"The Iron Law" of Railways
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- Опубликовано: 21 окт 2024
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As in the previous period our viewers have favored videos on pure railway topics, such as railway signaling, the elements of the railway track, marshaling yards, etc, which by the way makes us very happy, we decided to prepare a video on a similar topic. The decision fell on the topic of rail timetabling.
The timetable is practically the most important document on the railways. It is used to plan trains and train paths, and also maintenance and infrastructure work. Railway timetabling can best be described as the process of determining time points, arrivals, and departures of trains at each station, taking into consideration many different operational and capacity requirements. These include the type of signalization, number of tracks on the railway line, minimum headways between trains, travel and waiting times, waiting patterns, the performance of train staff and vehicles, and service and quality commitments. Typically, the goal of this process which is led by the railway engineers is to utilize the rail infrastructure as efficiently as possible.
As the production of the first rail timetables also had a historical influence in measuring international time, that is where we will start our story on this interesting topic.
Scheduling and operating railway traffic is a complex and demanding task that requires significant coordination between infrastructure managers and train operators. An efficient and transparent planning process that results in timetables of good quality, is crucial to ensure an effective capacity usage, high on-time performance of trains, and high quality of service. Due to all these reasons, the second part of the video is dedicated to the process of the construction of the timetable.
Finally, the last part of the video is all about the unique Timetabling System of Switzerland, which is actually an integrated timetable of Swiss public transport as a whole, where trains, buses, ships on the lakes, and even cable transport are all synchronized.
Do you think we managed to present the main aspects of the railway timetable? Tell us in the comments below!
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#Railways #technology #transport
I'm Swiss. Just a few weeks ago, I was waiting for the bus in my village. When it was approaching, a man who was also waiting, made a relieved comment to me, remarking that the bus did actually turn up. Not having paid much attention to time, I asked back whether the bus was late. He said it was between two to three minutes late. That was one moment of almost comically unneccessary Swiss precision. But yeah, people here really are spoiled with public transport. On the train system, speaker announcements are made for delays as little as five minutes, and I've seen passenger information displays showing as little as three minute delays. It can really matter though, because sometimes buses or trains wait for transferring passengers from delayed connections. It's all really well orchestrated, but also it's got its price.
One thing missing in Switzerland is High speed rail.
@@qjtvaddict true but when you can’t rely on them to show up on time you often get an earlier train ‘just to be sure’, cancelling out the ‘high speed’ part
I guess that's impressive, but your examples are just weird. While Germany has an impressive train system (the biggest in the EU) it is still to small for the massive amounts of trains that are being run on it. Trains are very frequently delayed (depending on where you are) and announcements are still made, even if the train is three minutes late and the departure board will show that as well. I don't see why that would mean the train system is punctual.
Meanwhile in Portugal I sometimes get 50 minutes delays lol
@@mstrmren Same story in Austria
Your seamless integration of graphs and tables with your seemingly endless supply of illustrations, still photos, and video means, as always that I, in your words, “enjoyed and learned something new about the railways of the world.” Thank you!
Glad to hear that 😊
I live in Montreux (Switzerland), and punctuality is really important in this region because there are many cog rails and funiculars going to the mountains, when a train is 3 minutes late there is a speaker announcement and the app shows the delay, it is very helpful.
Very interesting. There are other aspects influencing timetable construction, the principal ones being:
- rolling stock provision and availability
- train crew duties, including working-hours regulations (both organisational and legislative)
Also, the number of platforms at terminal stations can affect the timings right back to the train's origin..
Still, it all helps people to understand it isn't a "back of a cigarette packet" job, to be scribbled out in 5 minutes.
Thanks for the video. I feel like people don't appreciate the amount of work that goes into creating rail timetables enough. They are such an important part of the railways to ensure that they run efficiently and safely but they are taken for granted.
Great point!
Many Bahn 2000 segments are technically high speed rail (Lötschberg base tunnel, 288 km/h tests with German ICE). The main reason for the 200km/h speed limit is, that save train separation increases with the square of speed. The speed limit allows to push more trains per track and time. It's actually less a speed limit as more the basically only allowed speed (separation is only 2 min, therefore any train going slower would cause massive congestion). Track maintenance consideration almost certainly also played a major role, as most track are used near maximum capacity, leaving little time for the maintenance crews, wear also increases exponentially).
Bern-Zürich would be only 45 min going max speed (200km/h limit) but due to the scheduling reasons is slowed to 56-58 min. additional trains during rush hour have 1h to get around congestion issues and since they don't need to meet the Taktfahrplan considerations.
fun fact: when the high speed track from Bern to Zürich was taken into service, the German ICE where banished to the slow track since ,at the time, it lacked the required ETC.
You are not correct. Bern - Zurich 117km(old route 129km). 200km/h is only 45km from this route(Rothrist - Mattstetten, which is between Olten - Bern). Regular nonstop travel time is 56min. 45min will be possible after building 30km? tunnel between Olten - Zurich Altstetten. Check web BAV.ch or SBB web/projects. 200km/h isn't high speed.
this made me want to hop on the train and travel around for a bit. (living in switzerland)
Nice video!
Two comments:
1) The original idea of the "Taktfahrplan" was invented by DB, when they indroduced their Network of IC (Intercity Trains) back in the early '70's. It was the Swiss that adopted it for the complete public service as a public transportation network.
2) To develop a time table takes more than 20 years! First there's a prediction of what the traffic pattern will look like in the distant future. Then the large scale earth moving projects are defined, synchronized, prioritized and (in Switzerland) voted upon. Then they are built, like the large tunnels through the Gotthard mountain or the commuter railway network in Geneva. Only much later those new benefits will find their way into an improved time table creation for a yearly time table.
You're an asset to the RUclips community :D i hope the channel grows to 100k soon!
We hope so too ☺️
They really deserve this. It's qualitative stuff on this channel.
@@Trainviking Thanks. We give our best.
And not only an asset to RUclips. The recently opened 200 km/h line between Novi Sad and Belgrade probably happened precisely because, against all odds in the Balkan region, the Serbian government also employs well-informed professionals like the authors of this video! I wish we had people like those from Railways Explained involved in our transport strategy in Romania, sadly corruption makes that almost impossible. Not that Serbia is perfect, but at least in this regard it looks like they're finally making big improvements.
@@wyqtor this is one of the nicest comments we got on the channel. Thank you so much for these compliments.
Just for the record: The cool pulse timetable animation starting at 14:09 isn't showing anything Swiss, it's the north-east corner of Austria, from Viennas most northern and eastern stations to some stations just beyond Austria's borders.
Overall it's a good and informative video anyway, Thanks!
Thank you! 🙂 Yes, it is Austria. That animation shows how pulse timetable works, not strictly in Switzerland.
Fun fact: If your railway system is operated after the "Intergraler Ttaktfahrplan" scheme, you can use that as a passenger to guess departure minutes for trains running in the opposite direction.
Usually you have a fixed "Synchronminute" per hour which defines the symmetry of a larger part of the entire network. German Rail, for example, uses minute 58 1/2 for that, at least approximately. So if you ride with a train running from station A to station B, and you arrive at B on minute 10, you usually may expect that trains running from B to A will start around minute 45-50 from station B. However, this is not a fully reliable guess. Especially first and last trains on a day sometimes run outside of that scheme.
I recently made a paper for my final exam regarding the possibility of a pan-European Railway Network to reduce greenhouse gases emissions in the EU. The synced European timetable was one of the thing proposed by the TEE 2.0 proposal by Germany back in 2020, it is interesting how this video appeared today after i submitted my paper :D
Imagine the horror when each EU member state defines their own daylight saving time. Not only if they have one, but also when it goes into effect...
I'd never really considered how complicated this could be. Of course, where I live, there's all of 3 passenger trains per week (which don't run on time because they're expected to just shunt to the side to make room for freight), so not shocking that this complexity is outside of my experience.
This video really made me want to emigrate.
Hello Railways Explained! 🙂 I want something from you: A video in which you will explain what is better for railways when it comes to organisation: Vertical separation of rail activities or vertical integration? 🤔
ruclips.net/video/gcQgm6NHltY/видео.html
Did you check this video?
@@RailwaysExplained oh yes, I saw it, but I think that you can make a video in which you will compare some railway industries around the world (Europe vs North America, Europe vs Japan, etc.) because some people say that vertical integration is better and others say that vertical separation is better! 🤔 Also, thanks for all of your videos! 🤗
"Taktfahrplan" is usually translated as "regular interval timetable"
Thank you for a very informative and educational video on a subject that will be even more important in the future. Greetings from Sweden 🇸🇪.
I was very much looking forward to this video, my props
I love the depth of your content
Sometimes the Swiss train system can be rude with you. Like a decade ago when I lived in Biel and worked in Bümpliz near Bern. The recommended route was to take the S3 S-Bahn all the way from Biel to Ausserholigen and change to the bus. That was almost an hour of journey and the bus stop was so far from the station it made almost no sense, I prefered taking the InterRegio service departing a few minutes earlier and change to the S1/S2 services which serve Bümpliz Süd. But in Bern the S1 would just leave before the InterRegio arrives and the S2 departed 2 minutes upon arrival. In the early morning it was feasable if you took the right door and then the travel time was competitive against a car using the autobahn without any traffic. When you talk about such quirks at work many people will come up with other examples where in theory it would work but in reality it's quite painful and if you're unable to keep up you'll be waiting a considerable amount of time like half an hour.
I had to take the exact same trains for a year. But except for two times I always reached the S2 to Bümpliz.
@@n_a94910 Now I am very curious, was that before or after they cancelled Münchenbuchsee?
@@gentuxable I think it was after. Back in 2018/2019
@@n_a94910 I had to Google when that changed. I found it to have changed in Dec 2012. I was on there from 2011 to summer 2012. Ok that makes it at least double the time I had as I only had 2 Minutes (48 to 50 or 18 to 20 respectively). :D
Thank you very much for your knowledge! Im from Argentina, were the railway system was devastated in the privatization of the 90's. It would be very interesting if you could help me understand how it could be reborn to the prior decades standards when all the country was conected. Have a great day!
First of all you would need the money. It's not devastated because it was privatized. It was privatized because you could not afford it on the first place and the government needed the money from the sale.
@@cristoux I'm not familiar with Argentinian rail history but privatization was not "necessary" in most countries rather than just an international economic trend that everyone followed. The public lost money and train services, companies and politicians earned some quick cash. The public is now paying dearly to rebuild some of this basic infrastructure.
@@junglist_ikon privatization of railway (and many more industries) in Argentina happened in 1990. National railways constantly needed money from the national budget as it was deficitary and it was already in very bad shape. Argentina entered hyperinflation in 1989 due to all the national debt coming from years of deficit. For decades the government spent more money than they raised in taxes. One way to cut deficit was of course to stop putting more money into these industries and even getting some resources from the sale. The problem is they didn't have the money to begin with, not just some international trend.
@@cristoux Railways are a public service, they should not have the goal to make money in the first place. It's the same as roads, water supply, etc.
@@stephanweinberger they indeed were not earning money in Argentina 1990 but someone has to pay for the cost. If the users don't pay, it has to be the government if it's state-owned. And to be able to pay for it, you need strong finances. Not the case of Argentina. So you either shut it down of sell it.
Excellent documentary!
Many thanks!
I would wish to see pulse timetables introduced for city public transport, especially for suburbs on the weekend. If you need to transfer twice it is pain to miss the connecting bus.
Some already do this.
In Switzerland this synchronisation is implemented. Our local bused gave a frequency of 30 minutes in the evening, so if you leave the train, you'll have the bus 5 minutes later. Also, if the bus arrives at the train station, you get a display of the next trains in all directions (including track number, of course). Post buses are synchronised with trains and with post buses: this includes also the upwards of two dozen post bus lines starting in Chur. Of course, all the local trains to the suburbs are also fully synchronised with the fast and medium fast trains (and the post bus at the end of the local train line)
In Switzerland, it is feasible to go to work by post bus to Fribourg, by fast train to Bern, and by local train to the suburb where your office is located - all in probably less than 90 minutes or even less tha one hour, never having to wait for longer than a few minutes for the next connection.
Thanks for the really interesting video - I learnt a lot. I especially enjoyed the section on Swiss railway timetabling.
Glad you enjoyed it
Wow, I never knew that the time standards we have today has such a huge railway influence in it!
You have got the times on the map the wrong way round. If Oxford is 5 minutes behind London, then when it is 13:00 in London it will be 12:55 in Oxford, not 13:05. Similarly when it is early morning in the US is late afternoon in India, not the other way round.
...also Barrow isn't where the Map shows.
14:08 This is from the area I live (i.e. Austrian-Slovakian borderlands), but that rail topology does not exist; so it must be either fictional or a regional bus pulse with some stops unrepresented.
American Airlines practices a similar system at DFW airport but they call it waves rather than pulses. It’s interesting that Swiss geography and anal compulsion permits them to do everything on the half hour. It’s certainly handy to simplify one facet of the timetable, but I expect that simplicity is expensive with some trains going slowly, others going fast, and maybe some hubs with few local customers, placed in that location for timing rather than traffic reasons.
Yes ... but I gather that the Taktfahrplan has had a major effect in transferring journeys from cars to public transport, so - from a saving the planet point of view - the cost you mention is worth it. In the UK the authorities work on your premise, so that most public transport travel is restricted to that which can be done without changes of train/bus; a lot of journeys involving changing are impracticable, interchange facilities are often poor, and travellers mostly have no confidence that changing trains/buses will be simple and reliable. The one glowing exception is the London tube, where high frequencies, plus a clear network map and big signs at interchanges, give a wide range of journey opportunities.
@@ricktownend9144 I'm inclined to agree that simplicity is underrated. I wonder how the Japanese handle these issues. Certainly many of the Tokyo options run frequently and on a reliable time schedule, and you have a really good idea how long it will take you even regardless of what time it is. It's amazing how nice the deterministic timing of a really good transit system is compared to a congested and relatively unpredictable car based system. But you need lots of population density to justify running all those trains. Switch people from cars to trains is only good for the environment if the trains and the tracks are running at relatively high capacity. They produce global warming gases too. I ran a calculation that I think is probably exaggerated, but it said that the amount of concrete being used in the new Paris deep subway was going to produce an amount of CO2 equivalent to about a year of France's total emissions. Public transit is not a panacea, and you need to run the numbers. If you're spending lots and lots of money, you're also probably putting out lots and lots of CO2.
The timetable or as they call it at DB: Theory.
at 12:39 you can seen the best Timetable planning tool currently available at the market
Which tool is it? I don't recognize the interface
@@mauriciovillarreal2580 Trenolab's tools, the screenshot is for TRENOanalysis
@@EduardoEscarez thank you so much. Have you used it yourself? What would you say are its strengths Vs other software such as OpenTrack or Railsys?
@@mauriciovillarreal2580 It has many more functionalities than Opentrack and is much faster to run a large number of simulations. It is better than Railsys, because you can set very accurate input delays and performance distributions for the different train groups in your simulation. With historic real-life data, the generation of input delay distributions is only a couple of clicks.
Never share HSR trains on the same track with slower trains even if you have to split extra stations to separate lines
Great video!
Thanks
Honestly, in my country when there are currently huge capacity limitations due to maintenance/rebuilding the most important railway in the country, the timetable is now almost worthless piece of paper.
If you're talking about printed version it is (but it's required by the law to print it anyway). There are so many changes to the timetable (accidents, incidents, maintenance, railway operators, vehicles failures, cargo vs. pax, passanger boarding time, etc.) so the only valid is daily timetable or even "live" timetable. Plus if you are in a suburb of a big city like Prague, there are about 1200 train moves a day on main lines so there no space for exceptions in timetable that tight.
BTW: The process of timetable creation/changes is much more complicated than described here.
@@remetremet Yes, we have a tight timetable but in normal circumstances it works somehow (even at cost some trains have to go slower than they are capable of) but now there are huge construction works when the most important railway line (dual track) runs partially in single track mode. Even through some local trains are replaced by buses it makes such a massive bottleneck so trains going through there may increased their delay over 30 minutes.
Synchronising all arrivals and departures at the same "beats" as in the Swiss model seems like an interesting idea, and certainly makes it easy for passengers to know what time their service will leave without consulting a timetable. But surely it restricts capacity to a much lower level than would otherwise be available. Also, say a train (or bus or whatever) *could* make a particular journey in say 46 minutes, but deliberately slows down so that it arrives at the next 60 minute beat, then that's slowing down the journey for everyone including those who are not catching a connection, while connecting passengers are simply spending time on the train that they would otherwise be spending at the station (with perhaps an opportunity to go shopping or simply have a break in a larger space), which doesn't seem like an improvement. It probably also makes life *harder* for passengers with mobility issues who might need a longer time to make their connection.
On busy stations/routes it's often interleaved, i.e. there are 2, 3 or even 4 "beats" per hour, serving different combinations of lines/interchanges. On many swiss mainlines there is a 30 or 20 minute interval between intercity trains, so even if you "miss a beat", the waiting time is usually no longer than 15 minutes.
The train can still go 45 minutes and wait for 15 at the train station, this doesn't disrupt the beat. I would expect that's what happens, given capacity on the track and other factors.
@@jakubhosek6834 but this would mean excessive waiting times for passengers traveling through on that train. So you'll have to find a balance between the various requirements (waiting time vs. changeover time required vs. track & station capacity).
Usually capacity on the track is managed via the order of trains: fast trains leave first, then semi-fast trains, etc., and the slowest trains go last. This way the fast train will catch up to the _previous_ slow train at the next station, often even without the need for sidings along the way.
@@stephanweinberger You're theoretically correct, however since we are talking about multiples of 60 and 30 minutes, even waiting time of 15 minutes would not be that bad... Usually you want about 10 minutes to change trains anyway, to account for possible delays, finding your way around the station, etc... If you have extra time that would not necessarily mean excessive waiting time, especially since you can use the time to buy a snack at the station etc.. If it's a choice between slowing down the train or waiting at the station, I think that it just makes more sense to make people wait at the station than slowing the entire train down, including passengers who don't change trains.
There are no railways connecting California to Hawaii, obviously, because of the large difference between their clocks.
Does anyone know if the video clip at 15:40 is from some kind of documentary? I'd appreciate if someone knows that.
2:35 You've got it the completely wrong way.
Im glad i found this channel, i will stay for longer :)
Welcome 🙂
Need to plan for time to maintain the infrastructure? Not in the Netherlands, we'll just shut down entire sections for weeks or even months!
Prorail has dedicated maintenance windows on a weekly basis, too. It works like this (in principal): Monday, no trains between 0 and 4 am from Amsterdam to Utrecht, Tuesday, no trains between 0 and 4 am from Venlo to Breda, Wednesday from Almelo to Amersfoort, etc.
@@socialistdemocrat7207 it's not really working though as corridors are unavailable during regular service, sometimes up to 10% of all annual trains are affected on a single line (read: canceled)
Great video and explanation.. 👌
Glad you liked it
I think the last thing we need is a "european railway market" in most places railways work well it is because there is factually no market at all and the state is responsible for rail infrastructure and owner of the companies themselves. The only exception is Japan, where people are willing to pay very high prices for private operators to provide this grate level of service.
Not everything is better if its private, quite the opposite sometimes.
If anything we need far more cooperation between the european railroads but definitely no privatisation and following withdrawal of money.
I have a question about the picture at 3:37 on which a locomotive is on the top of the other upside down:
HOW?
Severe crash!
Still, the Dutch railways deserve a mention here. While punctuality may not be as stellar as it is in Switzerland, it's still very high, and the Dutch run high-capacity intercity trains on the busiest corridors every 10 minutes. The idea is that you don't even need a timetable: you just go to the station, and take the first available intercity train to where you want to go. No railway system in Europe is used as intensively as the Dutch one.
What do you mean when u say intensively used? U mean the train km mentioned in their video about the netherlands?
Also i think u kinda missed the point behind the fully integrated time table, of it not needing such high frequencies, cause everything is linked together, not saying the dutch network isn't good, it is good.
The every 10 min there is an intercity is great, but only truly makes sense in extremely densely populated areas and between large cities, with the netherlands being by far the most densely populated country in Europe, it makes sense to do it the "asian" way of just have extremely high frequencies, but with a well coordinated timetable you don't need to have such high frequencies everywhere for the system to be easy to use and intuitive, which makes them way way more viable in less densely populated areas.
Like the countryside, where those systems usually fall apart. I really don't see how mentioning the netherlands in this video would be of any benefit, u wanted to mention the high frequency so the timetable stops mattering approach, china and japan seem like better places to mention.
@@toffeeFairy The Netherlands are nowhere near the most densely populated country in Europe. That monicker goes to Monaco, but if we ignore the outliers and city states such as Monaco, Vatican City and Gibraltar, the most densely populated country in Europe is Malta. The population density is over three times that of the Netherlands. )And as native Dutchman who now lives in Malta, I think I know what I'm talking about. There is no mass transit system, and commuting is brutal.)
The reason why I mention the Netherlands is because everybody is always gushing about the timetables in Japan and Switzerland, but there is no country in Europe that comes even close to the efficiency of the Dutch railways; indeed, the train kilometers, moving large numbers of people over a relatively thinly spread railway network. (Because successive Dutch governments essentially see railways as a money sink.)
My suspicion is that the obsession with punctuality mostly comes from people that are from an area where timetables are more of a loose recommendation. The Swiss system is clever, but it would fall flat on its face in the Netherlands, simply because of the amount of people that have to be moved.
I would also think that the Dutch wouldn't be so impressed with Swiss punctuality, because their public transport is pretty punctual itself, and they will complain if a train is more than two minutes late (although it ought to be mentioned that the Dutch need little justification to complain about pretty much everything).
The "every 10 minutes" thing happens everywhere in Europe... Something it maybe every 20 or 30 but still not that special to deserve a mention
@@Bolognabeef Call me critical, but an intercity train twice an hour is not the same as an intercity train six times an hour.
well iamfrom mauritius but ilike the video nice
Very, very interesting
Thanks
That's not where Barrow is 😤
0:58 Hanoi metro line 2A =))))
You got Barrow in the wrong place
Yep, that's more like Crewe.
It’s not all buses and trains that are integrated into the system. Some of them have large service gaps of a few hours or only run 3-4 times daily. I it is bad only once and not when the train arrives but 5 minutes before.
All very good, but it is not how metro railways do timetables. London Underground employ an entirely different method for writing their timetables, no distance-time graphs in site.
A metro system work different anyway.
There you have one line one track. No crossings.
So you don't need to consider what happens on the other lines.
You can easily see the difference in Berlin between the S-Bahn and the U-Bahn
or the in Paris the Metro and the RER.
For this reason you have rarely more the 3 metro lines connecting at one point.
Because the have to be all on other level.
@@Zurich_for_Beginners Except the London Underground does have lines "sharing" tracks, and so does have flat junctions to schedule, as well as interworking lines with National Railways services.
2:37 The times shown for cities on the map are wrong. If Oxford is behind London by 5 minutes, then when it is 13:00 in London, it is 12:55 in Oxford. Remember: Seen from the sun, the Earth surface is observed to move to the RIGHT.
✋ Good job 👏👌🤝
Wow nice view, I like to see new places ✌
Great movie 👍 Bravo 👋
And I have a new movie from a walk around the city 😊
Regards, DJ Janusz from Warsaw Poland ✌ 🇵🇱✋
why is the intro song so loud compared to the rest of the video?
Nice 👍
Ok now I really want to understand why Deutsche Bahn is getting shittier every passing day
Nice
How does a train turn around in a terminal? Does it just go in reverse for its journey?
most of the time, yes. Modern trains can go both ways equally fast and have a driver's cab at both ends.
For locomotive hauled trains without a cab trailer at the other end, the loco has to be moved to the other end, but as most modern locomotives have two cabs, they still don't need to be physically turned around unlike steam engines.
Loc hauled trains without a control car it works like that.
When the train arrive a new locomotive will be connected at the new front of the train.
At the same time old one is decoupled.
The problem here is each train needs 4 slots in to the station.
(1. the train in, New Loc in, train out, old loc out)
Thats why most modern passenger trains are build that they can run
in both directions.
@@Zurich_for_Beginners Oh.
@@LunaDragofelis Aight.
Hi from G B. Some loco hauled trains have a lock at each end (top and tailed). Saves time and pathways but not always resources. Regards Snowmanjim.
Swiss railway clocks are wrong most of the time, they are right only on :00 and :30. Because the second hand stops for 1.5 seconds which is wrong of course, so the rest of the movement has to be time compressed. I think this is a prime example of Swiss hypocrisy: trying to pose as precise and perfect, while deliberately and knowingly designing a defect into the system.
This is the dumbest thing I have read in this comment section
Wow
😵
Whut
Motorways and airports are better.
The English version of this video should be narrated by a native English speaker.
Gawd........boring