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Analysis of a Central S-Train Network Extension in the Greater Copenhagen Area S134810 Frederik Wrona Holgersen Agenda

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Analysis of a central S-train network extension in the Greater Copenhagen Area s134810 Frederik Wrona Holgersen Agenda 1. Introduction 2. Problem statement and learning objectives 3. The S-train network and CBTC 4. The need for a new tunnel 5. Method in RailSys 6. Transport modelling and assignment calculations 7. Results 8. CBA and sensitiviy analyses 9. Recommendations and further investigations 10. Closing and final comments 2 Technical University of Denmark 28/1/2020 Introduction Why is an extension of the S-train network investigated? • The existing central part of the network from Svanemøllen to Dybbølsbro is a bottleneck • To create shorter travel times between the radial lines in the S-train network • To attract more passengers to the public transport • Serve new areas in Copenhagen with S-trains 3 Technical University of Denmark 28/1/2020 Problem statement •It will be investigated if the implementation of an Express Tunnel will result in a passenger increase and a reduction in travel time for the existing passengers in the public transport network in the Greater Copenhagen Area, and if the tunnel is profitable in a socio-economic analysis. 4 Technical University of Denmark 28/1/2020 Learning objectives • Describe the design of the current public transport network and present upcoming infrastructure extensions in Copenhagen and in the capital region • Analyse the current train service and capacity consumption in the S-train network and evaluate the need for an extension of the infrastructure • Formulate scenarios for the S-train network with the new Express Tunnel • Apply RailSys to model the Express Tunnel and to determine running times with the scenarios and classify advantages and disadvantages with these • Explain the structure in a transport model and apply the Express Tunnel and the scenarios and results from RailSys to it • Analyse and evaluate the results from a transport model and apply them to a socio-economic analysis • Evaluate the profitability of the project together with sensitivity analyses and formulate a conclusion on the project as a basis for decision making 5 Technical University of Denmark 28/1/2020 The S-train network Favrholm St. Vinge St. 6 Technical University of Denmark 28/1/2020 Fixed blocks vs CBTC Most critical block determines minimum headway between the trains Theoretical headway Train occupies is decreased one block The block ”moves” = moving block 7 Technical University of Denmark 28/1/2020 Benefits from CBTC • Headway between S-trains can be reduced (to approx. 90 seconds) • The capacity consumption today between Copenhagen Central Station and Svanemøllen exceeds recommended level according to UIC • With CBTC it is possible to operate more trains via Nørreport – From 30 S-trains per direction per hour to 33-36 8 Technical University of Denmark 28/1/2020 Is an extension necessary? From 2013-2018 38.5% on average of all delayed arrivals were caused by an incident in the central part of the network. The socio-economic loss from S-train delays is 701 M DKK every year (COWI, 2017). 9 Technical University of Denmark 28/1/2020 The Express Tunnel 10 Technical University of Denmark 28/1/2020 Scenario 0 • Timetable S20 with lines and stops • CBTC in the entire network • Vinge and Favrholm are added • Basis year 2030 • Trafikplan 2032 (only minor changes of the S-train network) • New projects: o Sydhavnsmetroen o Ring Syd o Ring 3 light rail o New regional- and long- distance service 11 Technical University of Denmark 28/1/2020 Scenario 1 • Express Tunnel with Vibenshus Runddel and Forum • Line F remains unchanged • Fast lines via the Express Tunnel • Stopping lines via the Boulevard Tunnel (Nørreport) • Bx is changed to K • Line H and K every 10 min • Line L Åmarken-Hellerup • 31 s dwell time at new stations 12 Technical University of Denmark 28/1/2020 Scenario 2 • Rigshospitalet is added • Line network remains unchanged from Scenario 1 • Timetable is adapted to the additional stop • 31 s dwell time at Rigshospitalet 13 Technical University of Denmark 28/1/2020 Timetabling and modelling in RailSys • New infrastructure with 120 km/h (60 km/h in points) • Moving block configuration on new infrastructure • Only turnouts at junctions – no crossovers on the new line! • Line F keeps the same timetable from S20 • New fast lines (E, H and K) are adapted to line F • New stopping lines are adapted to the fast lines • New stations are modelled with stop markers and boundaries • 4th generation S-trains 14 Technical University of Denmark 28/1/2020 Public timetable 15 Technical University of Denmark 28/1/2020 Graphical timetable Distance Time Køge Copenhagen Central Station 16 Technical University of Denmark 28/1/2020 Remaining bottlenecks 17 Technical University of Denmark 28/1/2020 Transport modelling in LTM • Assumption: The Express Tunnel is opened in 2030 • Data from 2010 is extrapolated to 2030 • Car assignment follows stochastic user equilibrium • Public transport assignment follows the schedule • Inheritance-structure of lines and schedules • Trafikplan 2032 is implemented in LTM • Inheritance-structure of scenarios • Scenario 1 and Scenario 2 inherit Trafikplan 2032, but the S-train schedule is changed • Public transport is divided in different modes (bus, coach, S-trains, metro, RE-trains, IC-trains, local trains and ferries) 18 Technical University of Denmark 28/1/2020 Public travel time Furthermore, if passengers are delayed in public transport, the delay will be a socio-economic loss and apply to the total travel time. However, no delays occur for public transport in LTM and there is always enough space for everyone in the transport modes! 19 Technical University of Denmark 28/1/2020 Public transport interface Data about inhabitants, jobs, - with a small example… car ownership, income etc. Data about inhabitants, jobs, car ownership, income etc. Centroid/zone 1 (Origin) Rigshospitalet Connector Centroid/zone 2 (Egress time) (Destination) (Hidden waiting time 1) (Hidden waiting time 2) Connector (Access time) Vehicle time 2 Forum (M) Vehicle time 1 Frederiksberg (Waiting time 1) Public change (Changing time) Forum (S) (Waiting time 2) 20 Technical University of Denmark 28/1/2020 Results: Capacity consumption • Neither the Express Tunnel nor the Boulevard Tunnel has a high capacity consumption with the new timetable • Hellerup-Holte and Dybbølsbro- Hundige exceed UIC max • Værløse-Farum is still a bottleneck due to the single-track • The utilisation of Valby and Hellerup is high – it is difficult to schedule new possible train paths 21 Technical University of Denmark 28/1/2020 Travel time savings between radials 22 Technical University of Denmark 28/1/2020 Stop loads for the new tunnel 8,369 Ydre Ydre Rigs- Indre 836 Østerbro V Nørrebro N hospitalet Østerbro N 3,953 4,030 3,392 12,129 10,954 8,568 3,077 3,389 10,995 Vibenshus 10,022 7,340 0 2,209 Runddel Sc1: 50,512 Sc2: 33,954 Rigs- Indre Changing hospitalet Nørrebro S Accessing and 2,929 egressing passengers passengers 17,360 Rigshospitalet 39,368 Sc2: 60,891 2,144 Indre Ydre Frederiks- Frederiks- 2,044 Nørrebro S Nørrebro V berg Øst N berg Øst Ø 3,297 2,636 2,848 3,108 28,710 10,596 4,744 11,081 3,430 31,803 Forum 0 3,998 10,232 Sc1: 62,793 Sc2: 53,331 23 Technical University of Denmark 28/1/2020 Passenger flows in Copenhagen Scenario 1 Scenario 2 24 Technical University of Denmark 28/1/2020 Differential maps for public transport Nærum Farum Nærum Farum Hillerødbanen Hillerødbanen Klampenborg + Kystbanen Klampenborg Frederikssundbanen + Kystbanen Frederikssundbanen Cityringen M3 Ring 3 light rail Cityringen M3 Ring 3 light rail Ringbanen Metro M1+M2 Ringbanen Metro M1+M2 Ring Syd Høje Taastrup Ring Syd + Vestbanen CPH Airport Høje Taastrup CPH Airport to Roskilde Køgebugtbanen Vestamager + Vestbanen to Roskilde Køgebugtbanen Vestamager Scenario 1 Scenario 2 Blue links are passenger decreases, red links are passenger increases 25 Technical University of Denmark 28/1/2020 Results: Travel time savings Benefits from public travel time savings Scenario 1 Scenario 2 (2019-level, M DKK, present values) Total 2,401 3,624 Vehicle time - Existing passengers 3,091 2,365 - New passengers 772 966 Waiting time - Existing passengers 746 447 - New passengers -28 -124 Access and egress time - Existing passengers -1,297 576 - New passengers -329 70 Changing time - Existing passengers -295 -552 - New passengers 128 222 Hidden waiting time - Existing passengers 8 19 - New passengers -1 1 Number of changes (penalty) - Existing passengers -560 -655 - New passengers 164 289 26 Technical University of Denmark 28/1/2020 Results: CBA Results from CBA (2019-level, M DKK, Scenario 1 Scenario 2 present values) Construction costs (incl. 50% reserve) -15,132 -16,313 Scrap value 2,344 2,527 Operation and maintenance costs 633 2,571 Ticket revenue, public transport 627 2,568 Road pricing 6 3 User impacts 2,999 3,483 Travel time savings, road traffic 569 -115 Travel time savings, public transport 2,401 3,483 Driving costs, road traffic 33 -23 Road pricing -5 -4 External impacts 35 33 Accidents 21 20 Noise 5 5 Local air pollution 6 5 Regional air pollution (climate) 3 3 Other impacts -1,641 -2,050 - Taxation consequences -199 -635 - Labour market distortion -1,505 -1,489 - Labour market benefit 63 74 Net present value (NPV) -10,885 -9,870 Internal rate of return (IRR) 0.9% 1.4% Ratio between NPV and the present value from Negative Negative public expenditures 27 Technical University of Denmark 28/1/2020 Sensitivity analyses Sensitivity analyses (2019-level, Scenario 1 Scenario
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    29. maj 2017 MOLO DI-2017-05505 Erhvervsstyrelsen Dahlerups Pakhus Langelinie Allé 17 2100 København Ø DI’s bidrag til høring vedr. forslag til Fingerplan 2017, spor 1 DI takker for modtagelsen af materiale vedrørende høring af spor 1 i revision af Fingerplan 2017. DI er glad for, at flere kommuner benyttet lejligheden til at se på udlæg af ekstra arealer til erhverv. Flere steder i materialet henvises der til og bruges begrebet ”miljøklasser”. Det er uheldigt, at dette begreb stadig finder anvendelse. Begrebet har ingen hjemmel i den eksisterende lovgivning omkring regulering af virksomheders miljøforhold. Det er alene opstået som en deskriptiv opdeling af virksomheder i Håndbog i miljø og planlægning fra 1994. Ved miljøregulering af virksomheder gennem miljøbeskyttelsesloven og godkendelsesbekendtgørelsen tildeles der ikke virksomhederne en miljøklasse. Reguleringen tager udgangspunkt i de lokale forhold og med vejledning fra Miljøstyrelsens vejledninger om lugt, støj og luft i øvrigt. DI kan godt tilslutte sig, at planlæggerne afsætter områder, til virksomheder, for hvem det vil være dyret foretager f.eks. støjreduktion ned til de vejledende støjgrænser i dag. Dette bør imidlertid ikke ekskludere disse virksomheder fra placering andre steder, hvor det kan være praktisk af andre årsager, og hvor virksomheden accepterer mere omkostningstunge støjkrav. DI beder om, at begrebet miljøklasser udlades og erstattes af en tidssvarende beskrivelse, der svarer til regler og praksis i dag på miljøbeskyttelsesområdet. DI står i øvrigt gerne til disposition for en yderligere uddybning af dette høringssvar, hvis styrelsen finder det nødvendigt. Med venlig hilsen Morten Løber *SAG* *SAGDI -2017-05505* Dato: 29. maj 2017 Til: Erhvervsstyrelsen, [email protected] Masnedøgade 20 2100 København Ø Telefon: 39 17 40 00 Mail: [email protected] Danmarks Naturfredningsforenings bemærk- ninger til forslag til Fingerplan 2017 Hermed følger Danmarks Naturfredningsforenings (fremover forkortet DN) bemærkninger til materialet i høring.
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