DK implementation plan forslag

Report
Banedanmark
Draft Signalling implementation plan
18. December 2006
Banedanmark Railway Network
1
Capacity, performance, obsolescence and economic requirements are the
key drivers to determine asset replacement strategy
Interlocking asset type
Remaining life key drivers
Electro mechanical
Spares shortage and re-servicing capability
Relay based
Ability to modify for future capacity needs
and supply chain management
Semi computer based
e.g. 1977 DSB
Spares and know how which
make renewal challenging
1. gen. computer based
e.g. 1990 DSB
Spares and know how which
make renewal challenging
Source: Booz Allen Hamilton analysis
2
Capacity utilisation
3
Age of Interlockings and Lineblock
4
Danish assets are quite old…
Reinvestment of IL and LB on mainline
 Following a ”natural” renewal scheme almost 46
% of all Interlockings and Lineblocks would be
renewed before 2015.
200
 These calculations are based on expected high
Service life for existing Relay based
Interlockings (55 ys.),
140
180
160
120
100
 and in fact optimistic Service lifes for existing
electronic IL’s(35 years for EBILOCK 850 &
SICAS S5..)
IL & LB
80
60
40
 This fact is a key driver for the business case
20
0
2015
2025
2035
2045
2055
5
And Danish ATP is also ageing
 ZUB123 was developed from 1987-1990, based on ZUB100 from Siemens. Part of the
hardware dates back to the late 70’ties. Service life ends 2011(Contract for 25 years).
 Life extension programme(20 % reinvestment) for the ATC Infrastructure side will be
undertaken 2007-11, and is estimated to prolong Service life until 2020, at which point the
system must be renewed. Most onboard systems can live until 2020 with small scale life
extension.
 Very few people support hardware as well as software of this type today, and the specific
development platform and software is essentially only supported by 1 or 2 engineers at
Siemens.
 ZUB 100 product line is no longer supported by Siemens Braunschweig
6
What is ERTMS?
 Common Interoperable European specification managed by the European Railway
Agency, and supported by products from 6 major signalling manufacturers
 Mandatory for new lines and larger reinvestment in signalling and train control on the
operationally integrated European Railway Network (~All DK lines excluding S-bane)
 Current baseline is SRS 2.3.0, Next baseline (3.0.0) is planned for 2010/11, including a
number of essential functions for conventional lines.
 Installed on more than 6.000 km of lines today, expected 18.000 km in 2008.
7
ERTMS level 1 based signalling
– Overlay to existing signalling comparable to existing Danish “ATC”
– Requires colour light signals and National Operational rules(SR75 or the like)
– A lot of complex and sensitive equipment close to the tracks
– Capacity dictated by block design and signalling sighting needs
– Expensive to increase capacity
– Costly to operate and maintain
8
ERTMS level 2 based signalling
– New Radio based signalling system, comparable to up-to-date Metro signalling
– Reduces the need for colour light signals by approx 80% (theoretically there’s no need)
– Normal operational mode covered by European Operational Rules.
– Very little complex and sensitive equipment close to tracks
– Capacity only related to block design
– High capacity ”only” requires shorter train detection sections
9
ERTMS Regional based signalling
– Near future Radio based signalling system, comparable to Level 2
– Reduces the need for colour light signals to a minimum
– Normal operational mode covered by European Operational Rules.
– Virtually no complex and sensitive equipment close to tracks
– Substantial savings on Signalling Infrastructure cost (no train detection) compared to present
system, L1 as well as L2
– Suitable for low capacity lines
10
The draft mainline implementation plan includes two ERTMS level 2
migration schemes starting in service by 2010
 …followed by a mainline roll out from North Jutland (Langå) by 2013, heading South and East to Odense by
2015, and Copenhagen including connection to Sweden by 2018. Rest of the network from 2017 to 2020
most likely with ERTMS Regional
Jutland
Secondary lines
ERTMS L2 or Reg.
Zealand
Korsør – Ringsted – Roskilde København H, København H
(Fjern)/Vigerslev – Peberholm,
København H – Helsingør,
Roskilde-Holbæk, Ringsted –
Rødby Fg
2014
2013
2012
2011
2010
2009
Roskilde - Køge – Næstved
Holbæk - Kalundborg,
Næstved - Gedser
2020
Route
Funen
2019
Mainline ERTMS L2
Odense – Svendborg
2017
Route
Fredericia –
Odense- NyborgKorsør
2016
Migration Schemes
2015
Region
KEY
2018
Langå - Århus H
Århus H – Vejle Fredericia
Langå -Ålborg – Frederikshavn
Route
Fredericia-Esbjerg, Esbjerg - Varde – Skjern,
Vejle - Herning - Holstebro - Struer – Thisted, Langaa
– Struer, Skanderborg – Herning, Herning - Skjern –
Holstebro, Lunderskov – Padborg, TinglevSønderborg, Bramming - Ribe – Tønder, Århus H –
Grenå
11
The draft S-bane implementation plan includes a migration scheme
on the Northern line starting in service by 2013/14
 …followed by a roll out on the other fingers 2015-16. The Circular line will be finished last around 2017.
KEY
Migration Scheme
Route
Main roll out
Route
Circular line
Region
Route
S-bane
2017
FlintholmHellerup
2016
2015
2014
2013
2012
Hellerup-Hillerød
Svanemøllen – Farum, København - Høje Tåstrup,
Valby – Frederikssund, Skelbæk – Køge, København Klampenborg
12
13
Migration
Rolling stock fitment plans
Class ID
IC4
IC2
Nærbanetog
IC3
IR4
MR
MZ
ME
EA
MQ/FQ (Desiro)
MT Frichs
MK
MY
ABs
Abns, Adns
ET/FT
MR
Lint 41
MK
MZ
EA
EG
Køf
Køf, German type
Køf
Engineers train
MX
MX
Køf, German type
M12
M14
T1
T53
Private railways
Private railways
Fleet size as
per 01/01/2006
Assumed
fleet size
2007
Assumed
fleet size
2012
83
23
83
23
42
101
44
0
0
0
3
12
0
0
0
0
0
24
15
29
21
20
10
13
13
0
12
0
101
44
79
1
37
12
12
1
1
1
14
101
44
79
1
36
12
12
1
1
1
14
27
27
24
15
29
21
20
10
13
13
0
12
24
15
29
21
20
10
13
13
0
12
35
4
7
1
1
1
1
Class ID
X31K
X2
Diesel Loco
Type
DMU
DMU
DMU
DMU
EMU
DMU
Loco-Diesel
Loco-Diesel
Loco-El
DMU
loco-local
Tractor
Loco-Diesel
Control Wagons
Control Wagons
EMU
DMU
DMU
Tractor
Loco-Diesel
Loco-Diesel
Loco - El
Tractor
Tractor
Tractor
35 Diesel loco
Diesel loco
Diesel loco
Tractor
Tractor
Tractor
Tractor
Tractor
29 DMU
42 DMU
Base fleet size
as at 2006
36
Assumed
fleet size
2007
36
10
2
Operator
Owner
Remaining Estimated
Life
Replacemen
Estimated
t Year
2008
DSB
DSB
DSB
DSB
DSB
DSB
DSB
DSB
DSB
DSB
DSB
DSB
DSB
DSB
DSB
DSB, Øresund
Arriva
Arriva
Railion
Railion
Railion
Railion
Railion
Railion
DSB
Banedanmark n/a
LJ
LB
DJ
LJ
LJ
HL
NJ
N/A
N/A
25
25
28
10
15
2
-13 TBD
0
2
19
-23 TBD
15
-18 TBD
20
0
19
2
21
15
-13
10
17
-23 TBD
-23 TBD
-23 TBD
S3 Fitment
2033 ETCS L2 and STM
2033 ETCS L2 and STM
2036 ETCS L2 and STM
2018 ETCS L2 and STM
2023 ETCS L2 and STM
2010 No
No
2008 No
2010 ETCS L2 and STM
2027 No
No
2023 No
No
2028 No
2008 No
2027 ETCS L2 and STM
2012 No
2029 ETCS L2 and STM
2023
2011
2018 ETCS L2 and STM
2025 ETCS L2 and STM
No
No
No
Main Roll out
# Fitments
Mods Time
(trainssets)
(days)
ETCS
Strategy 1 y fitment programme
2008
10
10
10
10
10
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
83
83
23
42
101
44
23
42
101
44
3
10
12
10
10
10
24
0
29
24
15
29
20
10
13
35
-21 TBD
-21 TBD
Assumed
fleet size
Type
2012
36 EMU
10 EMU
2 Loco-Diesel
29
retrofit
new
new
Estimated
Delivery
Replacemen ATC type
date, lates
t Year
2004
2034 ATC, DK and SE
1990
ATC, DK and SE
37
0
160
0
0
200
42
148
42
0
44
Øresund
ATC, DK and SE
14
29
Main target 1: Increase train-path Punctuality on Mainline
15
Main target 2: Increase train-path Punctuality on S-bane
16
Summary/assumptions roll out
 Signalling system totally renewed by 2020(2018). High reliability centralised system.
 Cab signalled Railway based on ERTMS level 2 and likely ERTMS Regional for rural
lines.
 80 % of all signals will be decommissioned. Only signals for shunting at stations and
yards (and possibly supporting a simple station to station fall-back operational mode)
 2 CTC centres to cover the Network, normal running based on timeplan/train number
system and conflict handling/advanced decision support for disruptions.
 Fibre optic transmission for whole Network
 Joint less Train detection (Presumably Axle counters)
 Massive parallel roll out, in the later stages
17
Summary/assumptions continued
 525 Rolling stock units to be mainly retrofitted at an expected cost below 100 K€ each
(Business Case uses 130-210 K€).
 GSM-R voice Radio planning tender will be issued end of this year including optional
Circuit Switched Data for Migration schemes.
 Network will be extended with GSM-R data in 2012-15, expected on basis of GPRS for
ETCS.
 Pilots based on ETCS baseline 2.3.0 + tests of 3.0.0 functions
 National roll out based on ETCS baseline 3.0.0
 STM development starts 2007, delivery 2009/10. Needed for Pilots and Øresund 2009/10
due to Swedish Malmø citytunnel. Need for close cooperation between Danish and
Swedish ERTMS programmes. At some point also with Germany if they decide for
anything in their Northern region. If Fehmarn decision Germany will also be high priority
18
Questions?
Thank you for your attention
19

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