Performance design and planning for a mature rail network

Transcription

1 Performance design and planning for a mature rail network July 11 th 2012, Session : Network Planning

2 Context for network design and planning Goals To ensure customers and public authorities receive maximum value for money - Conventional (passenger, freight) and high speed railway systems In the long run (decades) as rail is a heavy mode With some short term (year, 5-10 years planning period) resources allocation In the European context Vertical separation - Infra Manager (IM) and Railway Undertakings (RUs), plus station managers Some tools are in the hands of IM, others in the RUs, stations managers Permanent dialogue is thus necessary 2

3 Tools in the hands of each partner Tools in the hands of IM : Capacity and circulation management, including possessions for works Development of new capacity (line and nodes) Tarification of network use Quality management of infrastructure Options and methods for network renewal and modernisation Tools in the hands of RUs : Policies of each RU (to buy paths or not, train management, end user price, end user quality, ) And Station manager(s) 3

4 Outline of method for network design and planning Steps : 1Define value for end users and train operators, and the environment 2 Build a library of costs and performance (maintenance, modernization) 3 Evaluate Net present value by policy options and segments 4 Agregate by route or groups of routes, taking into account initial state of the network, and neighbouring networks (European, local) 5 Define route management strategies, leading to capacity repartition, performance and equipment standards, multi-annual investment plans 6 Leading to a coherent network design and planning 4

5 Step 1 : Defining value Step 1 : Defining value for end users and train operators Ask questions to the end user Stated preferences (SP) for travel times, punctuality, Reveal end user preferences (RP) through analysis of traffic patterns Discuss value with train operators, keeping in mind that their framework is in evolution (opening up to competition at different stages)(perception of end user value by train operators, and train operators costs) Look at value in other countries (benchmark) Look at environment and collective value with relevant public authorities 5

6 Step 2 : Establish costs Step 2 : Build a library of performance related costs for infra manager Build a library of costs Costs without performance has little meaning Look at both costs to maintain the network, and performance options Look at both sides of performance evolution (up but also down, if performance created is less valuable than costs) Look at it over at least one life cycle, preferably more than one Look at it from both a top-down and a bottom-up approach 6

7 Step 3 : Evaluate policy options Step 3 : Evaluate options by homogeneous segments Define homogeneous segments Allowing mass treatment of joint performance costs optimization For each segment, compare long term policy options on value and costs : Shorter possessions : more cost but more performance Shorter planned travel time with given infra : less travel time, but less punctuality (fewer opportunities to catch up if something goes wrong) Capacity improvements add performance but also costs Policy options may be discontinuous or continuous Example : Shifting maintenance from day to night vs variation of maintenance possession time 7

8 Step 4 : Agregate by route Step 4 : Agregate by route or groups of routes Routes are composed of many homogeneous segments In some cases, application of segment cost and performance target is fine (e.g. speed, ) In others, the minimal performance of the worst segment is that of the route (e.g. maximum width, capacity, ); therefore a cost performance optimisation by route (or group of routes) is also needed Routes also are in a given initial state ; with similar long term demand, some may be in better conditions than others Routes may also be multi-network manager (international, regional) Some policy options may have to be adjusted given the initial state of the network, to optimise net long term present value 8

9 Step 5 : Performance and equipment standards Step 5 : Define performance and equipment standards, and then multi-annual investment plans, and route strategies For each route of group of routes, the route strategies will define over different time horizons (e.g. Year+5, Y+10, Y+20, Y+40(+)) Performance standards (capacity, speed, punctuality, ) In some cases, it is necessary to define equipment standards too, e.g. either when performance is difficult to describe or if an equipment is critical to achieve a given performance on a route To achieve the performance (and equipment standards) multi annual investment plans, including greenfield and brownfield are defined 5-10 years for the first plan with more open longer term plans This collection leads to route strategies 9

10 Step 6 : Coherent long term network strategy Step 6 : Establish a coherent long term network strategy The collection of multi-annual investment and performance (capacity, speed, ) plans and route strategies lead to a coherent network strategy With a coherence between costs and performance Ensuring each euro is spent efficiently In line with users and industry needs To be revised at given time intervals 10

11 Network design + planning and dialogue Context of public transport authorities, railway undertakings, technical providers, - Who have policy goals, financial means, budgets to manage, Network Design and Planning is therefore also a permanent dialogue between the Infrastructure manager and his environment It is however useful for society that the Infrastructure manager understands issues at stake, viewpoints to be able to negociate win - win deals Under the watchful eye of the regulator and of competition authorities A long sighted infrastructure manager is useful to society 11

12 ...Thank you for your kind attention