Delay Attribution Board Floor 8 1 Eversholt Street London NW1 2DN

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Easter Elliott
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Delay ttribution oard Floor 8 1 Eversholt Street London NW1 2DN Delay ttribution oard Process and Guidance Document 11 Delay llocation for Trains in a Queue This Process and Guidance Document

1 Delay ttribution oard Floor 8 1 Eversholt Street London NW1 2DN Delay ttribution oard Process and Guidance Document 11 Delay llocation for Trains in a Queue This Process and Guidance Document supplements and supports the DPR and has been designed to provide greater clarity and assistance in the understanding and application of delays resulting from the formation of a queue of trains. It has been produced in a similar style to that of previous Process Guide Documents with diagrammatic scenarios supporting the written explanations and resulting allocation of delay. pplication Notes Once a queue of trains starts moving, if a network restriction as a result of the incident still exists (for example trains are being talked past a signal) then the associated delays in the affected section are still to be considered a direct delay to that incident i.e. reactionary principles would not apply to that section. In all circumstances when a queue of trains starts moving where any additional delay or delays deemed excessive are identified these should be further investigated and, where appropriate, allocated as a new Prime Cause incident (e.g. delay due to resetting GSM-R or Passcom pulled). queue of trains should be considered as two or more stationary trains. Key to Diagrams:- Line locking Incident Line locking Incident (Cleared) Train Signal TRUST Recording Points PGD11: Queue of Trains Page 1 of 8 June 2017

2 Queue of Trains llocation of Delay Scenarios 1) Trains stationary in a queue. No prior delays on any train. C D ll trains are stationary so attribution should follow normal direct delay principles. ll delays whilst stationary between Recording Point and allocated as a direct delay to the blockage incident. Trains in the queue now moving off: C D Trains are now on the move so on triggering a delay at Recording Point attribution should follow standard direct delay. Train was stationary for 20 minutes; overall delay in section 25 minutes Train was stationary for 15 minutes; overall delay in section 20 minutes Train C was stationary for 10 minutes; overall delay in section 15 minutes Train D was stationary for 5 minutes; overall delay in section 10 minutes ll delays generated between and allocated as a direct delay to the blockage incident. Once a train has cleared Recording Point normal reactionary delay should apply to that train There would be little benefit in splitting the generated delays between direct and reactionary occurring before Recording Point when there is no prior delay. Therefore delay allocation would be as follows;- Train allocated direct delay of 25 minutes Train allocated direct delay of 20 minutes Train C allocated direct delay of 15 minutes Train D allocated direct delay of 10 minutes PGD11: Queue of Trains Page 2 of 8 June 2017

3 2) Trains stationary in a queue. Train has a prior delay. C D ll trains are stationary so attribution should follow standard direct delay principles. ll delays whilst stationary between Recording Point and allocated as a direct delay to the blockage incident regardless of train s previous delay. Trains in the queue now moving off: C D Trains are now on the move so on triggering a delay at Recording Point attribution should still follow standard direct delay principles as set out in 1) above. Where Train has a prior delay that is less than the time stationary in the queue:- Train was stationary for 20 minutes; overall delay in section 25 minutes; no prior delay Train was stationary for 15 minutes; overall delay in section 20 minutes; 10 minutes prior delay (prior delay is less than stationary delay) Train C was stationary for 10 minutes; overall delay in section 15 minutes; no prior delay Train D was stationary for 5 minutes; overall delay in section 10 minutes; no prior delay Delays generated between recording Point and allocated as a direct delay to the incident (as per 1 above) This includes delays to train C and D behind train as the prior delay to train is less than the delay train incurred due to this incident Normal reactionary delay should apply after Recording Point but as the greater delay on Train is the delay in the blockage incident all reaction will be allocated to that incident. Where Train has a prior delay that is greater than the time stationary in the queue:- Train was stationary for 20 minutes; overall delay in section 25 minutes; no prior delay Train was stationary for 15 minutes; overall delay in section 20 minutes; 30 minutes prior delay (prior delay is greater than stationary delay) Train C was stationary for 10 minutes; overall delay in section 15 minutes; no prior delay Train D was stationary for 5 minutes; overall delay in section 10 minutes; no prior delay Prior lateness is considered irrelevant whilst in the section as the delay to train (itself) and any delay to train C would be the same whether train was RT or late whilst in that section. ll delay is considered as direct delay to the queue of trains and allocated as per 1) above:- Train allocated direct delay of 25 minutes Train allocated direct delay of 20 minutes Train C allocated direct delay of 15 minutes Train D allocated direct delay of 10 minutes However, once train has passed Recording Point normal reactionary rules apply and any delay to itself (following train ) or to Train C (following train ) would be allocated to the greatest causal incident on train at that point. PGD11: Queue of Trains Page 3 of 8 June 2017

4 3) Train joining back of 'moving' queue C D E uilding on Scenarios 1 and 2 above, the trains are already on the move when a further train E joins the already moving queue. On triggering a delay at Recording Point attribution should follow standard reactionary delay:- Train E allocated as YD to Train D (to the greatest impacting incident if there is more than one, per normal reactionary rules) If train E has a greater delay than train D at point of interaction then YC would be used. 4) Train joining a queue from another line (slotted in front of a train already in the queue) D Trains are on the move and train C joins the moving queue ahead of train D. Train D is stationary for 15 minutes prior to queue moving. Train D is then stationary for a further 5 minutes as a result of being held for train C On triggering a delay at Recording Point attribution for train D should be as follows:- The 15 minutes that D is stationary when the queue is stationary as direct delay to the blockage incident The 5 minutes that train D is stationary when the queue is on the move and train C is regulated in front (where train C was not directly delayed by the line blocking incident) the additional time stationary should go to Y train C (to the greatest impacting incident if there is more than one). In effect the delay generated at Recording Point on train D should be split accordingly to direct and reactionary within the same section (The difference between when D could have moved to when it did move) Generally this will still be allocated to the same incident but could affect attribution if train C or D itself was already late from another cause (see scenario 2 above) PGD11: Queue of Trains Page 4 of 8 June 2017

5 5) Initial queue dissipates and another incident occurs and a new queue forms. C D uilding on scenarios 1 and 2, the trains are on the move after the initial blocking incident but train C and D are then caught by another incident before reaching the next Recording Point. Train C initial blocking incident delay 20 minutes; secondary incident delay 10 minutes Train D initial blocking incident delay 15 minutes; secondary incident delay 10 minutes On triggering a delay at Recording Point attribution for train C and D should be as follows:- Train C is stationary for 20 minutes when the queue is stationary for the initial blockage incident as a 20 minute direct delay to the initial blockage incident When the queue is on the move and train C is then brought to a stand by the second incident, the additional 10 minutes it is at a stand for the second incident should be allocated as a direct delay to the second incident Similarly train D will have an initial 15 minutes direct delay allocated to the initial incident and 10 minutes to the second incident. ny delay incurred on train D once the second queue is on the move will be allocated to YD train C into the initial incident as the greater impacting incident. In effect the delay generated at Recording Point should be split accordingly to two direct delays within the same section. PGD11: Queue of Trains Page 5 of 8 June 2017

6 6) Incident at a station meeting Joint Responsibility criteria (Fatality / Fire / Security lert) C D Train = TOC Calls at station Train = TOC Passes through Train C = FOC C Passes through Train D = TOC D Calls at station Whilst the queue of trains is stationary, allocation should be as follows:- Train = TOC Stops Dual Code TIN to TOC Train = TOC Passes The NR X Code TIN Train C = FOC C Passes The NR X Code TIN Train D = TOC D Stops Dual Code TIN to TOC D Once the queue is on the move relevant reactionary delay principles apply as set out in 1 and 2 above (i.e after Recording Point ) which does means resulting reactionary delay could go into a different TIN than when the train was stationary. 7) Train held back at origin or away from incident location C D X Train D is held back at location X away from the incident to prevent adding further trains to a queue. The delay generated on train D on leaving X (or at its next Recording Point) should be allocated as a direct delay to the line blocking incident. However, if the incident is at a station and is classified as a Joint Responsibility incident consideration needs to be given to the circumstances at the time the train should have called (if booked to call):- If not booked to call then the generated delay at X should be allocated to the X* coded TIN If booked to call at the time the station was closed and track access was also denied then the delay should be allocated to the Dual Code TIN to Train D TOC If booked to call at the time the station was closed and track access was not denied then the delay should be allocated to the V* Code TIN to Train D TOC If booked to call at the time the station was open and track access still denied then the delay should be allocated to the X* code TIN. (ttribution is based on circumstances at the time the train is booked to call and not at the time the decision was made to hold it consider the attribution as if the train had been in the queue of trains) PGD11: Queue of Trains Page 6 of 8 June 2017

7 8) Train diverted round blocking incident X D C Train D is diverted via location X away from the incident to prevent adding further trains to a queue. The delay or any FTS generated on train D on diverting via X at its next Recording Point should be allocated as a direct delay to the line blocking incident under normal YP allocation. However, if the incident is at a station and is classified a Joint Responsibility incident consideration needs to be given to the circumstances at the time the train should have called (if booked to call):- If the train is not booked to call at any station on the booked route then any delay due to the diversion should be allocated to the X* incident as the diversion is due to the track access denial. If the train is booked to call at the time the station was closed then the resulting FTS (at the affected station) should be attributed to a Dual Code TIN to train D TOC. This would include any resulting delay due to the diversion (in a similar vein to scenario 7 above) This principle similarly applies if a train is diverted from its booked platform not just booked line of route. ny other FTS events (not at the affected station) should be allocated to the X* TIN (as joint responsibility isn t met at those locations). 9) Late train in the queue prevents another train going booked route at junction X C D C E Train D is booked via X but is prevented from proceeding due to the queue of trains. The delay to train D held waiting access to the line via X should be a direct delay to the line blocking incident. Train is already running 30 minutes late prior to the line blocking incident and should have passed the point of blockage prior to it occurring. Whilst it could be considered that train D delay is due to train blocking the route when it shouldn t be there, the delay to train D is still considered a direct delay whilst nothing is moving. PGD11: Queue of Trains Page 7 of 8 June 2017

8 10) Queue of trains formed due to a blocking incident off the Network Rail network Train belongs to FOC and is booked into the yard Train belongs to TOC and is booked to pass by the yard Train C belongs to FOC C and is booked into the yard Train D belongs to TOC D and is booked to pass by the yard Off NR network C D NR network Train is attributed as a direct delay with incident responsibility to FOC Train is attributed as a reactionary YT delay to Train Train C is attributed as a direct delay with incident responsibility to FOC C Train D is attributed as YT Train C (as it is Train C that is directly preventing Train D s passage) (See also Process Guide Document 8 Entering & Leaving the Network Rail network) For further information on any of the Process Guide Documents or to provide feedback to aid improvements or suggestion for the development of others please contact the D Secretary at:- DOffice@networkrail.co.uk PGD11: Queue of Trains Page 8 of 8 June 2017

Autumn TRUST Delay Attribution Process

Autumn TRUST Delay Attribution Process For the attention of all staff who are involved in the Train Delay Attribution Process Delay Attribution Board Floor 8 1 Eversholt Street London NW1 2DN Page 1 of