| 摘要: | 現今單線鐵路為主的路線中，以台鐵台東線(花蓮-台東間)的運行車種與停站模式為相對複雜的案例之一，又因其路線的旅運特性特殊，造成平日與假日的列車班次數量相差極大。於時事議題中，時常會提到台鐵台東線全線雙線化的議題存在，以增加列車運行班次量。但現今台鐵列車時刻表排班中，是否已經做到有效的排班，以應對臨時加班車可能會造成的調度問題？在此情況下，是否有在鐵路單線區間能夠做有效排班，或是將部分瓶頸路段施做鐵路雙線化就能夠有效解決列車排班與加班車插入原有時刻表的情形？因此需要研究並探討其中的因素與改善方法，以減少因為在單線區間的臨時加班車排班而嚴重影響到原有既訂班車(正班車)的列車準點率，更能夠提升台鐵於東部幹線的營運服務品質。
本研究欲分析台鐵台東線的加班車排班問題來源，並且探討是否需要進行單線區間加班車排班之班表定型化，形成以每小時循環發車的定型化班表，以增加單線鐵路列車之運轉效率。除此之外，研究中也能夠適當的檢討是否需要迫切的全線鐵路雙線化，或是在瓶頸路段做部分的鐵路雙線化；且可利用於列車排班研究中所遇到的情形，適當的建議台灣鐵路局於排班的瓶頸路段做適當的雙線化、或是設置交會用的號誌站，以紓解於單線鐵路區間列車排班上的不便，並增加台鐵台東線的列車排班與運行之效率。
在研究中採用了數學規劃方式進行列車排班，並且利用列車行駛時間最短與列車班次容量最大化做平衡為列車排班目標，並且採用文獻回顧中所運用的限制條件與因應單線鐵路區間的新增限制條件施作列車班表試排。其中，因為受到限制條件太繁雜，有部分的限制式無法有效呈現之，因此採取部分限制條件式以人工微調的方式進行排班，並且依照平常日與例假日的分離排班設計，以利於將列車運行的排班過程、與實際的列車運行上更佳地順暢。
研究結果可以發現在班表定型化後，台鐵台東線於正常營運時段6至22時之間能夠依照直達車、跳蛙式停站列車、區間車每小時各一班的方式發車，並且在維持現況之下，相較現今的列車運行班表更能夠增加列車班次。雖然在排班上延長了部分種類的列車的整體運行時間，但是也提供了當今對於台鐵台東線單線鐵路區間的瓶頸路段的問題所在，若是將這些瓶頸路段或是場站的限制條件解除後，勢必會增加台鐵台東線列車的列車運行的流暢性，也增加列車臨時運行調度的空間。
In the single-track railway lines, the stopping station type and the train series of Taiwan Railway Administration (TRA) Taitung Line (Hualien-Taitung) is the most complicated one. Due to the trip type of the passengers on this line is more particular than other railway lines; the number of trains on the schedule is extremely different between weekdays and weekends (or holidays). In current issues, in order to increase the volume of the TRA Taitung Line, increased to double-track for all of this line has been mentioned. But the TRA has done a perfect train timetable for the extra trains on the Taitung Line to prevent the scheduling problem when the extra trains joined in the diagram? In this situation, can we just fix the train timetable to have a perfect diagram on the single-track railway line, do the partial double-tracks works, or increase the stations to have the train-meetings, to prove the extra train’s schedule problems and increase the level of service of the TRA Taitung Line.
The study is going to figure out the key point problem of the TRA Taitung Line, and to investigate doing the train schedule pre-defaulted for this line in order to let the diagram runs more efficient. Furthermore, the study will point out can we just do the train scheduling well, or construct the partial double-track and increase the stations to have the train-meetings; to avoid to all TRA Taitung Line has double-tracked. At last, the study can also suggest the situations have found in the study to Taiwan Railway Administration, for the new ways in order to do well works on the train scheduling for the single-rail line, or to release the bottlenecks for train scheduling on TRA Taitung Line.
The mathematical programming is used in this study, and the object function is tend to balance minimize the train running time and maximum the volume of this railway line. The restriction functions would use the functions in the paper reference and restriction functions of the single-rail system to do the train scheduling. By the way, some restriction functions are too complex to appear the well train schedule. Therefore, these restriction functions are going to solve by handworks to make the train schedule to practice the better mode. The train schedules are difference to the weekday’s timetable and the holiday’s timetable, in order to let the TRA Taitung Line operate in the smooth and better situation.
The conclusion of the study could appear that the train schedule of TRA Taitung Line could operate as a limited-express train, a semi-express train, and a local train in an hour between 6 a.m. to 10 p.m., which runs more train trips in the current railway line situation. Even though some trains’ operation time will be extended some running time, we can not only put in more running trains, but also we can figure out the bottleneck single-rail sections of TRA Taitung Line. If we do some works on these bottleneck raiway line sections, double-rail or station-improve as the examples, could be enhanced the train running status, the operating efficiencies of timetable, and the temporary train scheduling space. |
