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Alternatives for Upgrading the Nykøbing Falster - Puttgarden Railway Line

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Alternatives for Upgrading the Nykøbing Falster - Puttgarden Railway Line ALTERNATIVES FOR UPGRADING THE NYKØBING FALSTER - PUTTGARDEN RAILWAY LINE JOANNA PAULINA LAZEWSKA, S150897 Danmarks Tekniske Universitet MASTER THESIS AUGUST 2017 ALTERNATIVES FOR UPGRADING THE NYKØBING FALSTER - PUTTGARDEN RAILWAY LINE MAIN REPORT AUTHOR JOANNA PAULINA LAZEWSKA, S150897 MASTER THESIS 30 ETCS POINTS SUPERVISORS STEVEN HARROD, DTU MANAGEMENT ENGINEERING HENRIK SYLVAN, DTU MANAGEMENT ENGINEERING RUSSEL DA SILVA, ATKINS Alternatives for upgrading the Nykøbing F — Puttgarden railway line Joanna Paulina Lazewska, s150897, August 14th 2017 Preface This project constitutes the Master’s Thesis of Joanna Lazewska, s150897. The project is conducted at the Department of Management Engineering of the Technical University of Denmark in the spring semester 2017. The project accounts for 30 ECTS points. The official supervisors for the project have been Head of Center of DTU Management Engineering Henrik Sylvan, Senior Adviser at Atkins Russel da Silva, and Associate Professor at DTU Steven Harrod. I would like to extend my gratitude to Russel da Silva for providing skillful guidance through the completion of project. Furthermore, I would like to thank Henrik Silvan and Steven Harrod for, in addition to guidance, also providing the project with their broad knowledge about economic and operational aspects of railway. In addition, I would like to thank every one who has contributed with material, consultations and guidance in the completion of this project, especially Rail Net Denmark that provided materials and plans, as well as guidance at the technical aspects of the project. A special thank is given to Atkins, which has provided office facilities, computer software, and railway specialists’ help throughout the project. It would not be possible to realize project without their help. Furthermore, I want to thank all friends who have supported and motivated me throughout the project. Finally, I want to place a special thank to my sister and my parents, who made it possible for me to study at DTU and supported me through my whole education process. Joanna Łażewska Department of Engineering Management August 2017 Abstract Present thesis investigates an opportunity to upgrade the track section between Nykøbing Falster and Puttgarden up to 250 km/h. The investigation is based on the common European goal of creating common railway network that will ensure smoother and faster travels, and safer and less congested routes. Proposition of track alignment, designed according to the Danish standards, that would allow to run trains with an operational speed of 250 km/h was presented in the first part of the analysis. It is possible to increase the speed between Nykøbing Falster and Puttgarden up to 250 km/h on the major part of the track section, however some elements on the track cause limitations of the speed. Nykøbing F. station and bridge at the Guldberg Sund do not allow to increase the speed without changing the track geometry. Increasing the speed in this area would require major rebuilt and due to the large cost, the track alignment around Nykøbing station and the bridge remained unchanged, and the speed limitations were introduced instead. Problematic section between Nykøbing F. and Puttgarden is also the Fehmarn Belt tunnel. It is assumed that it is possible to run trains with 250 km/h line speed in the tunnel, however the techni- cal parameters of the tunnel shall be investigated more thoroughly in order to support this statement. Capacity analysis made for both speed alternatives: 200 km/h and 250 km/h showed greater capacity utilization for the higher line speed. It is due to unused capacity and heterogeneity of the traffic. Neither conflicts nor delays occur in the timetable, however timetable created for the needs of capacity analysis is based on the traffic assumptions and does not reflect realistic departure/arrival times that in reality would have to fit the timetable at the big stations as Copenhagen or Hamburg. In general, travel time for Inter City trains would be decreased by around 3 minutes if the line section Nykøbing F. - Puttgarden would operate with the speed of 250 km/h. In the future, when line start the operations and traffic will growth, the line may experience problems with running both high speed passenger trains and slower freight trains. Capacity analysis has been made by using RailSys software, which base calculations on UIC 406 method. Last part of the analysis revealed that project is considered as not beneficial from socio - economic point of view. In order to estimate the project’s profitability, the cost benefit analysis has been made, considering construction cost calculated for an option when line speed at Nykøbing F. - Puttgarden track section is upgraded in the planning phase, thus only marginal costs and benefits were included in the analysis. Large costs associated with construction and uncertainties associ- ated with the project, and low benefits for users, which is 3 minutes shorter travel time, returns negative results. Therefore, at this point it could be decided to not proceed with the upgrade project. However, due to the fact that line section between Nykøbing F. and Puttgarden is a part of Scandinavian - Mediterranean TEN-T corridor, and considering other high speed railway projects carried out in Europe, it may be worth to proceed with an investigation of upgrade possibilities at the Fehmarn Belt fixed link, and to invest in high speed line in Denmark. Contents 1 Motivation for the Project1 2 Background2 2.1 Political Background . 2 2.1.1 The Trans European Transport Network . 2 2.1.2 A Long-Term Green Transport Plan . 3 2.2 Traffic Background . 4 2.2.1 Passenger Traffic . 4 2.2.2 Freight Traffic . 5 2.3 Nykøbing Falster – Puttgarden Track Section . 6 2.3.1 Fehmarn Belt Tunnel . 7 2.3.2 Passenger Traffic at the Fehmarn Belt Fixed Link . 8 2.3.3 Freight Traffic at the Fehmarn Belt Fixed Link . 9 3 Norms and Regulations 10 3.1 Standards . 10 3.1.1 The National Danish Railway Norms . 10 3.1.2 Application of the Railway Regulations . 11 3.2 Track Geometry . 12 3.2.1 Horizontal Alignment . 13 3.2.1.1 Horizontal Curves . 13 3.2.1.2 Cant . 13 3.2.1.3 Cant Deficiency and Cant Excess . 15 3.2.1.4 Transition Curves . 16 3.2.1.5 Straight Track Section Between Curves . 18 3.2.1.6 Crossovers . 18 3.2.2 Vertical Alignment . 19 3.2.2.1 Gradient . 19 3.2.2.2 Vertical Curves . 20 3.3 Ballast Profile . 21 3.3.1 Ballast Profile Components . 21 3.3.2 Track Center Distance . 23 3.3.2.1 Fouling Points . 24 3.4 Structure Gauge . 24 3.4.1 Structure Gauge in Denmark . 24 3.5 Platforms . 27 3.5.1 Platforms: Width and Length . 28 3.6 Summary of the Norms . 30 4 Mathematical Model for Alignment Optimization 31 4.1 Objective . 31 4.2 Model Framework . 32 4.2.1 Model Input . 32 4.2.2 Objective Function . 34 4.2.3 Constraints . 34 4.2.4 Implementation of the Model . 36 4.3 Summary . 36 5 Track Geometry Solution 37 5.1 General Considerations about Speed Upgrade . 37 5.2 Strategy for Speed Profile Upgrade . 38 5.3 The Existing Track Geometry . 39 5.4 Upgrading Existing Track to 250 km/h . 39 5.4.1 Straightening of the Curves Radii . 40 5.4.2 Track Adjustments around Fehmarn Belt Tunnel . 41 5.4.3 Vertical Alignment . 41 5.5 Summary . 42 6 Capacity Theory 43 6.1 The UIC 406 Method . 43 6.1.1 Capacity Consumption Calculation . 44 6.1.2 Congestion . 47 6.1.3 Application . 47 7 Capacity Calculations 48 7.1 Traffic Assumptions . 48 7.2 RMCon RailSys . 49 7.3 Timetable . 49 7.3.1 The running time supplement . 50 7.3.2 Dwell Time . 51 7.3.3 Headways . 52 7.3.4 Running Time Calculations . 52 7.3.4.1 Time Supplement Percentage . 54 7.3.5 Train Types . 55 7.3.6 Braking Curves . 55 7.3.7 Block sections . 56 7.3.8 Speed Profiles . 56 7.3.8.1 Speed Profile for Base Line with Line Speed 200 km/h . 56 7.3.8.2 Speed Profile for Speed 250 km/h . 57 7.4 Exemplary Timetable . 58 7.4.1 Graphical Timetable . 59 7.5 Capacity Analysis . 60 7.5.1 Robustness of the Timetable . 61 7.5.2 Additional Train Paths . 62 8 Project Description 64 8.1 Budgeting and Financial Setup . 64 8.2 Assumptions . 65 8.2.1 Track . 65 8.2.1.1 Track layout . 65 8.2.1.1.1 Track Layout in the Fehmarn Belt tunnel . 66 8.2.1.2 Speed Profile and Curvature . 66 8.2.1.3 Superstructure . 67 8.2.1.3.1 Track Construction for 250 km/h . 67 8.2.1.3.2 Ballast Profile for 250 km/h . 67 8.2.1.3.3 Cant Optimization . 68 8.2.2 Earth Work . 71 8.2.2.1 Soil Handling: Upgrade . 71 8.2.2.1.1 Estimation of the Amount of Soil . 72 8.2.2.1.2 Drainage . 73 8.2.3 Bridges and Constructions . 73 8.2.4 Electrification System . 74 8.2.5 Power Supply . 74 8.2.6 Interlocking and Remote Control . ..
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