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EU Railway Conference Baseline 3: Experiences from early implementers

- The Danish Signalling Programme

15 May, 2014 Presented by Morten Søndergaard, Rail Net Denmark

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Background, Scope & Status

3 Page 3

Rail Data

DENMARK

Passengers: 170+ mill.

Weight: 15 mill. ton

Track: 3.240 km

Bridges: 2,342

Remote control: 16

Stations: 307

Level Xings: 750

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Danish train control needs to be renewed now

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• 60% of all signalling will exceed

absolute final service-life within 10

years

• DK-ATC life expires in 2020

• It takes 10-12 years to renew all

signalling assets

• More systems have risk of serious

breakdowns even today

• 50% of today's train delays are due

to signalling failures

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Business Case and ERTMS considerations 2006

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Replacement strategies

• Business Case comparison of different replacement strategies

• Total replacement gave the best economy and far more benefits

Choice of ERTMS 2 baseline 3

• ERTMS 2 the natural choice for total replacement

• Sufficient mature technology and experiences (2006)

• EU obligation of interoperability

• Baseline 3 a must as all features needed for a network is in B3

• ETMS B3 is a standard, not a technology. We needed a new standard anyway and suppliers implement it in their current technology

• For non standardised signalling elements we adapt to the industry’s standards and technologies

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The logic in total renewal

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Better prices

• Economies of scale

• International competition

• Learning curve effect

Quantum leap in technology

• EC standard component, redundancy of central components, higher availability

• Few safety approvals

• Few interfaces

Savings on operations and safety

• Reduction in maintenance costs

• Simpler and safer operational rules

• Fewer Traffic Management sites and reduction in staff

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Two different systems

Conventional network (Fjernbanen):

ERTMS 2 Baseline 3, centralized signalling infrastructure & onboard

More interfacing projects:

• 2 major infrastructure contracts

• All onboard/STM equipment in DK

• Fixed transmission network

• GSM-R: voice and GPRS

• Traffic Control Centers

• New operational rules

• All training activities

• All safety approvals

• Enterprise Service bus

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S-banen:

Modern metro/urban system. CBTC

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Programme Status - current

• All mainline supply contracts have been signed: 2 infrastructure

contracts and an Onboard system contract.

• The Programme has been successfully through requirement

specification, tendering and procurement phases.

• Infrastructure detailed design phase is ongoing and will move to early

deployment this year (S-bane)

• The Operational Rules for ERTMS 2 have been developed and are

under approval. Similar rules for S-bane are approved and used for

training

• Integration test in joint test lab have commenced

• Factory integration tests using the first baseline 3 ETCS software and

STM-DK have been successfully conducted

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Swedish – Danish Coordination

Trafikverket in Sweden and the Signalling Programme have agreed on an

integrated plan incl.:

• Plan for all phases of crossing Øresund

• DK and SE STM, tested in Joint Test Lab

• Test with trains in both countries

• Operational rules cut over

TV and BDK have signed an agreement outlining all roles and

responsibilities.

Cross border traffic across Øresund require integrated planning

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Replacement Strategy, Migration, Schedule & Cost

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Mainlines (Fjernbanen) Migration Strategy

Two contracts:

• Early deployment is part of the contract

• The supplier obtains the lessons learned

• The train is the enabler of the cut over

• Industrial approach to the roll out:

• same equipment

• same interfaces

• same workflows, etc.

2020

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Time schedules main lines

Phases Fjernbane

2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022

Fjernbane

2021

Procurement

(2.5 years)

Design

(3 years)

Test

(3 years)

Roll-out

(4 years)

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Financial key figures

Fjernbane S-bane

Total renewal of all assets 1,6 0,5

Central government reserve 30% 0,4 0,1

Total costs 2,0 0,6

All figures in Billion EURO

Original budget of total 3,2 Bn lowered by 20%

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The Signalling Programme cost compared to standardised European benchmarks

Costs include • ERTMS assets incl.

“incremental” GSM-R • Testing, training,

documentation • Project management,

design, engineering, certification

Maintenance comprises all tasks, whether provided by the supplier or by the railway under-taking, incl. 30% overhead

The Signalling Programme has particularly low costs for the deli-very and maintenance of the trackside systems

UIC, ERTMS Implementations Bench-mark, Final Report, September 2009

95 90

80

63

86

62

ERTMS L2 trackside

investment

ERTMS L2 onboard

investment

ERTMS L2 trackside

maintenance

ind

ex,

UIC

averag

e =

10

0

UIC

SP original

SP current

Signalling Programme and UIC case studies

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The benchmarks used for the original estimate were well within the price range then observed – contract prices are now far lower

The prices in the con-tract are on average 45% lower than the benchmarks used for the original cost estimate

They are even lower than the lowest bench-marks observed in 2008

Biggest and important savings are on standard equipment like axle counters and level crossings

An exception are point machines, where the contract price is slightly above the original cost benchmark

-50% -47% -77% +8% -64% -45% -41% -37% -57%

contract : benchmark, ∆%

0

10

20

30

40

50

60

70

80

90

100

observed prices

in 2008 (highest

= 100)

benchmark used

for original

budget

contract price

(avg 4 lowest

bids)

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Suppliers feed back

• Economy of scale

• Contract size versus initial design and set-up cost favourable

• First full baseline 3 project - a must win project

• More than one chance of winning a contract vs. high cost to

participate

• Clear understanding of the scope because of detailed dialogue process

• Functional requirements adapted to suppliers product portfolio

• Risk share between supplier and customer

• Equal competition

• Long and continuous engagement because of 25 yrs maintenance

How do the suppliers explain the lower price level ?

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ERTMS specifics in the renewal strategy

A number of issues must be solved in time:

• Baseline 3, because we need all the functions

• GSM-R data: ERTMS over GPRS to solve big nodes

• Braking curves update in order not to loose capacity in new system !!

• On-line key management

• Backwards compatibility – A dark horse ?

• Handling of future B3 software upgrades: ERA

• No deviation from ERTMS strategy or time plan – please.

• (German STM)

We kindly request that focus must not be removed from the

development of Baseline 3 and the above key points.

Important ERTMS issues

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Conclusions: The Signalling Programme & ERTMS

• Denmark is the first country to implement ERTMS signalling system on a national scale

• First full baseline 3 implementation.

• First mover on a number of key areas: Bigger stations, On-line Key Management, ERTMS over GPRS, etc.

• ERTMS play a central role in strengthening the Danish railway sector

• ERTMS can increase capacity and will increase speed, efficiency and reliability on the railway network

• Danish lines on Scandinavian – Mediterranean Corridor will be fully interoperable with ERTMS baseline 3

• To succeed we need no deviation from Baseline 3 plans and agile approach to outstanding issues from ERA.

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www.bane.dk