ESC/RSC Technical Document TD/011REC1028 V11.0
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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). -
Twinning Conference Presentation – 12Th December 2017
Welcome to the conference Network rail 10-Apr-18 Safety Culture Twinning conference 1 Agenda 10:00 - 10:15 The value of twinning (Keir Fitch, European Commission) 10:15 – 10:30 Welcome (Lisbeth Fromling, Network Rail) 10:30 – 11:30 Group 1 presentation (Network Rail, CFR, Infrabel and HZ) 11:30 – 11:50 Break 11:50 – 12:40 Group 2 presentation (ProRail, Irish Rail and OBB) 12:40 – 13:15 Lunch 13:15 – 14:05 Group 3 presentation (Trafikverket, Adif and PLK) 14:05 – 14:35 Group 4 presentation (RFI and SNCF Reseau) 14:35 – 14:55 Learning activity based on safety culture evaluation 14:55 – 15:15 Opportunity for questions 15:15 – 15:30 Summary of event and closure 10-Apr-18 Safety Culture Twinning conference 2 Welcome from Keir Fitch Head of Unit C4 "Rail Safety & Interoperability”, European Commission 10-Apr-18 Safety Culture Twinning conference 3 Welcome from Lisbeth Fromling Chief Health, Safety, Quality and Environment Officer, Network Rail 10-Apr-18 Safety Culture Twinning conference 4 10-Apr-18 Safety Culture Twinning Programme Welcome to the final conference • Thank you for joining us • Today is a good day! • Purely pro-active project • All information is good • Lots to share PRIME Safety Culture Sub-Group / 5 10-Apr-18 Safety Culture Twinning Programme Co-ordinator Participant PRIME Safety Culture Sub-Group / 6 10-Apr-18 Safety Culture collaboration PRIME Safety Culture Sub-Group / 7 Group 1 Presentations Network Rail, CFR, Infrabel and HZ 10-Apr-18 Safety Culture Twinning conference 8 Group 1 Presentations Network Rail 10-Apr-18 Safety -
TECHNICAL REPORT DOCUMENTATION PAGE Formats
STATE OF CALIFORNIA • DEPARTMENT OF TRANSPORTATION ADA Notice For individuals with sensory disabilities, this document is available in alternate TECHNICAL REPORT DOCUMENTATION PAGE formats. For alternate format information, contact the Forms Management Unit TR0003 (REV 10/98) at (916) 445-1233, TTY 711, or write to Records and Forms Management, 1120 N Street, MS-89, Sacramento, CA 95814. 1. REPORT NUMBER 2. GOVERNMENT ASSOCIATION NUMBER 3. RECIPIENT'S CATALOG NUMBER CA-17-2969 4. TITLE AND SUBTITLE 5. REPORT DATE A Comparative Analysis of High Speed Rail Station Development into Destination and/or Multi-use Facilities: The Case of San Jose Diridon February 2017 6. PERFORMING ORGANIZATION CODE 7. AUTHOR 8. PERFORMING ORGANIZATION REPORT NO. Anastasia Loukaitou-Sideris Ph.D. / Deike Peters, Ph.D. MTI Report 12-75 9. PERFORMING ORGANIZATION NAME AND ADDRESS 10. WORK UNIT NUMBER Mineta Transportation Institute College of Business 3762 San José State University 11. CONTRACT OR GRANT NUMBER San José, CA 95192-0219 65A0499 12. SPONSORING AGENCY AND ADDRESS 13. TYPE OF REPORT AND PERIOD COVERED California Department of Transportation Final Report Division of Research, Innovation and Systems Information MS-42, PO Box 942873 14. SPONSORING AGENCY CODE Sacramento, CA 94273-0001 15. SUPPLEMENTARY NOTES 16. ABSTRACT As a burgeoning literature on high-speed rail development indicates, good station-area planning is a very important prerequisite for the eventual successful operation of a high-speed rail station; it can also trigger opportunities for economic development in the station area and the station-city. At the same time, “on the ground” experiences from international examples of high-speed rail stations can provide valuable lessons for the California high-speed rail system in general, and the San Jose Diridon station in particular. -
Genesee & Wyoming Inc. 2016 Annual Report
Genesee & Wyoming Inc. 2016 Annual Report Genesee & Wyoming Inc.*owns or leases 122 freight railroads worldwide that are organized into 10 operating regions with approximately 7,300 employees and 3,000 customers. * The terms “Genesee & Wyoming,” “G&W,” “the company,” “we,” “our,” and “us” refer collectively to Genesee & Wyoming Inc. and its subsidiaries and affiliated companies. Financial Highlights Years Ended December 31 (In thousands, except per share amounts) 2012 2013 2014 2015 2016 Statement of Operations Data Operating revenues $874,916 $1,568,643 $1,639,012 $2,000,401 $2,001,527 Operating income 190,322 380,188 421,571 384,261 289,612 Net income 52,433 271,296 261,006 225,037 141,096 Net income attributable to Genesee & Wyoming Inc. 48,058 269,157 260,755 225,037 141,137 Diluted earnings per common share attributable to Genesee & Wyoming Inc. common stockholders: Diluted earnings per common share (EPS) $1.02 $4.79 $4.58 $3.89 $2.42 Weighted average shares - Diluted 51,316 56,679 56,972 57,848 58,256 Balance Sheet Data as of Period End Total assets $5,226,115 $5,319,821 $5,595,753 $6,703,082 $7,634,958 Total debt 1,858,135 1,624,712 1,615,449 2,281,751 2,359,453 Total equity 1,500,462 2,149,070 2,357,980 2,519,461 3,187,121 Operating Revenues Operating Income Net Income Diluted Earnings ($ In Millions) ($ In Millions) ($ In Millions) 421.61,2 Per Common Share 2 2,001.5 401.6 1 $2,000 2,000.4 $400 394.12 $275 271.3 $5.00 1 2 4.79 1 374.3 1 380.21 384.3 261.0 4.581 1,800 250 4.50 350 1,639.0 225.01 225 2 1 1,600 233.5 4.00 2 3.89 1,568.6 4.10 2 300 2 200 213.9 213.3 2 3.78 2 1,400 1 3.50 3.69 289.6 183.32 3.142 250 175 1,200 3.00 211. -
Overview of Priority Rules in Operation
RNE_OverviewOfthePriorityRulesInOperation_v10 Overview of priority rules in operation Delivered by RNE Operation & After- sales WG – March 19th 2012 Approved by RNE General Assembly – May 9th 2012 Updated 04th December 2020 RailNetEurope Oelzeltgasse 3/8 AT-1030 Vienna Phone: +43 1 907 62 72 00 Fax: +43 1 907 62 72 90 [email protected] www.rne.eu RNE_OverviewOfthePriorityRulesInOperation_v10 Content 1 Introduction ................................................................................................................................................ 4 1.1 Aim and content of the Overview ....................................................................................................... 4 1.2 Updates and new features ................................................................................................................. 5 2 Overview of the priority rules in operation ................................................................................................. 6 2.1 General considerations ...................................................................................................................... 6 2.2 IM/Network Dossiers - Content ........................................................................................................ 10 2.3 Single IM/Network Dossier .............................................................................................................. 10 2.3.1 ADIF ........................................................................................................................................ -
NS Annual Report 2018
See www.nsannualreport.nl for the online version NS Annual Report 2018 Table of contents 2 In brief 4 2018 in a nutshell 8 Foreword by the CEO 12 The profile of NS 16 Our strategy Activities in the Netherlands 23 Results for 2018 27 The train journey experience 35 Operational performance 47 World-class stations Operations abroad 54 Abellio 56 Strategy 58 Abellio United Kingdom (UK) 68 Abellio Germany 74 Looking ahead NS Group 81 Report by the Supervisory Board 94 Corporate governance 100 Organisation of risk management 114 Finances in brief 126 Our impact on the environment and on society 134 NS as an employer in the Netherlands 139 Organisational improvements 145 Dialogue with our stakeholders 164 Scope and reporting criteria Financial statements 168 Financial statements 238 Company financial statements Other information 245 Combined independent auditor’s report on the financial statements and sustainability information 256 NS ten-year summary This annual report is published both Dutch and English. In the event of any discrepancies between the Dutch and English version, the Dutch version will prevail. 1 NS annual report 2018 In brief More satisfied 4.2 million trips by NS app gets seat passengers in the OV-fiets searcher Netherlands (2017: 3.1 million) On some routes, 86% gave travelling by passengers can see which train a score of 7 out of carriages have free seats 10 or higher Customer 95.1% chance of Clean trains: 68% of satisfaction with HSL getting a seat passengers gave a South score of 7 out of 10 (2017: 95.0%) or higher 83% of -
DB Netz AG Network Statement 2016 Valid from 14 April 2015 DB Netz
DB Netz AG Network Statement 2016 valid from 14 April 2015 DB Netz AG Headquarters I.NMN Version control Date Modification 12.12.2014 Amendment of Network Statement 2015 as at 12 December 2014 (Publication of the Network Statement 2016) Inclusion of detailed information in sections 1.9 ff and 4.2.5 ff due to 14.10.2015 commissioning of rail freight corridors Sandinavian-Mediterranean and North Sea-Balitc. Addition of connection to Port of Hamburg (Hohe Schaar) in section 13.12.2015 3.3.2.5 Printed by DB Netz AG Editors Principles of Network Access/Regulation (I.NMN) Theodor-Heuss-Allee 7 60486 Frankfurt am Main Picture credits Front page photo: Bildschön, Silvia Bunke Copyright: Deutsche Bahn AG Contents Version control 3 List of Annexes 7 1 GENERAL INFORMATION 9 1.1 Introduction 9 1.2 Purpose 9 1.3 Legal basis 9 1.4 Legal framework of the Network Statement 9 1.5 Structure of the Network Statement 10 1.6 Term of and amendments to the Network Statement 10 1.7 Publication and opportunity to respond 11 1.8 Contacts at DB Netz AG 11 1.9 Rail freight corridors 12 1.10 RNE and international cooperation between DB Netz AG and other RIUs 14 1.11 List of abbreviations 15 2 CONDITIONS OF ACCESS 16 2.1 Introduction 16 2.2 General conditions of access to the railway infrastructure 16 2.3 Types of agreement 17 2.4 Regulations and additional provisions 17 2.5 Special consignments 19 2.6 Transportation of hazardous goods 19 2.7 Requirements for the rolling stock 19 2.8 Requirements for the staff of the AP or the involved RU 20 2.9 Special conditions -
The Rail Freight Challenge for Emerging Economies How to Regain Modal Share
The Rail Freight Challenge for Emerging Economies How to Regain Modal Share Bernard Aritua INTERNATIONAL DEVELOPMENT IN FOCUS INTERNATIONAL INTERNATIONAL DEVELOPMENT IN FOCUS The Rail Freight Challenge for Emerging Economies How to Regain Modal Share Bernard Aritua © 2019 International Bank for Reconstruction and Development / The World Bank 1818 H Street NW, Washington, DC 20433 Telephone: 202-473-1000; Internet: www.worldbank.org Some rights reserved 1 2 3 4 22 21 20 19 Books in this series are published to communicate the results of Bank research, analysis, and operational experience with the least possible delay. The extent of language editing varies from book to book. This work is a product of the staff of The World Bank with external contributions. The findings, interpre- tations, and conclusions expressed in this work do not necessarily reflect the views of The World Bank, its Board of Executive Directors, or the governments they represent. The World Bank does not guarantee the accuracy of the data included in this work. The boundaries, colors, denominations, and other information shown on any map in this work do not imply any judgment on the part of The World Bank concerning the legal status of any territory or the endorsement or acceptance of such boundaries. Nothing herein shall constitute or be considered to be a limitation upon or waiver of the privileges and immunities of The World Bank, all of which are specifically reserved. Rights and Permissions This work is available under the Creative Commons Attribution 3.0 IGO license (CC BY 3.0 IGO) http:// creativecommons.org/licenses/by/3.0/igo. -
Eighth Annual Market Monitoring Working Document March 2020
Eighth Annual Market Monitoring Working Document March 2020 List of contents List of country abbreviations and regulatory bodies .................................................. 6 List of figures ............................................................................................................ 7 1. Introduction .............................................................................................. 9 2. Network characteristics of the railway market ........................................ 11 2.1. Total route length ..................................................................................................... 12 2.2. Electrified route length ............................................................................................. 12 2.3. High-speed route length ........................................................................................... 13 2.4. Main infrastructure manager’s share of route length .............................................. 14 2.5. Network usage intensity ........................................................................................... 15 3. Track access charges paid by railway undertakings for the Minimum Access Package .................................................................................................. 17 4. Railway undertakings and global rail traffic ............................................. 23 4.1. Railway undertakings ................................................................................................ 24 4.2. Total rail traffic ......................................................................................................... -
284248 Carl-William Palmqvist
Delays and Timetabling for Passenger Trains CARL-WILLIAM PALMQVIST FACULTY OF ENGINEERING | LUND UNIVERSITY 2019 317 Travel by train has increased steadily for the last 30 years. In order to build trust in and shift even more traffic to railways, more trains must arrive on time. In practice, many train delays are caused by small disturbances at stations, which add up. One issue is that the scheduled dwell times are simply too short. Another is that punctuality falls quickly if it is either warm or cold. A third is that interactions between trains rarely go as planned. One suggestion for how to reduce delays is to paint markings that show where passengers should wait. Another is to remove switches, so that remaining ones can be better maintained. A third is to make railways more resilient to the weather variations of today, and to the climate changes of tomorrow. Cost-effective improvements can also be made with timetables. More of the planning can be automated, so that planners can focus more on setting appropriate dwell times and on improving the timetabling guidelines. This way, many more trains can be on time. Lund University Faculty of Engineering Department of Technology and Society Bulletin 317 953103 ISBN 978-91-7895-310-3 ISSN 1653-1930 789178 CODEN: LUTVDG/(TVTT-1059)1-105 9 317 Delays and Timetabling for Passenger Trains Delays and Timetabling for Passenger Trains Carl-William Palmqvist DOCTORAL DISSERTATION by due permission of the Faculty of Engineering, Lund University, Sweden. To be defended at V:C, V-House. John Ericssons väg 1, Lund. -
Optimize and Modernize Production Support for SNCF Réseau
Optimize and Modernize Production Support for SNCF Réseau About the Customer SNCF Réseau is a subsidiary of Société Nationale des Chemins de Fer Français (SNCF )— France’s national railway company. SNCF Réseau operates and manages the SNCF rail network infrastructure, which consists of about 32,000 km of rail lines. Business Situation Why the customer chose AWS Since January 1, 2015, SNCF Réseau, born from the merger of Réseau Ferré de France (RFF), SNCF Infra and the Directorate of Rail Traic (DCF), trains a single rail infrastructure manager and manages the french rail network. As part of the reorganization of its IT production, SNCF Réseau AWS gives a strong and reliable infrastructure allowing SNCF wanted to signiicantly optimize and modernize its production support. SNCF Réseau started to Réseau to host and meet the migrate its application with Atos to the AWS cloud in 2018. exigence required by the critical applications. The richness of the AWS catalog gives SNCF Réseau answers to Customer Situation many of its challenges, especially in terms of tools for Registered in the global plan of the SNCF, SNCF Réseau was looking for collaboration within the the developer, AI/ML, and extended enterprise, use of IoT and big data, transformation of existing applications, and inally security. purchase solutions exclusively in the cloud. Maintaining current datacenters become more and more complex and expensive. AWS enables the company to build faster and oer unique capabilities that lead to signiicant gains. Why the customer chose Atos Optimized processes and reduced operation and maintenance costs. SNCF Réseau aims to make its production exemplary in terms of control and eiciency of its IS through an IT player facing, at Solution the same time, high challenges: • Guarantee the quality of Through the Atos OneCloud initiative, Atos gave a framework to the teams in charge of cloud, operation of critical enabling them to organize and adapt the organization in an agile way. -
ECC Report 294
ECC Report 294 Assessment of the spectrum needs for future railway communications Approved 08 February 2019 ECC REPORT 294 - Page 2 0 EXECUTIVE SUMMARY The purpose of this ECC Report is to assess the spectrum needs for the successor to GSM-R. Essential input documents to this Report are “FRMCS Traffic Analysis” [10] and ETSI TR 103 554 “LTE radio performance simulations and evaluations in rail environment” [11]. The estimation of the throughput needed and of the spectrum needs for the successor to GSM-R are to a major extent based on the findings of these documents. These early considerations may need to be refined when results of proposals and studies from ETSI and ECC become available. Detailed frequency band options and harmonised technical conditions will be described in future ECC deliverables. 0.1 ABOUT THE NEED FOR PARALLEL OPERATION OF GSM-R AND ITS SUCCESSOR Railway interoperability, i.e. ability for trains and staff to operate uninterruptedly across borders and railway networks, must be ensured. Requirements related to interoperability are legally binding in Europe since they are part of the Control-Command and Signalling Technical Specification for Interoperability (CCS TSI), which is published in the European Regulation 2016/919/EU [4]. The principles laid down in that CCS TSI do not allow actions such as a mandatory retrofit of cab-radios (unless specific rules are agreed). In addition, an overnight switchover would not leave the possibility to perform the necessary field tests to check whether the railway requirements are met. Therefore, GSM-R and its successor will have to operate in parallel for a period of time.