Organisation of Rail Transport: a Case Study in Lombardy
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Workshop: Infrastructure Planning and Design (Urbanistica - Politecnico di Milano) Organisation of Rail Transport: A Case Study in Lombardy Lesson 2. Timetables and Passengers Giorgio Stagni in co-operation with Paolo Beria (*) Milano, 24.11.2011 (*) DiAP, Dipartimento Architettura e Pianificazione, Politecnico di Milano 1 Table of Contents • LESSON 1. Railways in Lombardy – Railway: Subjects and Contracts – Implementing a Master Plan: Hardware and Software – S-Bahn & Regional Lines in Lombardy • LESSON 2. Timetables and Passengers – Our Tools: Timetables and Charts – Designing the Timetable – People on Trains: Some Examples 2 Our Tools: Timetables and Charts 3 Graphical Timetable: Basic The tool used to regulate and define the services is the timetable. Graphical timetable is the representation of a train on a space(time) diagram. Space The line is a train, Station B departing at 9 and covering the space between A and B in 1h. Station A 9:00 10:00 Time German speaking people put Time on Y Axis and Space on X. Graphical Timetable: Basic 2 Familiarising with timetables: Minimum time gap Space (related with signals) Passing (precedenza) Station B Slower Faster Station A Running in Time the opposite Crossing direction (incrocio) Needs to be in a station on single-track lines Timetabling and Line Capacity The capacity of a line depends (also) on the way the timetable is built. Fast trains only Slow trains only space space time time Minimum headway between 2 trains Fast and slow trains together space The capacity of a line could be increased if timetable is homogeneous (all trains have the same speed). But in real life it is necessary to find a compromise between faster and slower services! time Traditional Timetable Melegnano - 23/10/2009 “Focused” timetable (verso S. Giuliano Mil.) 5 .05 6 .02 .29 7.00 .08 .25 .36 .53 Peak hour 8 .26 “Charter strategy” trips 9 10 11 12 Train circulates only if (considered) 13 .18 14 .34 profitable. 15 16 .15 The train is located in the timetable in 17 .37 order to maximise the highest potential 18 .14 19 .14 demand. 20 21 .41 The train is dimensioned according to the 22 .39 23 foreseen demand. 24 Minor or secondary traffic flows are left R D/IR S IC/EC ES EN unserved or served by other transport An effective means. representation of departures from a station! Regular Interval Timetable Regular interval timetable Melegnano - 24/10/2011 (verso S. Giuliano Mil.) 5 6 .09 .39 7 .09 .39 Global approach to mobility 8 .09 .39 (including other modes) 9 .09 .39 10 .05 .39 11 .09 .39 Timetable built to grant the constant 12 .09 .39 13 .09 .39 availability of service: 14 .09 .39 Departures at regular intervals 15 .09 .39 16 .09 .39 Constant pattern of appointments 17 .09 .39 18 .09 .39 at specific nodal points 19 .09 .39 The financial sustainability must look at the 20 .09 .39 21 .09 .35 whole network and not to single trains 22 .35 (that can be losing). 23 .35 24 The benefit for the user of having “always” R D/IR S IC/EC ES EN a train is greater than the cost of having Same station, some trains more empty! the next year :) Regular Interval Timetable: Why? Why is regular timetabling important, especially in local transport services? Allows the creation of a hierarchic network (train – bus – urban) Introduces mono- and multi-modal transport nodes Allows the passenger to arrive at any time to the initial stop, avoiding the use of timetables also when using more lines. Increases the quality of Increases number of users the trip on the network Reduces the perceived Influences the housing cost choices in peripheral areas Symmetrical Timetable The symmetry is, jointly with regularity, one of the main properties of “modern” rail timetables The use of regular timetables implies the definition of symmetry axes The symmetry axis identifies the basic grid on which the whole timetable is built The symmetry axis is chosen according to commercial evaluations The preferred axis is 00 – 30: if the train leaves at minute x, the corresponding one arrives at the same station at minute 60 – x The customer can easily memorise the timetable in one direction and calculate it for the other one. Symmetry Axis If the train from A to B leaves at minute 10, the corresponding train from B to A arrives at minute 50 (symmetry around minutes 00 – 30) With a 00 – 30 symmetry and 1h headway, trains always make a crossing at minutes 00 and 30 00 50 10 30 Station A Symmetrical Timetable and Nodes With a 30’ headway two other stations become nodes, in this case at minutes 15 – 45 (because there is a crossing every 15 minutes) Timetable planning should put nodes where it is possible to make connections: main stations, branch stations, stations with bus terminus and so on. Symmetrical Timetable in Nodes It is important that all the services are based on the same Station C symmetry axis. Otherwise only Direction Direction 55 00 05 mono-directional appointments D – B B–D are possible. 53 07 Example (same symmetry): 50 10 Line B – D: Intercity train Direction Direction E–C C–E Line C – E: regional train We can go from B to E and from E to B 30 E B D C Asymmetrical Timetable: a Connection is Missing If, for example, the Regional Station C Direction Direction 55 58 00 05 service is designed with D – B B–D another symmetry axis, 53 7 connection works only in one direction. Direction E–C 10 Line B – D train IC Direction Line C – E train R C–E We can go from B to E We CAN’T go from E to B 30 (the Regional trains arrives “too late”) E B D C Symmetrical Timetable: the Network Regular timetabling together with symmetry allows the creation of network systems at a regional scale (or even national) Application of the hub&spoke model also to railways Designing the Timetable 16 The Easiest Way mercoledì 23/11/2011 8334 8322 8324 8326 8328 8330 8332 Manfredonia 8314 8316 8318 Siponto Frattarolo Amendola 8335 8337 8323 8325 8327 8329 8331 8333 FOGGIA 8315 8317 8319 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 R FOGGIA - 23/11/2011 Line Foggia-Manfredonia (verso Amendola) 5 • A single train is going to and from 6 .36 Manfredonia, with a stop of few minutes in 7 .47 8 .56 each terminus 9 10 • Highest efficiency in using rolling stock 11 12 .12 • Worst case for users: cannot guarantee a 13 .33 14 .42 standard frequency, except lucky case in 15 .51 16 which travelling time is just a bit lower than 17 .01 30 (or 60) minutes (this is not the case!) 18 .10 19 .18 20 .26 21 Departure time “looses” 22 about 10 minutes per trip 23 24 R D/IR S IC/EC ES EN 17 The Best Way (in Our Opinion) mercoledì 23/11/2011 24155 24175 24125 24127 24129 24131 24133 24135 24137 24139 24141 24143 24145 24147 24149 24151 24153 SEREGNO 24101 24103 24105 24107 24109 24111 24113 24115 24117 24119 24121 24123 Desio Lissone-Muggio` MONZA SESTO S.GIOVANNI MI.GRECO PIRELLI MILANO CENTRALE 5383 MI.P.GARIBALDIMILANO LAMBRATE 5293 MI.P.TA ROMANA Milano Romolo - 23/11/2011 (verso MI.S.CRISTOFORO) MI Romolo 5 24174 5372 24124 24126 24128 24130 24132 24134 24136 24138 24140 24142 24144 24146 24148 24150 24152 24154 MI.S.CRISTOFORO 24100 24102 24104 24106 24108 24110 24112 24114 24116 24118 24120 24122 6 .24 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 7 .24 .54 R 8 .24 .54 9 .24 .54 Line S9 Milano S.Cristoforo-Seregno 10 .24 .54 11 .24 .54 • Constant frequency of 30’ for the whole day 12 .24 .54 13 .24 .54 • Good efficiency in using rolling stock 14 .24 .54 15 .24 .54 • Best case for users. 16 .24 .54 17 .24 .54 • Peak hours can be managed using double 18 .24 .54 compositions (easy with EMUs, more complex 19 .24 .54 20 .24 .54 with Loco+Coaches) 21 .24 .54 22 23 24 R D/IR S IC/EC ES EN 18 MI.P.GARIBALDI MI.GRECO PIRELLI martedì 23/11/2010 IC/EC MILANO CENTRALE VERONA P.NUOVA MILANO LAMBRATE SOMMACAMPAGNA Castelnuovo D.G. Peschiera d.Gard PIOLTELLO LIM. Morengo Bariano Cassano d`Adda Ponte S.Marco Ospitaletto T. TREVIGLIO Desenzano • suburban In area (Treviglio-Milan) • Although “out of structure” trains still exist, a good • EurostarcityLine Milan-Venice BRESCIA ROVATO Vidalengo EN Romano Rezzato Segrate Trecella Vignate Lonato Calcio Chiari Melzo for both users and operators!) structure is important to standardise traffic required Brescia-Milano local traffic Brescia-Rovato (to Bergamo) 6 221 205554904 5482 230002307510450 10602 10603 23002 10612 2710 23077 Milan-Verona 4908 2087 5485 D/IR 9701 93 1045223004 10606 2088 23001 9700 10605 4938 10654 10656 10616 2090 7 10651 10802 9451 23006 10608 23003 4903 10805 2089 1065810454 10653 9702 9703 23008 2201 20583 2092 R 23005 10456 4905 10610 10607 1080410660 8 10655 4910 to have also 9707 9704 23010 23007 10807 A Complex World (Main Line) 2091 10662 10657 9709 9705 10609 23012 2094 23009 10614 ES 10664 4907 9 1065910806 4912 9708 must share the same tracks 9711 23014 23011 10661 9713 9710 23016 23013 4909 10 10666 S 10663 4914 9712 23018 23015 10668 10665 S Lines (S5-S6) 23020 23017 10670 11 10667 , 23022 23019 Closed for maintenance! for Closed Interregio Milan-Verona 10672 209510669 9715 23024 23021 10611 10674 12 10671 9714 37 2096 23026 23023 2097 10676 10673 9719 9716 23028 23025 2098 4913 10618 13 10678 10675 4918 9718 4 tracks are 23030 23027 2099 10680 10677 20584 9723 23032 2100 23029 10620 10615 4915 14 10682 10679 4920 9722 23034 23031 2101 10684 and 10681 9727 23036 4917 2102 23033 10622 4919 (useful 10686 15 10683 4922 9729 9726 23038 2103 23035 10688 10685 23040 2104 23037 10624 10619 10690 4921 16 10687 4924 9733 9730 23042 23039 , 2105 10692 10475 10689 9735 9732 23044 23041 10626 2106 10621 4923 17 10694 1069110818 4926 24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 9737 20576 23046 9 8 106237 6 230435 .00.00 .00.00.00.00.00.00.00 .31 .44 .00 .44 .00 .00 .44 .53 2107 .44 .00 .44 10696 .08 .44 .15 .44 .42 .44 .50 .56 10693 42 104799739 .03 .24 .44 23048 2108 23045 10628 .06 10625.074925 .46 R 10698 10700 18 .09.09.09 .39 .39.09.09.09.09 .39 .39 .39 .39 .09 10695 4928 9741 10820 9738 23050 5502 10637 23047 BRESCIA - 22/11/2011 BRESCIA D/IR 106272109 10702 10697 4930 9740 .17 9743 (verso Biv.