18. December 2006

BanedanmarkDraft Signalling implementation plan

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Banedanmark Railway Network

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Capacity, performance, obsolescence and economic requirements are the key drivers to determine asset replacement strategy

Interlocking asset typeInterlocking asset type Remaining life key driversRemaining life key drivers

Electro mechanicalElectro mechanical

Relay basedRelay based

Semi computer based e.g. 1977 DSB

Semi computer based e.g. 1977 DSB

Spares shortage and re-servicing capabilitySpares shortage and re-servicing capability

Ability to modify for future capacity needsand supply chain management

Ability to modify for future capacity needsand supply chain management

Spares and know how which make renewal challenging

Spares and know how which make renewal challenging

Source: Booz Allen Hamilton analysis

Spares and know how which make renewal challenging

Spares and know how which make renewal challenging

1. gen. computer based e.g. 1990 DSB

1. gen. computer based e.g. 1990 DSB

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Capacity utilisation

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Age of Interlockings and Lineblock

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Danish assets are quite old…

Following a ”natural” renewal scheme almost 46 % of all Interlockings and Lineblocks would be renewed before 2015.

These calculations are based on expected high Service life for existing Relay based Interlockings (55 ys.),

and in fact optimistic Service lifes for existing electronic IL’s(35 years for EBILOCK 850 & SICAS S5..)

This fact is a key driver for the business case

Reinvestment of IL and LB on mainline

0

20

40

60

80

100

120

140

160

180

200

2015 2025 2035 2045 2055

IL & LB

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And Danish ATP is also ageing

ZUB123 was developed from 1987-1990, based on ZUB100 from Siemens. Part of the hardware dates back to the late 70’ties. Service life ends 2011(Contract for 25 years).

Life extension programme(20 % reinvestment) for the ATC Infrastructure side will be undertaken 2007-11, and is estimated to prolong Service life until 2020, at which point the system must be renewed. Most onboard systems can live until 2020 with small scale life extension.

Very few people support hardware as well as software of this type today, and the specific development platform and software is essentially only supported by 1 or 2 engineers at Siemens.

ZUB 100 product line is no longer supported by Siemens Braunschweig

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What is ERTMS?

Common Interoperable European specification managed by the European Railway Agency, and supported by products from 6 major signalling manufacturers

Mandatory for new lines and larger reinvestment in signalling and train control on the operationally integrated European Railway Network (~All DK lines excluding S-bane)

Current baseline is SRS 2.3.0, Next baseline (3.0.0) is planned for 2010/11, including a number of essential functions for conventional lines.

Installed on more than 6.000 km of lines today, expected 18.000 km in 2008.

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ERTMS level 1 based signalling

– Overlay to existing signalling comparable to existing Danish “ATC”

– Requires colour light signals and National Operational rules(SR75 or the like)

– A lot of complex and sensitive equipment close to the tracks

– Capacity dictated by block design and signalling sighting needs

– Expensive to increase capacity

– Costly to operate and maintain

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ERTMS level 2 based signalling

– New Radio based signalling system, comparable to up-to-date Metro signalling

– Reduces the need for colour light signals by approx 80% (theoretically there’s no need)

– Normal operational mode covered by European Operational Rules.

– Very little complex and sensitive equipment close to tracks

– Capacity only related to block design

– High capacity ”only” requires shorter train detection sections

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ERTMS Regional based signalling

– Near future Radio based signalling system, comparable to Level 2

– Reduces the need for colour light signals to a minimum

– Normal operational mode covered by European Operational Rules.

– Virtually no complex and sensitive equipment close to tracks

– Substantial savings on Signalling Infrastructure cost (no train detection) compared to present system, L1 as well as L2

– Suitable for low capacity lines

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The draft mainline implementation plan includes two ERTMS level 2 migration schemes starting in service by 2010

…followed by a mainline roll out from North Jutland (Langå) by 2013, heading South and East to Odense by 2015, and Copenhagen including connection to Sweden by 2018. Rest of the network from 2017 to 2020 most likely with ERTMS Regional

Region

2009

2010

2011

2012

2013

2014

2015

2016

2017

2018

2019

2020

Holbæk - Kalundborg, Næstved - Gedser

Zealand

Roskilde - Køge – Næstved

Funen

Fredericia – Odense- Nyborg- Korsør

Jutland

Langå -Ålborg – Frederikshavn

Langå - Århus HÅrhus H – Vejle -

Fredericia

Fredericia-Esbjerg, Esbjerg - Varde – Skjern,Vejle - Herning - Holstebro - Struer – Thisted, Langaa – Struer, Skanderborg – Herning, Herning - Skjern –

Holstebro, Lunderskov – Padborg, Tinglev- Sønderborg, Bramming - Ribe – Tønder, Århus H –

Grenå

Korsør – Ringsted – Roskilde - København H, København H

(Fjern)/Vigerslev – Peberholm, København H – Helsingør,

Roskilde-Holbæk, Ringsted – Rødby Fg

Route Route

RouteRoute

RouteRoute

KEY

Migration Schemes

Mainline ERTMS L2

Secondary lines ERTMS L2 or Reg.

Odense – Svendborg

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The draft S-bane implementation plan includes a migration scheme on the Northern line starting in service by 2013/14

…followed by a roll out on the other fingers 2015-16. The Circular line will be finished last around 2017.

Region

2012

2013

2014

2015

2016

2017

Flintholm-Hellerup

S-bane

Hellerup-HillerødSvanemøllen – Farum, København - Høje Tåstrup,

Valby – Frederikssund, Skelbæk – Køge, København - Klampenborg

Route Route

RouteRoute

RouteRoute

KEY

Migration Scheme

Main roll out

Circular line

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Rolling stock fitment plans

Class IDFleet size as

per 01/01/2006

Assumed fleet size

2007

Assumed fleet size

2012Type

Operator Owner

Remaining Life

Estimated

Estimated Replacemen

t YearS3 Fitment

Mods Time (days)

# Fitments (trainssets)

ETCS2008 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019

IC4 83 83 DMU DSB 25 2033 ETCS L2 and STM 10 83 83IC2 23 23 DMU DSB 25 2033 ETCS L2 and STM 10 23 23Nærbanetog 0 42 DMU DSB 28 2036 ETCS L2 and STM 10 42 42IC3 101 101 101 DMU DSB 10 2018 ETCS L2 and STM 10 101 101IR4 44 44 44 EMU DSB 15 2023 ETCS L2 and STM 10 44 44MR 79 79 0 DMU DSB 2 2010 NoMZ 1 1 0 Loco-Diesel DSB -13 TBD NoME 37 36 0 Loco-Diesel DSB 0 2008 NoEA 12 12 3 Loco-El DSB 2 2010 ETCS L2 and STM 10 3MQ/FQ (Desiro) 12 12 12 DMU DSB 19 2027 No 12MT Frichs 1 1 0 loco-local DSB -23 TBD NoMK 1 1 0 Tractor DSB 15 2023 NoMY 1 1 0 Loco-Diesel DSB -18 TBD NoABs 14 14 0 Control Wagons DSB 20 2028 NoAbns, Adns 27 27 0 Control Wagons DSB 0 2008 NoET/FT 24 24 24 EMU DSB, Øresund 19 2027 ETCS L2 and STM 10 24 24MR 15 15 15 DMU Arriva 2 2012 No 10 0 15Lint 41 29 29 29 DMU Arriva 21 2029 ETCS L2 and STM 10 29 29MK 21 21 21 Tractor Railion 15 2023MZ 20 20 20 Loco-Diesel Railion -13 2011 20EA 10 10 10 Loco-Diesel Railion 10 2018 ETCS L2 and STM 10EG 13 13 13 Loco - El Railion 17 2025 ETCS L2 and STM 13Køf 13 13 13 Tractor Railion -23 TBD NoKøf, German type 0 0 0 Tractor Railion -23 TBD NoKøf 12 12 12 Tractor DSB -23 TBD NoEngineers train 35 35 Diesel loco Banedanmark n/a 35MX 4 Diesel loco LJ -21 TBDMX 7 Diesel loco LB -21 TBDKøf, German type 1 Tractor DJM12 1 Tractor LJM14 1 Tractor LJT1 1 Tractor HLT53 Tractor NJPrivate railways 29 DMU N/A retrofit 29Private railways 42 DMU N/A new new 42

37 0 160 0 0 200 148 42 0 44 29

Strategy 1 y fitment programme

Class IDBase fleet size

as at 2006

Assumed fleet size

2007

Assumed fleet size

2012Type

Delivery date, lates

Estimated Replacemen

t YearATC type

X31K 36 36 36 EMU 2004 2034 ATC, DK and SEX2 10 10 EMU 1990 ATC, DK and SE

Diesel Loco 2 2 Loco-Diesel ATC, DK and SE

MigrationMain Roll out

Øresund

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Main target 1: Increase train-path Punctuality on Mainline

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Main target 2: Increase train-path Punctuality on S-bane

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Summary/assumptions roll out

Signalling system totally renewed by 2020(2018). High reliability centralised system.

Cab signalled Railway based on ERTMS level 2 and likely ERTMS Regional for rural lines.

80 % of all signals will be decommissioned. Only signals for shunting at stations and yards (and possibly supporting a simple station to station fall-back operational mode)

2 CTC centres to cover the Network, normal running based on timeplan/train number system and conflict handling/advanced decision support for disruptions.

Fibre optic transmission for whole Network

Joint less Train detection (Presumably Axle counters)

Massive parallel roll out, in the later stages

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Summary/assumptions continued

525 Rolling stock units to be mainly retrofitted at an expected cost below 100 K€ each (Business Case uses 130-210 K€).

GSM-R voice Radio planning tender will be issued end of this year including optional Circuit Switched Data for Migration schemes.

Network will be extended with GSM-R data in 2012-15, expected on basis of GPRS for ETCS.

Pilots based on ETCS baseline 2.3.0 + tests of 3.0.0 functions

National roll out based on ETCS baseline 3.0.0

STM development starts 2007, delivery 2009/10. Needed for Pilots and Øresund 2009/10 due to Swedish Malmø citytunnel. Need for close cooperation between Danish and Swedish ERTMS programmes. At some point also with Germany if they decide for anything in their Northern region. If Fehmarn decision Germany will also be high priority

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Questions?

Thank you for your attention