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Indonesian Timetabling ConferenceIntroducing Timetabling and Train Control where there a Multiple Operators
31 May 2011
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Introduction
•Overview Paul Jerman
– Overview of the last 30 yearso Involved in rail since 1978o Train control managemento Project managemento The ARTC experienceo Expansion of services in the outside world
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Australian Rail
•Overview, Outside looking in
– The Australian Rail experience overviewo ARTC (Federal)o Vic (3 below rail operations)o NSW (3 below rail operations)o QR (2 below rail operations)o SA (3 below rail operations)o WA (below rail operations)
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Australian Rail• All states now have a ‘below rail operation and provide
equitable access to above rail operators and share access at interfaces to create a seamless operation.
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The Annual Timetable
•An Undertaking
– What is the core business?o Provide fair and equitable access to the network for all rail operatorso Maintaining capacity of the networko Encourage competition with Road, Air and Seao Track Maintenance Managemento Train Control Managemento Revenue collection
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The Annual Timetable
•The Responsibilities of the Service Provider in Brief
– Rule Book Management– Systems and Standards to meet Regulatory compliance– Access rights– Train Control Management– Emergency Management
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The Annual Timetable
•The Responsibilities of the User in brief
– Rule Book Compliance– Systems and Standards compliance– Regulatory approval to operate– Maintaining the provided train path– Emergency Management
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The Annual Timetable
•The Phases of the Timetable in Brief– Long Term Plan
o 12 months to 2 weeks prior to implementationo Forms the basis of network capacity with guaranteed paths
– Short Term Plano 2 weeks to 24 hours prior to implementationo Deals with possessions, last minute changes and possessions
– Current Operationso 24 hours to implementationo Runs the plan (train control)
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The Annual Timetable
• The Types of Paths– Premium
o Highest flag fall and feeo Path is guaranteed to be availableo Train will be prioritisedo Used for Passenger and priority freight services
– Regularo Lesser Flag fall and feeo Path is guaranteed to be availableo Will be prioritised provided does not impact on Premium patho Used for low speed freight operations
– Ad-Hoco Lowest of all feeso Path is not Guaranteed to be availableo All other service will be prioritisedo Normally put on during the short term phase of the time table
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The Annual Timetable Preliminary meetings and information exchange
User requirements Must be Solvent Must have regulatory approval to operate as a railway Must have the necessary equipment required to operate on the railway Must have roadworthy rolling stock to meet the network requirements Must have the capacity to meet the schedules being requested
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The Annual Timetable Preliminary meetings and information exchange
Provider requirements Must be able to provide path length availability Must have network capacity Must of systems that detail corridor specifics such as axle loads and
allowable speeds Must provide track and network characteristics Must be able to provide indicative costs (Flag fall plus Gross Tonne per
Kilometre)
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The Annual Timetable
•The Access Process– Preliminary Meeting and exchange of information
– Submission for Access to the Network
– Access Proposal
– Negotiations to complete access agreement
– Dispute procedures
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The Annual Timetable Preparing the Access Proposal
Key Points Train timetable should only be modified once or twice a year
The capacity of the network must continuously be monitored
Timetabling systems to assist in the modelling of the system and development of the plan must be utilised
Example: Rail//Sys Management System
New users can have a permanent path but will not the integrated into the timetable until the next review
Impacts on other users require negotiation
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The Annual Timetable
•Completing the Access Agreement– The rail operator will operate trains in line with the agreement
and the conditions of the service provider
– The service provider will ensure that the train operates to the train path provided with fair and equitable access
– Running the train is detailed in Managing the Timetable (Current Operations)
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The Annual Timetable
•Cyclic Maintenance– Reliant on the type of rail operations affected will determine the
level of planning for disruption
– Major cyclic maintenance that results in network shutdown should be planned as part of the timetable review and included into the train plan
– Impact on rail operators requires to be well negotiated to get ‘best result’ for all
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The Annual Timetable
•Regular and Emergency Maintenance– Part of the Short Term Train Plan development
– Impacts still require negotiation with rail operators to allow timetable changes
– Should be undertaken during lower peak periods where practicable reliant on urgency
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The Annual Timetable
•Other Challenges– 3rd party access requirements
o New private sidingso Utilitieso Interfacing service providerso Network change management
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The Annual Timetable
Questions
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Current Operations
Delivery of the Timetable
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Current Operations
•Structure– Train control management requires a customer Current
Operation liaison that is able to negotiate with train operators regarding train priorities and changes to the train plan.
– That person is the person in charge of the delivery of the timetable, such as the train control shift manager.
– Current operations is the ‘Cash Register’ of the below rail operations
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Current Operations
•Conflicts– The manager allocated will resolve train schedule conflicts
should they be encountered during the delivery of the train plan
– Changes must be negotiated and relayed to the users to ensure that they are able to make required changes to their train operations
– Decisions on changes to the schedule are made in line with the train running matrix which forms part of the access agreement regime.
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Current Operations
•Train Prioritising– Objective of the train control provider is:
o If a train enters the network early, to ensure the train exits on time
o If a train exits the network on time, it is to exit the network on time
o If a train enters the network late, it is classed as ‘unhealthy’ and will be operated ensuring it does not impact with on time services, however endeavours must be made for on time exit.
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Current Operationso If a train loses time en-route resultant from the rail operator it is
classed as ‘unhealthy’ and will be operated ensuring it does not impact with on time services, however endeavours must be made for on time exit.
o If a train loses time resultant from Network issues, it is considered to be healthy and endeavours must be made for on time exit.
o Whilst the train timetable must be maintained en-route, it may be manipulated provided it can achieve on time exit
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Current Operations
•Monitoring and Reporting– Customer meeting structure– Key Performance Indicators to be developed on:
o On time runningo Out of course running for both provider and usero Late entry and on-time exito On-time entry and late exito Train performance overall
And measured against the overall capabilities of the train plan
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Current Operations
•Penalty Systems– Public expectations, establishing cause and ‘passing it on’
– Impacts on a ‘Below Rail Operation’
– Not the norm where there are high level of freight operations
– Establishing processes as part of the Access Agreement negotiations
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Current Operations
•Accidents and Insurance– Rail operators must have adequate insurance that ensures that
all costs associated with an incident can be recovered
– Accident investigation is performed by both the provider and the user of the network
– The user of the network is responsible for clearing the network to allow repairs to the right of way
– The provider of the network is responsible for restoring the right of way
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Current Operations– The two parties must have agreed ‘Incident Response 'plans to
deal with such incidents
– Resultant investigation outcomes will determine cause and responsibility of costs.
It is not uncommon to have the user on site searching for track faults, the provider of the network searching for wagon faults!!!!
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Current Operations
•Managing Train Breakdowns– Rail operators are responsible for making arrangements to clear
the network should a train become disabled
– There is requirement for prompt recovery, and it is not uncommon for the user, and the rail operator to negotiate with an alternative rail operator to render assistance
– The provider is responsible for make necessary network changes to recover the normal operations
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Current Operations
•Managing Access to the Network– A rail operator must not be allowed network access unless
o There is agreement to operateo That the provider has the required train details within the reporting
systemso That the train is in position and will operate unhinderedo That the provider is able to allow the train to effectively operate to
its destinationo That the train run can be captured in the revenue recording systems
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Revenue Collection
• Revenue collection systems are used to capture all revenue rail services that operate over the network
• RAMS is a common system used in Australia by most rail operators and has a multitude of capabilities
• The selected system requires to allow the above rail users to enter their train details remotely and this should not be the task of the provider
• Train running is progressively entered into the reporting system by the train controller
• The system also captures train delays and forms part of the Reporting processes
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Current Operations
•Details of the train run is then collated by the system and transferred to the respective revenue systems for invoicing to the rail operator
•Fees work on a flag fall and gross tonne per kilometre rate.
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Other Challenges
•Who actually runs the network, the provider or the rail operator??
•When a train is on the network, it is meant to be moving
•Trains should enter and exit promptly•Usage of Provider operated sidings (demurrage)
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The Annual Timetable
Questions
