TRB Paper #18-01516 The Complex World of Rail...

TRB Paper #18-01516

The Complex World of Rail TravelExploring the Relationship Between Railroad Infrastructure,

Operating Constraints, and Public Schedules

DRAFT—Preliminary Use Only

Alex Lu, Janek Kozlowski, Sean Fahey, and Shaun WhitmanMTA Metro-North Railroad

Presented at the 97th Annual Meeting of the Transportation Research Board

Washington, D.C. (2018)

Notice: Opinions expressed or implied in this presentation are those of the authors and do not necessarily reflect the official policy or position of the Metropolitan Transportation Authority, or Metro-North Railroad.

Photo: Chris Bojanovich/Wikimedia Commons

Today’s (Quick) Lessons

1. What factors are behind determination of published public timetable trip times between station pairs?

2. How operating documents can be utilized to reconstruct reasons for journey time changes?

3. How to properly construct a schedule that accounts for these factors?

4. New Haven Line Case StudyChanges in public timetable running times alone is insufficient evidence to infer events in:

– rail industry investment

– maintenance management

– infrastructure stewardship, etc.

Complex World of Rail Travel (TRB #18-01516) 1

1

2

3

4

Factors Affecting Published Running Times

A. Right of Way: Environment, Geographic Features

B. Ownership: Shared Use of Track

C. Track: Geometry, Maintenance, Special Work, Layout

D. Non-Track Infrastructure: Structures, Signal Braking Distances, Cab Signal Systems, Grade Crossings, Electrical Supply Infrastructure

E. Vehicle: Cant Deficiency (Underbalance), Prime Mover Rating, Acceleration and Braking Rates

F. Operating Practices: Rules, Staffing, Working Limits (Slow Zones), Single Tracking, Approach Control, Train Slots

• All factors work both ways—a constraint can always be eliminated with a suitable investment project


1

C. Track Factors Increasing Trip Times

• Geometry: sharp curves, short curve spirals, low superelevation

• Maintenance: “class of track” maintenance limits

• Special Trackwork:

– Shorter/smaller turnouts

– Diamond crossings, mitre rails, etc.

– Higher speed designs (e.g. curved switch points, movable point frogs) not utilized

– Improperly adjusted/worn turnouts

• Track Layout:

– Removal of critical switches/interlockings

– Reverse moves to access platform tracks


1

Miter Rails at Cos Cob(MP 29.9)

D. Non-Track Infrastructure Factors

• Structures: design and condition, clearances

• Signal Issues: inappropriate block spacing, vehicle characteristics changes, retrofit without redesign, unable to display most favourable aspects, etc.

• Cab Signal Systems: normally no running time impact, but if modified to protect civil speeds…

• Grade Crossings: type of crossing protection, unmodified approach circuits

• Electrical Supply Infrastructure: maximum power draw, pantograph bounce, third-rail shoe nosepiece issues…


1

E. Vehicle Factors Increasing Trip Times

• Cant Deficiency (Underbalance): substitute equipment not equipped with tilting systems

• Installed Power: power-to-weight ratio, traction type

• Wheel-Rail Interface:adhesion limits

• Braking Rates:vehicles not equipped with high capacitybraking systems (i.e. disc-and-tread)

5

1

View from Oscawana Tunnel Portal (MP 36.8)

F. Operating Practices

• Rules: e.g. requirement to hold outside of stations

• Staffing: e.g. hand-throws by traincrew, reduced routing flexibility due to towerman reductions, etc.

• Working Limits (Slow Zones): use of stop signs, temporary speed restrictions

• Single Tracking: delays incurred due to crossing over and waiting for opposing trains

• Approach Control: reduced signal speed when approaching major junctions

• Train Slots: congestion—waiting for other trains to clear


1

Operating Documents

A. Operating Rule Book: usually no impact, except for specific rule provisions (already discussed)

B. Employee Timetable & Special Instructions: three kinds of maximum authorized speed restrictions

– Line Speeds, Civil Speeds, Equipment Speeds

C. General Orders: permanent changes to (A) & (B)

D. Bulletin Orders: temporary changes to (A) & (B)

– updated daily, may be modified during the day

E. Train Orders: issued by dispatchers, contain immediate instructions (e.g. emergency speed restriction)


2

Penn Central Northeastern Region Timetable No.6 (1972-10-29), p.189

B. Special Instructions: Line Speeds2

Common

Rare

Relative A

vailability

Re

ten

tion

: 6 m

on

ths to

3 years

B. Special Instructions: Civil Speeds2


Common

Rare

Relative A

vailability

Re

ten

tion

: 6 m

on

ths to

3 years

B. Special Instructions: Equipment Speeds2


Common

Rare

Relative A

vailability

Re

ten

tion

: 6 m

on

ths to

3 years

2

Penn Central Northeastern Region, G.O. 604 (1972-12-26) (g)

C. General Orders: Permanent Change

Common

Rare

Relative A

vailability

Re

ten

tion

: un

til end

of tim

etable p

erio

d

2

Penn Central Northeastern Region, B.O. 6- 185 (1974-02-20) (a)

D. Bulletin Orders: Temporary Change

Common

Rare

Relative A

vailability

Rete

ntio

n: u

ntil G

.O. o

r sum

mary B

.O. issu

ed

2

Penn Central Northeastern Region, T.O. #22 (1972-10-26)

E. Train Orders: Immediate Change

To: Conductors and Engineers of Southward Trains and (Track) Foreman M. Sanchez

“Single track obstructed for maintenance between Milepost 113 and M.P. 114 from 957 AM to 430 PM approach the stop signs prepared to stop and stop.”

(signed by Dispatcher)

Common

Rare

Relative A

vailability

Re

ten

tion

: 24

ho

urs to

7 d

ays

Building an Operating Schedule

A. Train Performance Calculator: Calibrate, then simulate “ideal” point-to-point pure running time

B. Station Dwell Times: passenger transfer, train servicing, crew relief, change of host railroad, etc…

C. Engineering Adjustment (‘Square Time’): planned track work, temporary speed restrictions, etc.

D. Routing Time (‘Circle Time’): waiting for train slots, congestion delays at key interlockings, etc.

E. Performance Allowance (‘Triangle Time’): individual variations in locomotive engineer performance


3

A. Train Performance Calculator (TPC)


3

0

10

20

30

40

50

60

70

80

90

100

110

120

142 147 152 157 162 167 172 177 182 187 192 197 202 207 212 217 222 227 232 237 242

Spee

d in

Mile

s pe

r Hou

r

Milepost, Main Line, Mohawk Division

MAS (1970) MAS (1971) MAS (1978) Timetable MAS (1997) Train Speed (1997)

ALB

AN

Y

SCH

ENEC

TAD

Y

UTI

CA

AM

STER

DA

M

HER

KIM

ER

CP-1

69

“Pure Run Time”

(i.e. theoretical minimum under ideal conditions)

C. [Engineering Adjustment]

Metro-North Commuter Railroad 16

3

Due to maintenance activity in this section, all trains traversing it are given two [2] extra minutes on

approach to critical junction.

Railtrack Scotland Zone (2000)

D. (Routing Time)


3

Trains switching from express to local tracks ahead of main

interchange station are allotted one (1) minute to make the move.


E. <Performance Allowance>


3

Non-stop trains are given one <1> extra minute for

performance in case they lose time en-route.


December 17, 1982Recovery Misc. Dw ell

RR Mileage PRT Minutes Adjust. Minutes Arrive Depart Station

ANR 0.0 7:45 PM Quaint, New England

NETA 6.2 5 3 7:50 PM 7:53 PM R Route 20, New England

NETA 28.1 19 1 3 8:13 PM 8:16 PM R High-Tech, New England

NETA 51.8 19 3 8 3 8:46 PM 8:49 PM Appleseed, New England

B&O 7 8:56 PM 8:56 PM CPF 852

B&O 122.9 69 1 5 5 10:11 PM 10:16 PM State College, N. England

B&O 184.2 71 2 11:27 PM 11:29 PM North Mountain, N. England

ANR 222.5 55 13 5 12:42 AM 12:42 AM CPF 987

ANR 237.2 16 12:58 AM Capital, Great State

ANR 237.2 0 45 1:43 AM Capital, Great State

ANR 257.3 19 1 5 2:03 AM 2:08 AM Factory Town, Great State

B&O 268.2 5 2:13 AM 2:13 AM CP-169

B&O 350.5 63 1 5 3:17 AM 3:22 AM Wheat, Great State

B&O 412.8 46 2 3 6 4:13 AM 4:19 AM The Orange, Great State

B&O 513.1 73 2 5 5:34 AM 5:39 AM Camera City, Great State

B&O 587.2 47 10 5 6:36 AM 6:41 AM Snowy Lake, Great State

B&O 694.4 84 5 3 8:10 AM 8:13 AM County Seat, Williamstate

B&O 712.0 12 8:25 AM 8:25 AM CP-133

B&O 804.6 67 9:32 AM 9:32 AM CP-211

PRR 805.2 6 3 9:41 AM 9:41 AM CP-ASH

PRR 815.3 6 12 18 9:59 AM 10:17 AM Lake City, Western Reserve

PRR 836.9 30 4 10:47 AM 10:51 AM State Fair, W.R.

PRR 881.4 30 4 11:21 AM 11:25 AM Beach Resort, W.R.

PRR 935.0 47 12 20 12:24 PM 12:44 PM Port City, W.R.

PRR 1000.6 50 2 1:34 PM 1:36 PM Middle, W.R.

PRR 1028.3 24 5 2:00 PM 2:05 PM Flag Stop, Crossroads

PRR 1102.2 44 2 2 2:51 PM 2:53 PM Big Yard, Crossroads

PRR 1124.9 21 4 3 3:18 PM 3:21 PM Airport Exchange ET

PRR 1176.1 36 2:57 PM 2:57 PM CP-LAPORTE CT

PRR 1198.7 25 3:22 PM 3:22 PM Suburbia, Crossroads

PRR 1210.4 9 3:31 PM 3:31 PM Tower 72

ANR 1224.0 4 31 4:06 PM 4:06 PM Tower 21

ANR 1216.3 5 1 4:12 PM Stockyards, Midwest CT

Total Total Total Total

Pure Recovery Misc. Total Schedule

Run Minutes Adj. Dwell Time

QNE-SYM 1014 101 24 148 1287

Schedule Skeleton - Spirit of Western Reserve/Train 47 (Daily)

Hypothetical “Schedule Skeleton”3

Purpose of Misc. Adjustments

10 mins. at CPF 987 for meet with 46 on single track.

5 mins. at Capital, Great State to avoid conflict with 2235.

3 mins. at Orange for crossover to preferred track.

3 mins. at CP-ASH for crossover to preferred track at Lake City.

What Really Happened to Running Times?


4

• Metro-North New Haven Line:New Haven to Grand Central Terminal

– Infrastructural changes accumulated over a long period

• e.g. signalling changes, SHELL at grade, new stations, new interlockings, constant tension catenary, etc.

– Running times adjusted, but became progressively less achievable

– On-Time Performance (OTP) fell below 90% due to numerous events

– Analyses carried out to identify necessary changes

• Why did published journey times increase?

– Necessary safety improvement (civil speed enforcement)

– Congestion due to higher train volumes

– More realistic running times to improve performance and reliability

– Revised stopping pattern, including new stations

Running Time Changes

A. Historical Sectional Running Time Analysis: general long-term trends augmented by knowledge of historical events, supplemented by reviewing operating documentation

B. On-Time Performance: train-by-train analysis to understand extent of observed running time changes

C. Differential Schedule Analysis: short-term events can often be correlated with revision-by-revision comparison of operating schedules

D. Maximum Authorized Speeds & Train Performance Analysis (see Appendix): not required in this case because access to section schedulers and revision notes were available


4

14 14 14 14 14 14 14 14 14 14 14 16 16 16 16 16 16 16 18 15 15 15 15

8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 810

8 8 8 8

4 4 4 4 4 4 5 5 4 4 4 4 4 4 4 4 4 44

4 4 4 5

20 22 22 22 22 22 21 21 20 19 1920 20 21 20 20 20 20

2222 22 23 24

13 13 13 13 13 136 6 7 8 8 6 6

10 10 9 8 8

109 9 9 9

24 20 20 20 20 20

19 19 19 19 19 16 1614 15 17 16 16

1517 17 17 17

10 10 10 10 10 10

8 8 7 7 7 9 10 8 9 9 10 10

810 10 12 10

16 16 16 16 16 16

12 12 12 12 12 14 14 13 14 13 14 1615 16 16

17 17

0

10

20

30

40

50

60

70

80

90

100

110

1201

94

0

19

55

19

59

19

64

19

69

19

70

19

71

19

72

19

76

19

80

19

85

19

91

19

97

20

02

20

06

20

09

Ap

ril 2

01

3

July

20

13

No

v. 2

01

3

May

20

14

No

v. 2

01

4

Ap

ril 2

01

6

No

v. 2

01

6

Sch

ed

ule

d R

un

nin

g Ti

me

(M

inu

tes)

New Haven-CP 261

CP 261-Bridgeport

Bridgeport-CP 241

CP 241-CP 234

CP 234-SHELL

SHELL-CP 212

CP 212-CP 112

CP 112-MO

MO-G.C.T.

NYNH&HPCRR

CRMETRO-NORTH

A. Express Run Times (1940-2016)


4

Timetable Date

Section

Operator

0

10

20

30

40

50

60

70

80

90

100

110

1201

94

0

19

55

19

59

19

64

19

69

19

70

19

71

19

72

19

76

19

80

19

85

19

91

19

97

20

02

20

06

20

09

Ap

ril 2

01

3

July

20

13

No

v. 2

01

3

May

20

14

No

v. 2

01

4

Ap

ril 2

01

6

No

v. 2

01

6

Sch

ed

ule

d R

un

nin

g Ti

me

(M

inu

tes)

New Haven-CP 261

CP 261-Bridgeport

Bridgeport-CP 241

CP 241-CP 234

CP 234-SHELL

SHELL-CP 212

CP 212-CP 112

CP 112-MO

MO-G.C.T.

NYNH&HPCRR

CRMETRO-NORTH

Routine Service Revisions

23

4

Timetable Date

Section

OperatorChange in stopping pattern

Train #367 (1940) made most local stops New Haven-Norwalk, but Train #367

(1955) made fewer local stops.

0

10

20

30

40

50

60

70

80

90

100

110

1201

94

0

19

55

19

59

19

64

19

69

19

70

19

71

19

72

19

76

19

80

19

85

19

91

19

97

20

02

20

06

20

09

Ap

ril 2

01

3

July

20

13

No

v. 2

01

3

May

20

14

No

v. 2

01

4

Ap

ril 2

01

6

No

v. 2

01

6

Sch

ed

ule

d R

un

nin

g Ti

me

(M

inu

tes)

New Haven-CP 261

CP 261-Bridgeport

Bridgeport-CP 241

CP 241-CP 234

CP 234-SHELL

SHELL-CP 212

CP 212-CP 112

CP 112-MO

MO-G.C.T.

NYNH&HPCRR

CRMETRO-NORTH

Private to Public Transition (1970)


4

Timetable Date

Section

Operator

Institutional change

Ownership of commuter service was turned over to MTA on October 27, 1970. Train #367 was made a local. Train #1399 (originally #67, an intercity train starting from Springfield, now

truncated to start at New Haven) replaced it, but now additionally made Westport.

0

10

20

30

40

50

60

70

80

90

100

110

1201

94

0

19

55

19

59

19

64

19

69

19

70

19

71

19

72

19

76

19

80

19

85

19

91

19

97

20

02

20

06

20

09

Ap

ril 2

01

3

July

20

13

No

v. 2

01

3

May

20

14

No

v. 2

01

4

Ap

ril 2

01

6

No

v. 2

01

6

Sch

ed

ule

d R

un

nin

g Ti

me

(M

inu

tes)

New Haven-CP 261

CP 261-Bridgeport

Bridgeport-CP 241

CP 241-CP 234

CP 234-SHELL

SHELL-CP 212

CP 212-CP 112

CP 112-MO

MO-G.C.T.

NYNH&HPCRR

CRMETRO-NORTH

New M-2 Car Equipment (1973)

25

4

Timetable Date

Section

Operator

M-2 “Cosmospolitan” cars introduced

The new electric multiple unit (EMU) cars had faster top speeds

and better acceleration capability. Train #1399 added a Fairfield stop yet decreased total running time.

0

10

20

30

40

50

60

70

80

90

100

110

1201

94

0

19

55

19

59

19

64

19

69

19

70

19

71

19

72

19

76

19

80

19

85

19

91

19

97

20

02

20

06

20

09

Ap

ril 2

01

3

July

20

13

No

v. 2

01

3

May

20

14

No

v. 2

01

4

Ap

ril 2

01

6

No

v. 2

01

6

Sch

ed

ule

d R

un

nin

g Ti

me

(M

inu

tes)

New Haven-CP 261

CP 261-Bridgeport

Bridgeport-CP 241

CP 241-CP 234

CP 234-SHELL

SHELL-CP 212

CP 212-CP 112

CP 112-MO

MO-G.C.T.

NYNH&HPCRR

CRMETRO-NORTH

Recent Adjustments


4

Timetable Date

Section

Operator

Recent changesreflect reliability and safety improvements.

Metro-North Railroad 27

4 B. On-Time Performance (1983-2016)

2013

1988


4 Off-Peak Train Tracker (1:30 PM)

29

4 Peak Train Tracker (7:45 AM)

Mott Haven

(MO) Jct.

Photo: The Transport Net/YouTube

On-Time Performance (2013)


4

FRA

Emergency

Order 29

Implemented

7/1 - 11/16/2013 Infrastructure Work

(CP 106-CP 112)

JAN 2013 FEB 2013 MAR 2013 APR 2013 MAY 2013 JUN 2013 JUL 2013 AUG 2013 SEP 2013 OCT 2013 NOV 2013 DEC 2013 JAN 2014

Hudson 97.9% 98.8% 98.6% 98.3% 97.7% 97.1% 92.9% 97.1% 98.1% 97.6% 96.3% 89.8% 90.9%

Harlem 97.5% 98.3% 98.7% 98.5% 97.4% 96.2% 93.7% 94.3% 98.1% 96.5% 93.6% 94.6% 91.2%

New Haven 96.1% 96.5% 97.2% 97.8% 94.1% 91.8% 89.4% 87.7% 89.1% 89.2% 90.2% 90.3% 86.1%

85.0%

87.0%

89.0%

91.0%

93.0%

95.0%

97.0%

99.0%

101.0%

May: N

ew H

aven L

ine T

rack Failu

re

Decem

ber: O

verspeed

Derailm

ent

July: H

ud

son

Lin

e Track F

ailure

97.8%(2013 Goal)

MTA Metro-North Railroad

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

> 6 early 6-2 early Ontime 2-6 late 6 -10 late > 10 late

GCT NHVInbound

31

OTP Charts (2013)

Chart shows cumulative delay (in seconds) by location and by train (color coded), e.g. train 1507 was at least 151 seconds late at CP 232.

Timeline represents study period during 2013.

4


Period 1: Stable (Three Tracks)



32

GCT NH

Inbound

STMMO

AM

Peak


Period 2: Stable (Two Tracks)



33

GCT NH

Inbound

STMMO

AM

Peak

MTA Metro-North Railroad 34

Period 3: Peak of Track Issues



34

GCT NH

Inbound

STMMO

AM

Peak


Period 4: Recovery



GCT NH

Inbound

STMMO

AM

Peak


Period 5: FRAEO29 Impacts



GCT NH

Inbound

STMMO

AM

Peak

Effective Date 10/27/02 10/01/06 10/18/09 04/07/13 07/01/13 11/17/13 05/11/14 11/09/14 04/03/16 10/02/16

Train # 1527 1527 1527 1527 1527 1527 1523 1523 1523 1523

N.H.-CP 271 3 3 3 3 3 3 3 3 3 3

CP 271-CP 266 5 5 5 5 (+2) 7 (-1) 6 (+1) 7 7 7 7

CP 266-CP 261 5 (+1) 6 (-1) 5 (+1) 6 6 6 6 6 (+1) 7 7

CP 261-CP 257 5 (+1) 6 6 (+1) 7 7 (-2) 5 (+2) 7 7 (+2) 9 (-2) 7

CP 257-CP 255 4 4 4 (+1) 5 5 (-1) 4 4 4 4 4

CP 255-CP 248 6 6 6 (+1) 7 7 7 7 7 7 7

CP 248-CP 244 4 4 4 4 4 4 (+1) 5 5 5 5

CP 244-CP 241 3 (+1) 4 (+2) 6 (-3) 3 3 3 (+1) 4 4 4 4

CP 241-CP 234 10 10 (-1) 9 (-1) 8 8 (+2) 10 (-1) 9 9 9 9

CP 234-CP 229 8 (-1) 7 7 7 7 (+1) 8 8 8 (+1) 9 9

CP 229-CP 223 6 6 6 6 6 6 (+1) 7 7 7 7

CP 223-CP 217 7 (-1) 6 6 6 6 (+1) 7 (-1) 6 6 6 (+1) 7

CP 217-CP 215 1 (+1) 2 2 2 2 2 2 2 2 2

CP 215-CP 212 3 3 3 3 3 3 3 3 3 (+1) 4

CP 212-CP 112 2 2 2 2 2 2 2 2 2 2

CP 112-MO 8 8 8 8 8 (+2) 10 (-2) 8 8 8 8

MO-G.C.T. 16 16 16 16 16 (+2) 18 (-3) 15 15 15 15

Total 96 98 98 98 100 104 103 103 107 107

C. Differential Causal Analysis

37

4

Metro-North Railroad

Trip Time

stable operating environment(programmed engineering adjustments

move with work location)

fast-changing operating environment(additional repair work occurring in

many locations simultaneously)

Effective Date 10/27/02 10/01/06 10/18/09 04/07/13 07/01/13 11/17/13 05/11/14 11/09/14 04/03/16 10/02/16

Train # 1527 1527 1527 1527 1527 1527 1523 1523 1523 1523

N.H.-CP 271 3 3 3 3 3 3 3 3 3 3

CP 271-CP 266 5 5 5 5 (+2) 7 (-1) 6 (+1) 7 7 7 7

CP 266-CP 261 5 (+1) 6 (-1) 5 (+1) 6 6 6 6 6 (+1) 7 7

CP 261-CP 257 5 (+1) 6 6 (+1) 7 7 (-2) 5 (+2) 7 7 (+2) 9 (-2) 7

CP 257-CP 255 4 4 4 (+1) 5 5 (-1) 4 4 4 4 4

CP 255-CP 248 6 6 6 (+1) 7 7 7 7 7 7 7

CP 248-CP 244 4 4 4 4 4 4 (+1) 5 5 5 5

CP 244-CP 241 3 (+1) 4 (+2) 6 (-3) 3 3 3 (+1) 4 4 4 4

CP 241-CP 234 10 10 (-1) 9 (-1) 8 8 (+2) 10 (-1) 9 9 9 9

CP 234-CP 229 8 (-1) 7 7 7 7 (+1) 8 8 8 (+1) 9 9

CP 229-CP 223 6 6 6 6 6 6 (+1) 7 7 7 7

CP 223-CP 217 7 (-1) 6 6 6 6 (+1) 7 (-1) 6 6 6 (+1) 7

CP 217-CP 215 1 (+1) 2 2 2 2 2 2 2 2 2

CP 215-CP 212 3 3 3 3 3 3 3 3 3 (+1) 4

CP 212-CP 112 2 2 2 2 2 2 2 2 2 2

CP 112-MO 8 8 8 8 8 (+2) 10 (-2) 8 8 8 8

MO-G.C.T. 16 16 16 16 16 (+2) 18 (-3) 15 15 15 15

Total 96 98 98 98 100 104 103 103 107 107

New Stations

38

4

West Haven passenger station opened August 18, 2013. Continuing

adjustments reflect fine-tuning based on practical experience.

Fairfield Metro passenger station opened December 5, 2011.

Trip Time

Effective Date 10/27/02 10/01/06 10/18/09 04/07/13 07/01/13 11/17/13 05/11/14 11/09/14 04/03/16 10/02/16

Train # 1527 1527 1527 1527 1527 1527 1523 1523 1523 1523

N.H.-CP 271 3 3 3 3 3 3 3 3 3 3

CP 271-CP 266 5 5 5 5 (+2) 7 (-1) 6 (+1) 7 7 7 7

CP 266-CP 261 5 (+1) 6 (-1) 5 (+1) 6 6 6 6 6 (+1) 7 7

CP 261-CP 257 5 (+1) 6 6 (+1) 7 7 (-2) 5 (+2) 7 7 (+2) 9 (-2) 7

CP 257-CP 255 4 4 4 (+1) 5 5 (-1) 4 4 4 4 4

CP 255-CP 248 6 6 6 (+1) 7 7 7 7 7 7 7

CP 248-CP 244 4 4 4 4 4 4 (+1) 5 5 5 5

CP 244-CP 241 3 (+1) 4 (+2) 6 (-3) 3 3 3 (+1) 4 4 4 4

CP 241-CP 234 10 10 (-1) 9 (-1) 8 8 (+2) 10 (-1) 9 9 9 9

CP 234-CP 229 8 (-1) 7 7 7 7 (+1) 8 8 8 (+1) 9 9

CP 229-CP 223 6 6 6 6 6 6 (+1) 7 7 7 7

CP 223-CP 217 7 (-1) 6 6 6 6 (+1) 7 (-1) 6 6 6 (+1) 7

CP 217-CP 215 1 (+1) 2 2 2 2 2 2 2 2 2

CP 215-CP 212 3 3 3 3 3 3 3 3 3 (+1) 4

CP 212-CP 112 2 2 2 2 2 2 2 2 2 2

CP 112-MO 8 8 8 8 8 (+2) 10 (-2) 8 8 8 8

MO-G.C.T. 16 16 16 16 16 (+2) 18 (-3) 15 15 15 15

Total 96 98 98 98 100 104 103 103 107 107

Project Work

39

4

Additional two minutes needed to accommodate Devon Transfer

project. Upon project completion, extra time was removed.

Time needed for crossing moves due to bridgeplates being needed at local stations to support track and catenary renewal projects

requiring continuous track outages.

Trip Time

Additional time provided to accommodate track remediation

work in the Bronx. Removed when project complete.

Effective Date 10/27/02 10/01/06 10/18/09 04/07/13 07/01/13 11/17/13 05/11/14 11/09/14 04/03/16 10/02/16

Train # 1527 1527 1527 1527 1527 1527 1523 1523 1523 1523

N.H.-CP 271 3 3 3 3 3 3 3 3 3 3

CP 271-CP 266 5 5 5 5 (+2) 7 (-1) 6 (+1) 7 7 7 7

CP 266-CP 261 5 (+1) 6 (-1) 5 (+1) 6 6 6 6 6 (+1) 7 7

CP 261-CP 257 5 (+1) 6 6 (+1) 7 7 (-2) 5 (+2) 7 7 (+2) 9 (-2) 7

CP 257-CP 255 4 4 4 (+1) 5 5 (-1) 4 4 4 4 4

CP 255-CP 248 6 6 6 (+1) 7 7 7 7 7 7 7

CP 248-CP 244 4 4 4 4 4 4 (+1) 5 5 5 5

CP 244-CP 241 3 (+1) 4 (+2) 6 (-3) 3 3 3 (+1) 4 4 4 4

CP 241-CP 234 10 10 (-1) 9 (-1) 8 8 (+2) 10 (-1) 9 9 9 9

CP 234-CP 229 8 (-1) 7 7 7 7 (+1) 8 8 8 (+1) 9 9

CP 229-CP 223 6 6 6 6 6 6 (+1) 7 7 7 7

CP 223-CP 217 7 (-1) 6 6 6 6 (+1) 7 (-1) 6 6 6 (+1) 7

CP 217-CP 215 1 (+1) 2 2 2 2 2 2 2 2 2

CP 215-CP 212 3 3 3 3 3 3 3 3 3 (+1) 4

CP 212-CP 112 2 2 2 2 2 2 2 2 2 2

CP 112-MO 8 8 8 8 8 (+2) 10 (-2) 8 8 8 8

MO-G.C.T. 16 16 16 16 16 (+2) 18 (-3) 15 15 15 15

Total 96 98 98 98 100 104 103 103 107 107

Civil Speed Protection (FRA EO 29)

40

4

Trip Time

Cab signal dropdowns provided for MAS reductions of more than 20

mph. Running time added to reflect new infrastructural constraint.

Photo: Paul Pesante/Metro-North

Effective Date 10/27/02 10/01/06 10/18/09 04/07/13 07/01/13 11/17/13 05/11/14 11/09/14 04/03/16 10/02/16

Train # 1527 1527 1527 1527 1527 1527 1523 1523 1523 1523

N.H.-CP 271 3 3 3 3 3 3 3 3 3 3

CP 271-CP 266 5 5 5 5 (+2) 7 (-1) 6 (+1) 7 7 7 7

CP 266-CP 261 5 (+1) 6 (-1) 5 (+1) 6 6 6 6 6 (+1) 7 7

CP 261-CP 257 5 (+1) 6 6 (+1) 7 7 (-2) 5 (+2) 7 7 (+2) 9 (-2) 7

CP 257-CP 255 4 4 4 (+1) 5 5 (-1) 4 4 4 4 4

CP 255-CP 248 6 6 6 (+1) 7 7 7 7 7 7 7

CP 248-CP 244 4 4 4 4 4 4 (+1) 5 5 5 5

CP 244-CP 241 3 (+1) 4 (+2) 6 (-3) 3 3 3 (+1) 4 4 4 4

CP 241-CP 234 10 10 (-1) 9 (-1) 8 8 (+2) 10 (-1) 9 9 9 9

CP 234-CP 229 8 (-1) 7 7 7 7 (+1) 8 8 8 (+1) 9 9

CP 229-CP 223 6 6 6 6 6 6 (+1) 7 7 7 7

CP 223-CP 217 7 (-1) 6 6 6 6 (+1) 7 (-1) 6 6 6 (+1) 7

CP 217-CP 215 1 (+1) 2 2 2 2 2 2 2 2 2

CP 215-CP 212 3 3 3 3 3 3 3 3 3 (+1) 4

CP 212-CP 112 2 2 2 2 2 2 2 2 2 2

CP 112-MO 8 8 8 8 8 (+2) 10 (-2) 8 8 8 8

MO-G.C.T. 16 16 16 16 16 (+2) 18 (-3) 15 15 15 15

Total 96 98 98 98 100 104 103 103 107 107

Service Reliability

41

4

Trip Time

Running time studies showed that trains are short on time in this area due to increasing congestion from

additional movements in Stamford.

Photo: Wayne Koch/Metro-North

Parting Thoughts

1. Right-of-way, track, infrastructure, vehicle characteristics, and operating practices can all affect scheduled times.

2. To properly understand all speed constraints it is necessary to study timetable special instructions, general orders, bulletin orders, and potentially also specific train orders.

3. When constructing a timetable it is necessary to add engineering, routing, and performance allowance, and station dwell time to pure run time to arrive at a schedule.

4. It is impossible to infer what was happening on the railroad by reading a public timetable. Unless you were there, you don’t know what happened. (Even if you were, it is still difficult to figure out exactly what was really going on.)


1

2

3

4

Corollary

• To maximize system performance, train operators must balance trip-time, capacity, and reliability subject to the overarching constraint of safe operations.

Minimizing advertised journey time is not a higher priority goal for the passenger rail industry than maximizing trains-per-hour or on-time performance.


trip-time(minutes)

capacity(trains-per-hour)

reliability(OTP %)

5


Thank You!

Appendix:What Really Happened to Running Times?

• N.Y. Central Mohawk Division (1956-2010): Albany to Buffalo

– Station dwell times got long then got short again

• Al Perlman’s deliberate strategy? Mail contracts? Switching work in stations? Slotting issues? Station staffing? Infrastructure?

– Running times fluctuated:

• Maximum Authorized Speed (MAS) changes

• Equipment issues

• Industry events resulted in performance adjustments

45

4

Photo: Roger Puta/Wikimedia Commons

Station Dwell Times


4

0:1

4 0:2

8

0:3

4

0:3

4

0:3

7

0:3

3 0:4

5

0:4

0

0:3

5

0:3

5

0:2

0

0:1

5

0:1

5

0:1

5

0:2

0

0:2

0 0:3

0

0:3

0

0:3

0

0:3

0

0:3

0

0:3

0

0:3

0

0:3

0

0:2

8

0:2

8

0:2

8

0:3

0 0:4

0

0:3

0

0:3

0

0:2

5 0:4

0

0:4

5

0:4

5

0:4

5

0:4

5

0:4

0

0:4

0

0:3

5

0:2

5

0:3

0 0:4

5

0:5

0

0:4

5

0:4

0

0:0

7

0:1

0 0:1

0

0:1

0

0:1

0

0:0

5

0:3

0

0:3

0

0:3

0

0:2

6

0:0

6

0:1

1 0:1

1

0:2

5

0:2

5

0:2

0

0:3

0 0:2

5

0:2

8 0:2

6

0:2

7

0:2

9

0:3

5

0:4

0

0:4

1

0:4

0

0:5

5

0:1

0 0:1

0

0:1

0

0:1

0

0:1

0

0:1

5

0:0

5

0:0

7

0:0

7

0:0

7

0:0

7

0:0

7

0:3

0

0:3

0

0:3

0

0:3

0

0:3

0

0:3

0

0:2

5

0:3

0

0:1

0

0:1

0

0:1

0

0:1

0

0:1

0

0:1

5

0:1

0

0:0

8

0:0

4

0:0

4 0:0

4

0:0

4

0:0

4

(To

tal 0

:31

)

(To

tal 0

:46

)

(To

tal 0

:52

) (To

tal 1

:17

)

(To

tal 1

:21

)

(To

tal 1

:21

)

(To

tal 1

:26

)

(To

tal 1

:23

)

(To

tal 2

:20

)

(To

tal 2

:16

)

(To

tal 2

:10

)

(To

tal 2

:21

)

(To

tal 0

:20

)

(To

tal 0

:25

)

(To

tal 0

:40

)

(To

tal 0

:35

)

(To

tal 0

:35

)

(To

tal 0

:40

)

(To

tal 0

:35

)

(To

tal 0

:35

)

(To

tal 0

:45

)

(To

tal 0

:45

)

(To

tal 0

:45

)

(To

tal 0

:45

)

(To

tal 0

:47

)

(To

tal 0

:47

)

(To

tal 0

:47

)

(To

tal 0

:47

)

(To

tal 0

:45

) (To

tal 1

:08

)

(To

tal 1

:08

)

(To

tal 1

:10

)

(To

tal 1

:20

)

(To

tal 1

:10

)

(To

tal 1

:10

)

(To

tal 1

:00

)

(To

tal 1

:20

)

(To

tal 1

:05

)

(To

tal 1

:05

)

(To

tal 1

:05

)

(To

tal 1

:05

)

(To

tal 1

:00

)

(To

tal 1

:05

)

(To

tal 0

:55

)

(To

tal 0

:43

)

(To

tal 0

:45

)

(To

tal 1

:00

)

(To

tal 1

:05

)

(To

tal 1

:00

)

(To

tal 0

:55

)

00:00

00:15

00:30

00:45

01:00

01:15

01:30

01:45

02:00

02:15

02:30

02:45

19

56

-10

-28

19

57

-10

-27

19

59

-04

-26

19

61

-04

-30

19

63

-04

-28

19

64

-10

-24

19

65

-10

-31

19

66

-04

-24

19

67

-12

-03

19

68

-12

-01

19

69

-10

-26

19

70

-10

-25

19

71

-07

-12

19

71

-11

-14

19

75

-11

-30

19

76

-10

-31

19

77

-06

-22

19

78

-10

-29

19

79

-10

-01

19

80

-10

-26

19

81

-10

-25

19

82

-10

-31

19

83

-10

-30

19

84

-10

-28

19

85

-04

-28

19

86

-10

-26

19

87

-10

-25

19

88

-09

-18

19

89

-10

-29

19

90

-10

-28

19

91

-10

-27

19

92

-10

-25

19

93

-10

-31

19

94

-10

-30

19

95

-10

-29

19

96

-11

-10

19

97

-10

-26

19

98

-10

-25

19

99

-10

-31

20

00

-10

-29

20

01

-10

-28

20

02

-10

-27

20

03

-10

-27

20

04

-11

-01

20

05

-10

-31

20

06

-10

-30

20

07

-10

-29

20

08

-10

-27

20

09

-10

-26

20

10

-11

-08

Sch

ed

ule

d D

we

ll T

ime

at

Stat

ion

s (H

ou

rs:M

inu

tes)

Timetable Effective Date Albany ALB (est.) Syracuse SYR (est.) Rochester ROC (est.) Buffalo BUF (est.)

NY Central Conrail CSXPCRR

Running Times


4

1:46

1:37

1:40

1:35

1:35

1:35

1:39

1:43 1:51

1:56

1:56

1:52

1:52

1:50

1:45

1:45

1:41

1:41

1:42

1:40

1:40

1:40

1:40

1:40

1:41

1:41

1:41

1:46

1:41

1:44

1:44 1:

59

1:57 2:

22

2:02

1:47

1:52

1:49

1:39

1:39

1:39

1:39

1:39

1:39

0:51

0:54

0:54

0:45

0:45

0:45 0:45 0:

54

0:39 0:39

0:39

0:48 0:58

1:00

1:02

1:02

0:44

0:44

0:48

0:46

0:46

0:46

0:46

0:46

0:48

0:48

0:48

0:43

0:48 0:50

0:50 0:

55

0:54

0:54

0:54

0:54 1:

04

0:56

0:52

0:51

0:51

0:51

0:51

0:51

2:16

2:12

2:15

2:12

2:12 2:

37

1:09

1:10

1:11

1:15

1:15

1:15

1:15 1:10

1:15

1:15 1:15 1:

14

1:28 1:28

1:28 1:30 1:

30

1:28

1:21

1:21

1:19

1:19 1:17

1:17

1:17

1:17

1:19

1:19

1:20

1:20

1:20

1:20

1:20

1:16

1:16 1:

11

1:13

1:13

1:13

1:13 1:

18

1:15

1:14

1:14

1:14

1:14

1:14

1:14

2:18 2:

33

1:15 1:15

1:25

1:14

1:07

1:05

1:08 1:15

1:10

1:15 1:15 1:

24

1:12 1:

22

1:22 1:

30 1:25

1:15

1:02

1:02

0:50

0:50 0:56

0:56

0:56

0:56

0:54

0:54 0:59

0:59

0:59

0:59

0:59

1:01

1:01 1:

01

1:00

1:00

1:00

1:00

1:11

0:57

1:02

0:55

0:55

0:55

0:55

0:55

(Tot

al 4

:55)

(Tot

al 4

:55)

(Tot

al 4

:59)

(Tot

al 4

:52)

(Tot

al 4

:41)

(Tot

al 4

:37)

(Tot

al 4

:32)

(Tot

al 4

:35)

(Tot

al 4

:45)

(Tot

al 4

:45)

(Tot

al 4

:50)

(Tot

al 4

:54)

(Tot

al 5

:10)

(Tot

al 5

:15)

(Tot

al 5

:10)

(Tot

al 5

:25)

(Tot

al 5

:25)

(Tot

al 5

:40)

(Tot

al 5

:45)

(Tot

al 5

:33)

(Tot

al 5

:10)

(Tot

al 5

:10)

(Tot

al 4

:34)

(Tot

al 4

:34)

(Tot

al 4

:43)

(Tot

al 4

:39)

(Tot

al 4

:39)

(Tot

al 4

:39)

(Tot

al 4

:39)

(Tot

al 4

:39)

(Tot

al 4

:48)

(Tot

al 4

:48)

(Tot

al 4

:48)

(Tot

al 4

:48)

(Tot

al 4

:48)

(Tot

al 4

:51)

(Tot

al 4

:51)

(Tot

al 5

:06)

(Tot

al 5

:04)

(Tot

al 5

:29)

(Tot

al 5

:09)

(Tot

al 4

:54)

(Tot

al 5

:25)

(Tot

al 4

:57)

(Tot

al 4

:47)

(Tot

al 4

:39)

(Tot

al 4

:39)

(Tot

al 4

:39)

(Tot

al 4

:39)

(Tot

al 4

:39)

00:00

00:30

01:00

01:30

02:00

02:30

03:00

03:30

04:00

04:30

05:00

05:30

06:00

06:30

07:00

07:30

1956

-10-

28

1957

-10-

27

1959

-04-

26

1961

-04-

30

1963

-04-

28

1964

-10-

24

1965

-10-

31

1966

-04-

24

1967

-12-

03

1968

-12-

01

1969

-10-

26

1970

-10-

25

1971

-07-

12

1971

-11-

14

1975

-11-

30

1976

-10-

31

1977

-06-

22

1978

-10-

29

1979

-10-

01

1980

-10-

26

1981

-10-

25

1982

-10-

31

1983

-10-

30

1984

-10-

28

1985

-04-

28

1986

-10-

26

1987

-10-

25

1988

-09-

18

1989

-10-

29

1990

-10-

28

1991

-10-

27

1992

-10-

25

1993

-10-

31

1994

-10-

30

1995

-10-

29

1996

-11-

10

1997

-10-

26

1998

-10-

25

1999

-10-

31

2000

-10-

29

2001

-10-

28

2002

-10-

27

2003

-10-

27

2004

-11-

01

2005

-10-

31

2006

-10-

30

2007

-10-

29

2008

-10-

27

2009

-10-

26

2010

-11-

08

Sch

ed

ule

d R

un

nin

g Ti

me

in t

he

Re

gio

n (H

ou

rs:M

inu

tes)

Timetable Effective Date Albany to Utica Utica to Syracuse Syracuse to Rochester Rochester to Buffalo

NY Central Conrail CSXPCRR

Maximum Authorized Speeds (MAS)

48

4

15 20 25 30 35 40 45 50 55 60 65 70 75 79 80 85 90 100 110

Miles 1.7 0.5 0.7 2.3 0.9 1.7 1.7 5.4 1.9 10.8 0.8 5.8 101.6 0.0 130.7 37.7 0.0 0.0 0.0

020406080

100120140

Mile

s of

Rai

lroa

d 1970-10-25

15 20 25 30 35 40 45 50 55 60 65 70 75 79 80 85 90 100 110

Miles 1.7 0.5 0.7 9.3 0.9 1.7 4.4 10.9 1.9 68.7 0.0 3.3 59.2 140.9 0.0 0.0 0.0 0.0 0.0

020406080

100120140

Mile

s of

Rai

lroa

d 1971-02-01

15 20 25 30 35 40 45 50 55 60 65 70 75 79 80 85 90 100 110

Miles 0.8 0.5 0.3 9.1 0.5 0.1 3.0 11.0 3.7 37.6 7.6 20.8 207.4 0.0 0.0 0.0 0.0 0.0 0.0

020406080

100120140

Mile

s of

Rai

lroa

d 1978-06-18

15 20 25 30 35 40 45 50 55 60 65 70 75 79 80 85 90 100 110

Miles 0.2 0.9 0.5 2.9 0.0 3.7 0.8 4.1 5.0 10.0 2.0 48.6 31.8 172.0 1.7 0.0 5.1 7.3 7.3

020406080

100120140

Mile

s of

Rai

lroa

d

Maximum Authorized Speed, Passenger Trains (mph)

1997-02-01

Complex World of Rail Travel (TRB #18-01516)

00:22 00:22 00:25 00:19

01:0701:18 01:13

01:10

00:40

00:44 00:4300:41

01:16

01:22 01:22

01:16

01:13

01:1901:39

01:12

00:00

00:30

01:00

01:30

02:00

02:30

03:00

03:30

04:00

04:30

05:00

05:30

06:00

1970-10-25 1971-02-01 1978-06-18 1997-02-01

Trai

n Pe

rfor

man

ce C

alcu

lato

r St

art t

o St

op R

unni

ng T

ime

in e

ach

Segm

ent

(Hou

rs:M

inut

es)

Maximum Authorized Speed, Effective Date

Albany-Schenectady Schenectady-Utica Utica-Syracuse Syracuse-Rochester Rochester-Bay View

Train Performance Calculator Results


4

G.O. Review: Other Happenings


4

“AMTRAK Engines, Class SDP-40F, in number series 540 to 649, are restricted as follows--trains with one SDP-40F Unit alone [...] must not exceed 40 MPH on curves of 1 degree 30 minutes or greater.”

Penn Central Rule 1157-G1b from Timetable No.4 (1970-10-25)

“Applies in Buffalo Division: Passenger Trains—79 mph over the entire Division.”

Penn Central G.O. 407 (aa)—Effective 1971-1-1

“Intermittent inductive Automatic Train Stop [ATS] System on the entire region, out of service.”

Penn Central G.O. 409 (a)—Effective 1971-02-01

Acknowledgements


The authors would like to acknowledge the assistance, teaching, mentoring, and contributions of the following individuals on the subject of this research:

Team Metro-North Team Railtrack/ScotRail Contributors-at-Large

J. E. KesichG. E. HaydenG. RaguseoM. CorbettJ. DurousseauF. GimenezJ. WangM. ShifferC. PlanckJ. McCormack

E. BoyleB. GardinerK. BrownK. WhiteN. WunschA. RattaryF. Grey

J.G. AllenP. HeldJ.-P. FiorentinoJ. GarofaloA.H. DreyerF.N. Nowell IIIReviewers of the TRB

AP070 Committee


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