Railway Line Capacity, Train Journeys, and Train Accidents

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4 Railway Line Capacity, Train Journeys, and Train Accidents Siti Malkhamah*, Imam Muthohar, Djoko Murwono, Yuwono Wiarco Civil and Environmental Engineering Department Faculty of Engineering, Universitas Gadjah Mada Yogyakarta, Indonesia *corresponding author: Abstract Railway line capacity has been an important issue in many countries. The increasing rail transport demands needs higher capacity. In fact, capacity is very complex as many factors are related. In road sector, road capacity manual has been developed for Indonesia and it is called MKJI, while until now, studies in the capacity of railway line in Indonesia has been very limited. It is important to put attention on railway line capacity analysis because it affects train journeys. Furthermore maintaining good safety is also important. A study has been carried out aiming at investigating the train journeys, safety, and railway line capacity. The data were collected from current operator, i.e. PT Kereta Api Indonesia (KAI), Ministry of Transportation, and by direct observation. It was found that there were large variations in train journeys both at single and double track. Some accidents occurred and influenced the capacity of the railway line. Keywords railway; capacity; journeys; accidents I. INTRODUCTION Acceleration process for developing regions in a country requires support of transport infrastructure performance reliability. As one of main transportation modes, rail transport has a role as the backbone of development activities which could determine the national economic growth. Therefore, railways sector needs to be developed not only for the expansion of the network coverage but also for the quality of its services. Railways technology in Indonesia continues to grow both in rail infrastructure and train facilities. In fact, the length of the railway network in Indonesia is 4969 km consisting of single track and double track lines. The percentage of double track railway network in Indonesia increased rapidly in the last 5 years, i.e. from 6.4% in 2009 to 27% in This increase was an evidence of the Government's commitment to improve the railway capacity of the main railway line in Indonesia. This improvement accelerated development programmes aiming at not only increasing the train journey speeds but also at minimizing the potential accidents that usually happened on single track lines [1]. However, there have been still urgent needs for development of railways human resources and methods associated with the planning, design, and operation of the railways. One of the important methods that has to be developed was a method to determine the capacity of railway lines [2]. In order to determine the railway line capacity in Indonesia a simple method has been adopted [3]. As a result, there is an operational inefficiency due to the fact that PT KAI, the current single operator, has not had the policy yet to use the optimum capacity. Consequently, the existing method has to be examined and developed in order to have higher efficiency and to be more realistic by taking into account many factors that influence the line capacity in Indonesia. Research has been conducted aiming at investigating train journeys, safety, and railway line capacity in Indonesia, especially in the Java Island. II. LITERATURE REVIEW AND THEORETICAL BACKGROUND A. Definition and Factors Affecting Railway Line Capacity Some definitions related to the capacity of the railway line have been stated as the maximum ability of a railway line to accommodate a number of train journeys within 24 hours or within a certain time period [4]. Railway line capacity is closely related to rail infrastructures, scheduling, availability of train facilities, and utilisation of the line. By studying some previous studies, it was understood that the various factors that affect the capacity of railway line consist of: the number of trains, heterogeneity, stability, speed, infrastructure, operations, train length, delay time, junction, intermediate signals, resources, scheduling, track number, track length, distance signals, termination and maintenance [5] [6]. Increasing the capacity of railway lines has an important role not only in the improvement of passenger and freight services, but also in the reduction of potential train accidents. Some train accidents, especially train-train accidents were likely to occur on a single track line if the standard operating procedures were not well implemented. Various types of train accidents fluctuated each year. Railway safety issues were quite complex. Impact of accidents included some damage, loss of lives and lost time required to normalise the train operation. On the other hand, insufficient capacity of the railway line could potentially cause accidents. Limited capacity makes operations tend to reach a saturated and critical condition that 308

5 creates high risks. Moreover, the existence of an accident causes the disruption of services due to the re-routing of train journeys to alternative lines. Thus, railway line capacity has a close connection with accidents, train journey patterns, and quality of services [7]. B. Calculation of Railway Line Capacity Calculation of railway line capacity in Indonesia has been using the following equations [3]: 1. For single track line K 1440 H 2. For double track line 1440 K 2 H 3. Headway H t a b t c p where : K = railway line capacity based on the lowest value on track segment in the railway line, trains/day 1440 = minutes in a day (24 x 60), minute η = efficiency factor, 60% for single track and 70% for double track. H = headway, minute t a-b = travel time between station A to station B, minute t p = travel time of second train from approximately three km before advance signal of station A, minute C = service time blocks and signals, minute. Efficiency in the single-line capacity is 60%. This takes into account a reduction of 20% for track maintenance and 20% for the lost time as trains have to wait for safe crossing or passing. Meanwhile efficiency for double-line capacity is 70%, with 20% for the track maintenance time and 10% for the lost time. The value of train headway is affected by the speed of the train on the railway line. In fact there are 3 (three) categories of railway line capacity, namely: The railway line capacity that is based on the design speed and signalling system of rail infrastructure. The railway line capacity that is based on train journey timetable by applying operational speed value which is approximately equal to 0.85 of infrastructure design speed The capacity of the railway line that is based on the actual speeds of various types of trains passing through the railway line. (1) (2) (3) III. RESEARCH METHOD This study was conducted by using secondary data and primary data. The Secondary data were obtained from PT KAI as the operator and from the Government, in this case the Directorate General of Railways Ministry of Transportation as the regulator. Primary data collection was undertaken by direct observation at the research field. The research locations were chosen in such a way that they represented two conditions of the railway lines, i.e. single track and double track lines. Furthermore busy lines were preferable. By considering these, it was decided to take busy lines in Java: the Kroya-Kutoarjo- Yogyakarta railway lines. The Kroya-Kutoarjo railway line represented single track ones in the working area of Regional Operations V Purwokerto, while the Kutoarjo- Yogyakarta railway line represented double track ones in the working area of Regional Operations VI Yogyakarta. IV. RESULTS AND DISCUSSION A. Inter-station Distances: Kroya Kutoarjo- Yogyakarta Line The were 22 stations and the various distances between these stations at the Kroya Kutoarjo-Yogyakarta line are presented in Figure1. Fig.1. Various distances between train stations of Kroya Kutoarjo- Yogyakarta line The shortest distance is between Soka Station and Kebumen Station, i.e kilometers and the longest distance is between Kutoarjo Station and Jenar Station, i.e kilometers. The variation of the distances between the stations was very large and this made the train scheduling become very challenging as only one train was allowed in each track segment. A bottle neck might occur on the track segment with the longest distance. B. Train Speeds It was found that the actual average speeds of the trains were lower than the operational speeds written in the Train Journey Time-Table as shown in Table 1 and Figure

6 TABLE 1. AVERAGE TRAIN SPEEDS AT KROYA KUTOARJO-YOGYAKARTA LINE 120 Single Track Double Track No Track Segment Track Category Design Speed Train Speed (km/hour) Train Timetable Actual Condition Procentage (%) (1) (2) (3) (4) (5) (6) (7) = (6): (5) 1 Kroya-Kemranjen Single Kemranjen-Sumpiuh Single Sumpiuh-Tambak Single Tambak-Ijo Single Ijo-Gombong Single Gombong-Karanganyar Single Karanganyar-Sruweng Single Sruweng-Soka Single Soka-Kebumen Single Kebumen-Wonosari Single Wonosari-Kutowinangun Single Kutowinangun-Prembun Single Prembun-Butuh Single Butuh-Kutoarjo Single Kutoarjo-Jenar Double Jenar-Wojo Double Wojo-Wates Double Wates-Sentolo Double Sentolo-Rewulu Double Rewulu-Patukan Double Patukan-Yogyakarta Double Fig. 2 shows that the actual speeds vary and they are much lower than those planned. Train speed deviation between the actual and the planned ones on a single track is greater than that on a double track. This indicates that train journey arrangements at a the single track is harder than that at a double track. In particular, it appears that the average actual speed at the Patukan-Yogyakarta segment is low because almost every train stops at Tugu Station for passengers boarding and alighting. The distance between these two stations is short, ie miles and the acceleration and deceleration movements contribute to the determination of the amount of the average operating speed of the Patukan-Yogyakarta segment. Train Speed (km/hour) Design Speed Train Timetable Actual Condition Track Segment Fig.2. Various average train speeds in Kroya-Kutoarjo-Yogyakarta Line C. Train Travel Times Based on the speeds above, travel times between stations were analysed and the results are presented in Table 2 and Figure 3. TABLE 3. AVERAGE TRAIN TRAVEL TIMES AT THE KROYA KUTOARJO- YOGYAKARTA LINE No Track Segment Distance (km) Design Speed Travel Time (minutes) Train Timetable Actual Condition Procentage (%) (1) (2) (3) (4) (5) (6) (7) = (6): (5) 1 Kroya-Kemranjen % 2 Kemranjen-Sumpiuh % 3 Sumpiuh-Tambak % 4 Tambak-Ijo % 5 Ijo-Gombong % 6 Gombong-Karanganyar % 7 Karanganyar-Sruweng % 8 Sruweng-Soka % 9 Soka-Kebumen % 10 Kebumen-Wonosari % 11 Wonosari-Kutowinangun % 12 Kutowinangun-Prembun % 13 Prembun-Butuh % 14 Butuh-Kutoarjo % 15 Kutoarjo-Jenar % 16 Jenar-Wojo % 17 Wojo-Wates % 18 Wates-Sentolo % 19 Sentolo-Rewulu % 20 Rewulu-Patukan % 21 Patukan-Yogyakarta % Figure 3 shows that the actual travel times varied and generally they were higher than those planned in the Train Journey Timetable. Locations with high differences were at the Kutoarjo-Jenar and the Patukan-Yogyakarta segments. This is probably due to the facts that Kutoarjo-Jenar segment is in a transition from single track to double track and a bottle neck occurs. While within the Patukan-Yogyakarta segment there is 310

7 a cross junction between two train services; i.e. from the east direction (Surabaya/Banyuwangi/Malang) and from the west direction (Jakarta/Bandung) with the meeting point at Tugu Yogyakarta Station which is the main node for the railway transportation services for Yogyakarta and the surrounding areas. Travel Time (minutes) Single Track Double Track Design Speed Train Timetable Actual Condition Track Segment Fig.3. Various Average Travel Time Train at Kroya-Kutoarjo-Yogyakarta D. Delays By analysing the data, it was found out that the calculations of Delays were based on two perceptions as described below. Delays were calculated as the difference between the scheduled times and the actual times. For example, a train is scheduled to depart from Station A at and arrives at Station B at The train departs from Station A at and arrived at Station B at The train delay is 15 minutes. However, the travel time is the same as the planned travel time, i.e. 30 minutes. When the existing formula to calculate the railway line capacity is used, there is no any difference in the capacity as the headway does not change Delays caused by the speed differences will affect the value of headways and these will affect the railway line capacities. In this study, the delay values were the differences between scheduled time and the actual times. The values were a combination of delays due to the changes of arrival and departure times and the delays caused by the speeds that were lower than those planned in the Timetable. The delays at the Kroya-Kutoarjo-Yogyakarta railway line are shown in Table 4 [8]. The uniform delays ranged between minutes and minutes. The existence of this delay was not necessarily the responsibility of the train operation of the Kroya-Kutoarjo- Yogyakarta line, considering that the delays were the accumulation of what happened from the first departure either from the east side (from Surabaya/Banyuwangi/ Malang) or from west side (from Jakarta/Bandung). TABLE 4. DELAY TIME IN TRAIN SERVICES AT KROYA-KUTOARJO- YOGYAKARTA LINE No Track Segment Track Category Distance (km) Delay Time (minutes) 1 Kroya-Kemranjen Single Kemranjen-Sumpiuh Single Sumpiuh-Tambak Single Tambak-Ijo Single Ijo-Gombong Single Gombong-Karanganyar Single Karanganyar-Sruweng Single Sruweng-Soka Single Soka-Kebumen Single Kebumen-Wonosari Single Wonosari-Kutowinangun Single Kutowinangun-Prembun Single Prembun-Butuh Single Butuh-Kutoarjo Average Single Kutoarjo-Jenar Double Jenar-Wojo Double Wojo-Wates Double Wates-Sentolo Double Sentolo-Rewulu Double Rewulu-Patukan Double Patukan-Yogyakarta Average Double E. Capacity calculated using the Indonesia formula The capacities were analysed using 3 different conditions at the Kroya-Kutoarjo-Yogyakarta and are presented in Table 5 and Figure 4. TABLE 5. THE RAILWAY LINES CAPACITIES OF KROYA-KUTOARJO YOGYAKARTA LINE No Track Segment Track Category Distance (km) Railway Line Capacity (Numer of Train/day) Design Speed Train Time-table Actual Condition 1 Kroya-Kemranjen Single Kemranjen-Sumpiuh Single Sumpiuh-Tambak Single Tambak-Ijo Single Ijo-Gombong Single Gombong-Karanganyar Single Karanganyar-Sruweng Single Sruweng-Soka Single Soka-Kebumen Single Kebumen-Wonosari Single Wonosari-Kutowinangun Single Kutowinangun-Prembun Single Prembun-Butuh Single Butuh-Kutoarjo Single Kutoarjo-Jenar Double Jenar-Wojo Double Wojo-Wates Double Wates-Sentolo Double Sentolo-Rewulu Double Rewulu-Patukan Double Patukan-Yogyakarta Double

8 Railway Line Capacity (Train/Day) Single Track Double Track Design Speed Train Time-table Actual Condition Train Movement 0 Track Segment Fig. 4. Capacities Based on Design Speeds, Train Time-tables and Actual Conditions Capacity and the number of Train; and Train Movement at VariousTrack Segments As shown in Table 5, the average actual capacity at the single line based on actual conditions was trains per day or 74.34% of the capacity based on the plan written in the Train Time-table, i.e. 140 trains per day. At the double track line, the average actual capacity was trains per day or 79.87% the plan capacity, i.e. 254 trains per day. Figure 4 shows the number of train movements observed over Kroya-Kutoarjo-Yogyakarta, i.e trains per day that is below the actual capacity of the current conditions both for single and double track lines. However, if it was associated with the Government's plan to build Java south line as a double track project (including the Kroya-Kutoarjo-Yogyakarta line), the increase of the railway line capacity (as a result of the changes from single track into double track on the Kroya- Kutoarjo line) would not only reduce the travel times but also would increase the railway safety due to the absence of crossings between trains. F. Travel Disruption Including Accidents Due to the complexity of railways operation and maintenance, there might be a possibility of train travel disruption. This travel disruption included those on tracks and at bridges or vehicles; problems at railway operations, signal, electricity, and telecommunications or security; service interruption, and disruption due to natural disaster factors. Overall, the percentages of each type of travel disruptions that contributed to rail travel delays were 31% ( problem on train vehicle facilities), 22% ( railway operations), 17% ( natural disaster factors, 13% (tracks and bridges), 11% ( commercial), 4% ( signal, electricity, and telecommunications) and 2% (security) [9]. Accidents also created disruption to train journeys. The number of accidents per year between 2006 and 2011 was 116, 159, 147, 90, 68 and 55. It took time to handle accidents and during the process the railway line needed to be closed and this affects its capacity [10].The research on the extent of the disruption by train accidents is still on going. V. CONCLUSION AND FURTHER RESEARCH a. The distance between stations varied from 2.82 km to km and this made it difficult to plan the time schedule and a bottle neck occur at the longest single line segment. b. Train speed deviation between the actual and planned ones on a single track was greater than that of the double track. It indicated that train journey arrangements at the single track were harder than at the double track due to traffic. c. The delays were between minutes and minutes. There delays were caused by many factors such as: problems on track and bridges, vehicle facilities, railway operations, signal, electricity, and telecommunications, security, service interruption, and disruption due to natural disaster factors. d. Delays that occured at Kutoarjo-Jenar segment were probably due to the fact that Kutoarjo-Jenar segment was a transition from single track to double track that created a bottle neck. The delays at Patukan-Yogyakarta segment was caused by a cross junction between two train services 312

9 from the east direction (Surabaya/Banyuwangi/Malang) and from the west direction (Jakarta/Bandung) with a meeting point at Tugu Yogyakarta Station. e. The average actual capacity of the single track line was trains per day or 74.34% of the planned capacity, i.e. 140 trains per day. The average actual capacity of the double track line was trains per day or 79.87% of the planned capacity. f. The number of train movement over Kroya-Kutoarjo- Yogyakarta was trains per day. g. Accidents happened and affected train journeys and line capacities. This study is still in progress developing models to predict the capacities of the railway lines and investigating the effects of many factors including safety and accident handlings. VI. ACKNOWLEDGEMENT We would like to thank DIKTI for finding this research through the Penelitian Unggulan Perguruan Tinggi (PUPT) Programme. REFERENCES [1] Ministry of Transportation, Railways Statistics , Directorate General of Railways, Jakarta, 2014 [2] Malkhamah, S., Pendidikan Tinggi Teknis Bidang Perkeretaapian. Workshop Training Need Assesment Program Studi Akademi Perkeretaapian, Kementerian Perhubungan, Jakarta, 2012 [3] Supriyadi, Uned, Kapasitas Lintas dan Permasalahannya, Bandung, 2008 [4] Kementerian Perhubungan, Keputusan Menteri Perhubungan Nomor 35 Tahun 2011 Tentang Tata Cara dan Standar Pembuatan Grafik Perjalanan Kereta Api, Jakarta, 2011 [5] Landex, A., Methods to Estimate Railway Capacity and Passenger Delay s, DTU Transport, Denmark, 2008 [6] Landex, A., Evaluation of Railway Capacity. Proceedings of Annual Transport Conference at Aalborg University, Denmark, 2006 [7] Wiarco, Y., Malkhamah, S., Muthohar, I., Murwono, D., Tinjauan atas Faktor-faktor yang Mempengaruhi Kapasitas Jalur Kereta Api, Prosiding in 17 th International Symposium of Indonesian Inter University Transport Studies Forum (FSTPT 17), Jember University, Indonesia, 2014 [8] Wiarco, Y., Malkhamah, S., Muthohar, I., Murwono, D., Pengaruh Tundaan (Delay) Perjalanan Kereta Api Terhadap Kapasitas Jalur Kereta Api, Annual Engineering Seminar 2015: Free Trade Engineers : Opportunity or Threat?, Gadjah Mada University, Indonesia, 2015 [9] Malkhamah, S., Muthohar, I., Murwono, D., Analisis Kapasitas Jalur dan Kecelakaan Kereta Api. Prosiding in 17 th International Symposium of Indonesian Inter University Transport Studies Forum (FSTPT 17), Jember University, Indonesia, 2014 [10] PT. Kereta api (Persero), Evaluasi Sipoka Bulan Maret 2014, Bandung,

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