AU2013270604A1

AU2013270604A1 - A rail network management system

Info

Publication number: AU2013270604A1
Application number: AU2013270604A
Authority: AU
Inventors: Neal Colley; Shaun Dore; Kevin Lill; David Romney; Cara Smith; Frederic Zufferey
Original assignee: Technological Resources Pty Ltd
Current assignee: Technological Resources Pty Ltd
Priority date: 2012-12-14
Filing date: 2013-12-13
Publication date: 2014-07-03
Also published as: AU2019236754B2; AU2019236754A1; AU2020286205A1

Abstract

Abstract A rail network management system is described that comprises a rail monitoring system arranged to determine 5 the current number of trains on at least one track section of the rail network. The system is arranged to determine a required number of trains on the at least one track section in order for the rail network to operate according to a defined production schedule. The system is also 10 arranged to facilitate communication to an operator of the current number of trains on the at least one track section and the required number of trains on at the least one track section. A corresponding method and an obstruction effect tool arranged to predict the shortfall of trains on 15 the rail network when at least one obstruction is present on the rail network are also disclosed. 4929582_1 (GHMatters) P92054.AU.1 o 0o n 7> cn00 :rnn CD 0----

Description

1 A RAIL NETWORK MANAGEMENT SYSTEM Field of the Invention 5 The present invention relates to a rail network management system for managing distribution of trains on a rail network and predicting future capacity on the rail network. 10 Background of the Invention It is known for a large scale mine operation to include one or more mine sites that produce one or more bulk commodities, one or more ports for shipping the bulk 15 commodities to customers, and a rail network that interconnects and transports the bulk commodities from the mine sites to the port(s). Typically, the rail network includes multiple train consists that travel between the mine sites and the port(s), and the train consists are 20 scheduled on the rail network either such that the train consists are introduced onto the rail network at regular intervals or such that the train consists are introduced onto the network as soon as they are ready (often referred to as 'run-when-ready'). 25 However, with such an arrangement there is a high tendency for the distribution of train consists on the network to become imbalanced over time, in the sense that some locations on the network become congested and other 30 locations become underutilized, particularly if an event such as a track obstruction occurs that has an impact on the operation of the rail network. It is also difficult for train operators to manage future 35 maintenance of the rail network because the future impact of track maintenance on capacity on the train network is difficult to determine. 4929582_1 (GHMatters) P92054.AU.1 2 Summary of the Invention It will be understood that in the present specification a 5 mine operation means any operation associated with extracting, handling, processing and/or transporting bulk commodities in a resource extraction environment, and as such the mine operation may include mine sites, rail facilities, port facilities, and associated 10 infrastructure. In accordance with a first aspect of the present invention, there is provided a rail network management system comprising: 15 a rail monitoring system arranged to determine the current number of trains on the at least one track section of the rail network; the system being arranged to determine a required number of trains on the at least one track section in 20 order for the rail network to operate according to a defined production schedule; and the system being arranged to facilitate communication to an operator of the current number of trains on the at least one track section and the required number of trains 25 on at the least one track section. In an embodiment, the system includes an obstruction effect tool arranged to predict the impact on throughput of trains on the rail network when at least one 30 obstruction is present on the rail network and/or at least one speed restriction is applicable on the rail network. The obstruction effect tool may be arranged to predict the additional transit time for a train to travel across a 35 defined track section of the rail network when at least one obstruction is present on the rail network and/or at 4929582_1 (GHMatters) P92054.AU.1 3 least one speed restriction is applicable on the rail network. The obstruction effect tool may be arranged to predict the 5 shortfall of trains on a defined track section of the rail network when at least one obstruction is present on the rail network and/or at least one speed restriction is applicable on the rail network. 10 In an embodiment, the obstruction effect tool is arranged to receive information indicative of the number of dumpers in operation at at least one port of the mine operation, to determine the transit time for a train to travel across a defined track section of the rail network, and to 15 determine the required number of trains on the defined track section of the rail network section in order for the rail network to operate according to a defined production schedule. 20 In an embodiment, the obstruction effect tool is arranged to receive information indicative of at least one obstruction on the rail network, to determine the transit time for a train to travel across a defined track section of the rail network that includes the at least one 25 obstruction, and to determine the required number of trains on the defined track section of the rail network that includes the at least one obstruction in order for the rail network to operate according to a defined production schedule. 30 In an embodiment, the obstruction effect tool is arranged to receive information indicative of at least one speed restriction on the rail network, to determine the transit time for a train to travel across a defined track section 35 of the rail network that includes the at least one speed restriction, and to determine the required number of trains on the defined track section of the rail network 4929582_1 (GHMatters) P92054.AU.1 4 that includes the at least one speed restriction in order for the rail network to operate according to a defined production schedule. 5 In an embodiment, the system is arranged to facilitate selection of a rail traffic template from a plurality of rail traffic templates, each rail traffic template defining desired commencement times of trains, desired spacings between adjacent trains and desired locations of 10 the trains for a given time. In an embodiment, the system comprises a system balance tool including a visual representation of the rail network including track sections of the rail network, at least one 15 track section representation including a trains required number indicative of the required number of trains on the track section, and an actual trains number indicative of the current number of trains on the track section. 20 The system balance tool may be arranged such that the appearance of each track section is different depending on whether the required trains number is greater than, less than or equal to the actual trains number. 25 In an embodiment, the system balance tool is arranged such that the colour of each track section depends on whether the required trains number is greater than, less than or equal to the actual trains number. 30 In an embodiment, the rail network is part of a mine operation that includes at least one mine site and at least one port, the rail network interconnecting the mine site(s) and the port(s). 35 In an embodiment, the rail monitoring system includes a plurality of rail interfaces distributed on the track sections and arranged to produce signals indicative of the 4929582_1 (GHMatters) P92054.AU.1 5 locations of trains on the rail network. In an embodiment, the rail monitoring system includes a GPS device on each train on the rail network, the GPS 5 device arranged to produce signals indicative of the location of the train on the rail network. In an embodiment, the rail network management system includes a remote scheduling facility arranged to 10 communicate with the rail monitoring system, for example through the Internet, the system being arranged to facilitate communication to an operator of the current number of trains on the at least one track section and the required number of trains on at the least one track 15 section to the remote scheduling facility, and to display the information indicative of the current number of trains and the required number of trains at the remote scheduling facility. 20 The remote scheduling facility may include at least one monitoring station usable to display the current number of trains and the required number of trains for at least one track section. 25 In an embodiment, the obstruction effect tool and/or the system balance tool are accessible at the remote scheduling facility using the at least one monitoring station. 30 In an embodiment, the system comprises a data storage device arranged to store rail topology information indicative of topology of track sections of the rail network, production information indicative of desired production parameters, obstruction data indicative of 35 planned track segment obstruciotns, and/or train position information indicative of the current location of the trains on the rail network. The database may be located 4929582_1 (GHMatters) P92054.AU.1 6 at the rail scheduling facility. In accordance with a second aspect of the present invention, there is provided an obstruction effect tool 5 for a rail network having a plurality of track segments, the obstruction effect tool arranged to receive information indicative of at least one obstruction on at least one track segment of the rail network, to determine the effect of the obstruction on at least one track 10 segment on other track segments of the rail network, and to predict the impact on throughput of trains on the rail to predict the shortfall of trains on a defined track section of the rail network when at least one obstruction is present on the rail network. 15 The obstruction effect tool may be arranged to predict the additional transit time for a train to travel across a defined track section of the rail network when at least one obstruction is present on the rail network. 20 The obstruction effect tool may be arranged to use the predicted additional transit time for a train to travel across a defined track section of the rail network when at least one obstruction is present on the rail network to 25 determine the constraint number of trains/day on the rail network. In accordance with a third aspect of the present invention, there is provided a method of managing 30 distribution of trains on a rail network having a plurality of track sections, the method comprising: providing a rail monitoring system arranged to determine the current number of trains on at least one track section of the rail network; 35 determining a required number of trains on the at least one track section in order for the rail network to operate according to a defined production schedule; and 4929582_1 (GHMatters) P92054.AU.1 7 facilitating communication to an operator of the current number of trains on the at least one track section and the required number of trains on at the least one track section. 5 Brief Description of the Drawings The present invention will now be described, by way of example only, with reference to the accompanying drawings, 10 in which: Figure 1 is a schematic conceptual diagram illustrating a mine operation that includes mine sites, ports and a rail network and a rail network management system according to an embodiment of the present 15 invention; Figure 2 is a block diagram illustrating a rail network management system according to an embodiment of the present invention; Figures 3a and 3b are representations of example rail 20 traffic templates of the rail network management system shown in Figures 1 and 2; Figure 4 is a diagrammatic representation of an obstruction effect tool of the rail network management system shown in Figures 1 and 2; 25 Figures 5a and 5b are diagrammatic representations of single and double track sections of a rail network; Figure 6 is a diagrammatic representation of a network constraint visualisation tool of the rail network management system shown in Figures 1 and; 30 Figure 7 is a diagrammatic representation of a system balance tool of the rail network management system shown in Figures 1 and 2; Figure 8 is a block diagram representing functional components of the rail network management system shown in 35 relation to inputs and outputs; Figure 9 is a diagrammatic representation of screens displayed to an operator during use of the rail network 4929582_1 (GHMatters) P92054.AU.1 8 management system; and Figure 10 is a flow diagram illustrating a method of managing a rail network according to an embodiment of the present invention. 5 Description of an Embodiment of the Invention Referring to Figure 1, there is shown an example conceptual diagram 10 illustrating a rail network 10 management system 11 for managing distribution of trains on a rail network 12 that interconnects one or more mine sites 14 and one or more ports 16. While in this example, the rail network 12 extends between several mine sites 14, and 2 ports 16, it will be understood that the invention 15 is applicable to any mine operation associated with extracting, handling, processing and/or transporting bulk commodities and that includes a rail network for transporting the bulk commodities between mine sites and ports 16 in the mine operation. 20 In the present example, the bulk commodity produced by the mine operation is iron ore, although it will be understood that any other bulk commodity is envisaged. 25 In the example shown in Figure 1, the rail network 12 includes several single track sections 18 and a double track section 20. Each single track section 18 typically includes multiple sidings that serve to permit trains travelling in opposite directions to pass each other. The 30 double track section typically includes multiple crossing paths that serve to permit trains to cross onto an adjacent track temporarily, for example so that maintenance can be carried out on a section of one of the tracks. 35 Typically, the rail network 12 will include many train consists 22 (hereinafter 'trains') at any given time, and 4929582_1 (GHMatters) P92054.AU.1 9 each train 22 includes a plurality of carriages 24. Accordingly, in order to avoid collisions whilst maximizing train throughput it is necessary to carefully manage movement of the trains 22 on the rail network 12. 5 The rail network management system 11 includes a remote scheduling facility 30 in networked communication with a rail monitoring system 32. 10 The rail monitoring system 32 is arranged to determine the locations of the trains 22 on the rail network 12 and to communicate the locations to the remote scheduling facility 30, in this example through a metropolitan area network (MANl) 34, the Internet 36 and a wide area network 15 38 (WAN). In this example, the remote scheduling facility 30 is remotely located relative to the rail network 12, the mine sites 14 and the ports 16. 20 In this example, the rail monitoring system 32 includes a plurality of sensing devices distributed along the rail network 12 and arranged to sense when a train passes, and to communicate this information to the remote scheduling 25 facility 30. However, any suitable arrangement for determining the locations of the trains on the rail network 12 is envisaged. For example, the trains 22 may each be provided with a GPS device 40 and a suitable communications device arranged to communicate location 30 information determined by the GPS device 40 to the remote scheduling facility 30. Still and/or video cameras may also be provided on the rail network 12 to obtain image and/or video information 35 indicative of current operation of the rail network 12, which may also be useful for rail scheduling personnel. 4929582_1 (GHMatters) P92054.AU.1 10 At the remote scheduling facility 30, rail scheduling personnel located at the remote scheduling facility 30 monitor the distribution of trains on the rail network 12 using operational data obtained from the rail monitoring 5 system 32, and make decisions as to how to appropriately modify the number and locations of trains on the rail network 12 in order to maximize throughput of ore across the rail network 12. 10 If a significant event occurs that affects operation of the rail network 12, for example a planned or unplanned obstruction on one or more track sections of the rail network 12, or outage of plant/equipment at a mine site 14 or port 16, it may be necessary to dynamically modify 15 distribution of trains 22 on the rail network 12 so as to minimize reduction of throughput across the rail network 12. In the present embodiment, the operational data relevant 20 to rail scheduling personnel and derived from the rail monitoring system 32 may be displayed at the remote scheduling facility 30 on respective monitoring stations associated with rail scheduling personnel, and/or may be displayed at the remote scheduling facility 30 on a common 25 display that is sufficiently large that all rail scheduling personnel are able to easily view the scheduling relevant information. In the present example, the monitoring stations are 30 computing devices used by the rail scheduling personnel, for example personal computing devices, although it will be understood that other suitable computing devices are envisaged, such as tablet computers. 35 Rescheduling in relation to the distribution of trains 22 on the rail network 12 may be carried out by the rail scheduling personnel in any suitable way, for example 4929582_1 (GHMatters) P92054.AU.1 11 through monitoring stations at the remote scheduling facility 30, VOIP communications, conventional telephone communications, or in any other way. 5 A particular embodiment of a rail network management system 11 will now be described with reference to Figures 2 to 7 of the drawings. Figure 2 shows an example rail network management system 10 11 in more detail. The rail monitoring system 32 includes a plurality of rail interfaces 44 distributed along the track sections 18, 20 of the rail network 12 and arranged to produce signals 15 indicative of the locations of trains 22 on the rail network 12, a VOIP device 48 that facilitates audio communications between the remote scheduling facility 30 and personnel at the rail network 12, and a control unit 51 arranged to control and coordinate operations in the 20 rail monitoring system 32. In this example, the rail interfaces 44 are connected together and to the control unit 51 through a rail communications network 46 in communication with the Internet 36. 25 The remote scheduling facility 30 includes at least one rail monitoring station 52 and a local area network (LANl) 54 in communication with the Internet 36 and thereby with the rail monitoring system 32. The remote scheduling facility 30 also includes a VOIP device 56 arranged to 30 communicate with the VOIP device 48 and thereby facilitate audio communications between the remote scheduling facility 30 and the rail monitoring system 32. As an alternative, the VOIP devices 48, 58 may be videoconferencing devices. 35 The remote scheduling facility 30 also includes an A/V client 58 arranged to communicate with an A/V server 50 4929582_1 (GHMatters) P92054.AU.1 12 disposed at the rail monitoring system 32 so as to receive audio/visual information from the rail network 12 and in particular video information for displaying at the remote scheduling facility 30, for example on a common display 5 60. For this purpose, the A/V server 50 may communicate with one or more still and/or video cameras disposed at selected locations on the rail network 12. In one arrangement, the cameras are also controllable from the remote scheduling facility 30 so that the direction and/or 10 magnification of the cameras may be modified from the remote scheduling facility 30. The remote scheduling facility 30 also includes a data storage device, in this example in the form of a database 15 64 arranged to store rail topology information 66 indicative of the topology of the track sections on the rail network 12 and estimated transit times for trains to pass through relevant track segments of the rail network, production information 68 indicative of desired production 20 parameters such as the target number of trains 22 per day and/or per week to deliver ore to the ports 16, and train position information 70 indicative of the real-time location of the trains 22 on the rail network 12. The train position information 70 is derived from the rail 25 interfaces 44 disposed at the rail network 12 and is communicated from the rail monitoring system 32 to the remote scheduling facility 30 through the Internet 36. The database 64 also stores obstruction data 72 indicative of planned track segment obstructions. 30 In order to improve the reliability of communications between the remote scheduling facility 30 and the rail monitoring system 32, the system 11 may incorporate quality of service measures such as prioritizing 35 communications according to type. For example, the system may be arranged to allocate different bandwidth percentages to different types of communications, such as 4929582_1 (GHMatters) P92054.AU.1 13 to communications related to monitoring and control activities, VOIP communications, CCTV data, email, file transfers, and so on. In the present example, communications related to monitoring activities, and VOIP 5 communications are given higher bandwidth percentages than CCTV data, email and file transfers. In one arrangement, different types of communications are allocated different priority values which are used by routers in the WAN to manage queues in the routers and thereby the speed of 10 transfer of the communication through the routers. The system 11 may also be arranged to monitor whether communications between the remote scheduling facility 30 and the rail monitoring system 32 are reaching their 15 destination, for example by requiring a handshake to occur periodically between the remote scheduling facility 30 and the rail monitoring system 32. In the present example, this is achieved by configuring the control unit 51 on the rail interfaces 44 to periodically send a heartbeat 20 communication to the remote scheduling facility 30. On receipt of the heartbeat communication, the remote scheduling facility is arranged to send a reply signal indicating that the heartbeat communication has been received. 25 If the reply signal is not received, an alarm signal may be generated to indicate to appropriate personnel at the mine and at the remote scheduling facility that an outage may have occurred between the remote scheduling facility 30 30 and the rail monitoring system 32. It will be appreciated that during use, rail scheduling personnel at the remote scheduling facility 30 monitor operation of the rail network 12 and determine whether 35 rescheduling of any train on the rail network is necessary or additional trains are required, for example because of planned or unplanned outages on the rail network 12. 4929582_1 (GHMatters) P92054.AU.1 14 Personnel at the remote scheduling facility 30 are also responsible for managing maintenance schedules and in so doing determine the future impact on capacity on the rail network of maintenance, in particular to the rail tracks. 5 In order to carry out such scheduling, rescheduling and maintenance determinations, the rail network management system 11 includes several rail management tools that are used by rail scheduling personnel to determine the impact 10 of outages on the rail network, and in particular the impact on the distribution of trains on the rail network 12 and the throughput of ore on the rail network 12. The system includes several rail traffic templates 80, 90, 15 first 80 and second 90 examples of which are shown in Figures 3a and 3b. The rail traffic templates 80, 90 define desired commencement times of trains and desired spacings between adjacent trains or adjacent fleets of trains on single track sections 18 of the rail network. 20 The rail traffic templates 80, 90 also define passing locations on the single track sections for trains travelling in opposite directions. The rail traffic templates 80, 90 are typically colour 25 coded and include a time axis 82 and a location axis 84 indicative of the location of trains on the rail network 12. In the example shown in Figures 3a and 3b, the templates 80, 90 include loaded train envelopes 86 shown in a full lines, that are spaced from each other by the 30 desired train spacing and that define the desired location for each loaded train on the relevant track section associated with the template 80, 90 for a given time. Similarly, the templates 80, 90 also include empty train envelopes 88 shown in broken lines, that are spaced from 35 each other by the desired train spacing and that define the desired location for each empty train on the relevant track section associated with the template 80, 90 for a 4929582_1 (GHMatters) P92054.AU.1 15 given time. It will be understood that flat sections 92 of the envelopes 86, 88 indicate a train that is stopped at a siding on the track section and waiting for a train travelling in the opposite direction to pass. 5 Accordingly, in addition to train commencement times and spacing times, the templates 80, 90 also define the planned passing locations for trains travelling in opposite directions. 10 The templates 80, 90 shown in Figures 3a and 3b show 2 different patterns that define different time spacings between commencement of trains, desired train locations at any given time, and different passing locations, although it will be understood that any suitable template 80, 90 is 15 envisaged. The template 80, 90 that is actually selected for use by scheduling personnel is based on the number of dumpers currently in operation at the port(s) 18 as well as rail traffic variability and the number of track obstructions in existence or anticipated. For example, if 20 the number of dumpers in operation at the port(s) 16 increases, it is desirable to increase the number of trains arriving at the port(s) 16 so as to minimize dumper downtime, and in this circumstance the rail scheduling personnel would select a rail traffic template 80, 90 that 25 has a shorter time spacing between adjacent trains and/or that has defined passing locations that provide a shorter transit time through the relevant track section. The rail management system 11 also includes an obstruction 30 effect tool 100 shown in Figure 4. The obstruction effect tool 100 is usable by rail scheduling operators at the remote scheduling facility 30 to predict the impact on throughput of trains through the rail network, for example due to planned or unplanned track obstructions, and/or due 35 to speed restrictions. The obstruction effect tool 100 provides rail scheduling operators with information indicative of the shortfall of trains expected to pass 4929582_1 (GHMatters) P92054.AU.1 16 through the track section in comparison to the desired number of trains specified in the production information 68 stored in the database 64. 5 The obstruction effect tool 100 may be implemented using a suitable computing system and in this example is implemented on a monitoring station 52 at the remote scheduling facility 30. The obstruction effect tool 100 is arranged such that information indicative of parameters 10 that affect throughput of trains may be entered by a rail scheduling operator or provided automatically from the database 64, and in response the obstruction effect tool 100 calculates the impact of the parameters on throughput in trains/day. 15 The obstruction effect tool 100 is of most use for double track sections 20 on the rail network 12 because this type of track section can still operate even though a portion of the track section may be blocked. Single track 20 sections 18 in comparison are more likely to become impossible to operate if an obstruction is present. Example single 152 and double 153 track sections are shown diagrammatically in Figures 5a and 5b respectively. The 25 single track section 152 includes main track segments 154i and passing track segments 155i. The double track section 153 includes westbound sections 156i, eastbound sections 157i, and passing sections 158i. 30 The obstruction effect tool 100 is arranged to analyse each track segment 154i, 155i, 156i, 157i and 158i in turn in order to determine i) whether the track segment is obstructed; ii) if the track section is obstructed, whether the obstruction affects any other track segment 35 and/or the relevant track section as a whole; and ii) an estimate for the new transit time if the track section as a whole is not obstructed but at least one track segment 4929582_1 (GHMatters) P92054.AU.1 17 is obstructed. Information indicative of whether the track segments are obstructed may be entered manually by an operator, or may 5 be derived directly from the obstruction data 72 stored in the database 64 that has been created based on identified unplanned obstructions or that is derived from maintenance plans devised by relevant mine personnel. 10 For example, as shown in Figure 5a, if main track segment 1541 is determined to be obstructed, then the whole track section 152 is determined by the obstruction effect tool 100 to be obstructed. However, if main track segment 1542 is determined to be obstructed, then trains may pass 15 through the passing track segment 1552, and the obstruction effect tool 100 determines that the track section 152 is clear and calculates a new transit time for trains to pass through the track section based on the transit times of trains through the passing track segment 1552. 20 Similarly, as shown in Figure 5b, if main westbound track segment 1563 is determined to be obstructed, then main westbound track segment 1562 and passing track segment 1583 are also determined by the obstruction effect tool 100 to 25 be obstructed, since a train is not able to travel through these track segments if track segment 1563 is obstructed. However, a train is nevertheless able to pass through the track section 153 by passing onto eastbound segments 1572, 30 1573 and 1574 via passing segment 1581 and subsequently passing back to the westbound line via a subsequent passing track segment 158j. In this example, the system 11 determines that the track 35 section 153 is clear and calculates a new transit time for trains to pass through the track section based on the transit times of trains through the passing track segments 4929582_1 (GHMatters) P92054.AU.1 18 158i and relevant eastbound segments 157j. The system 11 also calculates, using the unobstructed and obstructed transit times, the constraints on the track 5 sections in terms of maximum numbers of trains per day that can pass across the track sections, taking into account 'stop penalties', that is, the times taken for trains to stop and reach travelling speed , for example during and after stopping at a passing segment 158j. The 10 constraint on a track section in trains/day is given by: Constraint = 1440 (2*Max traverse time) + (2*stop penalties) 15 where the travel time and stop time are in minutes. In the example shown in Figure 4, the obstruction effect tool 100 diagrammatically shows a double track section 102 having a westbound line 104 and an eastbound line 106, and 20 several single track sections 107. The double track section 102 includes main track segments 108 and crossing track segments 109 that allow trains to pass between the westbound and eastbound lines 104, 106. 25 Each single track section 107 includes main track segments 110 and siding segments 111 that allow a train to stop, for example to allow another train travelling in the opposite direction to pass. 30 The obstruction effect tool 100 also includes location labels 112 along the track sections 102, 107 so that locations on the track sections 102, 107 can be easily identified. 35 The obstruction effect tool 100 enables an operator to select a track segment as an obstructed track segment 120, 4929582_1 (GHMatters) P92054.AU.1 19 for example using a mouse, to indicate to the obstruction effect tool 100 that an obstruction is in existence or planned and the location of the obstruction. In response, the obstruction effect tool 100 determines whether the 5 obstruction affects any other track segment and/or the relevant track section as a whole, modifies the appearance of the affected track segment(s), for example by changing the colour of the affected track segment(s), and calculates an estimate for the new train transit times 10 with the track segment(s) obstructed. Details of obstructions may in addition or alternatively be derived from the obstruction data 72 stored in the database 64. The stored obstruction data 72 may represent 15 planned obstructions and/or unplanned obstructions that have been identified on-the-fly during operation of the rail network 12. The obstruction effect tool 100 also includes empty and 20 loaded stop penalties boxes 124, 125 usable to enter relevant stop penalties in minutes that are to be applied to each train on the network. The obstruction effect tool 100 also includes a dumpers 25 availability box 128 usable to enter the current working capacity of dumpers at the ports. As shown in Figure 4, the track segments that are directly obstructed 120 and the track segments 132 that are 30 impacted by the selected obstruction(s) are displayed differently, for example in a different colour or shading. In the present example, the mine sites 14 produce three different types of product that may be represented in 35 different colours on the obstruction effect tool 100. The obstruction effect tool 100 displays the target number 4929582_1 (GHMatters) P92054.AU.1 20 of trains/day 136 to travel across each track section 102, 107 and across the rail network 12, and also calculates, for each product, a trains/day constraint 138 that defines the number of trains per day that can travel across each 5 train section 102, 107 and across the rail network 12 as a whole (without fleeting) as a result of the obstruction(s). The obstruction effect tool 100 may also include a trains/day constraint that defines the number of trains per day that can travel across a track section 101, 10 102 as a result of the obstruction with the trains travelling in fleets of 2, 3 or 4 trains. The obstruction effect tool 100 also displays, for each mine site, a target trains/day number for yesterday 145, 15 today 146 and tomorrow 147, and the current constraint number of trains/day 148. It will be understood that the obstruction effect tool 100 provides rail scheduling personnel with impact information 20 indicative of the impact on the scheduled train throughput, and therefore ore throughput, of one or more obstructions on the rail network 12. The impact information is used by the rail network 25 management system 11 to provide rail scheduling personnel with information that assists the rail scheduling personnel to make decisions in relation to management of trains on the rail network 12. In particular, the obstruction effect tool 100 indicates to the rail 30 scheduling personnel the additional trains required in order to minimize reduction to throughput across the double track section 102. The impact information may also be used to predict the 35 effect on capacity on the rail network of maintenance to the rail tracks, and in this way relevant personnel are provided with impact information that can be used to 4929582_1 (GHMatters) P92054.AU.1 21 select the most suitable time(s) to carry out maintenance in order to minimize impact to capacity on the rail network. 5 The obstruction effect tool 100 also includes a constraints summary window 140 including constraints time lines 142 for each product produced by the mine sites 14, each time line 142 representing the constraint in trains/day at different times. Using a time slice 10 selector 144, an operator is able to cause the obstruction effect tool 100 to display obstructions and associated values at a previous date/time or show future obstructions and predicted associated trains/day constraint values at a future time. 15 The obstruction effect tool 100 also includes window selection buttons 149 that when selected cause a different window to be displayed in place of the constraints window 140. For example, selection of a dual track button causes 20 display of a dual track window (not shown) that provides constraint information in relation to the dual track section 102 and values for trains/day constraints when 2, 3 or 4 fleeted trains are used. 25 The obstruction effect tool 100 also includes rail network navigation buttons 150 that are usable by rail scheduling personnel to display different sections of the rail network 12. For example, selection of a 'Rosella' node causes the obstruction effect tool 100 to display track 30 sections at rail network node 'Rosella'. The obstruction effect tool 100 also includes function buttons 151 usable by an operator to control the obstruction effect tool 100. 35 The obstruction effect tool 100 can be used in various modes, in this example a real time mode wherein 4929582_1 (GHMatters) P92054.AU.1 22 substantially real time data is used so that the obstruction effect tool 100 displays information indicative of the current capacity status of the rail network; a custom scenario mode wherein an operator uses 5 at least some manually entered data to predict the future capacity on the rail network given particular rail network circumstances, including track obstruction circumstances; and a planned scenario mode wherein an operator uses planned maintenance data to predict the future capacity on 10 the rail network if maintenance is carried out according to the planned data. The template 80, 90 for use by scheduling personnel is selected primarily based on the number of dumpers 15 currently in operation at the port(s) 16 and the track obstructions anticipated on the rail network 12. Referring to Figure 6, a system balance tool 200 is shown. The system balance tool 200 provides rail scheduling 20 personnel with a visual representation of real-time data indicative of the distribution of trains on the rail network 12, and indicative of the distribution of trains on the rail network 12 that is desired in order to achieve a more balanced rail network in view of the constraints on 25 the rail network specified using the obstruction effect tool 100. The system balance tool 200 is displayed to rail scheduling personnel on a monitoring station 52 at the 30 remote scheduling facility 30. The system balance tool 200 provides a schematic flow diagram that diagrammatically illustrates mine sites 202, ports 204, maintenance yards 205 and track sections 206, 35 and indicates the number of trains required on each of the rail sections 182 in order to balance the distribution of trains on the rail network 12. 4929582_1 (GHMatters) P92054.AU.1 23 The system balance tool 200 includes track section information 208 that includes a track section name 210, a trains required number 212 indicative of the number of 5 trains required on the track section in order to minimize negative impact on the network, and an actual trains number 214 that represents the actual number of trains currently on the track section. The trains required numbers 212 correspond to the trains required identifiers 10 198 on the network constraint visualization tool 180. In this example, the actual trains numbers 214 are colour coded to indicate whether the actual trains on the track section are less than, equal to or greater than the 15 respective trains required number 212 for the track section. In this example, an actual train number 214 that is greater than the corresponding trains required number 212 is shown in red, an actual train number 214 that is less than the corresponding trains required number 212 is 20 shown in blue, and an actual train number 214 that is equal to the corresponding trains required number 212 is shown in white. In this example, the track sections 206 are also colour coded in the same way as the actual train numbers 214, and the color used is derived from a sliding 25 scale such that the colour becomes stronger as the actual trains number 214 becomes progressively greater or progressively less than the required trains number 212. It will be understood that the system balance tool 200 30 represents system balance based on the selected rail traffic template 80, 90, out of service track sections and scheduled production targets, and clearly indicates to rail scheduling personnel the number of trains required in each rail section to meet requirements and optimise spare 35 capacity. Using this information, rail scheduling personnel are able 4929582_1 (GHMatters) P92054.AU.1 24 to reallocate trains on the rail network 12 in order to correct any imbalances on the rail network 12. A block diagram illustrating functional components of the 5 rail network management system 11 in relation to inputs and outputs is shown in Figure 7. The system 11 receives rail data 222 indicative of rail track topology, obstruction data 224 indicative of the 10 locations and times of planned obstructions according to a maintenance plan or derived from real time rail network information, and dynamic data 226 indicative of data that is usually fixed but may change depending on rail network circumstances, such as train transit times across track 15 segments of the rail network and average train speeds. The system 11 also receives mine planning data 228 including information indicative of production targets, for example in terms of the number of trains per day, and 20 train location data 230 indicative of the locations of trains on the rail network 12 substantially in real time. The rail data 222, obstruction data 224 and dynamic data 226 are received by a segment decoder 230 that is arranged 25 to associate the obstruction data and transit time data with the relevant track segments of the rail network , and a segment analyser 232 analyses the track segments in turn in order to determine i) whether the track segment is obstructed; ii) if the track section is obstructed, 30 whether the obstruction affects any other track segment and/or the relevant track section as a whole; and ii) an estimate for the new transit time if the track section as a whole is not obstructed but at least one track segment is obstructed. 35 Based on the constraint data produced by the segment analyser 232, a constraint comparator 234 calculates at a 4929582_1 (GHMatters) P92054.AU.1 25 user specified time the overall constraint in trains/day on the rail network 12 in consideration of any obstruction(s) on the rail network 12. 5 A mine plan uploader 236 receives the mine planning data 228 and a planned constraint comparator 238 uses the mine planning data 228 to produce an overall constraint in trains/day when no obstructions are present on the rail network 12. A cycle time predictor 240 then calculates 10 the cycle time that defines the transit time of a train through the rail network in consideration of any obstruction(s) on the rail network 12. The cycle time produced by the cycle time predictor 240 15 and the constraint information is used to calculate a balance target by a balance target calculator 242, the balance target representing the required train numbers on each track section in order to achieve balance, and based on the calculated balance targets a fleeting recovery 20 calculator 244 calculates the effect on trains/day on the rail network of fleeting different numbers of trains. The data produced by the segment analyser 232, the constraint comparator 234, the planned constraint 25 comparator 238 and the fleeting recovery calculator 244 is used to produce the obstruction effect tool 100, referred to in Figure 7 as a constraint chart 246. The data produced by the balance target calculator 242 and 30 the train location data 230 is used to produce the system balance tool 200, referred to in Figure 7 as a balance chart 248. During use, an operator at the remote scheduling facility 35 is presented with a balance screen 250, as shown in Figure 9, which shows a current balance tool 252 representing the current train distribution situation on the rail network 4929582_1 (GHMatters) P92054.AU.1 26 12. The current balance tool 252 is a variation of the system balance tool 200 shown in Figure 7, and includes a current date and time indicator 254, and a diagrammatic representation 256 of the rail network with colour coding 5 to indicate whether the actual trains currently on the track sections of the rail network are less than, equal to or greater than the respective required number of trains on each track section. 10 As with the system balance tool 200 shown in Figure 6, the current balance tool 252 includes a trains required number 258 indicative of the number of trains required on the track section in order to minimize negative impact on the network, and an actual trains number 260 that represents 15 the actual number of trains currently on the track section. The balance screen 250 also includes a future balance tool 262 that is similar to the current balance tool 252, but 20 without colour coding, the future balance tool 262 representing a prediction of the numbers of trains 263 that will be on the track sections of the rail network at a date and time defined in time selection fields 264. 25 The balance screen 250 also includes a constraints window 270 including constraints time lines 272, 274, 276 for each product produced by the mine sites 14, each time line 272, 274, 276 representing the constraint in trains/day, and a numerical constrains chart 280 that displays numbers 30 (not shown) for the predicted trains on each track section of the rail network at a defined times, in this example at 11.00, 12.30, 13.00 and 14.00. Using the constraints window 270 and the numerical 35 constrains chart 280, an operator is able view the expected constraints on production of each product in consideration of expected obstructions over a defined 4929582_1 (GHMatters) P92054.AU.1 27 period of time, and the expected numbers of trains on the track sections over a future defined period, and therefore modify the train balance as required. For example, the constraints window 270 indicates that the number of 5 trains/day for product "Yandi" is expected to reduce between 12.30 and 13.00, and the number 281 of trains shown on one or more related track sections will therefore also reduce over the same period. In response, an operator may choose to modify the train numbers on one or 10 more of the track sections in order to compensate for the reduction, for example by fleeting trains or redirecting trains. This may be carried out by entering desired train numbers into manual modification boxes 282 and activating a submit button 284 to cause the entered train numbers to 15 be communicated to the relevant train scheduling personnel. It will be appreciated that since multiple products are produced by the mine sites, the operator makes decisions 20 in relation to train management in consideration of the different products. Referring to Figure 9, a flow diagram 280 is shown that illustrates an example method of managing a rail network. 25 During use, rail scheduling personnel at the remote scheduling facility 30 determine 282 the number of dumpers in operation at the port(s) 16, and use the obstruction effect tool 100 to determine the effect of track 30 obstruction(s), reductions in transit speeds on train transit times and the number of trains required in order to achieve planned production targets. The rail scheduling personnel also select 286 a rail 35 traffic template 80, 90 that is appropriate for the required number of trains, and the rail scheduling personnel use 288 the selected rail traffic template to 4929582_1 (GHMatters) P92054.AU.1 28 manage train movements. The rail scheduling personnel also use 290 the balance screen 250 to determine whether an imbalance exists 5 between a desired distribution of trains on the rail network 12 and the actual distribution of trains, and if necessary enters desired modifications to the train numbers in the manual modification boxes 282 if appropriate. 10 It will be appreciated that the present system is particularly applicable to a heavy haulage rail network wherein the source, destination and rail network are all owned and/or under control of one organization, because 15 the system provides the organization with control over the timing of train departures, train arrivals and movements of trains between the source and destination. It will be appreciated that the present system enables 20 more trains to be moved through the rail network 12 than with conventional rail networks 12. It will also be appreciated that the present system enables the expected impact due to track obstructions is 25 better understood and therefore the timing of planned track maintenance to be chosen so that future impact on capacity on the rail network 12 is reduced. It will also be appreciated that the present system 30 enables the rail network 12 to recover better after planned track maintenance. Furthermore, it will be appreciated that the present system enables dumper vacancy to be minimized. 35 Modifications and variations as would be apparent to a skilled addressee are deemed to be within the scope of the 4929582_1 (GHMatters) P92054.AU.1 29 present invention. 4929582_1 (GHMatters) P92054.AU.1

Claims

1. A rail network management system comprising: 5 a rail monitoring system arranged to determine the current number of trains on the at least one track section of the rail network; the system being arranged to determine a required number of trains on the at least one track section in 10 order for the rail network to operate according to a defined production schedule; and the system being arranged to facilitate communication to an operator of the current number of trains on the at least one track section and the required number of trains 15 on at the least one track section.

2. The system as claimed in claim 1, comprising an obstruction effect tool arranged to predict the impact on throughput of trains on the rail network when at least one 20 obstruction is present on the rail network and/or at least one speed restriction is applicable on the rail network.

3. The system as claimed in claim 2, wherein the obstruction effect tool is arranged to predict the 25 additional transit time for a train to travel across the rail network when at least one obstruction is present on the rail network and/or at least one speed restriction is applicable on the rail network. 30

4. The system as claimed in claim 2 or claim 3, wherein the obstruction effect tool is arranged to predict the shortfall of trains on a track section of the rail network when at least one obstruction is present on the rail network and/or at least one speed restriction is 35 applicable on the rail network. 4929582_1 (GHMatters) P92054.AU.1 31

5. The system as claimed in any one of claims 2 to 4, wherein the obstruction effect tool is arranged to receive information indicative of the number of dumpers in operation at at least one port of the mine operation, to 5 determine the transit time for a train to travel across the rail network, and to determine the required number of trains on a track section of the rail network section in order for the rail network to operate according to a defined production schedule. 10

6. The system as claimed in any one of claims 2 to 5, wherein the obstruction effect tool is arranged to receive information indicative of at least one obstruction on the rail network, to determine the transit time for a train to 15 travel across the rail network, and to determine the required number of trains on a track section of the rail network that includes the at least one obstruction in order for the rail network to operate according to a defined production schedule. 20

7. The system as claimed in any one of claims 2 to 6, wherein the obstruction effect tool is arranged to receive information indicative of at least one speed restriction on the rail network, to determine the transit time for a 25 train to travel across the rail network that includes the at least one speed restriction, and to determine the required number of trains on a track section of the rail network that includes the at least one speed restriction in order for the rail network to operate according to a 30 defined production schedule.

8. The system as claimed in any one of the preceding claims, wherein the system is arranged to facilitate selection of a rail traffic template from a plurality of 35 rail traffic templates, each rail traffic template defining desired commencement times of trains, desired spacings between adjacent trains and desired locations of 4929582_1 (GHMatters) P92054.AU.1 32 the trains for a given time.

9. The system as claimed in any one of the preceding claims, comprising a system balance tool including a 5 visual representation of the rail network including representations of track sections of the rail network, at least one track section representation including a trains required number indicative of the required number of trains on the track section, and an actual trains number 10 indicative of the current number of trains on the track section.

10. The system as claimed in claim 10, wherein the system balance tool is arranged such that the appearance of each 15 track section depends on whether the required trains number is greater than, less than or equal to the actual trains number.

11. The system as claimed in claim 11, wherein the system 20 balance tool is arranged such that the colour of each track section depends on whether the required trains number is greater than, less than or equal to the actual trains number. 25

12. The system as claimed in any one of the preceding claims, wherein the rail network is part of a mine operation that includes at least one mine site and at least one port, the rail network interconnecting the mine site(s) and the port(s). 30

13. The system as claimed in any one of the preceding claims, wherein the rail monitoring system includes a plurality of rail interfaces distributed on the track sections and arranged to produce signals indicative of the 35 locations of trains on the rail network.

14. The system as claimed in any one of the preceding 4929582_1 (GHMatters) P92054.AU.1 33 claims, wherein the rail monitoring system includes a GPS device on each train on the rail network, the GPS device arranged to produce signals indicative of the location of the train on the rail network. 5

15. The system as claimed in any one of the preceding claims, wherein the rail network management system includes a remote scheduling facility arranged to communicate with the rail monitoring system, the system 10 being arranged to facilitate communication to an operator of the current number of trains on the at least one track section and the required number of trains on at the least one track section to the remote scheduling facility, and to display the information indicative of the current 15 number of trains and the required number of trains at the remote scheduling facility.

16. The system as claimed in claim 16, wherein the remote scheduling facility includes at least one monitoring 20 station usable to display the current number of trains and the required number of trains for at least one track section.

17. The system as claimed in claim 16 or claim 17, 25 wherein the obstruction effect tool and/or the system balance tool are accessible at the remote scheduling facility using the at least one monitoring station.

18. The system as claimed in any one of the preceding 30 claims, wherein the system comprises a data storage device arranged to store rail topology information indicative of topology of track sections of the rail network, production information indicative of desired production parameters, and/or train position information indicative of the 35 current location of the trains on the rail network. The database may be located at the rail scheduling facility. 4929582_1 (GHMatters) P92054.AU.1 34

19. An obstruction effect tool for a rail network having a plurality of track segments, the obstruction effect tool arranged to receive information indicative of at least one obstruction on at least one track segment of the rail 5 network, to determine the effect of the obstruction on other track segments of the rail network, to predict the impact on throughput of trains on the rail network based on the effect of the obstruction on other track segments of the rail network, and to predict the shortfall of 10 trains on the rail network when at least one obstruction is present on the rail network.

20. An obstruction effect tool as claimed in claim 19, wherein the obstruction effect tool is arranged to predict 15 the additional transit time for a train to travel across the rail network when at least one obstruction is present on the rail network.

21. An obstruction effect tool as claimed in claim 20, 20 wherein the obstruction effect tool is arranged to use the predicted additional transit time for a train to travel across the rail network when at least one obstruction is present on the rail network to determine the constraint number of trains/day on the rail network. 25

22. A method of managing distribution of trains on a rail network having a plurality of track sections, the method comprising: providing a rail monitoring system arranged to 30 determine the current number of trains on at least one track section of the rail network, the rail monitoring system including an obstruction effect tool arranged to predict the impact on throughput of trains on the rail network when at least one obstruction is present on the 35 rail network and/or at least one speed restriction is applicable on the rail network; 4929582_1 (GHMatters) P92054.AU.1 35 using the obstruction effect tool to determine a required number of trains on the at least one track section in order for the rail network to operate according to a defined production schedule; and 5 facilitating communication to an operator of the current number of trains on the at least one track section and the required number of trains on at the least one track section. 10

23. The method as claimed in claim 22, comprising using the obstruction effect tool to predict the additional transit time for a train to travel across the rail network when at least one obstruction is present on the rail network and/or at least one speed restriction is 15 applicable on the rail network.

24. The method as claimed in claim 23, comprising using the obstruction effect tool to predict the shortfall of trains on a track section of the rail network when at 20 least one obstruction is present on the rail network and/or at least one speed restriction is applicable on the rail network.

25. The method as claimed in claim 23 or claim 24, 25 comprising receiving at the obstruction effect tool information indicative of the number of dumpers in operation at at least one port of the mine operation, and using the obstruction effect tool to determine the transit time for a train to travel across the rail network, and to 30 determine the required number of trains on a track section of the rail network section in order for the rail network to operate according to a defined production schedule.

26. The method as claimed in any one of claims 23 to 25, 35 comprising receiving at the obstruction effect tool information indicative of at least one obstruction on the rail network, and using the obstruction effect tool to 4929582_1 (GHMatters) P92054.AU.1 36 determine the transit time for a train to travel across the rail network that includes the at least one obstruction, and to determine the required number of trains on a track section of the rail network that 5 includes the at least one obstruction in order for the rail network to operate according to a defined production schedule.

27. The method as claimed in any one of claims 23 to 26, 10 comprising receiving at the obstruction effect tool information indicative of at least one speed restriction on the rail network, and using the obstruction effect tool to determine the transit time for a train to travel across the rail network that includes the at least one speed 15 restriction, and to determine the required number of trains on a track section of the rail network that includes the at least one speed restriction in order for the rail network to operate according to a defined production schedule. 20

28. The method as claimed in any one of claims 22 to 27, comprising providing a system balance tool including a visual representation of the rail network including representations of track sections of the rail network, at 25 least one track section representation including a trains required number indicative of the required number of trains on the track section, and an actual trains number indicative of the current number of trains on the track section. 30

29. The method as claimed in claim 28, wherein the system balance tool is arranged such that the appearance of each track section depends on whether the required trains number is greater than, less than or equal to the actual 35 trains number. 4929582_1 (GHMatters) P92054.AU.1 37

30. The method as claimed in claim 29, wherein the system balance tool is arranged such that the colour of each track section depends on whether the required trains number is greater than, less than or equal to the actual 5 trains number.

31. The method as claimed in any one of claims 22 to 30, comprising providing a remote scheduling facility arranged to communicate with the rail monitoring system, 10 communicating to an operator of the current number of trains on the at least one track section and the required number of trains on at the least one track section to the remote scheduling facility, and displaying the information indicative of the current number of trains and the 15 required number of trains at the remote scheduling facility. 4929582_1 (GHMatters) P92054.AU.1