DOCSLIB.ORG

Digital Railways: How New Innovations Can Change the Approach to Rail Infrastructure Planning

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Digital Railways: How New Innovations Can Change the Approach to Rail Infrastructure Planning Digital Railways: how new innovations can change the approach to rail infrastructure planning A research on the digital alternative to rail infrastructure expansion L.P.J. van der Hoeven Master thesis Spatial Planning Specialisation Urban and Regional Mobility Nijmegen School of Management - Radboud University Ministry of Infrastructure and Water Management June 2020 Colophon Digital Railways: how new innovations anc change t he approach to rail infrastructure planning A research on the digital alternative to rail infrastructure expansion Image cover Utrecht Centraal (© Lucas van der Hoeven) Master thesis June 2020 Radboud University Master Spatial Planning, Urban and Regional Mobility Supervisor Supervisor Radboud University: Dr. F. Verhees Supervisors internship Ministry of Infrastructure and Water Management: Geert Buijs & Hugo Thomassen Second reader: Prof. dr. A. Lagendijk Author L.P.J. (Lucas) van der Hoeven Key concepts Digital Rail, Digital Railways, Rail Infrastructure, Dutch Rail Planning, Spatial Planning, Infrastructural Planning, Regional Competitiveness 2 Abstract Rail is an important means of transport for providing the opportunity for people to travel. Everyday about half a million people travel by train in the Netherlands. These travel movements are linked to the regional competitiveness of cities and regions. Therefore, the increase of the capacity of the interregional rail connections is often emphasised in policies. One of the current trends in the rail sector in order to reach this intensification of rail connections is the increasing use of digital solutions in the railways. Doing so is often referred to as the transition from analogue to “Digital Rail”. Therefore, this research aims for defining the concept of Digital Rail and examines the conditions in which the concept of Digital Rail can be a realistic alternative to part of the investments needed for the construction of new rail infrastructure and in what way cooperation with public and private parties play a role in this regard. This research indicates that there are several advantages and disadvantages to the implementation of the concept of Digital Rail. and that the concept of Digital Rail can be a realistic alternative to part of the investments needed for the construction of new rail infrastructure if four essential conditions are met. If these conditions are met a proper consideration can be made between physical expansion of the rail network and the implementation of Digital Rail. This research indicates that the concept of Digital Rail provides a viable alternative, however, the capacity it generates is in the end linked to the physical capabilities of the rail network. 3 Preface This master thesis is the result of nine months of dedicated research within the world of digitalisation and rail. The thesis is written to complete the master Spatial Planning at the Radboud University in which I followed the specialisation Urban and Regional Mobility. This thesis started with a big passion for rail and the ongoing question whether there is an opportunity to gain more capacity on the railroads in the Netherlands. Having to travel between Hoofddorp, Utrecht, Nijmegen and The Hague myself for around five years by train, you start to wonder how it is even possible to accommodate the predicted growth for the coming years in such a complex, yet very comfortable means of transport. Since physically expanding the rail network is not only costly but also very hard seen the limited space available in the Netherlands for such expansion, the question shifted to look into alternative means to still achieve capacity growth, but with the current infrastructural means. Since the agglomeration power and economic performance benefits from good connections, rail has an important place in providing so. An ever increasing demand for capacity is therefore an always returning question, especially in how to provide this. Therefore, this thesis aims for a first step towards conceptualising the use of digitalisation in rail and looks into the conditions to which this concept of Digital Rail can be an alternative to part of the investments needed for physical rail infrastructure. In addition, this research also looks into the public and private actors which are needed to conceptualise, use and implement such concept. This thesis has been a very special and educational journey for me. From a start as a student in the subject of spatial planning all the way into the technical details of the rail system. It took some time and a lot of effort to understand all the technical aspects of the rail system but it has definitely been rewarding. However, without the help, guidance and support of a number of people, this thesis would have never been possible. Therefore, I want to take the time to thank a number peope. First, I want to thank all the participants throughout Europe who were willing to make time for me and share their expertise, knowledge and opinions on the subject of Digital Rail. I have enjoyed the very informative and interesting interviews and the trips (by train!) to come and visit you. Furthermore, I want to thank the colleagues at ProRail who have been thinking along in my quest to conceptualise the concept of Digital Rail. In particular I want to mention Frank Bokhorst and Michiel Vijverberg and thank them for their advice and input. Also, a special word of thanks to my ERTMS colleagues from the Ministry of Infrastructure and Water Management who have supported me, provided feedback on my thesis multiple times and made my internship a nice experience. Furthermore, a word of thanks to my colleague interns who supported me in the last couple of months with lots of coffee and fun, motivating me to finish up this thesis and making the internship a very joyful experience. Addittionaly, a word of thanks to my former colleagues from the Provincie of Noord-Holland who have been involved in the early stages of the research. I especially want to take the time to thank my supervisors. First, a word of thanks to Hugo Thomassen and Geert Buijs from the Ministry of Infrastructure and Water Management for their excellent mentorship and supervision of my thesis during my internship at the Ministry. I am very grateful to have had your support, supervision and advices during the last couple of months and I have enjoyed our intersting conversations on topics related to rail, digital rail but also other subjects in our lives. Furthermore, a very grateful word of thanks to my supervisor from the Radboud University, Frits Verhees, who has been supervising my thesis from the very beginning. It has been a long journey but your ongoing supervision, guidance and help have been outstanding and crucial for finishing my thesis. I am going to miss the coffee meetups in Utrecht where we discussed the thesis, and life in general. My appreciation and gratitude to you for your help during all these months! Last but not least, my sincere thanks and gratitude go out to family, friends and my lovely girlfriend for their ongoing support and encouragement throughout the last couple of months. I could not have done this without all of you! Lucas van der Hoeven, June, 2020 4 Summary Rail is an important means of transport for providing the opportunity for people to travel. Everyday about half a million people travel by train in the Netherlands. These travel movements are linked to the regional competitiveness of cities and regions. The more people travel, the better the regional competitiveness gets. This increase of regional competitiveness is often aimed for in national policies to increase the agglomeration power of said region, thus increasing the economic performance. In this regard, it is often beneficial to provide more opportunities for people to travel between these regions, since attracting creative and innovative residents to regions influences the economic performance. These interregional connections are often facilitated by train. Therefore, the increase of the capacity of the interregional rail connections is often emphasised in policies. In order to do so, several programs are in effect in order to increase the rail capacity in the Netherlands such asProgramma Hoogfrequent Spoor (PHS) and Toekomstbeeld OV 2040 (TBOV 2040). However, given the fact that space is rather scarce in the Netherlands, the opportunities for physically expanding the rail network are limited. This calls for alternative solutions in order to increase the capacity of the Dutch railroads. One of the current trends in the rail sector in order to reach this intensification of rail connections is the increasing use of digital solutions in the railways. Doing so is often referred to as the transition from analogue to “Digital Rail”. Although concepts as digitalisation and Digital Rail are often mentioned in the rail sector, they remain relatively extensive and unknown within Dutch rail planning. In the European rail sector, Digital Rail is often referred to as a catch-all concept that includes multiple digital innovations such as, for example, ERTMS, Automatic Train Operation (ATO), smart timetables, smart infrastructure and trains and automatic disruption solutions. However, a clear unified definition for Digital Rail and a systematic approach to the concept is not yet defined. Also, an integral strategy for developing and implementing Digital Rail mostly lacks. This research aims for defining the concept of Digital Rail and examines the conditions in which the concept of Digital Rail can be a realistic alternative to part of the investments needed for the construction of new rail infrastructure and in what way cooperation with public and private parties play a role in this regard. Through a case study for the application of the concept of Digital Rail in the Netherlands insights are gained on the concept and its related benefits and challenges. This research finds that Digital Rail can be defined as “an intelligent transport solution (ITS) aiming for the digitalisation of the railways, therefore enabling organisations, goods and vehicles to be smarter, more efficient, more comfortable and safer”.
Load more

Recommended publications
  • 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).
    [Show full text]
  • Allegato 2 Piano ERTMS Evidenza Modifiche.Pdf
    Allegato 2 Piano Accelerato ERTMS revisione O con evidenza delle modifiche rispetto alla revisione N e-POD banca dati documentale RFI - download effettuato il 04/09/2020 19:18:20 stato di vigenza: IN VIGORE livello riservatezza Uso pubblico Piazza della Croce Rossa, 1 - 00161 Roma Rete Ferroviaria Italiana – Società per Azioni - Gruppo Ferrovie dello Stato Italiane Società con socio unico soggetta all’attività di direzione e coordinamento di Ferrovie dello Stato Italiane S.p.A. a norma dell’art. 2497 sexies del cod. civ. e del D.Lgs. n. 112/2015 Sede legale: Piazza della Croce Rossa, 1 - 00161 Roma Cap. Soc. euro 31.528.425.067,00 Iscritta al Registro delle Imprese di Roma ––– Cod. Fisc. 01585570581 e P. Iva 01008081000 – R.E.A. 758300 Codifica: PIANO DI SVILUPPO ERTMS/ETCS FOGLIO e GSM-R RFI TC.SCC SR RR AP 01 R05 O 1 di 130 PIANO DI SVILUPPO DI ERTMS (ETCS E GSM-R) SULLA RETE RFI Rev. Data Descrizione Verifica Tecnica Autorizzazione S. Buonincontri Aggiornamenti e stato di D. Caronti avanzamento attività in M. Ciaffi realizzazione rispetto al National Implementation S. Geraci O 23/07/2020 Plan e rimodulazione della G. Gallo F. Senesi e-POD banca dati documentale RFI - download effettuato il 04/09/2020 19:18:20 stato di vigenza: IN VIGORE livello riservatezza Uso pubblico proposta RFI del piano C. Iommazzo “accelerato” di rinnovamento tecnologico guidato da S. Marcoccio ERTMS G. Ridolfi D. Schiavoni PIANO DI SVILUPPO ERTMS/ETCS Codifica: FOGLIO 2 di 130 e GSM-R RFI TC.SCC RR AP 01 R05 O ELABORAZIONE DOCUMENTO VERIFICA EFFETTUATA Marco
    [Show full text]
  • X2rail-1 Deliverable D7.1 Analysis of Existing Lines and Economic Models
    X2Rail-1 Project Title: Start-up activities for Advanced Signalling and Automation Systems Starting date: 01/09/2016 Duration in months: 36 Call (part) identifier: H2020-S2RJU-CFM-2015-01-1 Grant agreement no: 730640 Deliverable D7.1 Analysis of existing lines and economic models Due date of deliverable Month 09 Actual submission date 18-02-2019 Organization name of lead contractor for this deliverable 18-TTS Dissemination level PU Revision DB-001-02-R2 Deliverable template version: 02 (09/11/16) X2Rail-1 Deliverable D7.1 Analysis of existing lines and economic models Authors Author(s) Alstom Transport S.A. (ALS) Pierre Damien Jourdain AZD Praha SRO (AZD) Michal Pavel Lukas Michalik BOMBARDIER TRANSPORTATION SWEDEN AB (BTSE) Jorgen Mattisson INDRA (INDRA) Francisco Parrilla Thales Transportation Systems GMBH (TTS) Ana Millán Belen Losada Trafikverket – TRV (TRV) Jan Bystrom Contributor(s) ANSALDO STS S.p.A. (ASTS) Giovanni Canepa CAF Signalling S.L. (CAF) Ignacio Gonzalez Deutsche Bahn AG (DB) Julian Mohr MERMEC SPA (MERMEC) Vito Caliandro Siemens (SIE) Jose Manuel Mellado GA 730640 Page 2 of 165 X2Rail-1 Deliverable D7.1 Analysis of existing lines and economic models 1. Executive Summary The present document constitutes the first issue of Deliverable D7.1 “Analysis of existing lines and economic models” in the framework of the Project titled “Start-up activities for Advanced Signalling and Automation Systems” (Project Acronym: X2Rail-1; Grant Agreement No 730640). Although modern signalling systems are going to considerably reduce trackside equipment in the next years, a source of the innovation step proposed by the X2Rail-1 WP7 is to provide fully distributed control of remote trackside objects such as points, level crossings, etc., without requiring the necessity to install specialized trackside cabling and associated cable routes, ducting etc.
    [Show full text]
  • HS1 Escrow Arrangements
    Final Report July 2018 HS1 Escrow Arrangements Office of Rail and Road Our ref: 23336101 Final Report July 2018 HS1 Escrow Arrangements Prepared by: Prepared for: Steer Office of Rail and Road 28-32 Upper Ground One Kemble Street London SE1 9PD London WC2B 4AN +44 20 7910 5000 www.steergroup.com Our ref: 23336101 Steer has prepared this material for Office of Rail and Road. This material may only be used within the context and scope for which Steer has prepared it and may not be relied upon in part or whole by any third party or be used for any other purpose. Any person choosing to use any part of this material without the express and written permission of Steer shall be deemed to confirm their agreement to indemnify Steer for all loss or damage resulting therefrom. Steer has prepared this material using professional practices and procedures using information available to it at the time and as such any new information could alter the validity of the results and conclusions made. HS1 Escrow Arrangements | Final Report Contents 1 Introduction .............................................................................................................. 1 Purpose of the Study .......................................................................................................... 1 Our approach ...................................................................................................................... 1 2 Background ............................................................................................................... 2
    [Show full text]
  • A System Solution to Optimize the Maintenance Process
    A System Solution to Optimize The Maintenance Process © 2012 ERDMANN-Softwaregesellschaft mbH Introduction - 2 IRISSYS® (International Railway Inspection and Services System) 1 Introduction ................................................................................................ 1 1.1 The Process of Maintenance ....................................................................... 1 1.2 The Task .............................................................................................. 1 1.3 The Solution .......................................................................................... 3 1.4 Your Partner .......................................................................................... 3 2 Advantages at a Glance .................................................................................. 4 3 IRISSYS® - Solutions ..................................................................................... 6 3.1 Inspection Data Management ...................................................................... 6 3.2 Analysis ............................................................................................... 9 3.3 Maintenance and Repair ........................................................................... 14 3.4 Fast Portability to Different Route Networks .................................................. 19 4 IRISSYS® - Software .................................................................................... 21 4.1 Systems Architecture .............................................................................
    [Show full text]
  • Eine Optimierte ETCS-Architektur Für Regionalstrecken ETCS L1 – an Optimised ETCS Architecture for Regional Lines
    ETCS | ETCS www.eurailpress.de/archiv/etcs ETCS L1 – Eine optimierte ETCS-Architektur für Regionalstrecken ETCS L1 – an optimised ETCS architecture for regional lines Peter Laumen | Tim Kipshagen | Prof. Dr.-Ing. Nils Nießen as europäische Zugbeeinflussungssystem ETCS (European he European Train Control System (ETCS) is currently D Train Control System) wird aktuell auf den Hauptstrecken T being introduced on main lines, in particular in the TEN / (insbesondere den TEN-Korridoren) eingeführt. Auf Neben- und corridors. ETCS has not yet been regularly implemented on Regionalstrecken kommt ETCS jedoch bisher üblicherweise nicht regional and secondary lines, but some countries are awaiting Seiten der zur Anwendung. Einige Länder erwarten zukünftig günstige inexpensive future ETCS solutions for these lines. The use of Aachen ETCS-Lösungen für diese Streckenarten. Durch die Digitalisierung new digital technologies and the resulting digital interlocking und die daraus resultierenden ESTW bzw. digitalen Stellwerke makes it possible to optimise the existing ETCS architecture. (DSTW) kann die bisherige ETCS-Architektur optimiert werden. In addition to the possibility of generating ETCS telegrams RWTH Mit den Möglichkeiten der DSTW, Telegramme zur Laufzeit im Besucher in the digital interlocking (DI) at runtime, ETCS Level 1 (L1) für Stellwerk zu generieren und über Balisen an den Zug zu übertra- lines can also be designed dynamically, which results in ad- für gen, kann eine ETCS Level 1 Full Supervision (L1 FS)-Strecke dyna- ditional benefits. There are significant operating advantages misch gestaltet werden und dadurch einen Mehrwert generieren. with regard to speed restrictions, block sections, the trans- 2020 Es ergeben sich wesentliche betriebliche Vorteile u. a. bei Lang- mission of route specific information, the integration of level samfahrstellen, der Blockteilung, der fahrstraßenabhängigen In- crossings and shunting under ETCS, for example.
    [Show full text]
  • Today. for Tomorrow. for Us
    Today. For tomorrow. For us. ANNUAL REPORT 2019 ÖBB-INFRASTRUKTUR AG Contents CONSOLIDATED MANAGEMENT REPORT 2 CONSOLIDATED FINANCIAL STATEMENTS 80 A. Group structure and investments 2 Consolidated Income Statement 2019 80 B. General conditions and market environment 5 Consolidated Statement of Comprehensive Income 2019 81 C. Economic report and outlook 10 Consolidated Statement of Financial Position as of Dec 31, 2019 82 D. Research and development 29 Consolidated Statement of Cash Flows 2019 83 E. Group relationships 31 Consolidated Statement of Changes in Equity 2019 84 F. Opportunity and risk report 32 G. Non-financial statement 37 Notes to the Consolidated Financial Statements as of Dec 31, 2019 H. Notes to the Group Management Report 77 85 A. Basis and Methods 85 Glossary 78 B. Notes to the Consolidated Statement of Financial Position Statement pursuant to Section 124 (1) of the and the Consolidated Income Statement 106 Stock Exchange Act 79 C. Other Notes to the Consolidated Financial Statements 133 Audit Certificate 162 ÖBB-Infrastruktur Aktiengesellschaft Consolidated Management Report | Consolidated Financial Statements Consolidated Management Report A. Group structure and investments 2 The ÖBB-Infrastruktur Group must ensure the economic and efficient use of Austria's railway infrastructure and its aavailabilityvailability to all railway operators on a non-discriminatory basis. At the same time, the ÖBB-Infrastruktur Group builds Austria's railway infrastructure on behalf of the Republic of Austria. The financing of the capital expenditures in rail infrastructure development is ensured through the cash flow generated, outside capital and guarantees and investment grants from the federal government on the basis of multi-year master plans.
    [Show full text]
  • Ruediger-Brandt-Siemens.Pptx.Pdf
    RailTech Europe LIVE ´21 Page 1 Unrestricted | © Siemens Mobility GmbH 2021 | SMO RI ML ETCS reached a high level of maturity and interoperability ▪ Targets of the EDP 2016/17 ▪ Horizon 2023 40 % of the “Core Network Corridors” ▪ Horizon 2030 51.000 km of ERTMS in operation ▪ History ▪ 1990s: Early pilots in CH, IT, DE, FR, AT/HU, … ▪ 2000s: Early adaptors: ES, IT, CH, NL, LX, BE, … ▪ 2020: Global success > 90,000 km contracted ▪ Several countries strive for a complete migration CH, BE, DK, IT, LX, NL, NO, AT, … Page 2 Unrestricted | © Siemens Mobility GmbH 2021 | SMO RI ML The 5 „ETCS Game Changer“ as a Chance „Game Changer“ Vorteile Capacity, Energy ATO Efficiency ETCS Level 3 / Hybrid L3 Capacity, CAPEX, OPEX FRMCS Capacity, Life-Cycle-Cost Satellite Positioning CAPEX, OPEX Braking Curves Capacity Page 3 Unrestricted | © Siemens Mobility GmbH 2021 | SMO RI ML „ATO over ETCS“ ETCS is the enabler for automation in an interoperabel way Grades of Automation (GoA) Driver assistance – Highly automated driving- Fully automated driving Fully automated driving Manual driving Surveillance by driver Supervisor on board Unattended (DAS) (ATO) (DTO) (UTO) The current ATO activities of Siemens Mobility: ATO is interoperable and ready for broader implementation Thameslink Moorgate DSH – S-Bahn Hamburg ERTMS Trackside AoE P44 / ETCS BL3.3 AoE P44 ETCS BL3.4 AoE S2R Norway Update ETCS BL3.6 ETCS BL3.6 AoE S2R X2Rail-1 WP4 X2Rail-3 WP10 SBB Demonstrator ZBMS* Demonstrator AoE S2R: Reference Test Bench ATO for DB Cargo / TRAXX Lok Gateway Phase1 (SS
    [Show full text]
  • Paradox of the Bermuda Triangle Applying Systems Engineering in a PPP-Environment
    Paradox of the Bermuda Triangle Applying Systems Engineering in a PPP-environment Robert Audsley René van der Vooren Booz Allen Hamilton Movares 7 Savoy Court; Strand PO Box 2855 London WC2R 0EZ; UK 3500 GW Utrecht; NL [email protected] [email protected] Erik Elich Monto Krommeweg 8 5708 JM Helmond; NL [email protected] Copyright © 2008 by the authors. Published and used by INCOSE with permission. Abstract. Applying Systems Engineering to a Public Private Partnership (PPP) contract requires a closed-loop control between the project goals, the project management and the content itself. Unexpected events, contradicting incentives and many more reasons can easily open the closed- loop without initially being perceived. All parties involved should participate actively at peer levels in order to assure the closed-loop control. The transparent and phased approach of Systems Engineering supports achieving this peer level closed-loop control. Introduction HSL-Zuid. In the Netherlands the High-Speed Line Zuid (HSL-Zuid) connects the country to the Trans-European Network of High-Speed Lines. Fast trains, with a maximum speed of 300 kilometres per hour, will take travellers directly from Amsterdam to Schiphol, Rotterdam, Antwerp, Brussels and Paris. This offers significant advantages. Travelling by high-speed train is fast and comfortable. Both domestic and international travel times are reduced significantly: thirty minutes from Amsterdam to Rotterdam and 3 hours from Amsterdam to Paris (compared with current times as shown in figure 1). Passengers travel from one city centre to the next, without parking problems, check-in times or changing trains. In this way, travel within the Randstad and to various European cities will become much easier.
    [Show full text]
  • 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).
    [Show full text]
  • (CCS) and Migration to ERTMS
    FEASIBILITY STUDY REFERENCE FEASIBILITY STUDY REFERENCE SYSTEM ERTMS FinalSYSTEM Report ERTMS DigitalisationFinal Report of CCS (Control Command and Signalling) and MigrationDigitalisation to ERTMS of CCS (Control Command and Signalling) and Migration to ERTMS European Railway Agency - 2017 23 OP European Railway Agency - 2017 23 OP 14 AUGUST 2018 14 AUGUST 2018 FEASIBILITY STUDY REFERENCE SYSTEM ERTMS Contact ANDRÉ VAN ES Arcadis Nederland B.V. P.O. Box 220 3800 AE Amersfoort The Netherlands Our reference: 083702890 A - Date: 2 November 2018 2 of 152 FEASIBILITY STUDY REFERENCE SYSTEM ERTMS CONTENTS 1 INTRODUCTION 9 1.1 EU Context of Feasibility Study 9 1.2 Digitalisation of the Rail Sector 9 1.3 Objectives of Feasibility Study 11 1.4 Focus of Feasibility Study 11 1.5 Report Structure 12 2 SCOPE AND METHODOLOGY 13 2.1 Methodology 13 2.2 Scope Addition 15 2.3 Wider Pallet of Interviewed Parties 15 2.4 Timeframes 19 3 INFRASTRUCTURE MANAGERS 20 3.1 Findings and Trends Infrastructure Managers 20 3.2 Reasons for Replacing Non-ETCS Components 28 3.3 Short-Term versus Long-Term 31 4 OPERATING COMPANIES 33 4.1 Dutch Railways (NS) 33 4.2 DB Cargo 35 4.3 RailGood 36 4.4 European Rail Freight Association 37 4.5 Findings and Trends Operating Companies 38 5 RAIL INDUSTRY SUPPLIERS 40 5.1 Supplier 1 40 5.2 Supplier 2 41 5.3 Supplier 3 42 5.4 Supplier 4 42 5.5 Supplier 5 42 Our reference: 083702890 A - Date: 2 November 2018 3 of 152 FEASIBILITY STUDY REFERENCE SYSTEM ERTMS 5.6 Findings and Trends Suppliers 43 6 RAILWAY INDUSTRY DEVELOPMENT INITIATIVES
    [Show full text]
  • SWUTC/11/476660-00071-1 High Speed Rail
    1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No. SWUTC/11/476660-00071-1 4. Title and Subtitle 5. Report Date High Speed Rail: A Study of International Best Practices August 2011 and Identification of Opportunities in the U.S. 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Beatriz Rutzen and C. Michael Walton Report 476660-00071-1 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Center for Transportation Research The University of Texas at Austin 11. Contract or Grant No. 1616 Guadalupe Street DTRT07-G-0006 Austin, TX 78701 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Southwest Region University Transportation Center Research Report Texas Transportation Institute September 2009 – August 2011 Texas A&M University System 14. Sponsoring Agency Code College Station, TX 77843-3135 15. Supplementary Notes Supported by a grant from the U.S. Department of Transportation, University Transportation Centers program 16. Abstract In the United States, passenger rail has always been less competitive than in other parts of the world due to a number of factors. Many argue that in order for a passenger rail network to be successful major changes in service improvement have to be implemented to make it more desirable to the user. High-speed rail can offer such service improvement. With the current administration’s allocation of $8 billion in its stimulus package for the development of high-speed rail corridors and a number of regions being interested in venturing into such projects it is important that we understand the factors and regulatory structure that needs to exist in order for passenger railroad to be successful.
    [Show full text]