## 4 Simulation Results and Discussion  
### Conditions and Scenarios  
To simulate the algorithm presented in Section 3, the input and output data are based on the hypertext markup language 5 (HTML5) and Javascript/Query algorithms. These algorithms were first used for research purposes but were then implemented to allow user interface modification for universal utilization. The railroad track is set with a 60-km length with seven stations in total. This includes the terminal and the intermediate stations and 10-km straight track sections, with no curves between each station, as shown in Figure 5. It is assumed that on the considered railroad track, the high-speed train stops for 2 min at the fourth station, the passenger train stops for 1 min at every station, and the freight train passes through every station. According to an actual train operation timetable, the stopping time of high-speed trains is 2 min and that of passenger trains is 1 min. The high-speed train plays the role of an express railway, and the passenger train plays the role of a slow train. However, freight trains stop at stations for a long time for movement of freight in most cases, and the criteria for this stopping time differ by freight amount, type, and station size. Hence, in this study, we assumed that the freight trains pass through all stations. The high-speed train and passenger train are given random train schedules that satisfy the genetic algorithm considered in this study, and the departure time of the freight train is calculated after the schedules of the high-speed train and passenger train are calculated. The simulation was performed 100 times for each case on the railroad track in Figure 6, as shown in Table 13. The numbers of subsidiary tracks were determined when heterogeneous trains were operated on the same track with variations in the scheduled waiting time. The number of stations that need a subsidiary track are calculated on the assumption that all intermediate stations can be overtaking and evacuation. In this study, the operation times for each train type, for 3 h, were set to 3 min for a high-speed train, 5 min for a passenger train, and 7 min for a freight train. The velocities of each train type between stations (Figure 6) were set to 200 km/h for a high-speed train, 120 km/h for a passenger train, and 85.7 km/h for a freight train. Thus, the purpose of the simulation was to analyze the location of the subsidiary tracks due to overtaking and evacuation when different types of trains are operating on one route. When each train was operated on the railway track shown in Figure 6, a total of six cases were analyzed according to  
Figure 6: Schematic of the railroad track. \begin{table}
\begin{tabular}{l} \hline for(order; train schedule) \{ \\ train schedule[order] = calculation of detailed operation schedule(train schedule[order]); \\ if([train schedule[order]].fitness) \{ \\ train schedule.delete(order); \\ train schedule[order] = get a new departure time (); \\ \} \\ \} \\ \} \\ \hline \end{tabular}
\end{table} 
Table 12: Pseudocode for repair [6]. different train operation frequencies, as shown in Table 13. Each train had a different running time between stations, as shown in Figure 6. Each case is defined as follows. Case 1: The train operation frequency for each train type is three for a high-speed train, six for a passenger train, and nine for a freight train. Case 2: The train operation frequency for each train type is three for a high-speed train, nine for a passenger train, and six for a freight train  
Case 3: The train operation frequency for each train type is six for a high-speed train, nine for a passenger train, and three for a freight train. Case 4: The train operation frequency for each train type is six for a high-speed train, three for a passenger train, and nine for a freight train. Case 5: The train operation frequency for each train type is nine for a high-speed train, three for a passenger train, and six for a freight train.