## 4 Simulation Results and Discussion
### Analysis and Discussion of Simulation Results
Out of the 100 analyzed train schedules, overtaking occurred at Intermediate Stations 2, 3, and 5 in 28 train schedules, and at Intermediate Stations 2 and 3 in 19 time schedules. Figure 19-21 are represented for the schduled waiting time, the frequency of overtaking station and number of train schedules for overtaking in Case 5. In Case 5, the scheduled waiting time of 23 min showed the highest frequency of 16 times in 100 simulations, followed by 21 and 22 min of scheduled waiting time with 15 times. In all the analyzed train schedules, the passenger train and high-speed train overtook the freight train. This is because the operation frequency of the passenger train is small (3 times), whereas the operation frequency of the high-speed train is the highest (9 times). Overtaking occurred 93 times at Intermediate Station 2, 86 times at Intermediate Station 3, and 81 times at Intermediate Station 5. Out of the 100 analyzed train schedules, overtaking occurred at Intermediate Stations 2, 3, 5, and 6 in 31 train schedules and at Intermediate Station 2, 3, and 5 in 30 train schedules. Figure 17: Frequency of Overtaking Station for Case 4. Figure 18: Overtaking Station for Case 4. Figure 21: Overtaking Station for Case 5. Figure 22: Analyzed Scheduled Waiting Time for Case 6. Figure 20: Frequency of Overtaking Station for Case 5. Table 14 summarizes the frequency of overtaking for each case. The overtaking frequency was the highest at Intermediate Station 3 in all cases except Case 5. This leads to the conclusion that Intermediate Station 3 requires a subsidiary track even though the operating frequency of each train on the considered track differs. Intermediate Station 4 showed a significantly low overtaking frequency because it is a station where the high-speed train and passenger train stop. In Case 5, the largest number of overtaking, 327 times, occurred when the operation frequencies of the high-speed train and freight train were 9 and 6, respectively. This shows that the number of overtaking increases if the operating frequency of a high-speed train is higher than that of a freight train. For Case 3, where the operating frequencies of the high-speed train and freight train, the two trains with the highest speed difference, are high at 9 and 6, respectively. Figure 23: Frequency of Overtaking Station for Case 6. \begin{table}
\begin{tabular}{c c c c c c c c c c} \hline \hline  & \multicolumn{3}{c}{**Number of Trains**} & \multicolumn{6}{c}{**Frequency of Overtaking Station**} \\ \cline{2-10}
**Division** & \begin{tabular}{c} **High-Speed** \\ **Train** \\ \end{tabular} & \begin{tabular}{c} **Passenger** \\ **Train** \\ \end{tabular} & \begin{tabular}{c} **Freight** \\ **Train** \\ \end{tabular} & \begin{tabular}{c} **Intermediate** \\ **Station 2** \\ \end{tabular} & \begin{tabular}{c} **Intermediate** \\ **Station 3** \\ \end{tabular} & \begin{tabular}{c} **Intermediate** \\ **Station 4** \\ \end{tabular} & \begin{tabular}{c} **Intermediate** \\ **Station 5** \\ \end{tabular} & \
\begin{tabular}{c} **Intermediate** \\ **Station 6** \\ \end{tabular} &
\begin{tabular}{c} **Total** \\ \end{tabular} \\ \hline Case 1 & 3 & 6 & 9 & 68 & 87 & 0 & 18 & 0 & 173 \\ \hline Case 2 & 3 & 9 & 6 & 73 & 86 & 0 & 40 & 5 & 204 \\ \hline Case 3 & 6 & 3 & 9 & 94 & 100 & 0 & 56 & 28 & 278 \\ \hline Case 4 & 6 & 9 & 3 & 72 & 95 & 0 & 52 & 29 & 248 \\ \hline Case 5 & 9 & 3 & 6 & 93 & 86 & 7 & 81 & 60 & 327 \\ \hline Case 6 & 9 & 6 & 3 & 67 & 93 & 5 & 64 & 38 & 267 \\ \hline \hline \end{tabular}
\end{table} 
Table 14: Frequency of overtaking station for each case. Figure 24: Overtaking Station for Case 6. Figure 23: Frequency of Overtaking Station for Case 6.