UIC Code 451-1
OR
4th edition, December 2000
Translation
Timetable recovery margins to guarantee
timekeeping - Recovery margins
Marges de régularité à prévoir dans les horaires, dans le but de garantir la
ponctualité du service - Marges de régularité
In den Fahrplänen vorzusehende Fahrzeitzuschläge, um die pünktliche Be-
triebsabwicklung zu gewährleisten - Fahrzeitzuschläge
Leaflet to be classified in Sections :
IV - Operating
I - Passenger and Baggage Traffic
Application :
With effect from 1st July 2000
All members of the International Union of Railways
Record of update :
3rd edition, July 1992
4th edition, December 2000 Retyped in FrameMaker
The person responsible for this leaflet is named in the UIC Code
451-1
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Warning
No part of this publication may be copied, reproduced or distributed by any means whatsoever, including elec-
tronic, except for private and individual use, without the express permission of the International Union of Railways
(UIC). The same applies for translation, adaptation or transformation, arrangement or reproduction by any
method or procedure whatsoever. The sole exceptions - noting the author's name and the source - are "analyses
and brief quotations justified by the critical, argumentative, educational, scientific or informative nature of the pub-
lication into which they are incorporated"
(Articles L 122-4 and L122-5 of the French Intellectual Property Code).
International Union of Railways (UIC) - Paris, 2000
Printed by the International Union of Railways (UIC)
16, rue Jean Rey 75015 Paris - France, December 2000
Dépôt Légal December 2000
ISBN 2-7461-0221-8 (French version)
ISBN 2-7461-0222-6 (German version)
ISBN 2-7461-0223-4 (English version)
451-1
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Contents
Summary ..............................................................................................................................1
1- Need for incorporating a recovery margin into the schedule for each train ......... 2
2- Definition of terms used ............................................................................................. 3
3- Calculation of recovery margins ............................................................................... 4
3.1 - Graph of distance-based recovery margins.......................................................... 4
3.2 - Graph of percentage-based recovery margins ..................................................... 5
4- Relationship between speeds and loads hauled ..................................................... 6
4.1 - Passenger-train classification ............................................................................... 6
4.2 - Passenger-train speed graduations...................................................................... 6
4.3 - Load graduations for passenger trains other than motor-coach trainsets ............ 6
4.4 - Freight-train speed graduations............................................................................ 6
4.5 - Freight-train load graduations............................................................................... 6
4.6 - Heavy-haul freight trains....................................................................................... 7
5- Values and categories of recovery margins............................................................. 8
5.1 - Recovery margins................................................................................................. 8
5.1.1 - Principles ........................................................................................................... 8
5.1.2 - Values for recovery margins, including Tables 1 to 3 ........................................ 8
5.1.3 - Distribution of recovery margins ........................................................................ 9
5.2 - Supplementary margins........................................................................................ 9
5.2.1 - Principles ........................................................................................................... 9
5.2.2 - Values of supplementary margins...................................................................... 9
5.2.3 - Distribution of supplementary margins............................................................... 9
6- Information for train drivers and traffic-control staff concerning
available margins ...................................................................................................... 10
Bibliography .......................................................................................................................11
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Summary
The purpose of this leaflet is to set out uniform provisions for the recovery margins applied when
timetables are prepared in order to guarantee punctuality for services on international passenger and
freight traffic lines and to issue recommendations concerning the railways' domestic traffic.
Likewise, the technical departments responsible for permanent-way maintenance should be given
information about timings in order for them to be able to organise their work.
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1 - Need for incorporating a recovery margin into the
schedule for each train
1.1. - The railways strive to ensure train service punctuality and reliability through a number of
appropriate measures including timetables with built-in recovery margins designed to avoid or
minimise delays. The recovery margins described in point 2 - page 3 provide a means of allowing for
slack in the timetable (recovery and supplementary margins).
The following are examples of the causes of late running: maintenance and renewal work, technical
incidents in rolling stock and installations, mishandling on the part of staff as well as the knock-on
effect of delays ascribable to operating or commercial factors.
Because obstacles, disruptions and over-lengthy stopping times in stations occur sporadically to
differing degrees, at different geographical locations and at different frequencies, and consequently
are treated as random events, recovery margins which hitherto were determined empirically for the
most part, have been incorporated into timetables in the form of extra margins in order to improve train
service punctuality.
The introduction of high speed trains operated at running speeds of > 200 km/h, clockface timings and
interfacing of these timings with other clockface networks the other side of the frontier, as well as the
competitive situation in respect of other transport modes, make new rules for recovery margins for
international rail traffic a matter of urgent necessity.
O 1.2. - For the above-mentioned reasons, recovery margins must be incorporated into the timetable for
each international train in accordance with the provisions of this leaflet.
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O 2 - Definition of terms used
2.1. - The standard running time is the time required between two points in a train timetable. It is the
sum of the basic running time, recovery margins and supplementary margins.
2.2. - The basic running time is the shortest time needed to cover a given section of line on the basis
of the technical performance of a motive power unit hauling a given tonnage and according to mean
values for:
- the style of driving of the engineer manning the motive power unit,
- motive power unit performance,
- traction current power supply,
- adhesion,
- the inherent resistance of hauled stock and of line sections.
2.3. - The recovery margin is the extra journey time allowed in order to compensate for delays due to:
1. periodical maintenance work which might be planned and modulated, including works sections with
speed restrictions;
2. random journey-time requirements due to:
• technical incidents in operations,
• operating constraints linked with outside influences such as weather conditions or action by third
parties,
• constraints resulting from operating difficulties such as forwarding operations for example or
cascaded delays,
• over-lengthy stopping times or congestion as a result of heavy traffic.
2.4. - The supplementary margin is slack time designed to compensate for delays linked with:
- major train-traffic constraints caused by long duration, large-scale works,
- mutual constraints in the movement of trains and/or shunting operations at major railway hubs
because of the configuration of infrastructure, for example.
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3 - Calculation of recovery margins
Railways have identified the following three categories of margins in order to devise a simple
calculation procedure insofar as possible, for the determination of recovery margins:
- recovery margins based on distance worked (min/km),
- recovery margins based on journey time (%),
- regular recovery margins (minutes per station or per railway hub).
The result is that recovery margins based on distance worked and journey time yield practically
identical values in a certain speed range, as can be seen from the graphs on the following pages.
The main impact of speed on the length of recovery margins calls for values which vary according to
different speed graduations, in particular for high speed traffic.
When clockface timings are used or when trains speeds are virtually identical, it may be advisable to
change from one system of recovery margins to another, for example, to abandon recovery margins
based on distance worked and apply recovery margins based on journey time.
3.1 - Graph of distance-based recovery margins
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3.2 - Graph of percentage-based recovery margins
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O 4 - Relationship between speeds and loads hauled
Apart from speed, there are also routes where loads hauled have an impact on the value of recovery
margins. The following speed graduations have been established for passenger and freight trains.
4.1 - Passenger-train classification
For passenger services, a distinction is made between locomotive-hauled trains and motor-coach
trainsets.
4.2 - Passenger-train speed graduations
≤ 140 km/h
141 - 160 km/h
161 - 200 km/h
201 - 250 km/h
> 250 km/h (motor-coach trainsets only).
4.3 - Load graduations for passenger trains other than motor-coach
trainsets
≤ 300 t
301 t - 500 t
501 t - 700 t
> 700 t.
4.4 - Freight-train speed graduations
≤ 120 km/h
> 120 km/h (assimilated with passenger trains).
4.5 - Freight-train load graduations
No classification of loads hauled has been established for freight-train tonnage, since these depend
on traction and braking possibilities; furthermore, if operating speeds are raised, these aspects are,
overall, increasingly similar to those applicable in the case of passenger trains.
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4.6 - Heavy-haul freight trains
For freight trains with a tonnage of > 1600 t, it is essential that special bilateral or multilateral
agreements be reached in relation to traction possibilities, for example multiple locomotives, and line
characteristics.
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O 5 - Values and categories of recovery margins
5.1 - Recovery margins
5.1.1 - Principles
A recovery margin should be expressed as a combination of distance-based margins (min/km) and
journey time-based margins (%). The following tables allow for other possibilities.
5.1.2 - Values for recovery margins, including Tables 1 to 3
The following values are given for recovery margins:
Table 1: Recovery margin for passenger trains other than motor-coach trainsets
a : a minimum of 1,5 min/100 km (see point 2.3, paragraph 1 - page 3) incremented by
b1 : the following percentage values (see point 2.3, paragraph 2 - page 3)
Maximum speed
-------------------------------------------- ≤ 140 km/h 141-160 km/h 161-200 km/h > 200 km/h
Tonnage
≤ 300 t 3% 3% 4% 5%
301 - 500 t 4% 4% 5% 6%
501 - 700 t 4% 5% 6% 7%
> 700 t 5% 5% 6% 7%
or
b2 : at least 2 min/100 km (see point 2.3, paragraph 2)
Table 2: Recovery margin for motor-coach trainsets
a : a minimum of 1,0 min/100 km (see point 2.3 , paragraph 1) incremented
b : the following percentage values (see point 2.3 , paragraph 2)
Maximum speed
141-160 km/h 161-200 km/h 201-250 km/h > 250 km/h
≤ 140 km/h
3% 4% 5% 6% 7%
On high speed lines worked exclusively with motor-coach trainsets, the margin based on journey time
may vary between 3% and 7% in the range of speeds of > 200 km/h.
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Note concerning Tables 1 and 2:
for motor-coach trainsets and other trains, the recovery margin on short sections of line of up to 30 km
long shall be expressed solely on the basis of journey time.
Table 3: Recovery margin for freight trains
Maximum speed ≤ 120 km/h > 120 km/h
at least
either:
- 1 min/100 km (see point 2.3, paragraph 1 - page 3) incremented by as for passenger trains,
3% (see point 2.3, paragraph 2 - page 3) or see table 1
- 3 minutes/100 km (see point 2.3, paragraphs 1 and 2) or
- 4 % (see point 2.3, paragraphs 1 and 2)
5.1.3 - Distribution of recovery margins
The recovery margin on a line is distributed:
- in a uniform manner for the part linked with journey time,
- on either an individual or a uniform basis for the part linked with distance and with proximity to
railway hubs.
5.2 - Supplementary margins
5.2.1 - Principles
Provision shall be made for supplementary margins for international trains in addition to recovery
margins in order to compensate for prolonged delays due to works (insofar as possible for longer than
1 month, mandatory for more than 3 months).
5.2.2 - Values of supplementary margins
The value adopted for the supplementary margin must reflect the real amount of extra journey time.
If a local supplementary margin is applied for a railway hub, this shall not exceed 3 minutes.
5.2.3 - Distribution of supplementary margins
The supplementary margin shall be concentrated as a constant element on sections of lines affected
by long works periods, in other words at railway hubs or immediately upline.
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6 - Information for train drivers and traffic-control staff
concerning available margins
6.1. - It is recommended that drivers be kept informed of available margins. A number of methods
may be adopted for this purpose:
- supplementary indication of the shortest time and the maximum speed possible in the drivers'
timetable document,
- information given in the introductory remarks in the drivers' timetable document indicating
exceptions in the timetable for each train concerned,
- information given to staff concerned during initial training and subsequent refresher courses.
6.2. - Furthermore, it is recommended to notify both traffic-control staff of margins assigned in
summary form for each line as a management aid, and drivers so that they can optimise train driving
(shortest running time, speed reductions).
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Bibliography
1. UIC leaflets
International Union of Railways
"Leaflet 451-2. - Coordination of work sites and operating measures to be taken on main lines,
particularly for international traffic", 2nd edition of 1.7.1994
2. Minutes of meetings
International Union of Railways
"Operating Committee. - Question 4/A/FIC - Revision of Leaflet 451-1", Prague, May 1992
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