The reporter has raised safety concerns in relation to reduced journey times as well as unpredictable and malfunctioning light rail traffic signals.
The reporter states light rail tram drivers are placed under pressure by management to remain on schedule despite the significant reduction in journey times. The reporter provided an example where the travel time from [Location 1] to [Location 2] or [Location 3] has undergone a significant reduction, decreasing from 40 minutes to 31 minutes over the years. This significant decrease in travel time has contributed to the challenges faced by drivers in adhering to the strict schedule and navigating the unpredictable Track Control Signal (TCS) timings.
The reporter states, 'The current turnaround time of five minutes allocated for tram drivers at [Location 1] is insufficient and fails to account for the frequent delays experienced during peak hours. With late arrivals averaging between 2 and 4 minutes, the time available for drivers to attend to personal needs and perform customer duties is significantly reduced. Moreover, when drivers are hurried and stressed, their attention is diverted from their primary task of safely operating the tram. This distraction can lead to mistakes, such as opening the wrong side door, which could result in passenger injuries'.
The reporter is also concerned about inadvertently proceeding through a red signal caused by the unpredictable timing of the signals due to traffic management system's programming. The reporter states, the timing of signal change cycles varies depending on the location of the signal and will take the safe and cautious approach to stop at white T signals in order to prevent an involuntary Light Rail or Tram Authority Exceeded (LRTAE) or the use of emergency braking potentially resulting in passenger injury. This is especially applicable in times of track inspections while travelling at a slower speed, which takes longer to travel through an intersection. The reporter provided a further example of the protracted wait for Traffic Management Centre (TMC) intervention and the TCS malfunction or programming error at [Location 4] and [Location 5], preventing the TCSs from automatically progressing into the next traffic cycle.
The reporter is further concerned as blame for service delivery delays is transferred to drivers when the circumstances are beyond their control.
Journey Time Optimisation
Since the commencement of services on lines [a] and [b] of the CBD and [Region] light rail, passenger service journey times and track inspection runs [abbreviation] have been optimised to provide a more efficient service. These improvements were achieved through consultation with [State transport authority] and through adjustments to the Traffic Control Signal (TCS) phasings. This timetable optimisation has not impacted network safety, and the current timetable has been in place since [date].
Track Inspections / [abbreviation] run
Track inspection runs or referred to here as an [abbreviation] run is the track inspection for the first run on the network without any passengers on board. This activity is described in our driver’s handbook.
Track inspection
A track inspection is required to be performed by the first Light Rail Vehicle (LRV) travelling on the network before starting or resuming light rail operations on the [Location 6] light rail.
Track inspection is to be completed without passengers onboard.
Driver duties:
- proceed through the light rail alignment from terminus to terminus, at a maximum speed of;
◦ 20 km/h on the first trip, and
◦ line speed on the way back, or
◦ 10 km/h on sections where works have been undertaken. - Undertake a visual inspection of all light rail infrastructure and systems (including track, overhead line, APS section, signalisation and cleanliness of the corridor on all visible track sections).
- Stop the LRV if observing defects and/or obstructions that could prevent the safe operation of the network.
- Contact the Network Controller immediately to report the precise location and nature of the defect and/or obstruction if required.
- Resume normal operations upon completion of the track inspection.
Timetable - (supplied to the ATSB and ONRSR)
The first run track inspection commences from the depot and is carried out without passengers on board which averages about 30 minutes. It must be noted that the track inspection run does not stop at passenger platforms like normal passenger services do.
Provided to the ATSB and ONRSR is a copy of the Monday to Thursday timetable (released [date]) as a reference, please refer to “Run [x]” this is the first service from [Location 3] depot.
- Starts at the depot [time] gets to [Location 3] at [time] is the sweep run and out of service running.
- Then at the bottom of the page it shows the return trip from [Location 3] to [Location 1]. Look for the same run number [x], departs [Location 3] at [time]. Essentially the driver has 30 mins to get from the depot to the terminus, change ends and depart.
- This master timetable has not changed since [year], updates are undertaken to update run numbers as any significant change would require a consultation with our drivers in accordance with our EA.
Incidents relating to track inspection and first service
There has only been one recent incident in relation to track inspection and first service since we commenced service in [year].
With regards to the turnaround at [Location 1], if a driver needs additional time for a personal needs break at a terminus, there is a protocol in place. The driver can contact the Operational Control Centre (OCC), and the OCC will provide assistance as needed. The driver's primary responsibility is to operate the LRV safely. If there isn't sufficient time during a turnaround, the driver is not obligated to perform any customer duties.
Signal Performance
The [Location 6] light rail signalling network complies with signalling standards for the safe operation of the network and drivers are trained to drive to these requirements.
Drivers are required to report any signal malfunctions as soon as possible as they are critical in ensuring the safe operation of the network. All signalling issues are investigated and if required, restrictions such as temporary speed restrictions (TSR) will be applied until signals are repaired. Furthermore, there is an operational protocol between the [Location 6] light rail OCC [State regulator] Traffic Management Centre (TMC) which is utilised as required if a signal fault is reported.
In addition, there are processes in place to manage signals and the claim of 'unpredictability and malfunctions remaining unaddressed' are not supported by the [contractor's] records and maintenance activities on the network.
Driving Principles
The [Location 6 light rail] operates on line of sight driving principles that requires the driver to obey all signs and signals.
Line of sight driving is defined as per the following obligations, where drivers must;
- obey [Location 6 light rail] signs and signals at all times
- obey [Location 6 light rail] speed requirements at all times
- adapt their actual speed to avoid collisions with obstruction on the track
- adapt their actual speed to avoid collisions with other vehicles nominally allowed to travel on the light rail corridor
- adapt their actual speed to avoid collisions with members of the public or staff inadvertently entering into the corridor
- use defensive driving as required
- adapt their actual speed to environmental conditions, and
- adapt their actual speed to degraded technical conditions.
ONRSR has reviewed the reporter’s concerns and operator’s response including additional supporting information.
ONRSR received a report of similar concerns in late 2023 and followed up with scheduled cab rides on the operator’s network. There were no significant issues identified during the cab rides. Following a review of the REPCON report, ONRSR will schedule a regulatory activity in the near future to focus on the operator’s management of risks associated with timetable changes and verification of the operator’s response to the REPCON report.