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9th October 2014
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TAF TAP Network Rail Programme an infrastructure viewpoint Mick Haynes
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A reminder about some of the acronyms
Ø TAF Telematics Application for Freight Ø TAP Telematics Application for Passenger Ø TSI Technical Specification for Interoperability Ø IM Infrastructure Manager – in the context of GB Rail, this is the
infrastructure companies such as Network Rail. Ø RU Railway Undertaking – in the context of GB Rail, this means Train Operating Companies, Freight Operating Companies and any other entities that operate rail traffic such as Yellow Plant Companies. Ø RSRD Rolling Stock Reference Database – contains technical maintenance and defects in real time. Ø ECM Entity in Charge of Maintenance – the body responsible for ensuring the
vehicle is maintained Ø Keeper Entity responsible for ensuring the vehicle is fit for traffic and that the RSRD
is up to date Ø NNTRs Notified National Technical Rules – the way of notifying
standardised local rulings which apply only in a single EU member state.
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Overview of TAF & TAP – GB Approach What is the GB approach for TAF & TAP? Ø GB has adopted the approach of a common programme. Ø Supported by the State Bodies especially Department for Transport Ø Common Programme for Freight and Passenger but excludes the TAP commercial messages
Organisation Ø The IM Network Rail provides the program team led by Anjali Naik and with Jason D’Arcy, Mick Haynes and Teju Isola as the ‘permanent’ members
Ø We work with a team of stakeholder representatives from Freight RUs Passenger RUs and Engineering representatives
Status Ø The team has developed detailed implementation proposals and is now seeking the investment approval
Ø It has development plans for business change to obtain benefits from the standard ways of working that will be introduced
. Why do we need to comply? Ø As this is part of European law, this takes precedence in the legal hierarchy above any equivalent UK law or Rail Regulation.
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TAF & TAF Implementation -‐ Background
Ø Based on consultation conducted with organisations within the EU, the overall compliance date has been agreed as 2018.
Ø The EU required a Masterplan submission from each Railway Organisation within a member state or from the member state. Network Rail submitted Master Plan which was supported by various freight operators. Other organisations have submitted their own plans for compliance, such as DB Schenker and Eurostar.
Ø These regulations specify a set of messages that are used to communicate between railway organisations, especially between Railway Infrastructure Managers (IMs) and Railway Undertakings (RUs) during the planning and operational phases of managing a railway.
Ø Network Rail has been assigned the responsibility by the Department for Transport to develop and implement a joint industry programme with all Great Britain (GB) stakeholders working to a common plan.
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Benefits Overview for GB Railway Industry
Apart from achieving compliance, the TAF-‐TAP Implementation will bring the below benefits for GB Railways.
Ø Standardisation – single way of working. Ø Compatibility with European partners and owning groups. Ø Promotion of International Services. Ø Improved operational and passenger information. Ø Supporting the market for cheaper software available to stakeholders. Ø Better flexibility in the availability of Rolling Stock. Ø Better transparency of information between the involved parties. Ø Change minimized to key current systems only . Ø Prevention of fines due to failure to comply with EU legislation.
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Impact Assessment of TAF-‐TAP Implementation
Ø New Messages replace Current Messages Ø The standardised message formats replace the current ways of transferring information between GB Rail systems.
Ø All systems and interfaces must be able to support the EU standard codes when sending or receiving data related to the planning or operational phases.
Ø This means for GB compliance that all those actors involved in supplying train or vehicle data are impacted.
Ø Given the Masterplan, DFT expectations and the EU target, this affects us all and we need to be compliant by 2018. By 2021 all equivalent current system interfaces and coding will be retired.
Ø It makes good engineering and financial sense for everyone to work on one programme.
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Phase Detail Phase One – Set Up Ø Set up of the environment
Ø Central Hub Changes Ø Population of Codes – ready for Phase Two
Phase Two – Implementation of Key Coding
Ø Location Coding Ø Company Codes Ø Vehicle Numbering Ø TOPS Freight Security Changes (for shared location codes) Ø Rolling Stock Dataset
Phase Three – Train Planning Messages
Ø Bid and Offer Process Ø All planning messages Ø PCS Integration
Phase Four – Main Operational Messages – Including International Interfaces
Ø All train running messages Ø Changes for freight and wagon management Ø Handover and interchange messages Ø TIS Integration
Phase Five – All Operations Ø Change of Track Message Ø Journey Modification Message – for disruption Ø Passenger Train Composition Store
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TAF TAP Impact Analysis – Stakeholder groups impacted
Interested Observers
Partially Impacted
Directly Impacted Third Parties
Directly Impacted
Interested Observers
Directly Impacted Third Parties
Partially Impacted
Infrastructure Managers
Wagon Keepers
Vehicle Maintenance Companies
Regulatory Bodies
Special Interest Groups
Freight Operators
Passenger Operators
Rolling Stock Owners / Leasers
Yellow Plant Companies
Governmental Bodies
System Suppliers
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Present Coding
Geographical Location Coding Ø GB Rail currently used TIPLOCs for planning purposes and STANOX for reporting purposes.
Ø The legislation requires the use of a single centralised database for planning, operations and reporting.
Ø The Central Reference Data (CRD) contains the company and location data to be used with the TSIs.
Ø Coding for GB is proposed which will be used for both planning and operations, this will run in parallel with present coding from implementation until 2021.
Vehicle Identifiers Ø GB Rail currently uses specific ranges of numbers and letters for locomotives, units and wagons. The legislation allocates 12 digit numbers unique across Europe for all rail vehicles and requires that all systems are capable of accepting and sending these numbers.
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Train Identifiers
Train Identifiers Ø In order to solve the problem of train numbers lacking uniqueness across Europe, and sometimes changing at borders the European working group have recommended that separate identifiers be set up for IMs (for the path) and RUs (for the train running in the path).
Ø The new identifiers are 32 characters in length and are held alongside smaller OTN (equivalent of GB headcode) and this represents a complex (and potentially costly) change for GB.
Ø It is proposed to adopt a simplified approach which re-‐uses (as far as possible) the existing GB conventions such as PIF reference (for bids and offers), TRUST IDs (train on the day).
Ø A number of detailed scenarios are contained in the working reports which have been distributed ahead of this meeting.
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– Passenger Operators
Nature of Impact Ø Coding of locations, vehicles, trains identities Ø Timetable planning Path Bid/Offer Ø Stock allocation, consisting Ø Mileage accumulation Ø Maintenance Ø Train tracking.
Benefits / Opportunities Ø Electronic Bid & Offer (including STP & VSTP) Ø Clearer Train Composition & Handover Ø Formal Forecasting Ø Diversion and re-‐routing – Change of Track
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– International Operators
Nature of Impact Ø Will use Rail Net Europe’s (RNE) Path Coordination System (PCS) for International Bid and Offer to and from Network Rail.
Ø The international services will be tracked and also reported to RNE’s Train Information System (TIS) for end to end monitoring and delay coding.
Ø GB registered rolling stock that moves onto the continent will need monitoring for mileage for maintenance purposes.
Ø There will be a need to send and receive data to and from European RUs and IMs.
Business Benefits / Opportunities Ø Support for wider European demand by Corridor 2 not until 2019 and HS1 not part of Corridor 2
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– Freight Operators
Nature of Impact Ø Coding of locations, vehicles, trains identities Ø Timetable planning Ø Path Bid/Offer Ø Freight consist Ø Mileage accumulation Ø Maintenance Ø Train tracking and delays
Benefits / Opportunities Ø Electronic Bid & Offer (including STP & VSTP) Ø Clearer Train Composition & Handover Ø Formal Forecasting Ø Diversion and re-‐routing – Change of Track Ø Improved vehicle and formation data integrated with TOPS Ø Reduced Software costs due to open market policy based due to standards common across EU
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– Yellow Plant Companies (Engineering Services)
Nature of Impact Ø Currently operate outside of “standard” systems landscape for GB Rail. Ø Legislation and common way of working implies that this is no longer acceptable.
Ø Compliant approach is similar to that for a Freight Operator and will need to comply in these areas.
Ø Timetable Planning Ø Bid and Offer of Paths Ø Speed / Loading Information
Ø Consisting Information Ø Mileage accumulation Ø Maintenance
Business Benefits / Opportunities Ø Operational information Ø Planning schemas the same as all other services
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– Rolling Stock Leasing / Owning Companies
Nature of Impact – Owner or Keeper Ø There are new technical elements to be populated before TSI is implemented in mid 2015
Ø These companies (as the vehicle keepers) now have a duty to maintain data accurately in the RSRD through quality reporting (and data validation) to that store and ensuring that maintenance data is kept up to date. The ongoing R2 development will support this work.
Ø Mileage recording and well as Maintenance recording Nature of Impact – Maintainer (ECM) Ø RSRD must be kept up to date with maintenance and defects. Ø Maintenance data can be passed to RSRD from depot system or TOPS Ø Mileage information to be available from operations systems as standard
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Process change other IMs
Nature of Impact – Other IMs London Underground and High Speed 1 Ø Some interfaces are for small sections only and Network Rail are responsible for planning and operations
Ø For others e.g. LUL carry out path allocation and are interested in train reports. Ø So the main impacts are
Ø Coding Ø Path request / offers Ø Train running reporting Ø Receipt of train composition can be optional depending on need Ø But handover is important and responsibility changes
Benefits / Opportunities Ø Single way of working Ø Improved clarity on Train Handover Ø Improved access data and reporting
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GB Conditions - Safety Related Areas (1)
► TOPS integrity wagon and loco event sequences TOPS processes assure and validate the sequences of reporting to ensure wagon and locomotive events are valid and logical. The key processes are Wagon status are reported in a cyclic manner ensuring that , for example,
► it is not possible to report two loading events without unloading the first event
► Wagons must exist on a train in a yard or in depot ► Wagon mileage is accumulated with a safety margin to allow
for .shunting ► Wagon brakes are tested according to a known schedule ► Locomotives are controlled through pools
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Safety Related Areas (2)
► Internationally registered wagons in non UK Registration Databases
Historically all wagons which circulate in GB were required to be registered additionally in the UK register according to UIC leaflet 503. The EU legislation …means that for wagons registered abroad the technical details may or may not be held on the UK registration database and even if there are present their technical details may not be up to date. Therefore the solution needs to import the wagon technical details ever time it enters the country and to validate them.
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TAF TAP Phases and Timescales
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Phase 0 : Programme
Foundation Setup
- Investment Approval
Phase 2 – Implementa.on of Key Coding: Location Coding, Company Codes, Vehicle Numbering, TOPS
Security Changes, Rolling Stock Dataset
Phase 3 Bid and Offer Processing: Train Planning; Bid and Offer Process and All planning messages.
Phase 5: Forecas*ng and TAP specific messages: Change of Track Message, Journey Modification Message – for disruption,
Passenger Train Composition Store. Corridor 2 changes
2014
Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4
2015 2016 2017 2018
Phase 2: Implementation of Key Coding
Phase 3 – Bid and Offer Processing
Phase 4 – Main Operational messages & Codes
Phase 5 – New Operations Functions
Phase 4 Main Opera*ons Systems: All train running messages, TOPS changes for freight and wagon management, Handover and interchange
messageses.
Design 7 mths Develop 11 mths Implementation 12 mths
Develop 9 mths Implementation 12 mths
Design 11 mths Develop 13 mths Implementation 13 mths
Design 6 mths Develop 10 mths Implementation 9 mths
Design 4 mths Imp 7 mths Phase 1: Setup: Set up of the
environment, Central Hub Changes and Population of Codes.
Phase 1: Setup
Design 5 mths
Develop 8 mths
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Implementation phases and timescales
11-12-13 20
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TAF TAP TSI HL Dependency Map
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2014 2015
Integra.on Founda.on
European CRD Dataload Performed
CI Instance Deployment
TPS TSI Compliant Release
TRUST TSI Compliant
PCS Integrated Business Process
RSRD / R2 Data Feed
CORPUS/ BPLAN Changes
TPS GB TSI Compliant Process
Voyager Plan Updated
GENIUS / GEMINI / XV
TSI Compliant
TOPS TSI Compliant
Darwin Modified
2016 2017 2018
Planning Compliance
Wagon Management Compliance
Full Opera.onal Compliance
Opera.onal Compliance
Corridor 2 Planning
Compliance
European Tracking
HERMES European Interface Updated
TOPS TSI Compliant (Wagon Specific)
TRUST TSI Compliant (Sector Msg)
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Any questions?
