Railway Scheduling

Abstract

Scheduling a train 105,106 travelling along a railway track 102,103 to stop at a platform 107,108 comprises initiating communication with wireless communication devices 125 carried by rail passengers

Description

Field of the Disclosure The present disclosure relates to railway scheduling. Background of the Disclosure Railway scheduling systems are used to schedule the movement of trains along a railway track. An objective of such scheduling systems is to optimise the utilisation of the railway track by trains, to improve the efficiency of trains’ schedules and timeliness of the trains, whilst ensuring the safety of trains travelling along the railway track, by ensuring that conflicting train movements, e.g., two trains travelling on a same section of track at a same time, is avoided. A particular objective of scheduling systems is to appropriately allocate track time between competing trains to achieve a balance that best serves the overall objective of scheduling efficiency and timeliness of the train portfolio. Summary of the Disclosure A first aspect of the present disclosure provides a method for scheduling a train travelling along a railway track to stop at a platform, the method comprising: initiating wireless radio communication via a wireless radio communication system with rail passenger wireless communication devices, sending respective requests to the rail passenger wireless communication devices via the wireless radio communication system requesting data representing an intended destination of travel of the respective passengers, receiving respective responses from the rail passenger wireless communication devices via the wireless radio communication system including the requested data representing an intended destination of travel of the respective passengers, determining based on the received responses destinations of the passengers, determining based on the determined destinations of passengers a number of passengers likely to use the platform to board and / or disembark the train, computing based on the determination of the number of passengers using the platform to board and / or disembark the train a time period for the train to stop at the platform, and outputting a schedule signal representing the computed time period. The method may thus make dynamic decisions for the appropriate periods of time for trains to stop at the platforms, referred to in the technical field as the ‘dwell time’ based on various sources of data received dynamically by the scheduling system representing various parameters that have been found relevant to the train dwell time. Thus, the scheduling system can predict in advance appropriate times fortrains to stop at platform, and generate schedules forthose trains, e.g., dwell times, platform departure times, etc, based on those predicted stop times. The generated schedules may then be used to facilitate control of the trains. In the example of a passenger train, the train is required to stop at platforms for sufficient time to allow passengers to embark and disembark safely. Conversely, it may typically be desirable to minimise the platform dwell time in order to avoid excessively delaying the train, and following trains. It may be desirable therefore that trains stop at platforms for approximately only the time required to allow passengers to embark and disembark. The present scheduling system may thus usefully predict a time required for passengers to embark and disembark trains at the platforms dynamically based on real time data relevant to the passenger embarkation / disembarkation time, for example, the number / distribution of passengers. Consequently, the trains may be scheduled to stop at platforms for only approximately the time necessary for passenger embarkation / disembarkation, which may have time-efficiency advantages both for the train and also when scheduling a portfolio of trains running along a same track. In comparison to the present disclosure in which dwell times are determined using the relevant destination data, a conventional approach to scheduling trains is to assume a dwell time at a platform that is agnostic of prevailing conditions. Thus, in the conventional approach, a train may be scheduled and controlled to dwell at a platform for longer than is required, thereby potentially unnecessarily delaying the train and following trains. In an implementation, the inferring based on the detennined destinations of passengers a number of passengers likely to use the platform to board and / or disembark the train, comprises: obtaining route data describing a route of the train, determining for each of the passengers whether their destination is included in the route of the train, and in response to detennining that a passenger's destination is included in the route, determining that the passenger is likely to use the platform to board and / or disembark the train. In an implementation, the initiating wireless radio communication via a wireless radio communication system with rail passenger wireless communication devices, comprises identifying at least one wireless radio transceiver of the wireless radio communication system that is located onboard the train and / or in a location that is predefined in the wireless radio communication system as having a radius of wireless communication including the platform, and initiating wireless radio communication with the identified wireless radio transceiver. In an implementation, the method comprises determining based on the received responses a number of received responses, receiving additional data representing parameters relevant to a number of passengers likely to use the platform to board and / or disembark the train, wherein the determining based on the determined destinations of passengers a number of passengers likely to use the platform to board and / or disembark the train comprises determining based on the determined destinations and the additional data a number of passengers likely to use the platform to board and / or disembark the train. In an implementation, the determining based on the determined destinations of passengers a number of passengers likely to use the platform to board and / or disembark the train comprises: determining a statistical relationship between the number of passengers represented by the additional data as likely to use the platform to board and / or disembark the train and the number of received responses, and wherein the determining based on the determined destinations of passengers a number of passengers likely to use the platform to board and / or disembark the train comprises determining based on the determined destinations and the determined statistical relationship a number of passengers likely to use the platform to board and / or disembark the tram. In an implementation, the receiving additional data comprises receiving image data representing an image of one or both of a passenger compartment of the train and the platform. In an implementation, tire method comprises receiving platform data representing one or more characteristics of the platfonn, wherein the computing based on the detennination of the number of passengers using the platform to board and / or disembark the train a time period for the train to stop at the platform comprises computing the time period further based on the platform data. In an implementation, the method comprises receiving schedule data describing a scheduled time of arrival of the train at the platform and a scheduled time period for the train to stop at the platform, and determining if the train is currently late compared to the schedule, wherein the computing based on the determination of the number of passengers using the platform to board and / or disembark the train a time period for the train to stop at the platform, comprises computing the time period based on the determination of tire number of passengers using the platform to board and / or disembark the train and on the determination of if the train is currently late compared to the schedule. In an implementation, the computing tire time period based on the determination of the number of passengers using the platform to board and / or disembark the train and on the determination of if the train is currently late compared to the schedule comprises computing the time period based on the scheduled time period to be shorter than the scheduled time period in response to a determination that the train is currently late compared to the schedule. In an implementation, the computing the time period based on the determination of the number of passengers using the platform to board and / or disembark the train and on the determination of if the train is currently late compared to the schedule comprises computing the time period based on the scheduled time period to be not shorter than the scheduled time period in response to a detennination that the train is not currently late compared to the schedule. In an implementation, the method comprises receiving historical data describing one or more prior time periods that the train has stopped at the platform, wherein the computing based on the determination of the number of passengers using the platform to board and / or disembark the train a time period for the train to stop at the platform comprises further computing the time period based on the historical data. In an implementation, the method comprises receiving the schedule signal and generating a control signal for controlling movement of the train based on the schedule signal. A second aspect of the present disclosure provides a railway control system configured to perform the method of any one of the preceding statements. A third aspect of the present disclosure provides a computer program comprising instructions, which, when executed by a railway control system causes the railway control system to carry out the method of any one of the preceding statements. A fourth aspect of the present disclosure provides a computer-readable data carrier having the computer program of the preceding statement stored thereon. These and other aspects of the invention will be apparent from the embodiment(s) described below. Brief Description of the Drawings In order that the present invention may be more readily understood, embodiments of the invention will now be described, by way of example, with reference to the accompanying drawings, in which: Figure 1 shows schematically an example of a railway embodying the present disclosure, comprising a railway control system for controlling trains running along a railway track; Figure 2 shows schematically functional modules of the railway control system; Figure 3 shows schematically hardware for implementing the railway control system; Figure 4 shows schematically a method performed by the railway control system for controlling trains running on the railway track, including an operation for generating a schedule for a train; and Figure 5 shows schematically processes involved in the operation for generating the schedule. Detailed Description of the Disclosure An example of a railway 101 embodying the present disclosure is depicted schematically in Figure 1. An example method of operating the railway 101 embodying the present disclosure will be described herein with particular reference to Figures 4 and 5. The railway 101 comprises first and second railway track sections 102, 103, common track section 104, and first and second trains 105, 106 running on the railway track sections 102, 103. The railway track sections 102, 103 each include a passenger platform 107, 108 to allow passengers to embark and disembark the respective train. The railway 101 further comprises a railway control system, which comprises a signalling system including signal controller 109 and signals 110, 111, a monitoring system including monitor controller 112, wireless platform cameras 113 and train passenger compartment cameras 114, wireless radio communications beacons 124, and a scheduling system 115. The components of the railway 101 are not depicted to scale in the Figures. For the purposes of the example operation described herein, the trains 105, 106 are described as travelling from the left to the right of the Figure. Each of the trains 105, 106 are substantially like, and for brevity therefore only train 105 will be described herein in detail, on the understanding that substantially the same teachings apply to train 106 also. The train 105 comprises a passenger compartment 116 for accommodating passengers, an onboard motion control system 117 operable to control the motion of the train, a mass sensing system 118 for sensing a mass of the train. The onboard motion control system 117 and the mass sensing system 118 may each include a radio transceiver 119 operable to communicate with the scheduling system 115. The radio transceiver 119 could, for example, comprise a Global System for Mobile communications protocol device (GSM). The mass sensing system 118 is operable to determine a mass of the train. For example, the mass sensing system 115 may comprise load sensors for sensing the load applied to each axle, onboard motion control system 117 may further comprise a positioning system for determining a position of the train 105. For example, the positioning system could include an onboard antenna for communicating with trackside beacons located along the railway track, to thereby determine a position of the train by reference to its proximity to a trackside beacon. The signalling system is operable to control the signals 110, 111 to provide visual signals, for use by drivers of the trains 105, 106 to control movement of the train. The signal controller 109 is functional to receive signalling instructions from an external system, for example, from the scheduling system 115, the monitoring system 112 and / or other systems of the railway control system. The signal controller 109 comprises a radio transceiver 121 which could, for example, comprise a Global System for Mobile communications protocol device (GSM). Additionally or alternatively, the signalling system could provide signal information in another way. For example, the signalling system could send signal information to the trains for display to the driver. As an example alternative, the signal controller 109 could use means other than physical signals, such as electronic signals sent to the train authorising an electronic control system onboard the train to proceed within parameters defined by the signal. The monitoring system is operable to initiate wireless communication sessions with portable wireless communication devices, such as devices 125, carried by passengers situated on each of the platforms 107, 108 and the passenger compartment 116 of each of the trains 105, 106, and also to capture video imagery of both of the platforms and both of the passenger compartments. For this purpose, a respective wireless radio communication base station 124 is installed on each of the platforms 107, 108 and in each of the passenger compartments 116. Each wireless radio communication base station 124 is configured to initiate a wireless communication session with each of the passenger devices when the passenger devices are located within the range of the respective base station. The monitor controller 112 is functional to operate the base stations 124 to request and receive data from the passenger devices, and then transmit the data to other systems of the railway control system, e.g., to the scheduling system 115. For example, the passenger devices 125 could comprise Global System for Mobile communications protocol device (GSM), e.g., a smart phone, and the base stations 124 could communicate with the passenger devices using the same protocol. The passenger devices 125 could, for example, comprises smart phones running rail ticketing application software, whereby a user may purchase and store ticketing information, including ticket destination information, in the application software. The monitoring system may thus send requests to the passenger devices requesting that each passenger device report such ticketing information, e.g., the destination information. The base stations 124 located on the platform could be configured to support only relatively short-range communications. For example, the base stations could be configured to have a range that covers only the respective platform, or only the platform and an area leading to the platform. And the base stations 124 located in the train passenger compartments could similarly be configured only to cover the respective passenger compartment, or to only cover the particular train. By these short range communications, it can be ensured that communication is only established with passenger devices that are indeed located on / around the platform, or inside the train, rather than also contacting passenger devices in other locations. These communications may then most accurately determine passengers who are actually on the train or on the platform, and so who likely will be travelling to their scheduled destinations, rather than also including passengers elsewhere, e.g., passengers who have decided not to travel despite having previously bought a ticket. The monitoring system also includes cameras 113 arranged to view each platform, and each of the trains 105, 106 comprises a camera 120 arranged to view the respective passenger compartment 116. Hie monitor controller 112 is functional to operate the cameras to capture video imagery, and transmit the imagery to other systems of the railway control system, e.g., to the scheduling system 115. The monitor controller 112 also comprises a radio transceiver 122 which could, for example, comprise a Global System for Mobile communications protocol device (GSM). The scheduling system 115 is provided for the purpose of scheduling trains running on the railway-track, e.g., trains 105 and 106. An objective of the scheduling system 115 is to optimise the utilisation of the railway track by trains, to improve the efficiency of trains’ schedules and timeliness of the trains, whilst ensuring the safety of trains travelling along the railway track, by ensuring that conflicting train movements, e.g., two trains travelling on a same section of track at a same time, is avoided. A particular objective of the scheduling system is to appropriately allocate track time between competing trams to achieve a balance that best serves the overall objective of scheduling efficiency and timeliness of the train portfolio. The scheduling system 115 comprises onboard processing resource forprocessing data and a radio transceiver 123 for communicating with the trains 105, 106, with the monitor controller 112, the signal controller 109, and with other systems of the railway control system. The radio transceiver 123 could, for example, comprise a Global System for Mobile communications protocol device (GSM). The scheduling system 115 is configured for making dynamic scheduling decisions for the trains based on real-time data. Using various sources of real-time data, the scheduling system 115 can predict in advance factors affecting movement of the trains, and generate schedules for those trains ahead of time taking into account those factors. In particular, the scheduling system 115 is operable to predict dwell times for trains, e.g., trains 105 and 106, at platforms along the railway track, e.g., platforms 107 and 108. That is, the scheduling system 115 is operable to predict appropriate periods of time for trains to stop at the platforms based on various sources of data received dynamically by the scheduling system representing various parameters that have been found relevant to the train dwell time. The scheduling system 115 may then generate schedules for the trains, that is routing plans defining appropriate movements of the trains along the railway track with respect to time, based on those predicted dwell times. The generated schedules may then be used to facilitate control of the trains. For example, the signal controller 109 may use the schedules to control the signals 110, 111, and / or the trains’ motion control units may use the schedules to control drive units of the trains. In the example of a passenger train, the train is required to stop at platforms for sufficient time to allow passengers to embark and disembark safely. Conversely, it may typically be desirable to minimise the platform dwell time in order to avoid excessively delaying the train, and following trains. It may be desirable therefore that trains stop at platforms for approximately only the time required to allow passengers to embark and disembark. Additionally, where a train is running late compared to its initial schedule, it may be desirable for the train to shorten its stop times at the platform where possible to try and bring the train back on schedule. Whereas, where the tram is running to schedule, it’s important that the train does not leave a platform earlier than its scheduled time. The scheduling system 115 may thus usefully predict a time required for passengers to embark and disembark trains 105, 106 at the platforms 107, 108, dynamically based on real time data relevant to the passenger embarkation / disembarkation time. Consequently, the trains may be scheduled to stop at platforms for only approximately the time necessary for passenger embarkation / disembarkation, which may have time-efficiency advantages both for the train and also when scheduling a portfolio of trains running along a same track. For example, a significant parameter relevant to a time required for passengers to embark and disembark a train is the number of passengers to embark / disembark. A large number of passengers may typically take longer to embark / disembark than a smaller number of passengers, for example, due to queuing to pass through train doors. It may thus be useful for the scheduling system to be able to approximate the number of passengers to embark / disembark. Based on that knowledge of passenger numbers, the scheduling system may determine an appropriate dwell time for the train at a platfonn, for example, using a trained machine-learning model with the passenger number as an input. Further, it has been recognised that characteristics of the platform can affect the embarkation / disembarkation time. For example, it has been recognised that where the platform is relatively short passengers on a platfonn may be bunched together, and thus it may take relatively longer for those passengers to embark the train than if the same number of passengers were evenly distributed along a long platform. And additionally, where there is a relatively large gap between the platfonn edge and the train entrance, passengers may be cautious when embarking and disembarking, and so take a longer time embarking / disembarking. Further, it has been recognised that the distribution of passengers within a train’s passenger compartment and on the platfonn can affect the embarkation / disembarkation time. For example, it has been recognised that where passengers on a platform are bunched together, as might occur near to a platform entrance, it may take relatively longer for those passengers to embark the train than if the same number of passengers were evenly distributed along a platform, because the passengers may tend to queue to use a same tram door rather than using all doors of the train. And passengers in a train’s passenger compartment loitering around the train door may obstruct the door and similarly slow the embarkation / disembarkation of passengers. In the example, the scheduling system 115 may usefully detect a presence, and number, and locations of passengers to embark / disembark using the monitoring system. The monitoring system may detect these parameters by initiating wireless communication sessions with the passenger devices 125 using the base stations 124, and requesting from the passenger devices information regarding destinations of passengers, and determining based on that destination information, and information regarding a route of a train, whether, and how many, passengers are likely to be embarking or disembarking a train at each platform along the route. The monitoring system may also infer the presence, number and locations of passengers by imaging the platforms 107, 108 and the passenger compartments 116 of the trains 105, 106 using the cameras 113 and 120 respectively. Known image processing techniques may then be employed by the scheduling system 115 to infer the presence of passengers, number and locations of passengers in the image, from which the scheduling system may approximate a dwell time for the train at the platform. Alternative or in addition to imaging the train passenger compartment, the scheduling system 115 could make use of the mass sensing system 118 onboard the trains, to determine a mass of the train, from which a number of passengers onboard the train may be inferred. Alternatively or additionally to imaging the platfonn or sensing a mass of the train, the scheduling system 115 may receive data from a ticketing system regarding a number of tickets that have been sold for a train journey, and / or data from platfonn entrance equipment, e.g., ticket barriers, regarding a number of people who have entered a platform through the barriers. From each of these data sources the scheduling system may approximate a number of passengers to embark and / or disembark at a platfonn, from which an appropriate dwell time for a train at a platform may be inferred. For example, a trained machine-learning model may use model weights that are varied in dependence on the number and / or location of passengers. Further it has been recognised that other parameters may affect passenger embarkation / disembarkation times. For example, it has been recognised that the platform geometry, such as platform length and / or the size of the gap between platform and train may affect passenger embarkation / disembarkation times. The scheduling system 115 may thus usefully receive data representing these additional factors, e.g., platform characteristics, and / or other relevant contextual data, which may then be used by the scheduling system 115 to infer an appropriate dwell time at the platfonn. For example, a trained machine-learning model may use model weights that are varied in dependence on these factors. In comparison to determining train dwell times dynamically using real-time data, a conventional approach to scheduling trains is to assume a dwell time at a platform that is agnostic of prevailing conditions, for example, the number / distribution of passengers and / or platform characteristics. In such a system, it is generally necessary to assume a worst-case scenario dwell time, for example, a number of passengers to embark / disembark that matches the full capacity of the train. Thus, in the conventional approach, a train may be scheduled and controlled to dwell at a platform for longer than is required, thereby potentially unnecessarily delaying the train and following trains. A particular advantage of the presently disclosed scheduling system may be observed in the context of the example scenario depicted in Figure 1. In the scenario, the track sections 102, 103 converge to common track section 124, and thus the trains 105, 106 should be scheduled appropriately by the scheduling system 115 to avoid conflicting train movements, e.g., both trains 105, 106 entering the common track section 124 at the same time. Thus, in the scenario, the trains 105, 106 should be scheduled by the scheduling system to depart their respective platforms 107, 108 at staggered times. Consider the scenario where train 105 has previously been scheduled to arrive and depart platform 107 two-minutes earlier than train 106 is scheduled to arrive and depart platform 108, but in which train 105 has been delayed by two-minutes at some time since generation of the initial schedule. Hence, trains 105 and 106 may in reality arrive at their respective platforms at a same time. The scheduling system is thus required to reschedule one or both of the trains to avoid both trains entering the common track section at a same time. A conventional scheduling system agnostic to prevailing parameters affecting the train dwell times at the platforms may simply select at random one of the trains to hold at the platform. However, in the present disclosure, the scheduling system 115 may infer using the monitoring system 112 that train 105 has relatively few passengers to embark and disembark, whereas train 106 has a relatively large number of passengers to embark and disembark, and may thus determine that train 106 may require a longer dwell time at the platform than train 105. Consequently, the scheduling system 115 may schedule a relatively short dwell time at the platform 107 for train 105, and a relatively longer dwell time at the platform 108 for train 106. Thus, train 105 may be permissibly scheduled to depart before train 106, notwithstanding their previously conflicting schedules, thereby allowing train 105 to recover its delay relative to the initial schedule. Other factors could be taken into account in determining tire dwell time of a train at the platform, for example, whether a faster train should be released ahead of a slower train on a common section of track to avoid excessively delaying the faster train. Referring next to Figure 2, in examples the scheduling system 115 comprises processor 201, memory 202, radio transceiver 123, input / output device 203, and system bus 204. Processor 201 is configured for execution of instructions of the computer program for scheduling trains on the railway track. Memory 202 is configured for non-volatile storage of the computer program, defining machine-readable instructions, for execution by the processor, and for serving as read / write memory for storage of operational data associated with computer programs executed by the processor 201. Radio transceiver 123 is configured for communicating by radio the passenger devices 125, with trains running on the track, e.g., trains 105, 106, and for communicating with the monitoring system 112 and the signalling system 109. Input / output interface 203 is configured for connection of the scheduling system to other external systems, for example, to a platform characteristic information system for receiving platform data representing platform characteristics. The components of tire scheduling system 115 are in communication via system bus 204. Referring next to Figure 3, the hardware of the scheduling system 115 is configured to support five functional modules used for a method of scheduling trains on the railway track. In the Figure, the arrows depict schematically data flows between the modules. Data retriever 301 is functional to retrieve train data, for example data identifying a train such as a unique identification number, a planned route and stops of the train, a current position of the train, and platform assignments for the train at stations along the route. Data retriever 301 is also functional to receive destination data, i.e., tire intended destinations of passengers based on communications with the passenger devices 125. Data retriever 301 is also functional to receive additional data, that is other data relevant to the task of scheduling trains. Such additional data may include contextual data, such as platform and / or train passenger compartment video data from the monitoring system 112, and / or platform characteristic data. For example, the data retriever 301 could be configured, upon receiving train identification and routing data, to determine platforms to be visited by the train, and then retrieve the data relevant to dwell times of the train at platforms on the train’s route, such as the destination data, and / or video imagery from the monitoring system 112. Data retriever 301 could for example output a request for data to the monitoring system 112, or such data could be spontaneously provided to the scheduling system 115 by the monitoring system 112 and stored in memory 202, whereby data retriever 301 could retrieve the stored data from memory 202 at an appropriate time. Passenger detector 302 is functional to receive the destination data and the platform and / or train passenger compartment imagery provided by the monitoring system 112. The passenger detector 302 is functional to process the received data to detect a number of passengers represented by the data. For example, in the case of the destination data, the passenger detector 302 may count the individual data points, and in the case of imagery' the passenger detector 302 infer a presence, number, and locations of passengers in the imagery. Various image processing techniques suitable for this task are known in the art, such as techniques reviewed in "‘Hou, L., Wan, W., Hwang, J., Muhammad, R., Yang, M., &Han, K. (2017). Human tracking over camera networks: a review. EURASIP Journal on Advances in Signal Processing, 2017(1). https: / / doi.org / 10.1186 / sl3634-017-0482-z”. Schedule generator 303 is functional to generate schedules for trams running along the railway track based on the additional data from the data retriever 301 and the passenger detection data output by the passenger detector 302. In examples, schedule generator 303 may run one or more machine-learning models trained to predict dwell times for trains at platforms appropriate to allow passenger embarkation / disembarkation based on the various sources of input data. Tire schedule generator 303 is functional to determine the appropriate time period for the trains to stop at platforms, and generate schedule data for the trains based on those time periods. The schedule data could, for example, define departure times for trains from the platforms. The schedule data may then be output by the scheduling system 115 for use in controlling the trains. Railway monitor 304 is functional to collect data regarding the actual operation of the railway, e.g., the actual dwell time of the trains and the platforms. The collected data may then be used as feedback to further train the schedule generator 303. For example, the railway monitor 304 may receive platform and / or train compartment imagery from the monitoring system 112, and may thus determine whether a train was able in fact to complete its passenger embarkation / disembarkation within the scheduled dwell time, or whether contrarily the scheduled dwell time was insufficient. The model updater 305 is functional to receive the feedback data from the railway monitor, and modify the operation of the schedule generator, for example, update parameters of machine-learning models employed by the schedule generator 303, based on the feedback data. Referring next to Figure 4, in examples the computer program for scheduling trains on the railway track implemented by the scheduling system 115 comprises four operations 401 to 404. At operation 401, the computer program causes the processor 201 of the scheduling system 115 to retrieve data relevant to scheduling the trains. For example, operation 401 could involve the data retriever 301 sending a request to trains 105, 106 for identity, position, and route data, and a request to the monitoring system 112 for destination data, and the additional data, such as platform / train compartment image data. At operation 402, the computer program causes the processor 201 of scheduling system 115 to generate schedules for trains running on the railway track. Processes involved in the scheduling system 115 generating tine schedules will be described in further detail with reference to Figure 5. At operation 403, the computer program causes tire processor 201 of the scheduling system 115 to output the schedules generated at operation 402. For example, the scheduling system 115 may output the schedule data to the signalling system 109 to cause the signals 110, 111 to hold the trains 105, 106 at the platforms 105, 106 until the determined departure time, and / or could be output to the onboard motion control system 117 of the trains 105, 106 to cause the train to remain at the platform until the determined departure time. At operation 404, the computer program causes the processor 201 of the scheduling system 115 to monitor the operation of the railway using die railway monitor 112 to collect feedback data and use the feedback data to update operations of the schedule generator 303. Referring next to Figure 5, operation 402 performed by the scheduling system 115 for generating schedules fortrains running on the railway track involves eight processes. At process 5 01, the computer program causes the processor 201 of the scheduling system 115 to retrieve the various sources of data. Firstly, die train data, e.g., data identifying the train, its route, and its position, may be retrieved, e.g., by the scheduling system sending a request to the monitoring system to request the same data from the train, or from other source. The destination data defining the intended destinations of the passengers of the train, both those already on the train and those waiting at platforms for the train, may be retrieved. As previously described, this could involve the monitoring system communicating with ticketing application software running on the passenger devices to request the destination data. And the additional data, such as train / platform imagery data and / or platform data may be retrieved by the monitoring system from the relevant source. Process 501 could involve the processor 201 of the scheduling system 115 initiating wireless radio communication with the passenger devices 125 by sending a wireless request to the monitoring system 112 to control tine base stations 124 to send requests to the passenger devices 125 requesting data representing an intended destination of travel of the respective passenger, and then to receive responses from the passenger devices 125 for relay back to the scheduling system 115. At process 502, the computer program causes the processor 201 of the scheduling system 115 to determine the platforms that are on each train's route, e.g., by reference to the received route data. At process 503, the computer program causes the processor 201 of the scheduling system 115 to determine passengers’ destinations, based on the destination data retrieved at process 501 and the determination of the platforms at process 502. At process 504, the computer program causes the processor 201 of the scheduling system 115 to determine numbers of passengers disembarking at each of the platforms on the route, based on the determination of destinations at process 503, and on the additional data received at process 501, e.g., by processing the image data to determine numbers of passengers on the train. At process 505, the computer program causes the processor 201 of the scheduling system 115 to determine numbers of passengers boarding at each of the platforms on the route, based on the determination of destinations at process 503, and on the additional data received at process 501, e.g., by processing the image data to determine numbers of passengers waiting on each platform. At process 506, the computer program causes the processor 201 of the scheduling system 115 to determine the time period for the train(s) to stop at the platform(s), in other words the dwell time, based on the determinations at processes 504 and 505, and optionally also taking into account other factors, such as data received at process 501 describing characteristics of the platform. At process 507, the computer program causes the processor 201 of the scheduling system 115 to generate schedules(s) for the train(s) defining departure times for the train(s) from the platform(s), based on the dwell times determined at process 506. At process 508, the computer program causes the processor 201 of the scheduling system 115 to output the schedule(s) generated at process 507. For example, the scheduling system 115 may output the generated schedules to the signalling system 109, and / orto the motion control systems 117 of the trains. In the example, this may involve the radio transceiver 123 of the scheduling system 115 generating a radio transmission for reception by the radio transceiver 121 of the 5 signalling system and / or the radio transceivers 119 of the trains. Subsequently, the signalling system 109 and / or the motion control system 117 may generate control signal(s) based on the received schedule(s) for controlling movement of the train(s). Although the present invention and its advantages have been described in detail, it should be 10 understood that various changes, substitutions and alterations can be made herein without departing from the spirit and scope of the invention as defined by the appended claims.Jn the claims, the word “comprising” does not exclude other elements or steps, and the indefinite article “a” or “an” does not exclude a plurality.

Claims

1. A method for scheduling a train travelling along a railway track to stop at a platform, the method comprising:initiating wireless radio communication via a wireless radio communication system with rail passenger wireless communication devices,sending requests to the rail passenger wireless communication devices via the wireless radio communication system requesting data representing an intended destination of travel of the respective passenger,receiving responses from the rail passenger wireless communication devices via the wireless radio communication system including the requested data representing an intended destination of travel of the respective passenger.determining based on the received responses destinations of tire passengers,determining based on the determined destinations of passengers a number of passengers likely to use the platform to board and / or disembark the train,computing based on the determination of the number of passengers using the platform to board and / or disembark the train a time period for the train to stop at the platform, andoutputting a schedule signal representing the computed time period.

2. The method of claim 1, wherein the determining based on the determined destinations of passengers a number of passengers likely to use the platform to board and / or disembark the train, comprises:obtaining route data describing a route of the train,determining for each of the passengers whether their destination is included in the route of the train, andin response to determining that a passenger’s destination is included in the route, determining that the passenger is likely to use the platfonn to board and / or disembark the train.

3. The method of any one of the preceding claims, wherein the initiating wireless radio communication via a wireless radio communication system with rail passenger wireless communication devices, comprises identifying at least one wireless radio transceiver of the wireless radio communication system that is located onboard the train and / or in a location that is predefined in the wireless radio communication system as having a radius of wireless communication including the platform, and initiating wireless radio communication with the identified wireless radio transceiver.

4. The method of any one of the preceding claims, comprising:determining based on the received responses a number of received responses,receiving additional data representing parameters relevant to a number of passengers likely to use the platform to board and / or disembark the train,wherein the determining based on the determined destinations of passengers a number of passengers likely to use the platform to board and / or disembark the train comprises determining based on the determined destinations and the additional data a number of passengers likely to use the platform to board and / or disembark the train.

5. The method of claim 4, wherein the determining based on the determined destinations ofpassengers a number of passengers likely to use the platform to board and / or disembark the train comprises:determining a statistical relationship between the number of passengers represented by the additional data as likely to use the platform to board and / or disembark the train and the number of received responses, andwherein the determining based on the determined destinations of passengers a number of passengers likely to use the platform to board and / or disembark the tram comprises determining based on the determined destinations and the determined statistical relationship a number of passengers likely to use the platform to board and / or disembark the train.

6. The method of claim 4, wherein the receiving additional data comprises receiving imagedata representing an image of one or both of a passenger compartment of the train and the platform.

7. The method of any one of the preceding claims, comprising receiving platform data representing one or more characteristics of the platform, wherein the computing based on the determination of the number of passengers using the platform to board and / or disembark the train a time period for the train to stop at the platform comprises computing the time period further based on the platform data.

8. The method of any one of the preceding claims, comprising:receiving schedule data describing a scheduled time of arrival of the train at the platform and a scheduled time period for the train to stop at the platform, anddetermining if the train is currently late compared to the schedule,wherein the computing based on the determination of the number of passengers using the platform to board and / or disembark the train a time period for the train to stop at the platform, comprises computing the time period based on the determination of the number of passengers using the platform to board and / or disembark the train and on the determination of if the train is currently late compared to the schedule.

9. The method of claim 8, wherein the computing the time period based on the determination of the number of passengers using the platform to board and / or disembark the train and on the determination of if the train is currently late compared to the schedule comprises computing the time period based on the scheduled time period to be shorter than the scheduled time period in response to a determination that the train is currently late compared to the schedule.

10. The method of claim 8, wherein the computing the time period based on the determination of the number of passengers using the platform to board and / or disembark the train and on the determination of if the train is currently late compared to the schedule comprises computing the time period based on the scheduled time period to be not shorter than the scheduled time period in response to a determination that the train is not currently late compared to the schedule.

11. The method of any one of the preceding claims, comprising receiving historical data describing one or more prior time periods that the train has stopped at the platform, wherein the computing based on the determination of the number of passengers using the platform to board20 and / or disembark the train a time period for the train to stop at the platform comprises further computing the time period based on the historical data.

12. The method of any one of the preceding claims, comprising receiving the schedule signal 5 and generating a control signal for controlling movement of the train based on the schedule signal.

13. A railway control system configured to perform the method of any one of claims 1 to 12.

14. A computer program comprising instructions, which, when executed by a railway control 10 system causes the railway control system to carry out the method of any one of claims 1 to 12.

15. A computer-readable data carrier having the computer program of claim 14 stored thereon.1531 03 25AMENDMENTS TO THE CLAIMS HAVE BEEN FILED AS FOLLOWS:-ClaimsI. A method for scheduling a train travelling along a railway track to stop at a platform, the 5 method comprising:initiating wireless radio communication via a wireless radio communication system with rail passenger wireless communication devices,sending requests to the rail passenger wireless communication devices via the wireless radio communication system requesting data representing an intended destination of travel of the10 respective passenger,receiving responses from the rail passenger wireless communication devices via the wireless radio communication system including the requested data representing an intended destination of travel of the respective passenger.determining based on the received responses destinations of tire passengers,15 determining based on the determined destinations of passengers a number of passengerslikely to use the platform to board and / or disembark the train,computing based on the determination of the number of passengers using the platform to board and / or disembark the train a time period for the train to stop at the platform, andoutputting a schedule signal representing the computed time period20 wherein the initiating wireless radio communication via a wireless radio communicationsystem with rail passenger wireless communication devices, comprises identifying at least one wireless radio transceiver of the wireless radio communication system that is located onboard the train and / or in a location that is predefined in the wireless radio communication system as having a radius of wireless communication including the platform, and initiating wireless radio25 communication with the identified wireless radio transceiver.

2. The method of claim 1, wherein the determining based on the determined destinations of passengers a number of passengers likely to use the platform to board and / or disembark the train, comprises:30 obtaining route data describing a route of the train,31 03 25determining for each of the passengers whether their destination is included in the route of the train, andin response to determining that a passenger’s destination is included in the route, determining that the passenger is likely to use the platform to board and / or disembark the tram.

53. The method of any one of the preceding claims, comprising:determining based on the received responses a number of received responses,receiving additional data representing parameters relevant to a number of passengers likely to use the platform to board and / or disembark the train,10 wherein the determining based on the determined destinations of passengers a number ofpassengers likely to use the platform to board and / or disembark the train comprises determining based on the determined destinations and the additional data a number of passengers likely to use the platform to board and / or disembark the train.15 4. The method of claim 3, wherein the determining based on the determined destinations ofpassengers a number of passengers likely to use the platform to board and / or disembark the train comprises:determining a statistical relationship between the number of passengers represented by the additional data as likely to use the platform to board and / or disembark the train and the number 20 of received responses, andwherein the determining based on the determined destinations of passengers a number of passengers likely to use the platform to board and / or disembark the train comprises determining based on the determined destinations and the determined statistical relationship a number of passengers likely to use the platform to board and / or disembark the train.

255. The method of claim 3, wherein the receiving additional data comprises receiving image data representing an image of one or both of a passenger compartment of the train and the platform.31 03 256. The method of any one of the preceding claims, comprising receiving platform data representing one or more characteristics of the platform, wherein the computing based on the determination of the number of passengers using the platform to board and / or disembark the train a time period for the train to stop at the platform comprises computing the time period further 5 based on the platform data.

7. The method of any one of the preceding claims, comprising:receiving schedule data describing a scheduled time of arrival of the train at the platform and a scheduled time period for the train to stop at the platform, and10 determining if the train is currently late compared to the schedule,wherein the computing based on the determination of the number of passengers using the platform to board and / or disembark the train a time period for the train to stop at the platform, comprises computing the time period based on the determination of the number of passengers using the platform to board and / or disembark the train and on the determination of if 15 the train is currently late compared to the schedule.

8. The method of claim 7, wherein the computing the time period based on the determinationof the number of passengers using the platform to board and / or disembark the train and on the determination of if the train is currently late compared to the schedule comprises computing the 20 time period based on the scheduled time period to be shorter than the scheduled time period in response to a determination that the train is currently late compared to the schedule.

9. The method of claim 7, wherein the computing the time period based on the determinationof the number of passengers using the platform to board and / or disembark the train and on the 25 determination of if the train is currently late compared to the schedule comprises computing the time period based on the scheduled time period to be not shorter than the scheduled time period in response to a determination that the train is not currently late compared to the schedule.

10. The method of any one of the preceding claims, comprising receiving historical data 30 describing one or more prior time periods that the train has stopped at the platform, wherein the computing based on the determination of the number of passengers using the platform to board31 03 25and / or disembark the train a time period for the train to stop at the platform comprises further computing the time period based on the historical data.

11. The method of any one of the preceding claims, comprising receiving the schedule signal 5 and generating a control signal for controlling movement of the train based on the schedule signal.

12. A railway control system configured to perform the method of any one of claims 1 to 11.

13. A computer program comprising instructions, which, when executed by a railway control10 system causes the railway control system to carry out the method of any one of claims 1 to 11.

14. A computer-readable data carrier having the computer program of claim 13 stored thereon.15

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