The Signalling Programme A total renewal of the Danish signalling infrastructure

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1 The Signalling Programme A total renewal of the Danish signalling infrastructure

2 Introduction January 2009 the Danish parliament decided to fund a Euro 3.2 billion replacement programme of renewing all Danish railway signalling before The programme is one of its kind in Europe both in size and being unique in its approach of focusing on economies of scale and creating a competitive market situation to ensure the best possible price and quality. The programme also introduces a step change in technology which maximises the possibilities and benefits of re-signalling the Danish railway network. Customer benefits from the programme includes: higher reliability, higher line speed at selected lines, homogenous high safety and nationwide interoperability. Banedanmark's signalling systems are aging to a point, where many of the present signalling systems have overrun their technical service life. This leads to an increase in errors and delays for passengers and a general decrease in train traffic service level. A renewal based purely on life expiry would mean that 60% of all signalling installations would have to be replaced before So no matter what, major investments lay ahead. Banedanmark conducted a strategic analysis demonstrating that a total renewal strategy would be the best economical and technical way of renewing the signalling systems. Further detailing this strategy in a detailed project proposal led to the governmental decision to: replace all signalling on all Banedanmark's railway lines before 2021 and replace all signalling on the Copenhagen S-bane before The signalling programme is now well underway. The organisation has grown from 10 to 42 employees and a major consortium of consultants is in place. This folder shortly outlines the background, plans, costs, benefits and the current status of the Danish Signalling Programme. 3

3 Signalling today The Banedanmark network includes km of lines and km of tracks. It serves about 560 trains from four major operators on the conventional network. Existing technology The existing Danish railway system is equipped with traditional signalling equipment i.e. colour light signalling, train detection by means of track circuits, and points operated by electric point machines. The mainline and regional network (Fjernbanen) is operated from three larger regional control centres and 11 smaller control centres. One larger modern control centre manages the operation of the Copenhagen mass transit network (S-banen). All signalling to the driver is provided through colour light signals as described in the Danish rule book SR75, which like most national rule books is a specific set of Danish rules iteratively developed over a period of almost 100 years. Danish ATP was developed around 1990 based on the Siemens ZUB100 platform. The system uses balise transmission and infill loops to complement line side signalling. Most main lines are fully equipped providing supplementary cab signalling, but secondary lines are either equipped with a scaled down train stop system without cab signalling or unequipped. On densely trafficked main lines infill is widely used to heighten capacity. On the Copenhagen S-bane a loop based speed code ATP-system (HKT) provides continuous train supervision and protection on most of the network. 4

4 5

5 Age About half of the signalling systems in use today are more than 50 years old. Nearly 80% are based on relay technology from the ies and some even on pre World War 1 technology. Even today there are lines with signalling which need urgent replacement and during the next 15 years 60% of the signalling assets life cycle expires. Experience show that if the assets are not replaced in due time before the life cycle expires, the number and severity of delays will increase, along with the risk of high profile breakdowns. The current signalling system causes delayed trains pr. year corresponding to half of the total delays attributable to Banedanmark. Analysis has shown that with a continuation of the existing level of investment for renewal and maintenance in signalling equipment, the punctuality will steadily decrease, as the current level of renewal is lower than the level of life cycle expiry. Punctuality for the Fjernbane and S-bane with maintained level of reinvestment % S-bane F-bane 6

6 Service life on signalling assets as per 2020 Frederikshavn Hillerød Farum Lyngby Aalborg Thisted Klampenborg Copenhagen Høje Taastrup Grenå Langå Køge Herning Århus Helsingør Skjern Vejle Roskilde Kalundborg Copenhagen Fredericia Ringsted Esbjerg Odense Nyborg Køge Næstved Svendborg Tønder Padborg Rødby Fg Service life not expired Service life expired No line block system today New line 7

7 The concept of a total renewal Total renewal means replacing all signalling equipment. From basic train detection and point machines to the overall traffic management systems as well as on-board systems. A new strategy for signalling The idea of total renewal of all signalling equipment was conceived as a response to a number of urgent infrastructure management constraints: the high and increasing average age of Banedanmark's signalling assets lacking competition in the Danish market due to unique national rules, limited market and the associated monopolistic market situation high maintenance costs, safety approval, implementation of changes and spare parts difficulties in the supply chain for spare parts lacking expertise in the old technologies as staff is pensioned lack of functionality and potential development of the railway. Comparison of acummulated cost of asset-by-asset renewal and total renewal Bn 60 DKK Asset by asset renewal Total renewal 8

8 On this background a comparable business case study of different renewal strategies was undertaken in 2006: A more traditional successive renewal based on life cycle expiry. A total renewal of all signalling system regardless of age rolled out within a limited period. Despite the fact that there will be sunk costs associated with a total renewal strategy as all existing signalling systems are replaced regardless of age, the study showed that the cost, risk and benefits of a total replacement was a better option than a traditional renewal strategy. Key elements in the strategy All conventional network signalling equipment is replaced with ERTMS level 2 based cab signalling, modern computer based area interlocking and state of the art central control systems. Likewise all signalling on the Copenhagen S-train network is replaced with a CBTC (Communication Based Train Control) 1 metro/urban railway signalling system, prepared for driverless operation. Total renewal means total replacement. All existing equipment is replaced no matter the age or technology. The procurement will be based on functional requirements focusing on safety, performance and life cycle costs of the signalling infrastructure. To use European railway and industrial standards where possible. The ERTMS ( European Railway Trafiic Management System) 2 part will be based on ERTMS baseline 3 and aligned with the European work on technical and operational harmonisation. Development of a complete new set of operational rules for the conventional network according to European specifications TSI-OPE (Technical Specification for Interoperability Operations) 3. Also, to develop a new set of operational rules for the S-bane network, e.g. by adopting an existing and proven set of rules from other metro/urban railway systems. Realising that currently no international signalling or interlocking standard exists, lower unit prices are best obtained by tendering out the replacement of all signalling on the conventional network in 2 major contracts, 1 framework contract for on board equipment and the S-train network as one contract. The total replacement strategy has additional advantages: Competition between all major signalling players as all requirements are new and high level. Equipment and interface problems between components will diminish as one supplier delivers a full signalling package, the benefit of having only one safety approval per contract and design & development costs will represent a low proportion of the investment. By a well planned but swift roll-out, a number of benefits will be obtained: minimising the disruption during implementation, obtaining a beneficial learning curve by repetitive similar installations, and not least a quicker pay-back in terms of benefits. Procuring a few major contracts will be combined with a performance type contract where the supplier delivers technical operation and maintenance for a number of years governed by a set of performance indicators. The performance type contracts are considered a means to secure the efficient delivery of the new system as well as a cheaper and more efficient maintenance regime. Note 1: Latest technology for urban rail systems. Note 2: A mandatory common European standard for train control and train radio systems. Note 3: Mandatory European specification for Interoperable railway operations. 9

9 Future signalling Total renewal offers the possibility of a step change in technology from yesterday's custom made distributed electromechanical and relay-based technologies to today's industrial standard IT-components. A step change in technology The total renewal strategy will implement the newest proven signalling technology, based on standard industrial hardware components, redundant system configurations offering uniform system interfaces and high reliability. Furthermore, it gives the opportunity to implement full interoperability on the Danish conventional network (Fjernbanen) and to integrate the automatic traffic management in a few centres for the whole country. To achieve these benefits, the natural choice for the conventional network has been ERTMS level 2 which offers substantial economical and operational benefits associated with the removal of all line side signals. The reduction of volatile equipment in the sensitive near-track environment reduces the vulnerability of the signalling system. The centralisation of interlocking logic and radio block centres on the basis of modern computers enables the realisation of the high performance vision, on the basis of redundant fault tolerant configurations. The configuration will, in addition to the above, include condition monitoring of components, integration with passenger information systems and a uniform and higher country wide level of safety. For the Copenhagen mass transit system (the S-bane) a similar approach has been taken and all the same benefits will be achieved. For the S-bane, the majority of technology offers the possibility of implementing new CBTC technology. CBTC can be viewed as the ultimate efficient signalling solution, with almost no equipment in the near-track zone. The centralisation and possible integration of interlocking and radio block computers enables optimum performance as well as maintainability and is believed to be the best life cycle cost alternative. The system will be prepared for future Unmanned Train Operation (UTO). 10

10 ERTMS Level 2 principles Dispatcher CTC GSM-R data Interlocking ETCS Marker board Axlecounter Eurobalise Eurobalise Train detection Point machine S-bane signalling system Signalman TMS Data radio Interlocking Radioblockcentre Zonecontroller CBTC Marker board Balise Balise Point machine 11

11 Procurement Economies of scale is obtained not only by adopting existing standards but also by procuring the renewal in few, large contracts including delivery of all equipment, installation and maintenance within a larger geographical area. A key driver in the signalling strategy has been to obtain the best possible prices and performance through economies of scale and a true competition between the suppliers capable to deliver such a scheme. After careful analysis it has been decided to divide the total replacement into 4 major packages: 2 tenders (East and West) for all the signalling equipment for the conventional network of Banedanmark 1 framework tender for all the ERTMS on-board equipment for trains on the conventional lines 1 tender for the replacement of all S-bane signalling with a radio based CBTC system including the on-board equipment for the rolling stock. The replacement of infrastructure signalling on the conventional network have been divided in 2 (East & West) in order to ensure that more suppliers have the capacity to renew all signalling in the geographical area within the time frame of The 2-contract strategy includes that the winner of the East contract have an option for the west contract and offers the possibility to call this option in case the chosen contract holders for west contract should be unable to deliver the contracted deliveries. The winner of the west contract have a similar option for the East supply. The infrastructure signalling contracts will contain the full replacement of all signalling components within the area including the integrated traffic management system for that area and maintenance of the full package for the duration of the signalling systems life. As more train operating companies will need on-board equipment, a framework contract has been chosen for this delivery. 12

12 As there is no interoperability requirement for the S-bane and no international mass transit standard it is decided to choose a single supplier for all signalling delivery on the entire S-bane net. The tender will be aimed at the supplier s proprietary solutions with the newest well proven and integrated CBTC system offering the most performance for the investment. Modern traffic management solution. Copenhagen S-bane. Photo: Banedanmark The choice of ERTMS level 2 will require a data radio network based on the European GSM-R standard to support the communication between the signalling infrastructure and the onboard equipment. This will be rolled out as a second phase of the current GSM-R voice roll-out which will be contracted first half of In order to provide sufficiently radio capacity for the ETCS level 2 operation in dense traffic, the programme is planning to introduce packet switched transmission in the ERTMS level 2 system. This specification change is pursued by many European networks, and the work is being done in cooperation with partners ERTMS users group, DB Netze and Network Rail. All tenders will be led as negotiated tenders based on overall functional requirements specifications. The functional specification will contain a completely new operational concept identifying the functional requirements and the areas to be covered by future operational rules. The system requirements specification for the conventional railway is planned to be developed in a joint group of the chosen suppliers and Banedanmark, in order to guarantee the same operational solution on all sides of the contract borders. 13

13 Roll-out The overall roll-out strategy is to implement early deployment lines for extensive test and approval, followed by a swift roll-out of main lines and regional lines. From 2009 through 2015, allowing for the preparation of the assets for signalling roll-out and fitting of rolling stock with ERTMS Level 2, investments will be focused on improving the lines with punctuality concerns through life extension of existing equipment. During this period the Signalling Programme will establish the full programme organisation and procure the abovementioned contracts. By the end of the period, three early deployment schemes covering app. 300 km are planned to be installed. Early Deployment Schemes An early deployment scheme is the first line to prove the commercial operation of the new signalling systems. These lines will be fitted with the new systems in parallel with the old and extensively tested in parallel before entering supervised full operation. After reliability growth and type approvals the installation process can move on. A long design and test period has been chosen in all of the signalling infrastructure contracts as the following roll-out is relatively aggressive and allow for no delays due to teething issues. The plans point out an implementation of ERTMS Level 2 based early deployment on Roskilde-Køge Næstved and Frederikshavn Aalborg Langå which will go into operation around The benefits of this programme include an extended period of testing and significant opportunity for reliability proving prior to full scale mainline introduction. In addition, new rule book issues, training, and maturity issues of ERTMS can be developed in relatively large areas in Jutland and Zealand. For the S-train network, the northern line Lyngby-Hillerød is selected as early deployment line in operation The same aspects of the new S-bane Semi-automatic Train Operation (STO) can be tested and proven on this line starting from

14 Roll-out plan for Banedanmark's network Frederikshavn Aalborg Thisted Grenå Langå Århus Herning Helsingør 2019 Skjern Vejle 2019/20 Kalundborg Fredericia /19 Ringsted Esbjerg Odense 2020 Roskilde 2019/20 Copenhagen Køge / Nyborg Næstved Svendborg 2018/19 Tønder Padborg Rødby Fg Main lines Secondary lines Early deployment Commercial operation New line 15

15 Roll-out As infrastructure signalling renewal is the driver for the programme, double equipment of infrastructure is generally not feasible. As a consequence the roll-out is based on rolling stock fitted with ERTMS and a specific transmission module (STM- DK) that can interpret existing ATP balises and loops. ERTMS level 2 roll-out is planned from 2018 to move prioritised south and east along the mainline (blue lines) in Jutland, as well as south and west along the mainline on Zealand including the new double track line København-Køge-Ringsted, and joining at the contract border on the western side of Funen. The installation programme then moves back westwards and eastwards to install the remaining secondary routes (red lines). The roll-out of ERTMS level 2 on the secondary lines have proved to be the cheapest way to achieve a necessary replacement of signalling on these lines as they benefit from the marginal cost of the full roll-out on main and regional lines. The use of the ERTMS Regional specification has been considered for these lines even though this approach is currently not sufficiently mature. Banedanmark will though evaluate the possibilities of including an ERTMS Regional like approach for these lines instead of ERTMS level 2. Completion of the programme is reached in Western Jutland and the Zealand coast line by 2021 in time to coincide with the life expiry of the existing ATP equipment. S-bane Like the process planned for the conventional network, the S-bane is expected to rely on double fitted rolling stock, the detailed solution being defined by the available options within the chosen supplier s solutions. With the restriction of the ATP interface untied and the low amount of near-track components, the installation of new systems can be done with very little need for engineering possessions. Phases Fjernbane and S-bane Fjernbane 2021 Procurement (3 years) Design (3 years) Test (3 years) Roll-out (4 years) S-bane 2020 Procurement (2 years) Design (2 years) Test (2 years) Roll-out (6 years) 16

16 For the S-bane a line by line renewal approach is assumed, starting with the outer parts of the Frederikssund-line and the Høje Tåstrup-line, followed by the Køge-line, with the central section being renewed as one of the last. This approach is chosen allowing for sufficient maturity and efficiency in deployment and operation of the new systems before affecting the most critical section. Roll-out plan for the S-baneX Klampenborg Ordrup Charlottenlund Hillerød ( 2014) Allerød Birkerød Holte Virum Sorgenfri Lyngby ( 2020) Jægersborg Gentofte Bernstorffsvej Frederikssund Ølstykke Gl. Toftegård Stenløse Veksø Måløv Ballerup Kildedal Malmparken Skovlunde Farum Herlev Husum Islev Værløse Hareskov Skovbrynet Bagsværd Stengården Jyllingevej Vanløse Buddinge Kildebakke Vangede Dyssegård Grøndal Fuglebakken Nørrebro Emdrup Bispebjerg Ryparken Hellerup ( 2016) Flintholm Svanemøllen Køge Ølby Ølsemagle ( 2018) Solrød Strand Karlslunde Greve Høje Taastrup Taastrup Albertslund Hundige Glostrup Brøndbyøster Rødovre Ishøj Hvidovre Vallensbæk Brøndby Strand Avedøre KB Hallen Ålholm Danshøj Friheden Åmarken Valby Peter Bangsvej Langgade Nordhavn Østerport Vigerslev Allé Enghave Nørreport Ny Ellebjerg Sjælør Sydhavn Dybbølsbro København H Vesterport Early deployment (Hillerød - Jægersborg) Frederikssund - Enghave, Høje Taastrup - Enghave Køge - Vesterport Farum - Vesterport, Ny Ellebjerg - Ryparken, Hellerup - Klampenborg, Hellerup - Jægersborg 17

17 The projects The countrywide signalling replacement is organised as one programme but practically structured in 6 projects tendered out in 5 contracts and 1 project done in-house Banedanmark. The programme consists of the following 6 projects: Fjernbane (countrywide mainline and regional network split into 2 projects) On-Board S-bane (the Copenhagen mass transit network) SPOR20 - Operational Rules Civil Works The programme has contracted consultancy services with a consortium of Rambøll (DK), Atkins (DK/UK), Emch Berger (CH) & Parsons (UK) to supplement a core team of approximately 40 Banedanmark employees. Safety assessor and Notified Body services have been awarded to Lloyds register (UK). In total approximately 100 people (spring 2010) are working on the preparation of the signalling system and onboard tender documents that are to be issued spring 2010 for the Copenhagen mass transit network (S-banen) and summer 2010 for the mainline and regional network (Fjernbanen). The scopes for the 6 projects are: Fjernbane The Fjernbane consists of 2 projects with the scope of replacing all of the infrastructure signalling systems on mainlines and regional lines in Denmark. The signalling systems comprise all signalling equipment including train detection, point machines, line side signals, interlocking, train control and traffic management. The Fjernbane project is also responsible for all adaptations to existing Banedanmark systems caused by the new fjernbane signalling system. The signalling system shall be based on ERTMS level 2, baseline 3. The system will be put into commercial service on a line by line basis and shall be fully implemented by the end of The 2 projects are tendered out mid 2010 with contract concluded by autumn

18 Onboard The Onboard is responsible for the implementation of the onboard part of the signalling system on Fjernbanen. The new ERTMS train control onboard equipment will be installed on all railvehicles operating on Fjernbanen (passenger trains, locomotives and Yellow Machines). The project is responsible for ensuring that the new train control system fulfils the requirements to ERTMS standard for ETCS onboard equipment. The project coordinates the contact to all train operation companies, freight operating companies and contractors, who shall implement the new train control system on their vehicles. The new train control system will be installed on vehicles aligned to the ERTMS infrastructure deployment plan for Fjernbanen. All installation work is expected to be completed by end of The tender material for Onboard is planned to be submitted by spring 2010 and contract concluded by mid

19 S-Bane The scoope of S-Bane project is the replacement of the signalling systems on the Copenhagen S-bane. The signalling systems comprise all signalling equipment including train detection, point machines, line side signals, interlocking, train control and traffic management, CBTC communication, on-board equipment etc. The S-Bane project also manages the necessary adaptations to existing Banedanmark systems caused by the new S-bane signalling system as well as the interface to DSB S-tog (metropolitan and suburban electric train) and other users of the S-bane (e.g. contractors) who shall implement the new train control system onboard their rolling stock. The new S-bane signalling system shall be a CBTC type system delivering full STO (Supervised Train Operation) and be prepared for UTO ( Unmanned Train Operation). It shall be fully in operation by the end of The S-bane tender material was sent out March to 5 pre-qualified suppliers. The plan is to close contract no later than mid SPOR20 SPOR20 stands for Signalling Programme Operational Rules The project is done inhouse and not tendered out as such. This project will deliver a new set of operational rules for operating trains, when the new signalling system is installed. The new rules will replace all existing operational rules on Banedanmark's net. SPOR20 is preparing the writing of a new rule set by identifying the operational processes. That means: 1. An overall concept for the operational rules is developed. The concept describes the operation in detail and how they are carried out. 2. Business process diagrams are developed wich give a general picture on how the processes are carried out and how the different processes are linked together. The business process diagrams gives an easy overview on how to carry out a specific railway operation. The development of the new operational rules is carried out in close cooperation will the other 4 projects. Continuous improvement, operational knowledge and experience are generously handed out to the rest of the signalling programme. Early deployment shall ensure that rules are available to operate a safe and effective system as the new equipment is brought into service. 20

20 Civil Works The Signalling Programme includes new buildings needed for the new Traffic Management Systems (TMS) F-bane and S-bane. These new buildings, Traffic Control Centres (TCC), will replace the existing RFC and FC buildings. For the F-bane it is anticipated that the number of the new TCC's will be reduced significantly compared to today. The core responsibility of the Civil Works project is development of the new concept for the future TCC's, design, construction and on time delivery of the TCC buildings. These new state-of-the-art TCC's will support the objectives of the Signalling Programme and also contribute to changed business processes. The TCC buildings will have a great influence on the working environment of many Banedanmark's employees and they will be first of all buildings with a modern and intelligent design to house not only the TMS-workplaces but also a number of auxiliary facilities like meeting rooms and space for recreation. Ensuring high architectural standards and future-oriented level of sustainability of the new TCC buildings is one of the main targets of the Civil Work project. The Civil Works package will be divided in contracts following the geographical placement of the TCC in autumn The new TCC will replace a number of small local control posts from a bygone era. 21

21 Cost and benefits Cost The total renewal is funded by the Danish government as one programme running from The final political approval was given February 2009, and the project is well underway following the agreed time schedule. The estimated cost of the full programme is 2.4 billion Euro (price level 2009) A risk margin of 30% is added to this cost (according to Danish legislation) which adds up to a total cost of 3.2 billion Euro. The estimated cost includes all costs: hardware, software, onboard equipment, design, project management, interface management, implementation, safety approval and all other costs which are directly caused by the total renewal. Cost Billion Euro, price level 2009 Conventional S-banen network Complete replacement of all installations Correction for risk = 30% Total costs

22 Benefits As the total renewal the signalling system is basically a replacement programme of existing signalling the benefits are small comparable to green field investments of similar size. Nevertheless, the total renewal approach results in more benefits for the passengers than a similar investment in a successive age based replacement. The main benefits are a reduction in signalling based failures achieving better punctuality. Other benefits include higher speed on selected routes, possibly higher capacity on selected routes, a high and uniform safety level everywhere, full ERTMS on all main and regional lines in Denmark and a much better basis for delivering a precise and timely passenger information. In addition to renewing the signalling technology, the rewriting of the Operational Rules will take advantage of the new technology in the new signalling system. Benefits A reduction of 80% of all signalling related delays on the mainline system and 50% on the S-bane will be achieved with the implementation of the new system Higher train speed and shorter travel time on some lines A homogeneous high safety level on the whole network ERTMS will offer full interoperability according to European standards Better traffic information to passengers 23

23 Organisational Implementation A complete renewal of the signalling systems will bring major change to the organisation in Banedanmark. The changes have various forms and include skills, competencies, working processes, corporation, organisational structures as well as physical frames. Even the general culture in the company might transform as a reflection of the vast introduction of digital technology. Realisation of the expected benefit from renewal of the signalling system depends heavily on a successful achievement and anchoring of the changes in the organisation of Banedanmark. Accordingly hereto, the Organisational Implementation is about a number of distinct projects and activities as well as general coordination and involvement of employees managed by a dedicated unit within the Signalling Programme. The unit is established with the objective of ensuring a smooth transition of the organisation in order to bring the new signalling system beneficial into operation. While planning, development and roll-out of the signalling system in particular is a technical challenge, the Organisational Implementation is characterized by other disciplines within the fields of leadership, communication and organisational theory. However, the disciplines have to be operated in very close coordination with the technical development, it has to sustain. 24

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