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ERTMS in Denmark - Ramboll
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ERTMS in Denmark Status and return of experience 15 th April 2021 Chief engineer Jens Holst Møller Signalling systems, Banedanmark
Transcript of ERTMS in Denmark - Ramboll
ERTMS in DenmarkStatus and return of experience
15th April 2021
Chief engineer
Jens Holst Møller
Signalling systems, Banedanmark
Radiobased signalling in DK
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History
Current status
Challenges
Benefits and experience
Background (2005-08)
• 60 pct. of all signaling will have exceeded their useful life in 2024
• Core competencies regarding management and operation of
legacy signaling going on pension
• 50 pct. of all train delays caused by signalling related errors
• Interoperability not economically feasible within frame of legacy
signalling (1-2 national suppliers, closed/divided market)
• Obsolescence/renewal backlog concentrated on the most
important core network lines
• Conventional renewal not economically advantageous nor feasible
as method to remove renewal backlog
• Benefits associated with radiobased signalling (CBTC and ETCS L2)
Classic signalling systemRegional TMS or local operation, Station and line-block interlockings with track circuits, lateral signals and ATC/HKT
Radio based signallingFully centralised TMS, area Interlocking with axlecounters and ETCS (or CBTC on the S-bane)
Trafiktårn
Signalling roll-outEntire state railway TMS, transmission, signallingincl. all trackside assets.
• East Denmark, Alstom• West Denmark, Thales-Strukton• Onboard, Alstom• STM, Siemens• GSM-R, Nokia• S-bane CBTC infra and onboard, Siemens
Fjernbane infrastructure deployment rescheduled in 2017/18 due to delays in ERTMS onboard fitment of existing train fleet and political decisions to do large scale renewal of DSB train fleet (diesel to electrical).
Timeline2006 Strategic political decision for total renewal strategy (BCA for conventional age based vs total renewal)
2007-08 Programme planning for a total renewal programme (ERTMS L2 for mainlines, CBTC-GoA2 for Copenhagen S-bane): Detailed budgets, migration plans, organisation, procurement strategies etc.
2009 Final political decision for a fully financed total renewal programme by the Danish Parliament
2009-11 Signalling Programme procurement phase (Prequalification, tender dialogue, FNT&BAFO)
2012 Awarding all major contracts, start of design phase
2014 Joint test Lab established and operational. Start of Customer system integration testing.
2015 Handover of the two new TCCs. Integration testing ETCS onboard and STMs on ATC lines. Installation on first ETCS lines started.
2016 Commissioning of S-bane ED line with CBTC (Feb).
2017 SAT and Trial runs for the two ERTMS lines. Two First in Class baseline 3 trains in service end of year. Major replanning.
2018 Commissioning of West ED line. Nordjyske train fleet (two train series) installed and authorised for L2.
2019 Commissioning of first roll-out section on S-bane. Commissioning of DK2.0 SW for West. Commissioning of East ED line. DSB MQ trains, Arriva Lint41 and 8 IC3 fitted and authorised.
2020 Commissioning of West R08, more than 100 trains fitted and authorised for L2.
2021 CBTC commissioned on second roll-out of S-bane (Now 40% of the S-bane in CBTC). Commissioning of West R05, planned commissioning of East EDL-S(August) and R07(December)
Status April 2021West: • EDL, RO8 and RO5 in service. • Software update (DK2.1) planned for June. • RO4 planned to be commissioned autumn
2022.
East: • EDL north in service. • EDL south commissioning planned August
2021. • RO7 commissioning planned December
2021.• Re-commissioning with L2-only on R01
planned December 2022
Onboard:• 140 trains authorized for L2/L0/L-NTC• Types covered: Trainsets, driving trailers
and yellow fleet (in total 7 different train types)
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Challenges• Infrastructure data quality
– Errors in data and drawings– Missing data
• Marked maturity and technical governance– Bidding behaviour and trust/control– Testing sufficiently requires more time– System integration is a major task (for the Infrastructure manager)– Industrialisation and learning curve effects are rather slow– Interfaces to legacy requires legacy validation which is almost a lost competence
• Changing legislation and authorisation processes– Migration of both process and systems forgotten in 4th railway package
• Infeasible re-authorisation time for trains• Shift of emphasis from technical compliance to legal process, with most work on applicant
• Development of OBUs lagging behind(old SW and HW)– No guarantee of product updates (old world thinking)
• Fitment of trains not happening in time due to missing incentives/requirements and OBU SW delivery issues
• ERTMS performance issues (f.i. braking curves)11
Benefits and experience• Performance of radiobased signalling is superior to classical signalling
– Punctuality– Safety– Capacity (in many cases)
• Functionality of radiobased signalling is superior to classical signalling– Trains always updated– Flexible use of blocks and routes– No visibility constraints– Core redundancy
• End-user feedback is very positive• Learning curve effects on installations are feasible• Big ETCS contracts provides a much more homogeneous component pool and according to
benchmarks a substantially lower cost of renewal than classical signalling• DBM contracts provides system-life certainty (for both parties) • Access to a wider community with knowledge and more deep know-how with ETCS
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