Signalling Programme. Presentation of Banedanmarks ERTMS programme Programme Diretor Morten Søndergaard

Transcription

1 Signalling Programme Presentation of Banedanmarks ERTMS programme Programme Diretor Morten Søndergaard

2 Background of the Signalling Programme

3 Rail Data trains/day daily departures 170+ mill. passengers 15 mill. ton freight Line: km / track: km Bridges: Interlockings: 480 Remote control/signalbox: 16 Stations: 307 Level crossings: 1096 Trains: 590 Page 3

4 Danish signalling needs to be renewed now trains/day 60% of all signalling will exceed absolute final service-life within 15 years DK-ATC life expires in 2020 It takes 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. In 2006 a total of trains were delayed. 4

5 A total renewal of the signalling system minimize total cost and provide better performance A total renewal is the best solution: Cheapest and fastest implementation Provides higher punctuality and capacity Most benefits for the passengers Benefits are achieved faster 2006: Strategic political decision of a total renewal strategy : Detailed plans & budget for a total renewal programme Jan 2009: Feb : Final political decision for a fully financed total renewal programme was decided by the Danish Parliament Signalling Programme procurement phase 5

6 Two different systems Conventional network (Fjernbanen): ERTMS 2 Baseline 3 and modern centralized signalling infrastructure and onboard More interfacing projects: 2 major infrastructure contracts All onboard equipment Fixed transmission network, DK-STM, GSM-R: voice and GPRS, Traffic Control Centers New operational rules All training activities All safety approvals Enterprise Service bus S-banen: Modern metro/urban system. CBTC 6

7 The logic in total renewal 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 7

8 De-risking our baseline 3 decision The Signalling Programme will be part of maturing baseline 3 Active in key work groups: ERTMS Users Group Operational Rules GSM-R data Testing STM on Baseline d configuration Backwards compability to approved interoperable solution Others: On-line Key Management Automatic Train operation, prototype development 8

9 Procurement and contracts

10 Contract strategy Design Build Maintain contracts up to 25 years of maintenance 2 Contracts on main & regional lines (East and West) 1 Supplier 2 contracts on the S-bane including all rolling stock 1 Contract for on-board main & regional rolling stock GSM-R data included in GSM-R tender. Voice implementation on-going Framework type contracts that allow fitting of new lines Possible option for ERTMS regional TMS Coordination by suppliers East contract West contract All supply & implementation from track to TMS Rolling stock contract 10

11 Status All contracts are signed and within target budget S-banen 5 bids submitted Contract awarded to Siemens Fjernbanen 6 bids submitted 2 Contracts awarded to Alstom (East) & Thales-BBR (West) On-Board 5 bids submitted Contract awarded to Alstom Other projects GSM-R voice and Data: Voice inagurated Data starting up. Fixed Transmission network: In procurement phase New Operational Rules: Ongoing first full release in autumn 2013 STM for most DK trains. B2.3.0D in test trains spring 2013 Training: On-going 2 new Control Centres: West awarded 11

12 On-board Denmarks on-board implementation programme All operators that is under contract with the Danish state is fully compensated for existing Rolling Stock (Zero-Sum argument). Not compensated: Freight Operators Free traffic Future rolling stock All operators can buy Units & Fitment on BDK contracts Compensation includes: First of Class On-board units Fitment of trains Training Project management BDK ownership of the on-board unit Maintenance is the cost of the operator 12

13 Way ahead

14 Roll-out until 2021 Starting 2009, it will take years to carry out the total renewal Two contracts for the conventional network One framework contract for on-board equipment Contract interface at Lillebælt Roll-out phases: Early deployment Main lines Regional lines Low density lines 14

15 Time schedules Phases Fjernbane and S-bane Fjernbane 2021 Procurement (2.5 years) Design (3 years) Test (3 years) Roll-out (4 years) S-bane 2020 Procurement (2 years) Design (2 years) Test (1.5 years) Roll-out (4 years) 15

16 Financial key figures Fjernbane S-bane Total renewal of all assets 11,6 3,0 Central government reserve 30% 3,3 0,9 Total costs 14,8 3,9 All figures in Billion DKK

17 Öresund and coordination to Sweden

18 SE/DK problem complex Coordination of DK and SE planning a challenge Crossing of Øresund: Freight and other trains at Øresund (Öresunds trains) Alstom SP on-board equipment => ERTMS B3 not simple upgrade of B2.3.0.d Fitting B2.3.0.d and then upgrade or later implementation of B3 is costly Fitting all trains before Swedish B2.3.0.d implementation difficult (impossible) Uncertainty meant floating decisions on: Freight and Øresunds trains fitment packages and fitment plans Øresunds crossing solutions Development of Swedish STM B3 Signage of sub contract for B3 equipment by Freight Operators Swedish replanning ongoing with government decision Q2(?) 2013 is now BDK planning basis 18

19 SE replanning solves most problems New SE plan gives plan & solution fit though still challenging Öresunds trains do not need to be fittet before 2018 Freight trains, Snabbtog etc first trains to be fittet with ERTMS B3. This fits in the DK plan. SE needs to upgrade SE-STM to Baseline 3 (DK-EVC fit) DK STM both baseline 2.3.0D (exist) and Baseline 3 are OK Öresunds infrastructure upgrade and operational rules fits planning DK signalling programme ensures Alstom Baseline 3 on-board kit with backwards compability DK wil test SE-STM towards Alstom B3 kit TV and BDK to agree split of all activities Risk: Many!! but mainly tightly interlaced plan with little slack

20 Working groups Öresund More working groups jointly TV/BDK/Öresund Bi monthly management coordination meeting TV/BDK/Öresund STM/STM transition zone for migration ERTMS / STM transition Final ERTMS solution and transition GSM-R concept for Öresund Operational rules 20

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22 FOB Plan & Installation Capacity Timeschedule as today, Model#1 ET 43 : : 2016 DB Schenker 10 : : 2016 CFL Cargo 1 : : : 2017 Production Capacity, 24 trains/month Nr. of trains 2015 Su m til 2016 No Su m til 2017 Passenger trains and lokomotivs As is w. 1 No w. 1 DSB ET DSB ET DB Schenker EG DB Schenker BR DB Schenker MZ(IV) CFL Cargo T CFL Cargo MX CFL Cargo MY

23 FOB Plan & Installation Capacity Alternative Timeschedule, Model#2 ET 19 : : 2016 DB Schenker 45 : 2015 CFL Cargo 5 : 2015 Nr. of trains 2015 Passenger trains and lokomotivs As is Su m til No w DSB ET DSB ET DB Schenker EG DB Schenker BR DB Schenker MZ(IV) CFL Cargo T CFL Cargo MX CFL Cargo MY Sum til Now. 1 ERTMS in Sweden Södra Stambana

24 FOB Plan & Installation Capacity Suggested plan to cope with proposed SE deployment plan 03/2014 ET 111 : 2018 DB Schenker 45 : 2016 CFL Cargo 5 : 2016 SE-STM Test/Approval? TestTrain for SE No of trai ns 2015 Passenger trains and lokomotivs As is Su m til No w DSB ET DSB ET DB Schenker EG DB Schenker BR DB Schenker MZ(IV) CFL Cargo T CFL Cargo MX CFL Cargo MY Su m til No w. 1

25 index, UIC average = 100 The Signalling Programme cost compared to standardised European benchmarks Signalling Programme and UIC case studies UIC SP original SP current 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 undertaking, incl. 30% overhead The Signalling Programme has particularly low costs for the deli-very and maintenance of the trackside systems UIC, ERTMS Implementations Benchmark, Final Report, September 2009 ERTMS L2 trackside investment ERTMS L2 onboard investment ERTMS L2 trackside maintenance 25

26 Original estimate vs. benchmarks and contract prices Estimate well within benchmark spread. Contract prices much lower % -47% -77% +8% -64% -41% -45% -37% -57% %: Original estimate vs. Contract prices The prices in the contract are on average 45% lower than the benchmarks used for the original cost estimate observed prices in 2008 (highest = 100) benchmark used for original budget contract price (avg 4 lowest bids) 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

27 Strategy: Benefit perspective Re-signalling naturally gives limited benefits compared to cost But total replacement gives more benefits than traditional replacement Enhanced punctuality Enhanced capacity on selected lines Uniform safety level in whole country Optimizing maintenance Optimising advanced train control Enhanced passenger information Optimizing the train control organisation Driver for a transformation of Banedanmark 27

28 Strategy, cost perspective Translating strategy to into requirements Focus on cost drivers: True competition. Buy what the industry has on the shelves. High numbers of units = cheaper unit price, Same supplier: same solution, same interfaces, very few approvals Factory production installation (installation 25% of the cost) Less track mounted equipment = installation outside possession hours. Plan for achieving learning curve effect Optimizing possessions. Collaboration Programme management: hopefully reduce cost of disputes Discuss safety level from a total perspective Choose cost consentive solutions: GPRS rather than ERTMS 1 on stations, no back-up, no shunting, In Cab Indication 28

29 Strategy: risk perspective Translating strategy to into requirements Risk reduction: Share risk. Place it with the party which can control it the cheapest. Use enough time on test, practise and approvals. The supplier who do the roll-out need the learning too Methods & systems that minimises track access => Minimize risk on day-to-day punctuality Adapt to the experience and accept the needs of the supplier The suppliers is a mirror of the national railways in terms of traditional thinking. Mitigating activities: Joint Test Lab, STM B2.3.0d, 29