REGIOTRAM UTRECHT OPERATIONAL MODELLING ...JANUARY 2016 REGIOTRAM UTRECHT - OPERATIONAL MODELLING....

JANUARY 2016

REGIOTRAM UTRECHT - OPERATIONAL MODELLING

REGIOTRAM UTRECHT OPERATIONAL MODELLING FINAL REPORT BASE MODEL JANUARY 2016

JANUARY 2016


LIST OF CONTENT

Content slide, two columns with image

Conclusion

Results Scenario C2

Results Scenario C1

Run times

Vehicles

Schematic open track infrastructure diagrams

Input data

Scenarios

Previous model work

Methodology

Process

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PROCESS


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OPERATIONAL MODELLING PROCESS

Content slide

Prior consultant: Analysis from operational modelling

Modifications of operational requirements

Built-up of a complete new OpenTrack model

Base scenarios (C1 and C2) to be modelled

Analysis of operational key numbers

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METHODOLOGY


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METHODOLOGY

• Collection and documentation of all infrastructure changes (against the November 2013 version) for the operational model (based on Project Step 1 – Modification Speed Profile)

• Implementing the line infrastructure in a new OpenTrack model (no update)

• Building of the two operational schemes (Phase C1 and C2) for the through running services on the SUNIJ- and Uithof line

• Calculation of operational numbers

• run times

• number of vehicles

• system efficiency

• turnaround times


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PREVIOUS MODEL WORK

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PREVIOUS MODEL WORK

• The following BRU reports form the main input for this updated model work

• Utrecht_dynamic_modelling_phase 1_report, February 2013

• Utrecht_dynamic_modelling_phase 2_part A_B_v1, November 2013

• Utrecht_dynamic_modelling_phase 2_part C 2020_v1, November 2013

• They are referred to in this report as “Prior Ops study”


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MODIFICATIONS OF BASE DATA COMPARED TO PRIOR OPS STUDY

• Alignment of Uithof lijn

• Modifications on SUNIJ-Lijn

• Speed profile considering modifications agreed in Project Step 1

• Uithof lijn (no modifications)

• SUNIJ lijn (significant modifications on Ijsselstein branch and section Nieuwegein Stadscentrum – Utrecht Centraal) Content slide, two columns with image

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SPECIAL REQUIREMENTS TAKEN OVER FROM PREVIOUS MODEL

• Regulation at Utrecht OVT to assure needed punctuality

• Influence of bus traffic at Utrecht OVT

• Critical: Turnaround in Utrecht OVT to permit short shuttle between Uithof and Utrecht

• Turn around time:

• OVT minimum 175 s plus 85 s for passenger exchange

• P+R De Uithof max. 300 s Content slide, two columns with image Prior

track layout

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TURNAROUND TIMES

• Turnaround time:

• Technical minimum turnaround

• Dwell time for boarding and alighting

• Buffer time

• Minimum planned turnaround time

• 4 min minimum turnaround time including

• Sum of turnaround times at both ends of

line shall be between 10% and 20% of

overall runtime

• Technical minimum turnaround time:

• Vehicle shut down: 20 sec

• Driver changing cab: about 2 min

• Vehicle ramp up: 20 s

• Total: 3 min

• Dwell time for boarding and alighting

• Distribution depending on traffic demand

and platform access

• Can be allowed while driver is changing

the cab (at least in case of delay)

• Additional buffer time

• Remaining time to start at planned

departure time

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DUTY ROASTER EFFICIENCY

• Efficiency

• Definition: Runtime / (Runtimes + turnaround times)

• Shall ideally be between 80% and 90%

• 80 % or lower

• In case the value is below 80 % the (non-productive) turn-around time is compared to the

(productive) run time too high

• The number of vehicles will increase leading to finally higher investment and higher operational

cost

• The system robustness on the other hand is high as delays can be quickly re-covered

• 90 % or higher

• In case the value is 90 % or higher the (non-productive) turn-around time is compared to the

(productive) run time too low

• The system robustness drops as delays cannot be re-covered anymore

• On the other hand the number of vehicles will decrease leading to lower investment and

eventually lower operational cost

• But the system is not reliable anymore and the attractiveness for passengers goes down

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DUTY ROSTER OF PRIOR OPS STUDY

• Operational Scenario C

• Nieuwegein Zuid – P+R De Uithof: Headway 12 min

• Ijsselstein Zuid – P+R De Uithof: Headway 12 min

• OVT – P+R De Uithof: Headway 2x 12 min

• Duty roster as follows:

Content slide, two columns with image Ijsselstein Zuid

Nieuwegein Zuid

OVT P+R

De Uithof

Nieuwegein

Stadscentrum

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KEY NUMBERS FROM PRIOR OPS STUDY

Nieuwegein Ijsselstein

Runtime PRU–NWG/ISS (including dwell times) 47 min 54 min 30 sec

Runtime ISS/NWG – PRU (including dwell times) 47 min 56 min

Turnaround time 11-12 min 7-8 min

Runtime Uithof Line To PRU 17 min 20 sec To OVT 16 min 20 sec

Turnaround time P+R Uithof 4-5 min

Turnaround time OVT Uithof Line 6 min

Duty roster 156 min 168 min

Duty roster performance 83% 87%

Number of vehicles (without reserve) 13*2 units 14*2 units

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SCENARIOS

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2 OPERATIONAL SCENARIOS TO BE MODELLED

• Scenarios based on prior scenario C (see report Utrecht_dynamic_modelling_phase 2_part C 2020_v1, November 2013)

• Morning peak hour to be modelled (6:00 - 8:00) to generate all operational numbers (e.g. run times, number of vehicles, system efficiency, turnaround times)

• Scenario C1 with reduced headway (not modelled before):

• 8 veh/h/direction on the SUNIJ line (7,5 min headway OVT – Nieuwegein Stadscentrum, 15 min on branches to Ijsselstein and Nieuwegein),

• 16 veh/h/direction on the Uithof line (3,75 min headway).

• Scenario C2 (as modelled before – Scenario C):

• 10 veh/h/direction on the SUNIJ line (6 min headway OVT – Nieuwegein Stadscentrum, 12 min on branches to Ijsselstein and Nieuwegein),

• 20 veh/h/direction on the Uithof line (3 min headway).


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SCENARIO C1





Nieuwegein Zuid

OVT P+R

De Uithof 4/h

4/h

8/h 16/h

Nieuwegein

Stadscentrum

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SCENARIO C2





Nieuwegein Zuid

OVT P+R

De Uithof 5/h

5/h

10/h 20/h

Nieuwegein

Stadscentrum

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INPUT DATA

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BUILT-UP OF A NEW OPENTRACK-MODEL

• Infrastructure:

• Uithof-Lijn: Alignment plans with few changes compared to elder planning (02.09.2014)

• SUNIJ-Lijn: Alignment plans (23.12.2011)

• Operation:

• Consideration of modified speed profiles (09.12.2014)

• Dwell times as in prior Ops study

• No negative effects of bus traffic at OVT and University considered

• Rolling stock: Implementation of new CAF vehicles


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NEW TRACK LAYOUT AT UTRECHT OVT

New

track layout

• Diamond crossover allows an efficient operation at the OVT intermediate terminus

• Turnaround of short line from P&R Uithof to OVT

• No left side operation for departing courses to P&R Uithof necessary

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BOUNDARY CONDITIONS: SPEED MODIFICATION

Nieuwegein Zuid – Stadscentrum:

No change of maximum speed because of local restrictions

No change of runtime in this section

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BOUNDARY CONDITIONS: SPEED MODIFICATION

Stadscentrum – Utrecht OVT C:

No significant effect on runtime

No change of runtime

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SPEED COMPARISON

Stadscentrum – Ijsselstein Zuid

Significant modifications of maximum speed

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NEW OPENTRACK-MODEL: INPUT DATA (1/3)


Alignment Uithof line Description Date Source

01_JBP-OVT.pdf Situatie Tracédeel Doorkoppeling 16.12.2011 ITC

Ontwerpverantwoording VO+ incl. bijllagen I-XIV and

additional documents Ontwerpverantwoording 20.12.2011 Movares

RVT Schets Uithoflijn.pdf Railverkeerstechnische Shets De Uithof Lijn 12.10.2012 Movares

DSM UHL DO 001 003_ACAD_3D.dwg Alignment Uithofline Nov 12

Uithoflijn_overview.pdf Nov 12

WP119-BNS-200-0##_C30-FKU-AU-1300###_v5.0.pdf

Contracttekening Traminfrastructuur

Situatie fietspad Cambridgelaan

De Uithof 02.09.2014 Movares

Alignment SUNIJ line Description Date Source

07120030-1.pdf, 07120030-2.pdf PVS-meting SUNIJ 23.02.2009 ProRail

C30-HBE-AU-110020#_V1.0.pdf

SUNIJ-Lijn: Grootschalige Verwanging

Infrastructuur

Definitief Ontwerp Baan en spoor 23.12.2011 Movares

C30-FKU-AU-1100326_v3.0.dwg

Jaarbeursplein

Overzichtstekening

Sporenplan Tijdelijke eindhalte SUNIJ-lijn

Definitief Ontwerp 02.02.2012 ITC

330_BN~1.PDF - 330_BN~4.PDF, …

Vraagsspecificatie Tijdelijke

Eindhalte Jaarbeursplein 28.03.2012 ITC

000201380 ORblad #.pdf OR-Bladen 19.09.2012 Bestuur Regio Utrecht

OBE blad 0x #,### - #,### - ... #.pdf OBE-Blads 27.11.2014 Bestuur Regio Utrecht

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Speed profile SUNIJ line Description Date Source

snelheden SUNIJ versie 3JV.xls Baanvak snelheid SUNIJ Feb 13 Bestuur Regio Utrecht

SUNIJ lijn snelheden.xlsx Baanvak snelheid SUNIJ Dez 14 Bestuur Regio Utrecht

Operation SUNIJ + Uithofline Description Date Source

Utrecht_dynamic_modelling_phase 1_report.pdf

OPERATIONAL DYNAMIC SIMULATION OF

SNELTRAM SUNIJ AND UITHOF LINES

Report Phase 1 Feb 13 TTK

1311_Utrecht_SUNIJ_PHAB_vehicles.pdf



Phase A and B - working day (2016-2020)

Number of rolling stock required 26.11.2013 TTK

Utrecht_dynamic_modelling_phase 2_part A_B_v1.pdf



Report Project-phase 2

Phases A and B (Network from 2016/2018 on) 26.11.2013 TTK

Utrecht_dynamic_modelling_phase 2_part C

2020_v1.pdf



Report Project-phase 2

Phase C (Network from 2020 on) 26.11.2013 TTK

E82-RWÖ-KA-1400065 versie 1.0.pdf Dynamische simulatie stationsgebied Utrecht 07.03.2014 Movares

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Vehicles SUNIJ + Uithofline Description Date Source

Sneltram vehicles

010149002 sunij maatvoering schoon.pdf Algemeen Plan Sneltram 25.03.1981 NS

Beschrijving Treinstellen Sunij Def.pdf Beschrivingen Treinstellen 1989 NS

CAF vehicles

Q.00.187.00.000-

A0_T_CJTO_GENERAL_UNIDAD_5_MODULOS__-

UTRECHT-_H1.pdf Overzicht Basis Variant Tramvoertuig 17.03.2014 CAF

Q.00.187.00.001-

A0_T_CJTO_GENERAL_UNIDAD_7_MODULOS__-

UTRECHT-_H1.pdf Overzicht Lange Variant Tramvoertuig 17.03.2014 CAF

3-5.2 Tramontwerp.pdf TRAMONTWERP 15.10.2014 CAF

Bijlage 3-6.6.1-TECHNISCHE BESCHRIJVING

TRACTIEAPPARATUUR.pdf

TECHNICAL DESCRIPTION TRACTION

EQUIPMENT FOR UTRECHT TRAM 15.10.2014 CAF

Gewichten.pdf Gewichten standaard/lange tramstel 03.03.2015 CAF

Overzichtstekening Standaard Tram (33m).pdf Overzichtstekening (Draft) 03.03.2015 CAF

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SCHEMATIC OPEN TRACK INFRASTRUCTURE DIAGRAMS

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NEW OPENTRACK MODEL: IJSSELSTEIN ZUID - DOORSLAG


Ijsselstein Zuid

To Nieuwegein

Stadscentrum

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NEW OPENTRACK MODEL: ST. ANTONIUS ZIEKEHUIS / NIEUWEGEIN ZUID – NIEUWEGEIN STADSCENTRUM


Nieuwegein Zuid

Nieuwegein

Stadscentrum

From

Ijsselstein

Zuid

To

Wijkersloot

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NEW OPENTRACK MODEL: WIJKERSLOOT - ZUILENSTEIN


From

Nieuwegein

Stadscentrum

To

Jaarbeurs-

plein

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NEW OPENTRACK MODEL: GRAADT VAN ROGGENWEG – VASCO DA GAMALAAN


Jarbeursplein

From

Westraven

To

OVT

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OPENTRACK MODEL: VAARTSCHE RIJN – OVT UTRECHT C


Utrecht OVT

From

Jaarbeursplein

To P+R

De Uithof

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OPENTRACK MODEL: GALGENWAARD – P+R DE UITHOF


P+R De Uithof

From

OVT

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(MAX) SPEED VS. DISTANCE DIAGRAM IJSSELSTEIN ZUID – OVT

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(MAX) SPEED VS. DISTANCE DIAGRAM SUNIJ LINE NIEUWEGEIN ZUID – P+R DE UITHOF

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(MAX) SPEED VS. DISTANCE DIAGRAM OVT – IJSSELSTEIN ZUID

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(MAX) SPEED VS. DISTANCE DIAGRAM SUNIJ LINE P+R DE UITHOF – NIEUWEGEIN ZUID

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VEHICLES

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VEHICLE PARAMETERISATION AS IN PRIOR OPS STUDY

32 m single unit 42-43 m single unit

combined to a 75 m double unit


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NEW CAF VEHICLE PARAMETERISATION

33 m single unit 42-43 m single unit


• Traction effort curve:

• EL 4 (4 standees per m2) identical with curve EL 6.67

• Acceleration limited for comfort reasons to 1,2 m/s2

Acceleration

Traction

effort

(Force)

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NEW CAF VEHICLE PARAMETERISATION

Can be coupled to a double unit (simulated as one vehicle train)


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SHORT AND LONG VEHICLES

• The CAF vehicles tested are 33 m long vehicles.

• In the case extended vehicle would be used, they would need one motorised bogie more.

• From experience the performance would be in this case the same as for the short vehicle.

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RUN TIMES

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OPERATIONAL KEY NUMBERS: CALIBRATION RUNTIME


• Comparison of runtimes based on vehicle and infrastructure from Prior Ops Study

New OpenTrack

model:

New model with similar

runtimes compared with

Prior Ops Study 2014

with the same vehicles

assumed

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SPEED COMPARISON

Maximum speed adapted

in the model

Simulation results:

No significant change

of runtime

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VEHICLE EFFECTS ON RUNTIME


• Comparison of undisturbed runtimes (to compare vehicle influence):

• Single line one-directional simulation

• Remark: Run times without operational effects are shorter than system runtimes

• CAF vehicle shows shorter runtimes than prior reference vehicle of about 1 min between P&R De Uithof and Ijsselstein and Nieuwegein respectively

From To

Reference

vehicle CAF vehicle Difference

P+R De Uithof Ijsselstein Zuid 00:52:45 00:51:32 00:01:13

Ijsselstein Zuid P+R De Uithof 00:54:07 00:53:05 00:01:03

From To

Reference

vehicle CAF vehicle Difference

P+R De Uithof Nieuwegein Zuid 00:47:17 00:45:55 00:01:22

Nieuwegein Zuid P+R De Uithof 00:47:22 00:46:17 00:01:05

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CHARACTERISTIC RUNTIMES ALONG SPECIFIC SECTIONS

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RESULTS SCENARIO C2

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SCENARIO C2 (12 MIN): TRAIN GRAPH OF NEW MODEL IJSSELSTEIN ZUID – P+R DE UITHOF


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SCENARIO C2 (12 MIN): TRAIN GRAPH OF NEW MODEL NIEUWEGEIN ZUID – P+R DE UITHOF


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OVT PLATFORM OCCUPANCY

• Tracks 1 & 2 respectively 3 & 4 use the same platform between the two tracks. From the safety point of view considering the amount of passengers at one point of time on a platform there boarding and alighting at the same time shall be avoided.

• Scenario C1:

• Tracks 1 & 2: No occupancy at the same time

• Arrival at track 3 just after departure at track 4

• Scenario C2:

• Arrival and departure at track 2 while track 1 is not used

• Arrival and departure at track 3 while track 4 is not used

OVT Platform occupancy

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KEY NUMBERS NEW AND ADAPTED MODEL – SCENARIO C2 (MODIFIED OVT LAYOUT, SPEED MODIFICATIONS , CAF VEHICLE) HEADWAY 12 / 6 / 3 MIN


Runtime PRU–NWG/ISS (including dwell times) 46,5 min 54 min


Turnaround time 13,5 min 11 min

Runtime Uithof Line To PRU 17 min To OVT 16 min

Turnaround time P+R Uithof 5 min





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RISK ANALYSIS SCENARIO C2

• Ramboll/MMD have calculated 54 vehicles without reserve for the scenario C2

• With sufficient turnaround times a reliable operation can be assured.

• This implies the avoiding the change of line (Ijsselstein/Nieuwegein) at the turnaround in P+R De Uithof

• A further optimisation would not be recommended regarding the risk of longer dwell times as a result of different door opening and closing times of the CAF vehicles.

• Precondition for this operational concept would be:

• Using a short turnaround at OVT and

• The change of line at P+R De Uithof for the intermediate short line service P+R – OVT (combination of Nieuwegein and Ijsselstein line).

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RESULTS SCENARIO C1

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SCENARIO C1 (15 MIN): TRAIN GRAPH OF NEW MODEL IJSSELSTEIN ZUID – P+R DE UITHOF


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SCENARIO C1 (15 MIN): TRAIN GRAPH OF NEW MODEL NIEUWEGEIN ZUID – P+R DE UITHOF


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KEY NUMBERS NEW AND ADAPTED MODEL – SCENARIO C1 (MODIFIED OVT LAYOUT, SPEED MODIFICATIONS , CAF VEHICLE) HEADWAY 15 / 7,5 / 3,75 MIN


Runtime PRU–NWG/ISS (including dwell times) 46,5 min 53,5 min


Turnaround time 10,5 min 11,5 min

Runtime Uithof Line To PRU 17 min To OVT 16 min

Turnaround time P+R Uithof 4,5 min





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RISK ANALYSIS SCENARIO C1

• So far Regiotram calculated with 27 for the Uithof start operation and then 26 options on top of this, in total 53, 26 vehicles are today operating on the SUNIJ-line. But this takes not the efficiency gains of the combined operation into account.

• Ramboll/MMD have calculated 42 vehicles for this without reserve

• Short turn-around times at P+R and OVT

• High efficiency

• There is a risk is that due to higher stop times (the doors at the SIG trams are now opening at a speed below 3 km/h, the new CAF trams will have to go down to 0 km/h) the gain in run times can be lost again.

• In this case a reliable operation can be assured by using 2 more vehicles and longer turn-around times.

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CONCLUSION

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CONCLUSION


New OpenTrack model:

• New model infrastructure built-up

• Model results of Prior Ops Study confirmed

• Runtime of CAF vehicles in preliminary model runs slightly shorter

than reference vehicle from Prior Ops Study

• Effect of runtime on key number of scenario C2 with 12 / 6 / 3 min headway

(shorter runtime, longer turnaround)

• Concept of scenario C1 with 15 / 7,5 / 3-4 min headway implemented

• Modification of speed profile does not affect the runtime significantly

Model ready to use for further analysis and new scenarios

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End slide

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Nils Jänig, Director Ramboll Transport

T +49 (0)151 5801 5204

E [email protected]

Joost Bolck, Business Development Manager Mott MacDonald

T +31 6 5115 8247

E [email protected]

REGIOTRAM UTRECHT OPERATIONAL MODELLING ...JANUARY 2016 REGIOTRAM UTRECHT - OPERATIONAL MODELLING....

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