Lovely illustration of how important terminal dispatching is for transit. This graph shows the progression of vehicles on the 49 today; I've circled this bunch coming out of the terminal. Had someone told one of these bunched buses to run express for a while, you would have cleaned this up!
![Screenshot of PDF with text:
In Switzerland the state owned TOC Schweizerische Bundesbahn (SBB) has with the introduction of their integrated fixed interval Bahn2000 timetable in December 2004, divided their railway network into two categories of areas [7]:
- Capacity bottleneck areas: Areas operating at or near their capacity limit
- Non capacity bottleneck areas: Areas with spare capacity
To achieve the highest punctuality levels the SBB has used a new application strategy of running time
supplements. Capacity bottlenecks are turned into the so called “condensation zones” and non capacity
bottlenecks are called “compensation zones”. This is in regards to applying running time supplements. In
condensation zones the trains are planned with their maximum allowed speed and a minimum of time
supplements in the timetable. This is to ensure that trains take up a minimum of capacity in the bottleneck
areas. Whereas in compensation zones they are planned with big time supplements to make sure that the
trains arrive on time at the start of the next capacity bottleneck zone [7].
The Bahn2000 timetable is based on the concept of a series of larger station/hubs where all trains meet on
the hour, quarter past the hour, half hour, quarter to the hour or combinations hereof. See Figure 9.
Scheduled running times between station hubs must fit with the scheduled meeting times of trains.
The selected hubs and their immediate railway sections are defined as condensation zones and the line
section between them as compensation zones [7].](https://cdn.bsky.app/img/feed_thumbnail/plain/did:plc:bt5nitzd5lhhgnyyz2yd74j6/bafkreien7oxh6nyfzsqtcgrci5tiifcchh6ozjupqelzba3id7ciecepey)
