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
Complex World of Rail Travel (TRB #18-01516) 2
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
Complex World of Rail Travel (TRB #18-01516) 3
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…
Complex World of Rail Travel (TRB #18-01516) 4
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
Complex World of Rail Travel (TRB #18-01516) 6
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)
Complex World of Rail Travel (TRB #18-01516) 7
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
Penn Central Northeastern Region Timetable No.6 (1972-10-29), p.205
Common
Rare
Relative A
vailability
Re
ten
tion
: 6 m
on
ths to
3 years
B. Special Instructions: Equipment Speeds2
Penn Central Northeastern Region Timetable No.6 (1972-10-29), p.206
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
Complex World of Rail Travel (TRB #18-01516) 14
3
A. Train Performance Calculator (TPC)
Complex World of Rail Travel (TRB #18-01516) 15
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)
Metro-North Commuter Railroad 17
3
Trains switching from express to local tracks ahead of main
interchange station are allotted one (1) minute to make the move.
Railtrack Scotland Zone (2000)
E. <Performance Allowance>
Metro-North Commuter Railroad 18
3
Non-stop trains are given one <1> extra minute for
performance in case they lose time en-route.
Railtrack Scotland Zone (2000)
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?
Metro-North Commuter Railroad 20
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
Metro-North Commuter Railroad 21
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)
Metro-North Commuter Railroad 22
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)
Complex World of Rail Travel (TRB #18-01516) 24
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
Complex World of Rail Travel (TRB #18-01516) 26
4
Timetable Date
Section
Operator
Recent changesreflect reliability and safety improvements.
Metro-North Railroad 27
4 B. On-Time Performance (1983-2016)
2013
1988
Metro-North Railroad 28
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)
Metro-North Commuter Railroad 30
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
MTA Metro-North Railroad
Period 1: Stable (Three Tracks)
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
32
GCT NH
Inbound
STMMO
AM
Peak
MTA Metro-North Railroad
Period 2: Stable (Two Tracks)
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
33
GCT NH
Inbound
STMMO
AM
Peak
MTA Metro-North Railroad 34
Period 3: Peak of Track Issues
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
34
GCT NH
Inbound
STMMO
AM
Peak
MTA Metro-North Railroad 35
Period 4: Recovery
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 NH
Inbound
STMMO
AM
Peak
MTA Metro-North Railroad 36
Period 5: FRAEO29 Impacts
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 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.)
Complex World of Rail Travel (TRB #18-01516) 42
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.
Complex World of Rail Travel (TRB #18-01516) 43
trip-time(minutes)
capacity(trains-per-hour)
reliability(OTP %)
5
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.
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
Complex World of Rail Travel (TRB #18-01516) 46
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
Complex World of Rail Travel (TRB #18-01516) 47
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
Complex World of Rail Travel (TRB #18-01516) 49
4
G.O. Review: Other Happenings
Complex World of Rail Travel (TRB #18-01516) 50
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
Metro-North Railroad 51
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
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.