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Signalling on the High-Speed Railway Amsterdam–Antwerp
Computers in Railways XI 243 Towards interoperability on Northwest European railway corridors: signalling on the high-speed railway Amsterdam–Antwerp J. H. Baggen, J. M. Vleugel & J. A. A. M. Stoop Delft University of Technology, The Netherlands Abstract The high-speed railway Amsterdam (The Netherlands)–Antwerp (Belgium) is nearly completed. As part of a TEN-T priority project it will connect to major metropolitan areas in Northwest Europe. In many (European) countries, high-speed railways have been built. So, at first sight, the development of this particular high-speed railway should be relatively straightforward. But the situation seems to be more complicated. To run international services full interoperability is required. However, there turned out to be compatibility problems that are mainly caused by the way decision making has taken place, in particular with respect to the choice and implementation of ERTMS, the new European railway signalling system. In this paper major technical and institutional choices, as well as the choice of system borders that have all been made by decision makers involved in the development of the high-speed railway Amsterdam–Antwerp, will be analyzed. This will make it possible to draw some lessons that might be used for future railway projects in Europe and other parts of the world. Keywords: high-speed railway, interoperability, signalling, metropolitan areas. 1 Introduction Two major new railway projects were initiated in the past decade in The Netherlands, the Betuweroute dedicated freight railway between Rotterdam seaport and the Dutch-German border and the high-speed railway between Amsterdam Airport Schiphol and the Dutch-Belgian border to Antwerp (Belgium). -
Pioneering the Application of High Speed Rail Express Trainsets in the United States
Parsons Brinckerhoff 2010 William Barclay Parsons Fellowship Monograph 26 Pioneering the Application of High Speed Rail Express Trainsets in the United States Fellow: Francis P. Banko Professional Associate Principal Project Manager Lead Investigator: Jackson H. Xue Rail Vehicle Engineer December 2012 136763_Cover.indd 1 3/22/13 7:38 AM 136763_Cover.indd 1 3/22/13 7:38 AM Parsons Brinckerhoff 2010 William Barclay Parsons Fellowship Monograph 26 Pioneering the Application of High Speed Rail Express Trainsets in the United States Fellow: Francis P. Banko Professional Associate Principal Project Manager Lead Investigator: Jackson H. Xue Rail Vehicle Engineer December 2012 First Printing 2013 Copyright © 2013, Parsons Brinckerhoff Group Inc. All rights reserved. No part of this work may be reproduced or used in any form or by any means—graphic, electronic, mechanical (including photocopying), recording, taping, or information or retrieval systems—without permission of the pub- lisher. Published by: Parsons Brinckerhoff Group Inc. One Penn Plaza New York, New York 10119 Graphics Database: V212 CONTENTS FOREWORD XV PREFACE XVII PART 1: INTRODUCTION 1 CHAPTER 1 INTRODUCTION TO THE RESEARCH 3 1.1 Unprecedented Support for High Speed Rail in the U.S. ....................3 1.2 Pioneering the Application of High Speed Rail Express Trainsets in the U.S. .....4 1.3 Research Objectives . 6 1.4 William Barclay Parsons Fellowship Participants ...........................6 1.5 Host Manufacturers and Operators......................................7 1.6 A Snapshot in Time .................................................10 CHAPTER 2 HOST MANUFACTURERS AND OPERATORS, THEIR PRODUCTS AND SERVICES 11 2.1 Overview . 11 2.2 Introduction to Host HSR Manufacturers . 11 2.3 Introduction to Host HSR Operators and Regulatory Agencies . -
A European High-Speed Rail Network: Not a Reality but an Ineffective Patchwork
EN 2018 NO 19 Special Report A European high-speed rail network: not a reality but an ineffective patchwork (pursuant to Article 287(4), second subparagraph, TFEU) AUDIT TEAM The ECA’s special reports set out the results of its audits of EU policies and programmes, or of management-related topics from specific budgetary areas. The ECA selects and designs these audit tasks to be of maximum impact by considering the risks to performance or compliance, the level of income or spending involved, forthcoming developments and political and public interest. This performance audit was carried out by Audit Chamber II Investment for cohesion, growth and inclusion spending areas, headed by ECA Member Iliana Ivanova. The audit was led by ECA Member Oskar Herics, supported by Thomas Obermayr, Head of Private Office; Pietro Puricella, Principal Manager; Luc T’Joen, Head of Task; Marcel Bode, Dieter Böckem, Guido Fara, Aleksandra Klis- Lemieszonek, Nils Odins, Milan Smid, Auditors. Richard Moore provided linguistic support. From left to right: Thomas Obermayr, Guido Fara, Milan Smid, Aleksandra Klis-Lemieszonek, Richard Moore, Luc T’Joen, Marcel Bode, Pietro Puricella, Dieter Böckem, Oskar Herics. 2 CONTENTS Paragraph Abbreviations and glossary Executive summary I - XI Introduction 1 - 13 High-speed rail in Europe 1 - 2 The EU’s high-speed rail network is growing in size and in rate of utilisation 3 - 4 EU policies for high-speed rail 5 - 9 Transport policy 5 - 7 Cohesion policy 8 - 9 EU support for building high-speed lines: significant, but a fraction -
Analyse De La Deuxième Phase De La Branche Est De La Ligne À Grande Vitesse (LGV) Rhin-Rhône
MINISTÈRE DE LA TRANSITION ÉCOLOGIQUE ET SOLIDAIRE Analyse de la deuxième phase de la branche Est de la ligne à grande vitesse (LGV) Rhin-Rhône Rapport n° 012304-01 établi par Michel ROSTAGNAT P UNovembre B 2018 L I É PUBLIÉ Les auteurs attestent qu'aucun des éléments de leurs activités passées ou présentes n'a affecté leur impartialité dans la rédaction de ce rapport Statut de communication Préparatoire à une décision administrative Non communicable Communicable (données confidentielles occultées) Communicable PUBLIÉ PUBLIÉ Sommaire Résumé.....................................................................................................................4 Liste des recommandations...................................................................................5 Introduction..............................................................................................................6 1. Où en est-on ?.......................................................................................................8 1.1. Bilan de la première phase.........................................................................................8 1.1.1. Modalités d’établissement du bilan LOTI.........................................................9 1.1.2. Evolution du trafic voyageurs...........................................................................9 1.1.3. Bilan financier................................................................................................12 1.2. Le service.................................................................................................................14 -
Track Report 2006-03.Qxd
DIRECT FIXATION ASSEMBLIES The Journal of Pandrol Rail Fastenings 2006/2007 1 DIRECT FIXATION ASSEMBLIES DIRECT FIXATION ASSEMBLIES PANDROL VANGUARD Baseplate Installed on Guangzhou Metro ..........................................pages 3, 4, 5, 6, 7 PANDROL VANGUARD Baseplate By L. Liu, Director, Track Construction, Guangzhou Metro, Guangzhou, P.R. of China Installed on Guangzhou Metro Extension of the Docklands Light Railway to London City Airport (CARE project) ..............pages 8, 9, 10 PANDROL DOUBLE FASTCLIP installation on the Arad Bridge ................................................pages 11, 12 By L. Liu, Director, Track Construction, Guangzhou Metro, Guangzhou, P.R. of China PANDROL VIPA SP installation on Nidelv Bridge in Trondheim, Norway ..............................pages 13,14,15 by Stein Lundgreen, Senior Engineer, Jernbanverket Head Office The city of Guangzhou is the third largest track form has to be used to control railway VANGUARD vibration control rail fastening The Port Authority Transit Corporation (PATCO) goes High Tech with Rail Fastener............pages 16, 17, 18 in China, has more than 10 million vibration transmission in environmentally baseplates on Line 1 of the Guangzhou Metro by Edward Montgomery, Senior Engineer, Delaware River Port Authority / PACTO inhabitants and is situated in the south of sensitive areas. Pandrol VANGUARD system has system (Figure 1) in China was carried out in the country near Hong Kong. Construction been selected for these requirements on Line 3 January 2005. The baseplates were installed in of a subway network was approved in and Line 4 which are under construction. place of the existing fastenings in a tunnel on PANDROL FASTCLIP 1989 and construction started in 1993. Five the southbound track between Changshoulu years later, the city, in the south of one of PANDROL VANGUARD TRIAL ON and Huangsha stations. -
Perspectives De Trafic Et De Circulation Sud-Est : LGV Paris
Ligne à Grande Vitesse Paris − Orléans − Clermont-Ferrand − Lyon TRAFICS PERSPECTIVES DE TRAFIC ET DE CIRCULATIONS SUD-EST : LGV PARIS – LYON ET LGV POCL Juin 2011 setec international Réseau ferré de France (RFF), propriétaire du réseau ferré national et maître d’ouvrage du projet, a initié des études générales et techniques d’une ligne à grande vitesse (LGV) Paris – Orléans – Clermont-Ferrand – Lyon. Ces études sont cofinancées par l’Etat, la Région Ile-de-France, la Région Centre, la Région Bourgogne, la Région Auvergne, la Région Rhône-Alpes et RFF. Au stade amont actuel, les études visent à éclairer les fonctionnalités et les enjeux majeurs qui constituent le fondement des orientations possibles. Dans ce contexte, et si l’opportunité de la ligne était confirmée par le débat public, les analyses feront l’objet d’études de plus en plus détaillées, selon les processus habituels. Dans ce cadre, ce document constitue le rapport de présentation des trafics et circulations sur la LGV Paris - Lyon et des premiers éléments concernant l’exploitation d’un doublet de ligne LGV Paris – Lyon et LGV POCL. Il a été établi par Setec international et son contenu reste de sa propre responsabilité. Sommaire 1. PREAMBULE – CONTENU DU RAPPORT 1 2. LA SITUATION ACTUELLE DE LA LGV PARIS - LYON 2 2.1. LE FONCTIONNEMENT DE LA LIGNE 2 2.2. LE TRAFIC DE LA LIGNE EN 2008 4 3. METHODE ET HYPOTHESES POUR LA SIMULATION DU BESOIN EN SILLONS AUX DIFFERENTS HORIZONS 5 3.1. INTRODUCTION 5 3.2. CALAGE DU MODULE D’AFFECTATION DE LA DEMANDE DANS LES TRAINS 5 3.3. -
ETUDE D'impact SUR L'environnement Etude LGV Kenitra -Tanger
Etude LGV Kenitra -Tanger ETUDE D’IMPACT SUR L’ENVIRONNEMENT Maître d’Ouvrage Direction Projets LGV Groupement de Bureaux d’Etudes Mandataire du Groupement Sous-traitant du Groupement A 3 8 7 L G V K T 0 I E N 0 0 0 2 C 5 Code affaire Projet Tronçon Phase Discipline Type document Emetteur N° document Indice 143 Type d'ouvrage Localisation N° page Nom du fichier : A387-LGVKT-0-APS-IEN-TRAP-SCID-0002-C4.doc Sous-traitant du Groupement Mandataire du Groupement Etude LGV Kenitra-Tanger APPROBATION ET MISE A JOUR DES DOCUMENTS C5 07-07-2010 R. EL OUAFI Mise à jour suite aux remarques du CNEIE C4 17-06-2010 R. EL OUAFI Mise à jour suite aux remarques du CNEIE C3 11-03-2010 Mise à jour suite à revue interne C2 25-jan-09 A MEKKAOUI M. ATTOU D. CHAZELLE Mise à jour suite à revue interne C1 18-jan-09 A MEKKAOUI M. ATTOU Mise à jour suite à réunion avec la CNEIE B3 29-oct-09 A MEKKAOUI M. ATTOU Observations de SYSTRA B2 28-oct-09 A MEKKAOUI M. ATTOU Modification du projet par SYSTRA B1 13-oct-09 A MEKKAOUI M. ATTOU Observations de INEXiA et de SYSTRA A4 13-fev-09 A MEKKAOUI M. ATTOU Modification du projet par SYSTRA A3 12-fev-09 A MEKKAOUI M. ATTOU Modification du projet par SYSTRA A2 27-dec-08 A MEKKAOUI M. ATTOU Modification du projet par SYSTRA A1 21-oct-08 A MEKKAOUI M. ATTOU Indice Date Etabli Vérifié Validation BE Visa MOE Description A387-LGVKT-0-APS-IEN-TRAP-SCID-0002-C5 Page 2 / 143 Sous-traitant du Groupement Mandataire du Groupement Etude LGV Kenitra-Tanger SOMMAIRE 1 PREAMBULE _________________________________________________________________________ -
High Speed Rail Performance in France: from Appraisal Methodologies to Ex-Post Evaluation
High Speed Rail Performance in France: From Appraisal Methodologies to Ex-post Evaluation Discussion26 Paper 2013 • 26 Yves Crozet Laboratoire d’Economie des Transports, Université de Lyon, France Performance in France: From Appraisal Methodologies to Ex-post Evaluation Discussion Paper No. 2013-26 Prepared for the Roundtable on The Economics of Investment in High Speed Rail (18-19 December 2013, New Delhi) Yves CROZET University of Lyon, Institute d’Études Politiques (IEP) Laboratoire d’Économie des Transports (LET December 2013 THE INTERNATIONAL TRANSPORT FORUM The International Transport Forum at the OECD is an intergovernmental organisation with 54 member countries. It acts as a strategic think-tank, with the objective of helping shape the transport policy agenda on a global level and ensuring that it contributes to economic growth, environmental protection, social inclusion and the preservation of human life and well-being. The International Transport Forum organises an annual summit of Ministers along with leading representatives from industry, civil society and academia. The International Transport Forum was created under a Declaration issued by the Council of Ministers of the ECMT (European Conference of Ministers of Transport) at its Ministerial Session in May 2006 under the legal authority of the Protocol of the ECMT, signed in Brussels on 17 October 1953, and legal instruments of the OECD. The Members of the Forum are: Albania, Armenia, Australia, Austria, Azerbaijan, Belarus, Belgium, Bosnia and Herzegovina, Bulgaria, Canada, Chile, People’s Republic of China, Croatia, Czech Republic, Denmark, Estonia, Finland, France, Former Yugoslav Republic of Macedonia, Georgia, Germany, Greece, Hungary, Iceland, India, Ireland, Italy, Japan, Korea, Latvia, Liechtenstein, Lithuania, Luxembourg, Malta, Mexico, Republic of Moldova, Montenegro, the Netherlands, New Zealand, Norway, Poland, Portugal, Romania, Russian Federation, Serbia, Slovak Republic, Slovenia, Spain, Sweden, Switzerland, Turkey, Ukraine, United Kingdom and United States. -
SYSTRA RA 2018 Int VOK HD.Indd
SIGNATURES RAPPORT D’ACTIVITÉ 2018 SOMMAIRE AMBITIONS MESSAGE DE LA DIRECTION P.02 CHIFFRES CLÉS 2018 P.04 RÉFÉRENCES P.06 REPORTAGES Mobilité de demain AU QUÉBEC, LE TRANSPORT PUBLIC DEVIENT UN MOTEUR DE LA TRANSITION ÉNERGÉTIQUE P.08 Métro, des infrastructures aux systèmes LE MÉTRO DU GRAND PARIS DESSINE LA MÉTROPOLE DU XXIe SIÈCLE P.14 Ferroviaire & fret LE FRET TRANSPORTE L’INDE VERS SON AVENIR P.20 Grande vitesse UNE PREMIÈRE LIGNE À GRANDE VITESSE POUR LE CONTINENT AFRICAIN P.26 Ponts & grands ouvrages UN NOUVEAU PONT ÉMERGE DE LA BAIE DE KOWEÏT P.32 Tramways & téléphériques urbains AUX PORTES DU SAHARA ALGÉRIEN, UN TRAMWAY DÉFIE LE DÉSERT P.38 Aménagement du territoire & aviation L’ÉTAT DE SÃO PAULO INVESTIT DANS LA SÉCURITÉ ROUTIÈRE P.42 GOUVERNANCE LE CONSEIL DE SURVEILLANCE P.46 LE COMITÉ EXÉCUTIF P.47 DONNÉES FINANCIÈRES P.48 04 PROFIL Chez SYSTRA, travailler sur le tracé d’une ligne, c’est ouvrir la voie à des milliers de passagers, livrer un pont d’une grande technicité, c’est faire rayonner un territoire, concevoir le réseau de métro automatique d’une métropole, c’est orchestrer la collaboration de tous les acteurs clés d’un projet, mettre en place des signalisations ferroviaires de dernière génération, c’est contribuer à un transport plus sûr, inclure l’écoconception au cœur de nos projets, c’est faire émerger une mobilité plus durable. Toutes ces performances techniques et technologiques sont développées par des femmes et des hommes qui partagent les mêmes valeurs : une exigence permanente pour l’excellence, la richesse du travail en équipe et la singularité par l’audace. -
Opportunities for High-Speed Railways in Developing and Emerging Countries: a Case Study Egypt
Opportunities for High-Speed Railways in Developing and Emerging Countries: A case study Egypt vorgelegt von Dipl.-Ing. Mahmoud Ahmed Mousa Ali aus Aswan, Ägypten Von der Fakultät V - Verkehrs- und Maschinensysteme der Technischen Universität Berlin Zur Erlangung des akademischen Grades Doktor der Ingenieurwissenschaften - Dr.-Ing. - genehmigte Dissertation Promotionsausschuss: Vorsitzender: Prof. Dr.-Ing. Jürgen Thorbeck Berichter: Prof. Dr.-Ing. habil. Jürgen Siegmann Berichter: Prof. Dr.-Ing. Mohamed Hafez Fahmy Aly Tag der wissenschaftliche Aussprache: 06.09.2012 Berlin 2012 D 83 Opportunities for High-Speed Railways in Developing and Emerging Countries: A case study Egypt By M.Sc. Mahmoud Ahmed Mousa Ali from Aswan- Egypt M.Sc. Institute of Land and Sea Transport Systems- Department of Track and Railway Operations - TU Berlin- Berlin- Germany - 2009 A Thesis Submitted to Faculty of Mechanical Engineering and Transport Systems- TU Berlin in Partial Fulfillment of the Requirement for the Degree of Doctor of the Railways Engineering Approved Dissertation Promotion Committee: Chairman: Prof. Dr. – Eng. Jürgen Thorbeck Referee: Prof. Dr. - Eng. habil. Jürgen Siegmann Referee: Prof. Dr. - Eng. Mohamed Hafez Fahmy Aly Day of scientific debate: 06.09.2012 Berlin 2012 D 83 This dissertation is dedicated to: My parents and my family for their love, My wife for her help and continuous support, My son, Ahmed, for their sweet smiles that give me energy to work In a world that is constantly changing, there is no one subject or set of subjects that will serve you for the foreseeable future, let alone for the rest of your life. The most important skill to acquire now is learning how to learn. -
RAPPORTS No 40 & DOCUMENTS
2011 RAPPORTS no 40 & DOCUMENTS La grande vitesse ferroviaire Développement durable Rapport du groupe de travail présidé par Jean-Noël Chapulut La grande vitesse ferroviaire 2011 Jean-Noël Chapulut Président Jean-Didier Blanchet Vice-président Christine Raynard François Vielliard Rapporteurs Dominique Auverlot Coordinateur LA GRANDE VITESSE FERROVIAIRE 2 INTRODUCTION Avant-propos e TGV est l’une de nos belles réussites techno L logiques. Même si la grande vitesse ferroviaire a été inventée par les Japonais, les multiples records établis par Alstom, en partenariat avec la SNCF et RFF, ont régulièrement confirmé l’excellence technologi que française : le dernier record, qui date d’avril 2007, Vincent Chriqui s’établit à 574,8 km/h. Directeur général Le TGV transporte quotidiennement, depuis plus de du Centre d’analyse trente ans, un nombre important de passagers – plus de stratégique 108 millions de voyageurs en 2010 – dans des condi tions reconnues de confort, de fiabilité et de sécurité. Les principales métropoles françaises sont déjà desservies. D’autres villes le seront bientôt, grâce aux 2 000 kilo mètres de lignes supplémentaires prévues par la loi de programmation relative à la mise en œuvre du Grenelle de l’environnement. La grande vitesse ne représente que 10 % environ du marché total de l’industrie ferroviaire française. Elle n’en constitue pas moins un marché stratégique, en raison de son caractère symbolique, de la notoriété technologique qu’elle confère à l’entreprise qui la maî trise et au pays qui la développe, en raison enfin de l’écosystème industriel créé autour de ce secteur. Cependant, le contexte mondial change. -
European Experiences with ERTMS Implementation: the Case of the High-Speed Railway Amsterdam-Antwerp
Advanced Train Control Systems 123 European experiences with ERTMS implementation: the case of the high-speed railway Amsterdam-Antwerp J. H. Baggen, J. M. Vleugel & J. A. A. M. Stoop Delft University of Technology, The Netherlands Abstract The high-speed railway Amsterdam (The Netherlands)-Antwerp (Belgium) is nearly completed. As part of a TEN-T priority project it will connect to major metropolitan areas in Northwest Europe. High-speed railways have been built in many (European) countries. So, at first sight, the development of this particular high-speed railway should be relatively straightforward, but the situation seems to be more complicated. Full interoperability is necessary in order to run direct international services. However, there turned out to be compatibility problems that are mainly caused by the way decision making has taken place, in particular with respect to the choice and implementation of ERTMS, the new European railway signalling system. In this contribution major technical and institutional choices, as well as the choice of system borders, that have all been made by decision makers involved in the development of the high-speed railway Amsterdam-Antwerp will be analyzed. This will make it possible to draw some lessons that might be used for future railway projects in Europe and other parts of the world. Keywords: high-speed railway, interoperability, signalling, metropolitan areas. 1 Introduction Two major new railway projects were initiated in the past decade in The Netherlands, the Betuweroute dedicated freight railway between Rotterdam seaport and the Dutch-German border and the high-speed railway between Amsterdam Airport Schiphol and the Dutch-Belgian border to Antwerp (Belgium).