and the like). Similarly, the programs may be stand-alone programs, may be incorporated as subroutines in an operating system, may be functions in an installed software package, and the like. The various embodiments are not limited to the arrangements and instrumentality shown in the drawings. 
     As used herein, an element or step recited in the singular and proceeded with the word “a” or “an” should be understood as not excluding plural of said elements or steps, unless such exclusion is explicitly stated. Furthermore, references to “an embodiment” or “one embodiment” of the inventive subject matter are not intended to be interpreted as excluding the existence of additional embodiments that also incorporate the recited features. Moreover, unless explicitly stated to the contrary, embodiments “comprising,” “including,” or “having” an element or a plurality of elements having a particular property may include additional such elements not having that property. 
     Since certain changes may be made in the above-described systems and methods without departing from the spirit and scope of the inventive subject matter herein involved, it is intended that all of the subject matter of the above description or shown in the accompanying drawings shall be interpreted merely as examples illustrating the inventive concept herein and shall not be construed as limiting the inventive subject matter.