1. Indonesian Timetabling Conference Introducing Timetabling and Train Control where there a Multiple Operators 31 May 2011

2. Introduction Overview Paul Jerman Overview of the last 30 years Involved in rail since 1978 Train control management Project management The ARTC experience Expansion of services in the outside world

3. Australian Rail Overview, Outside looking in The Australian Rail experience overview ARTC (Federal) Vic (3 below rail operations) NSW (3 below rail operations) QR (2 below rail operations) SA (3 below rail operations) WA (below rail operations)

5. 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

6. 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

7. The Annual Timetable The Phases of the Timetable in Brief Long Term Plan 12 months to 2 weeks prior to implementation Forms the basis of network capacity with guaranteed paths Short Term Plan 2 weeks to 24 hours prior to implementation Deals with possessions, last minute changes and possessions Current Operations 24 hours to implementation Runs the plan (train control)

8. The Annual Timetable The Types of Paths Premium Highest flag fall and fee Path is guaranteed to be available Train will be prioritised Used for Passenger and priority freight services Regular Lesser Flag fall and fee Path is guaranteed to be available Will be prioritised provided does not impact on Premium path Used for low speed freight operations Ad-Hoc Lowest of all fees Path is not Guaranteed to be available All other service will be prioritised Normally put on during the short term phase of the time table

10. User requirements

11. Must be Solvent

12. Must have regulatory approval to operate as a railway

13. Must have the necessary equipment required to operate on the railway

14. Must have roadworthy rolling stock to meet the network requirements

16. Provider requirements

17. Must be able to provide path length availability

18. Must have network capacity

19. Must of systems that detail corridor specifics such as axle loads and allowable speeds

20. Must provide track and network characteristics

23. Key Points

24. Train timetable should only be modified once or twice a year

25. The capacity of the network must continuously be monitored

28. 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

29. 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

30. The Annual Timetable Other Challenges 3rd party access requirements New private sidings Utilities Interfacing service providers Network change management

31. The Annual Timetable Questions

32. Current Operations Delivery of the Timetable

33. 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

34. 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.

35. Current Operations Train Prioritising Objective of the train control provider is: If a train enters the network early, to ensure the train exits on time If a train exits the network on time, it is to exit the network on time 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.

36. Current Operations 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. If a train loses time resultant from Network issues, it is considered to be healthy and endeavours must be made for on time exit. Whilst the train timetable must be maintained en-route, it may be manipulated provided it can achieve on time exit

37. Current Operations Monitoring and Reporting Customer meeting structure Key Performance Indicators to be developed on: On time running Out of course running for both provider and user Late entry and on-time exit On-time entry and late exit Train performance overall And measured against the overall capabilities of the train plan

38. 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

39. 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

40. 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!!!!

41. 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

42. Current Operations Managing Access to the Network A rail operator must not be allowed network access unless There is agreement to operate That the provider has the required train details within the reporting systems That the train is in position and will operate unhindered That the provider is able to allow the train to effectively operate to its destination That the train run can be captured in the revenue recording systems

43. 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

44. 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.

45. 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)

46. The Annual Timetable Questions