Towards a winter proof railroad system

Aniek BerendsenBert van Meeuwen (e: bert@vanmeeuwen.net)Cornelis EikelboomFerrie FörsterStudents Systems Engineering, Policy Analysis and Management

Outline

Introduction Design principles Catalogue Institutions Process Integration Conclusions Recommendations Questions/discussion

Background of the project

SEPAM Design Project, 7 ECTS

4 project members, all SEPAM students

Own project proposal

April-June 2012

Introduction & delineation

Rail winter problems: disruptions in the past couple of years

Delineation: Extreme winter conditions (5 days a year) Main Rail Network (MRN) Passenger Transport Only tracks (no signaling etc)

Problem perspective: ProRail, focus on MRN infrastructure, passenger transport

Problem definition

Technical complexity: timetable switches and heating systems

Institutional complexity: separation of NS and ProRail social acceptance, political pressure (& incentives)

Proces complexity: many stakeholders a lot of interdependencies

Design principles

Reliable MRN under extreme winter condition

Robust MRN

Easy adjustable MRN

Affordable MRN

Manageable implications for involved parties

Performance indicators

Catalogue (1)

Systematic overview of action perspectives and their effects: Functioning Railroad Switches and TimeTable Configuration

Catalogue (2)

Institutions

Institutional incentives: add winter clause in management- and transport concession and in the yearly management- and transportation plans

4 layers: Plan of action Process scheme Protocols Working arrangements

Process (1)

Meteorological expert group

Technical expert group

Financial expert group

Decision groupProposition group

Process (2)

Round 1: The catalogue as a way to deal with winter performance on the Main Rail Network

Round 2: Long-term improvements to take to increase performance

Round 3: Short-term improvements to take to increase performance

Round 4: Extreme winter conditions, what are they?

Tensions

Technical improvements vs. Investments

Technical improvements vs. Concession

Robustness vs. Flexibility

Shared responsibilities (NS/ProRail)

Social expectations vs. weather conditions

Incentives vs. fines

TIP integration (1)

TIP integration (2)

Delineation: Randstad-only, robustness (number of switches)

Tensions with the current concession Obligated number of trains per hour Obligation to keep companies connected to the MRN Interface with the HSL

tables

Conclusions

A lot is already said and done High level of complexity Current policy is inconsistent Long term vision is presented in June 2012 Catalogue provides a systematic overview of action

perspectives Institutions have to be aligned and adopted to include

winter performance indicators Cooperation is the key word to success

Recommendations (1)

Further research on: the support of NS/ProRail employees on solving

disruptions the incentive structure (performance indicators) the current fine system to encourage extensive solutions on the balance between reaching destination and level of

service collaborative decision making process

Recommendations (2)

To ProRail, NS and the ministry of I&E: define clear criteria for the introduction of the alternative

timetable define the tradeoff between the number of times the

alternative timetable is introduced and the level of accepting risk on disruptions

improve working processes ask further advice from NMa on cooperation between

ProRail and NS on this subject stick to your priorities

Questions and discussion

Winter clauseManagement concession

main rail infrastructure- art 2: quality, reliability and availability of the main rail infrastructure- art 3: the main rail infrastructure has to be in good condition and suitable for rolling stock

Transport concessionmain rail network

- art 6: to offer guaranteed passenger rail transport, on time, with a certain chance to have a seat, to deliver an adequate service level, inform the passenger about the timetable execution and offer clean trains

Railway Act Passenger Transport Act

Management plan main rail infrastructure

- relevant KPI’s: customer satisfaction, delivered train paths, punctuality passenger transport, punctuality main rail network, top 5 least performing railway lines, arrival punctuality freight transporters

General administrative measure or regulation

Specific for solving winter problems

General administrative measure or regulation

Specific for solving winter problems

Transportation plan main rail network

- relevant KPI’s: (customer satisfaction about) punctuality, passenger punctuality, customer satisfaction about information during disruptions (in train and on station), customer satisfaction about approachability of personnel, customer satisfaction about having a seat during the rush hour, transport capacity during rush hour

Daily operation

e

Winter clause Winter clause

Winter action plan Winter action plan

Daily operation

d

c

b

a

ji

h

g

f

Back to institutions

Plan of action

Evaluation previous winter and actions

Set up a new action plan for

upcoming winter

Robust rail infrastructure and

logistics plan

Implement action plan

Execute action plan during extreme

weather conditions in winter time

Reliable assets

Fast recovery

Adequate adjustment

management and customer

communication

Good customer care

Rail contractors

Rail contractors

Rail contractors

Rail contractors

Back to institutions

Process scheme

Weather forecast

Impact for the whole national

network

Impact for only a part of the network

Trains have to drive a different schedule

National measures

Regional measures

Fewer trains should drive

Trains have to drive a different schedule

Fewer trains should drive

Determine how much trains should

drive less

Determine how trains should drive

a different schedule

Determine how much trains should

drive less

Determine how trains should drive

a different schedule

Other external factors such as

disruptions

Other external factors such as

disruptions

Other external factors such as

disruptions

Other external factors such as

disruptions

No impact

Back to institutions

Protocols

Start protocol alternative

timetable for the next day

Start protocol alternative

timetable for the next day

Make alternative rolling stock plan for the next day

Make new capacity allocation plan for

the next day

Make alternative personnel plan for

the next day

Communicate internal and

external about alternative timetable

Communicate internal and

external about alternative timetable

Make sure all rolling stock is on

the right place

Make sure all personnel is

informed and on the right place

Start alternative timetable next day

Give free right trainpaths

Start alternative timetable next day

Enough available personnel for fast

recovery of infrastructure

Back to institutions

Working arrangements

When a problem occurs

Discuss the problem at the

issue-table

The problem is solved immediately

The problem cannot be solved at

the issue-table

Problem solved

Let an interface-manager or

mediator solve the problem

Solve the problem on a later moment

Externalparty

Externalparty

Back to institutions

Decision making group

Group Organization (Represented by) RoleDecision making group

TU Delft – Department of Multi-actor Systems (prof. mr. dr. Hans de Bruijn)

Proces manager

ProRail (Marion Gout-van Sinderen) Decision maker

NS (Bert Meerstadt) Decision maker

Ministry of Infrastructure and the Environment (Melanie Schultz van Haegen)

Decision maker

Back to proces

Proposition groupGroup Organization (Represented by) RoleProposition group

TU Delft – Department of Multi-actor Systems (prof. mr. dr. Ernst ten Heuvelhof)

Proces manager

ProRail (Jan Los) Discussant in all rounds & secretary

NS (Erik Sigger) Discussant in all rounds

Ministry of Infrastructure and the Environment (Lidewijde Ongering)

Discussant in all rounds

Rover ( Arriën Kruyt) Discussant in round 1, 4

High Speed Alliance, Veolia, Arriva, Connexxion, Syntus

Discussant in round 1

Back to proces

Meteorological experts

Group Organization (Represented by) RoleMeteorological experts

University of Wageningen (prof. dr. Bert Holtslag)

Chairman & meteorological expert

KNMI Meteorological expert

RIVM Meteorological expert

CNE Meteorological expert

Luchtverkeersleiding Nederland Meteorological expert

NS (department of service & operations) Practiced expert

ProRail (department of operations) Practiced expert

Back to proces

Technological expertsGroup Organization (Represented by) Role

Technological experts

Delft Centre for Systems & Control (prof. dr. ir. Bart de Schutter)

Chairman & technological expert

TU Delft – Department of Structural Engineering Technological expert

TNO – Department of Mobility Technological expert

Rail contractors (Strukton Rail, Asset Rail, Volker Rail, Bam Infra)

Technological expert

Rolling stock providers (e.g. Siemens, Alstom, Bombardier)

Technological expert

Experienced operators (e.g. Austrian or Swiss) Practiced expert

NS (Logistic, Material and Transport control) Practiced expert

ProRail (department of Control) Practiced expert

Back to proces

Financial experts

Group Organization (Represented by) RoleFinancial experts

Ministry of Infrastructure and the Environment (Jan Lintsen)

Chairman & financial expert

NS (department of commerce) Practiced financial expert

ProRail (department of Finance Practiced financial expert

Back to proces

Expansion options – Driving a circle in the Randstad

End-of-line railroad switches

end-of-line railroad switches

why: Otherwise only shuttling is possible , with railroad switches at the end-of-line small circles can be driven

Line# railroad switches 'single

# railroad switches 'dubble

Traveltime reduction

(min.)

Extra transfers

(- is reduction)

Effect on number of

passengers (a day)

notion

a Den Haag Centraal - Gouda 2 4 … … …

b Leiden - Utrecht 2 4 … … …

c Utrecht - Amersfoort (en verder) 1 2 … … …

only utrecht (''beyond' is outside the Randstad)

back

Expansion options – Driving a circle in the Randstad

Shunting yards

Shunting yards why: To change material

Line # railroad switches Shunting yard condition

d driving a circle in the Randstad 1 Utrecht b e Amersfoort – beyond 1 Amersfoort c f Den Haag Centraal - Gouda 1 Den Haag a g Den Haag Centraal - Gouda 1 Utrecht b & d

h 3 lines around Alphen a/d Rijn (to Leiden/Woerden/Gouda) 3 Utrecht railroad switch

Woerden, Gouda, Alphen) b & d

back

Expansion options – Driving a circle in the Randstad

HSL

HSL why: other concession, currently obligation of ProRail

Line # railroad switches

Traveltime reduction (min.)

Extra transfers (- is reduction)

Effect on number of passengers (a day)

i Rotterdam - Schiphol 1 … … …

j Schiphol - Amsterdam 4 … … …

back

Expansion options – Driving a circle in the Randstad

Line expansions (1) Expansion options why: possibility to expand timetable, input for process

Line#

railroad switches

Traveltime reduction

(min.)

Extra transfers (- is

reduction)

Effect on number of passengers (a day;) Advantage Disadvantage conditi

on

laddition of Den Haag Centraal - Den Haag HS

0 5 -1 15.000 connection lines1 railroad switch for shunting yard, 2 end-of-line railroad switch

maddition of Den Haag Centraal - Leiden

0 0 0 25.000 capacity1 railroad switch for shunting yard, 2 end-of-line railroad switch

d

naddition of Hilversum-Naarden Weesp

0 … … … extra station is served

1 railroad switch for shunting yard, decrease capacity for quick AMS connection

oaddition of Den Haag Centraal - AMS (via Haarlem)

0 … … … line DH centraal-AMS

AMS centraal not included in circle

paddition of Den Haag Centraal - AMS (via Haarlem)

3 … … … line DH centraal-AMS

AMS zuid not included in circle

back

Expansion options – Driving a circle in the Randstad

Expansion options (2) Expansion options why: possibility to expand timetable,

input for process

Line#

railroad switches

Traveltime reduction

(min.)

Extra transfers (- is reduction)

Effect on number of passengers (a day;) Advantage Disadvantage condit

ion

q addition of Schiphol - utrecht 0 … … … connection AMSzuid-Utrecht m

r connect the lines around Leiden 4 … … … flexibility

s

connect line Den Haag Centraal-Gouda with a circle in the Randstad

6 … … … flexibility + shunting yars connected

taddition of Hilversum-Naarden Weesp

0 … … … extra station is served2 for end-of-line railroad switches, 2 for shunting yards

uCircle in the Randstad pass Utrecht Centraal

4 … … … robustnessactive = no shunting yard, side effects on g, h, p

back

Sample Design – Driving a circle in the Randstad

Back to TIP Integration