# Delay Management in Regional Railway Transport
## 3 Results  
Practical Implementation of the Maximum Waiting Time Principle to a New Operational Concept in the Vysocina Region  
The new innovative principle for determining transfer waiting times, described in Section 2.3, was implemented by the authors as a new operational concept for regional railway transport in the Vysocina Region, and launched with timetable for 2019/2020. This operational concept reflects transportation demand in the region [34] and is based on the IPT-principles. The scheme is introduced in Figure 6 as the net graph [35] (weekend schedule). In the description of the solution, the following designation of the lines is used:  
* line R9: fast trains, Praha-Kolin-Havlickuv Brod-Brno;
* line R11: fast trains, Plzer-Ceske Budejovice-Jihlava-Brno;
* line Sp: fast regional trains, Havlickuv Brod-Jihlava-Trest-Telc-Dacice-Slavonice;
* line Os1: regional trains, Kolin-Havlickuv Brod-Zd'ar nad Sazavou;
* line Os2: regional trains, Havlicku Brod-Jihlava mesto;
* line Os3: regional trains, Jihlava-Trebic;
* line Os4: regional trains, Jihlava-Horni Cerekev-Pelhrimov-Tabor. The input boundary condition for solving this task was compliance with transfer waiting times of lines R9, R11, and Os1. For lines R9 and Os1 at Havlickuv Brod station and line R11 at Jihlava station, it was calculated with a basic 10 min waiting time. The following parts of railway lines that proved to be decisive for determining transfer waiting times at junctions Havlickuv Brod and Jihlava were involved in the operational/technological processes graph:  
* railway line 225 in the Havlickuv Brod-Kostelec u Jihlavy section;
* railway line 227 in the Kostelec u Jihlavy-Dacice section;
* railway line 240 in the Jihlava-Trebic section;  
and other related or continuing trains at the Havlickuv Brod station from railway lines 230 (Kolin-Havlickuv Brod) and 250 (Havlickuv Brod-Tisnov). Except for railway lines 230 and 250, all railway lines in the solved area are single-track lines. The operational/technological processes graph was assembled for two 2-h periods in a row, in which all operational and transportation periodically repeating interactions between trains in the solved area were taken into consideration. As the authors did not have any passenger number data to assess the transportation significance of individual transfer connections (nor any passenger flow information from previous operational concepts, which would not have been usable anyway because of the differences between the old and the new ones), all transfer connections were considered as crucial (i.e., no transfer connection was left out of the operational/technological processes graph) and maximal waiting times were determined so that no transfer connections were broken. There were assumed to be 4% scheduled linear run time supplements to the technical run times. In the case of minimum run times, 2% linear run time supplements to the technical run times were used. Minimum headways were estimated by the authors consideration of the types of station, the track signaling systems, and the track configurations of every station. Figure 6: Net graph of the new operational concept in Vysocina Region weekends. Source: the authors.