The Signalling Programme

Introduction
January 2009 the Danish parliament decided to fund a Euro 3.2
Billion replacement programme of renewing all Danish railway
signalling before 2021.
The programme is 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.
Banedanmarks 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. The existing signalling systems generate approximately 39.000 delayed trains
pr. year and account for about half of all the delays that Banedanmark as infrastructure owner are responsible for. A renewal based purely on life expiry would mean
that 60% of all signalling installations would have to be replaced before 2025. So no
matter what, major investments lay ahead.
In 2006 Banedanmark conducted a strategic analysis demonstrating that a total renewal strategy would be the best economical and technical way of renewing the signalling systems. This lead to a principle political decision in principle and the start of
a project proposal phase where Banedanmark detailed an analysed the best plan for
procurement, roll out, time plan, system configuration and cost. This led to the final
governmental approval and decision to:
•
•
replace all signalling on all Banedanmark's railway lines before 2021 and
replace all signalling on the Copenhagen S-bane before 2020.
This folder shortly outlines the background, plans, costs and benefits of the
programme.
3
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.
The idea of total renewal of all signalling equipment was conceived as a response to
a number of urgent infrastructure management constraints:
•
•
•
•
•
•
A high and increasing average age of Banedanmarks signalling assets.
see "Existing technology"
Lacking competition in the Danish market due to unique national rules,
limited market and the associated monopolistic marked situation
High maintenance costs, safety approval, implementation of changes and
spare parts
Difficulties in the supplychain for spare parts
Lacking expertise in the old technologies as staff is pensioned
Lack of functionality and potential development of the railway.
Comparison of asset-by-asset renewal and total renewal
Bn 60
DKK
50
40
30
20
10
4
204
5
7
9
204
1
204
3
203
5
Asset by asset renewal
203
203
203
1
203
3
5
202
7
202
9
202
9
202
1
202
3
201
201
5
201
7
200
9
201
1
201
3
0
Total renewal
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.
The key elements in Signalling 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 suitable metro/urban railway signalling
system, eg. a CBTC1 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 part will be based on ERTMS
baseline 3.0.0, and aligned with the European work on technical and operational harmonisation.2
Development of a complete new set of operational rules for the conventional network according to
European specifications (TSI-OPE ). 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.3
Realising that today 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 for the mainline, 1 framework contract for onboard 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: CBTC: Communication
Based Train Control, latest technology for urban rail systems.
Note 2: ERTMS: European Railway
Traffic Management System, a
mandatory common European
standard for train control and train
radio systems.
Note 3: TSI-OPE: Technical
Specification for Interoperability
- Operations. Mandatory European
specification for Interoperable
railway operations.
5
Signalling today
The Banedanmark network includes 2.100 km of lines and
3.200 km of tracks. It serves about 560 train sets and
locomotives 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 is operated
from three larger regional control centres and 11 smaller control centres. One larger
modern control centre manages the operation of the Copenhagen S-train network.
All signalling to the driver is provided through colour light signals as described in the
Danish rule book SR75, which like most national rulebooks 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 simple loop based ATP-system (HKT) provides continuous train supervision and protection on most of the network.
6
7
Age
Around half of the signalling systems in use today are more than 50 years old. Nearly
80% are based on relay technology from the 1950-60’ies and some even on pre World
War 1 technology.
Even today there are lines with signalling which needs 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 is the cause of 39.000 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
% 95
94
93
92
91
90
89
88
2008
2013
2018
2023
2028
S-bane
8
2033
2038
F-bane
Service life on signalling assets as pr. 2020
Hjørring
Frederikshavn
Brønderslev
Frederikssund
Farum
Klampenborg
Lyngby
Buddinge
Hellerup
Ballerup
Ryparken
Østerport
Vanløse Flintholm
Valby
København H
Ny Ellebjerg
Høje Taastrup
Aalborg
Thisted
Hillerød
Hundige
Hobro
Skive
Struer
Randers
Ryomgård
Langå
Viborg
Vemb
Holstebro
Køge
Hornslet
Silkeborg
Herning
Århus H
Ringkøbing
Helsingør
Snekkersten
Skanderborg: FC
Skjern
Nivå
Horsens
Hellerup
Østerport
Hvidovre
Roskilde
Kbh H
Kalundborg
Høje
Kastrup
Tølløse
Taastrup
Køge
Slagelse
Korsør
Ringsted
Holbæk
Vejle
Varde
Lunderskov
Esbjerg
Bramming
Ribe
Taulov
Kolding
Vamdrup
Vojens
Fredericia
Middelfart
Odense
Tommerup
Ringe
Rødekro
Tønder
Tinglev
Nyborg
Svendborg
Næstved
Vordingborg
Sønderborg
Padborg
Nykøbing F
Rødby Færge
Gedser
Service life not expired
Service life expired
No line block system today
9
Future signalling
Total renewal offers the possibility of a step change in technology
from yesterdays custom made distributed electromechanical
technologies to todays 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 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 hostile 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 country wide.
For the Copenhagen mass transit system the “S-bane” a similar approach have been
taken and all the same benefits will be achieved. But for the S-bane, the current
stage of technology offers the possibility of implementing CBTC, in line with the
choice of many other recent metro/urban projects around the world. 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. It has been decided to prepare the
new signalling system on the S-bane for future unmanned train operation, offering
the ultimate capacity and reliability.
10
ERTMS Level 2 principles
CTC
Dispatcher
Radioblockcentre
Interlocking
GSM-R data
Marker board
ETCS
Axlecounter
Eurobalise
Eurobalise
Train detection
Point machine
CBTC principles
Speed
CBTC profile
Cab signalling
Movement Authority
CBTC
CBTC
Balise
(Km-stone)
Movement Authority
Position
Balise
(Km-stone)
Zone controller
(interlocking and radioblock)
Position
Movement Authority
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 contracts (East and West) for all the signalling equipment for the mainline
and regional network of Banedanmark.
1 framework contract for all the ERTMS on-board equipment for mainline trains.
1 contract for the replacement of all S-bane signalling including the on-board
equipment for the rolling stock.
The replacement of infrastructure signalling on the mainline network have been divided in 2 in order to ensure that more suppliers have the capacity to renew all
signalling in the geographical area within the time frame of 2021. One supplier can
bid for both contracts, but will need to demonstrate the necessary capabilities and
strength to implement the whole country within the timeframe of 2021. The 2 contract strategy furthermore offers the possibility of an alternative supplier as a fall
back possibility should one of the chosen contract holders be unable to deliver the
contracted deliveries.
The infrastructure signalling contracts will contain the full replacement of all signalling components with in the area including the integrated traffic management system
for that area and maintenance of the full package for some years.
As more train operating, companies will need on-board equipment, a framework
contract has been chosen for this delivery.
12
As there is no interoperability requirement for the S-bane and no international mass
transit standard the best option showed 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 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 tendered 1st quarter 2009.
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.
In the tendering process it is the Signalling Programmes ambition to go through a
dialogue based negotiation process ensuring the best possible match between the requirements and the solutions offered. A likewise process is envisaged for the following design period to minimise the risk of deviations between requirements, design,
final solutions and performance.
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 above mentioned contracts. By the end of the period, three early
deployment schemes covering approximately 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 in to
operation around 2016. 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. The same aspects of the new S-bane Semi-automatic Train Operation
(STO) can be tested and proven on this line.
14
Roll-out plan for Banedanmark's network
Hj
Fh
Ab
Ti
2021
2018
Hb
2020
Str
Vem
Rd
Vg
Gr
Lg
Ho
2021
2021
Hr
Sl
Ar
Hg
Sq
Sd
Sj
2019
2021
Hs
2020
2021
2020
2019
Es
Bm
Lk
2019/20
Od
2019/20
2019
Ng
Kk
Kh
Cph Phm
2021
2017
Kø
Næ
2021
2018/19
Svg
Tdr
Kj
Rg
2021
Te
Gb
Ro
Fa
Sno
Tl
2019/20
Hk
Kb
Vj
Vo
Sdb
Pa
2021
2021
Nf
Rf
Main lines
Secondary lines
Early deployment
Commercial operation
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 “double”-fitted with ERTMS and existing ATP equipment as well as
a specific transmission module (STM-DK) that can interpret existing ATP balises and
loops. ERTMS level 2 roll out it 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 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 evaluate the possibilities of including ERTMS Regional 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
2009
Fjernbane
2021
S-bane
2020
16
2010
2011
2012
Procurement
(3 years)
Procurement
(2 years)
2013
2014
Design
(3 years)
Design
(2 years)
Test
(2 years)
2015
2016
2017
2018
Test
(3 years)
2019
2020
Roll-out
(4 years)
Roll-out
(6 years)
2021
2022
2023
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
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17
Cost and benefits
Cost
The total renewal is funded by the Danish government as one programme running
from 2009-2021. The final political approval was given February 2009, and the
project is ongoing.
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 Euros, price level 2009
18
Conventional
network
S-banen
Complete replacement of all installations
2,0
0,4
Correction for risk = 30%
0,6
0,1
Total costs
2,6
0,5
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. Never the less, 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, 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.
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
19
Change
Management
A total replacement of all signalling systems is a change that
will affect most employees in Banedanmark.
As the signalling system interfaces to nearly all other systems on the network, the
total renewal will have some sort of impact on nearly all Banedanmark employees.
•
•
•
•
All staff managing train operations will have to operate new systems, use new
operational rules and for many this will mean relocation of their work location.
All train drivers employed with the train operators will similarly need to be
taught new rules and systems.
All technical signalling staff will have a completely new technology to support.
Others are impacted indirectly by changes in back-office system , new operational concepts and rules etc.
In order to manage this huge transition during the roll out of the contracts and while
all train operations need to operate normally throughout project duration, a separate
project within the signalling programme has been established with the focus on a
smooth organisational transition and training.
20
Data and info
Selected data of the Danish network today and after the
renewal of the signalling system.
The “future data” is based on the Banedanmark project proposal which have been the
fundament for plans and cost projections. The actual future data will depend on the
winning suppliers configuration of the signalling system.
More detailed information on
the Signalling Program can be
found on Banedanmarks homepage
www.bane.dk
Data
Subject
To day
Future
ca. 3.200
ca. 3.200
Stations
289
289
Interlocking (on stations & lines)
476
23
Protected Level Crossings (out of 1154 level crossings in total)
465
465
Train detection sections
6.637
6.322
Point machines
3.229
3.229
Daylight signals
3.943
-
140
140
14
3
-
40
Trains on conventional network and S-banen
560
560
Radio - GSM-R masts
242
517
Train control operational staff
415
ca 305
ca 2.500
ca 2.500
Track lenght in km
Yellow fleet vehicles
Traffic management centres
Radio Block Centre / Zone controller
Train drivers
21
The Signalling Programme
A total renewal of the Danish signalling infrastructure
Banedanmark
The Signalling Programme
Amerika Plads 15
DK-2100 Copenhagen
Phone: +45 8234 0000
www.bane.dk
© Banedanmark, February 2009
ISBN: 978-87-90682-00-2
Design by: Bobek Design
Coverphoto: Banedanmark
Print: Trykbureauet
Number printed: 60
Banedanmark
The Signalling Programme
Amerika Plads 15
DK-2100 København Ø
www.bane.dk