Recent developments in Dutch signaling

April 2007
Issue 29
Recent developments in Dutch signaling
-One small country, four Mega-projects
By Maarten van der Werff
BSc FIRSE (ProRail, Netherlands)
Presented in London on 20 March 2007
This paper describes recent developments in Dutch signalling as a
On top of this 230 freight trains each day carry 80 000 tonnes of freight.
ProRail was established on 1 January 2005, when a new railway Act came
into force which introduces the role of Network Manager within a new
institutional setting. Of course ProRail also incorporates 170 years of
knowledge and experience, being the result of a merger of three subsidiaries of
consequence of the preliminary results of three Mega-projects for extension
of ProRail's network. The fourth project comes from a part of the network that
used to belong to ProRail. Known as RandstadRaii and having its own
identity, it links the local rail networks of the cities of Rotterdam and The
Hague.
the formerly integrated Netherlands Railways.
As Network Manager, ProRail provides access to the network, selling traffic
management, traffic control and timetabling to train operating companies.
ProRail is the asset manager and establishes and maintains the railway, the
catenary (1500 V d.c.), shunting yards and so forth. ProRail specifies and
manages projects itself mostly, outsourcing execution to contractors who
compete for work. ProRail also owns and operates the stations used by the
various operators of passenger services. As well as the hall and platforms, it
also provides such facilities as information and communication systems and
services. ProRail is also responsible for safety and environmental issues. As
owner and permit holder the onus is on us to ensure compliance and to
distribute contractual responsibility between operators, contractors, rolling-stock
companies, other users of our network and ourselves.
Today ProRail is required to submit a management plan to the Minister
every year, detailing activities for the coming year and their costs. The railway
authority (the Inspectorate of the Ministry) fulfils a supervisory role with respect
to safety.
New train operating companies and regional railways
At present twenty-nine train operating companies, mainly passenger operators
With this IRSE paper we take the opportunity to describe part of the signalling
and freight operators, make use of ProRail's network. Today Nederlandse
infrastructure of both ProRail and RandstadRail (Figure 1).
Spoorwegen (NS) is the largest train operator in the Netherlands. NS runs
The following themes are described in this paper:
•
the positions and roles of ProRail and RandstadRail;
•
changes in public transport, and the consequences of the start of new
passenger services exclusively on around 60% of our network and generates
85% of all train-kilometres.
What the future holds is still a matter of speculation. We do see some
train operating companies;
•
signalling on Dutch railways, with lessons learned;
•
replacement, renewal and development: Mistral.
interesting movement in the market though. The freight operators are part of
global transportation companies. On the passenger side also competition
seems to be heating up.
Within the scope of national heavy-rail traffic, the migration of signalling in the
In the Netherlands the regional railways have a relatively high traffic density,
European context of an interoperable system is described. Signalling for light
of two trains or more per hour. The Dutch government hands these so-called
rail on regional lines is also described. All this in one small country.
contract railways over to the regions and local government and their traffic
areas. The regions and local government are responsible for public transport,
PRORAIL Task
ProRail is the network infrastructure manager as described in the management
concession granted by the Ministry of Transport, Public Works and Water
Management. The Dutch railway infrastructure includes 385 stations on 2800
km of network with a total track length of 6500 km. Over this network 5000
passenger trains carry one million passengers each day.
and put it out to tender.
After initial doubts, some of the regional lines are definitely in the top ten of
the fastest-growing railway lines in the Netherlands. In various areas the
regions and railway companies are working together with ProRail as railway
infrastructure manager to make the timetable more reliable.
1
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•
availability
of
systems
from
controlled and locked;
several
suppliers;
•
sharing
of
know-how
and
experience
between infrastructure managers.
NEWS
•
9875 signals;
•
2800 level crossings.
About 40% of all infrastructure disturbances that
affect train operation are caused by signalling
Examples of these regional railways are
RandstadRail (see Figure 2)
Traffic growth
installations. ProRail has decided therefore to put
In the long term (i.e. from 2012) additional
increasing efforts into making the signalling
measures will be needed to improve the quality
systems more robust.
of railway transport in order to cope with
In the Netherlands fail-safe automatic train
increased passenger and freight traffic. The
protection (ATP) is a requirement on the entire
current expectation of the growth of passenger
network.
train traffic in the Netherlands is about 50%, from
Legislation and recommendations of the
15 billion seat-kilometres in 2006 to an expected
railway authority demand enhanced attention to
figure for 2020 of 21 billion seat-kilometres, an
safety issues, including reducing signals passed
annual growth of about 4%.
at danger (SPADs). The current ATP system
and the Rijn-Gouwe Line (see Figure 3).
Freight traffic is expected to triple almost,
does not mitigate SPADs at train speeds of less
RandstadRail is a hybrid tram, train and metro
from 34 to 88 million tonnes per year. The
than 40 km/h. ProRail must have a short-term
system
Hague,
BetuweRoute (see below) will play an important
solution
Rotterdam and Zoetermeer. The Rijn-Gouwe
role in this increase. Further growth will depend
requirements. From 2008 technical measures will
Line is a mix of light and heavy rail between
on the privatisation of rail transport, European
be taken at about 1000 signals to avoid SPADs
Gouda and Leiden. The light rail rolling stock will
policy and the development of trade relations
for speeds less than 40 km/h. These are short-
run into the cities of Leiden and Gouda
with the ten new members of the European
term solutions, making use of procedures and
eventually as well.
Union.
additional ATP functionality.
in
the
area
around
The
to
cope
with
these
additional
The growth of passenger traffic necessitates a
phases:
Development of new regional
networks
1) maintaining the current asset conditions of the
It is intended that technical solutions aimed at
railway enhancement plan. This consists of three
railway for the near future;
2) improving quality and preparing for future
reducing the cost of operating secondary lines to
avoid closure for economic reasons from the
1980s onwards will converge with those being
growth;
3) reviewing the way to improve maintenance in
implemented more recently to enable mixed light
a structured way by implementing lifecycle
and
management and by elaborating investment
conurbations.
rail
operation
in
the
large
In the 1980s ProRail was confronted with the
for replacements.
European rules
heavy
The future vision of the NS, laid down in the
effect of new trains with poor train detection
Vision 2020 study, is an integrated network of
characteristics on track circuits, mainly when
road traffic and public transport.
running in non-electrified areas. On the first
As a consequence of European rules, in the
In particular passenger traffic around the
Netherlands we have seen more companies
densely-populated Randstad area, a cluster of
as
enter the train operation market, especially in the
the four biggest cities in the country, namely
crossings using treadles for additional spot
case of regional railways where new traffic
Amsterdam, Utrecht, Rotterdam and The Hague,
detection, combined with a so-called stick circuit,
concepts are developed with an impact on
will increase significantly in the rush hours.
were adopted. A time-based delay in the block
signalling and train control. The pan-European
In this vision NS will offer a high frequency of
section where this was observed, solutions such
guaranteed
warning
of
trains
at
level
release was also implemented.
permit
six trains per hour, which will require an
No automatic train protection was applied on
standardisation and guarantee interoperability on
increased speed of 160 instead of 140 km/h,
these sections of the network originally. Later it
the heavy rail network. With the introduction of
connecting with the running of trains on the
was decided that the newly-developed Dutch
the Interoperability Directives for high-speed and
regional lines such as RandstadRail.
ATBNG system (see below) should provide
introduction
of
ERTMS
should
automatic train protection for light rolling stock on
conventional lines and the respective Technical
Specifications
for
Interoperability
(TSI)
standards, the European Commission prescribes
the direction towards European standardisation.
Standardisation
in
European
railway
infrastructure will help to reduce costs.
The Netherlands contributes intensively to
these developments. The advantages they will
bring, when introduced on a large scale, include:
•
the financial benefits of economy of scale;
SIGNALLING ON DUTCH
RAILWAYS
Disturbances and safety issues
As already noted, the ProRail network includes
6500 km of track. On it there are:
•
Automatische TreinBe"invloeding Nieuwe
Generatie (ATBNG) or "automatic train
protection new generation" was developed and
installed from 1992 onwards in the north and
east of the Netherlands.
300 interlockings, of which 230 are relaybased, the others electronic;
•
these regional lines in the Netherlands.
8000 points, of which 4800 are
2
Like
ERTMS
Level
1,
ATBNG
is
intermittent braking curve system, using
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April 2007
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April 2007
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Agenda
NEWS
beacons (balises) for transfer of movement
to a route-setting computer. After the new route
projects, the vision for use and management of
authority. In combination with this system an
is set from a starting signal, the computer follows
infrastructure has changed profoundly, for the
electronic axle-counter system was applied for
the vehicle by means of the vehicle code. In case
existing network as well as these new lines.
the first time, avoiding the need for any
of disruption, or when the system is out of
modifications to the block systems.
service, it is possible to request a route from the
Separation
of
use
and
ownership
of
With these systems there was no need for
train traffic control centre. A train driver can also
infrastructure results from European regulations.
other major modifications to the infrastructure for
request a route, for example away from a stop
At the time of privatisation the engineering
new train operators, provided they used rolling
before a level crossing. On the Hofplein line
branch
stock fitted with ATBNG. The only improvement
(between
the
eventually became the two largest engineering
being developed was to facilitate one-man train
interlocking controls the level crossings, ensuring
consultancies in the Netherlands. Since then a
operation by providing the train driver with an
that they close in time as vehicles approach.
number of others have entered the market, and
infra-red remote control device to request routes.
On
other
of
Hague)
For the driver the signals and signs along the
of
NS
was
transferred
into
what
are increasing their share.
improving
Automatic brake intervention is active in all
installation and maintenance, as Independent
passenger transport, introducing new and lighter
RandstadRail vehicles, both trams and metro.
Safety Assessors and as Notified Bodies.
forms of rolling stock. A characteristic of these
On the transition from the RandstadRail area to
Working with so many partners has made clear
regional lines is that the infrastructure had to be
the tram network in The Hague, the ATP is
the important differences between the original
adapted to systems originally intended for heavy
switched off, not being required on the tram
single railway organisation and the present
rail traffic. Some examples of adaptation of
network.
organisation
goals
network
The
route take priority over the cab signalling.
defined
the
and
local
government
parts
Rotterdam
for
signalling systems to these new traffic concepts
ProRail
now
employs
with
different
contractors
parties
for
each
responsible for their own processes (such as
are described below.
Rljn-Gouwe Line
RandstadRail
The Rijn-Gouwe Line is a project of the province
Running of trains is not the responsibility of
maintenance, design, automation and safety).
of Zuid Holland. The region has opted for a light-
ProRail any more, and so the implementation of
For RandstadRail it has been decided to
rail connection linking Gouda and Leiden to
new functionality and regulations must be agreed
introduce light rail infrastructure and operation,
Katwijk and Noordwijk on the North Sea coast.
with representatives of quite a number of train
with different types of rolling stock running on the
Part of the line makes use of an existing railway,
operators and the railway inspectorate.
same infrastructure to provide the new service.
modified and extended for the purpose. Light-rail
Rolling stock differences include the power
Since then the approach of working only with
rolling stock and trains share the same tracks,
performance-based,
supply and return current, platform height,
and signalling and train protection systems are
specifications when tendering new signalling
signalling and traffic control, and dynamic driving
adapted
requirements
systems has been abandoned. Instead more and
and braking characteristics. Part of the old
meant that implementation of ERTMS, which
more standardised specifications, both national
infrastructure is reused, and the various new
normally would have been ProRail policy, was
and international, have become available for
parts are constructed to suit the rolling stock that
not possible.
infrastructure components and subsystems in the
will
be
used
on
each
one.
The
chosen
technology is a compromise, and the challenge
accordingly.
Planning
It has been decided to implement the light-rail
system
with
full
brake-curve
protection
to
has been to combine the different design and
achieve the required safety level, given the
system philosophies of the constituent parts into
high-level
functional
field of signalling.
System integration may be done by third
parties, but ProRail retains responsibility.
common use of the existing infrastructure. The
ProRail has decided to standardise computer
a new, integrated and consistent system. So on
required functionality is provided by ATBEG (see
aided design engineering and data interchange
part of the network we have a complete
below) for heavy rail and ATBNG for light rail.
formats.
signalling system, including interlocking, axlecounters
for
train
detection,
signals,
train
protection and point controls. For the light rail
vehicles a combined dispatching and traffic
control system
is used, together
with an
Engineering
consultancies
will
be
requested to conform these standards.
Automatische TreinBe"invloeding Eerste
Generatie (ATBEG) or "automatic train
protection first generation" is in general use in
the Netherlands.
In the field of maintenance, work has started
on defining performance-based maintenance
specifications, to give contractors their own
responsibility in maintaining the infrastructure.
automatic system to control the points by means
of train numbers and inductive transfer from
Measures are required to protect the light rail
vehicle to wayside. Signal aspects are passed to
vehicles in the event of a heavy rail vehicle
the vehicle by means of transmission coils on the
passing a signal at danger. Because the rolling
track and under the vehicle.
stock is electric, track circuits can be used for
train detection.
At the request of the government ProRail
has, together with partners in the railway branch,
set up an implementation strategy with respect to
railway
signalling,
because
Each vehicle has an on-board computer. An
European
the interoperability of the railways in Europe.
eight-digit code is transmitted, depending on the
Infrastructure management
route to be demanded. This code is sent
ProRail
continuously through transmission coils below
infrastructure
the vehicle. At the wayside it is received by an
introduction of the new signalling for the High
Command &
antenna or loop, and passed
Speed Line and BetuweRoute mega-
September 2007 at the latest.
has
the
Commission is taking further steps to increase
made
important
management.
4
changes
During
Each member is committed to having an ERTMS
in
the
implementation plan conforming to the Technical
Specification for Interoperability for Control,
Signalling (CoCoSig TSI) by
Issue 29
April 2007
IRSE
Agenda
MISTRAL
the stakeholders and the maintenance process
NEWS
required for the various phases of the lifecycle
after delivery are all part of requirements
Economic analysis has shown that lifecycle
Introduction
management too. ProRail has to define the
costs of relay-based systems are at their
Investigation of the need for an integrated
replacement and renewal plan for the Dutch
railway signalling systems - Mistral - was started
in 2000. In the implementation phase Mistral
covers:
•
the need to replace old relay installations;
•
the results of system development for
introduction of ERTMS within the BB21
programme;
•
requirements for pan-European
interoperability.
commercial and technical objectives for the long
optimum level at approximately 30 years, and
term, and work with the supplier to reduce costs
that systems reach the end of their useful
by means of standardisation.
technical life after about 45 years. Given the
present
The
knowledge
strategy
of
the
line
age
of
replacement
systems,
programme
the
will
proposed
maintain
the
organisation, the development organisation and
average age of signalling installations at the
special projects such as the High Speed Line
optimum value in economic terms and within the
needs to be followed up in the near future. More
limits of the technical lifetime. Our investigations
interaction between departments is essential.
have shown that later replacement would lead to
an increased risk of unsafe situations and to far
For project management, it became evident
higher maintenance costs.
that generic requirements will grow during
Programme and project
management strategy
implementation projects. This means that the
central signalling department must be involved
BB21 Mistral development and
ERTMS implementation
In order to prepare for the future, projects and
as an actor in the specific projects. Close
In the 1990s it was decided to start the socalled
programmes were analysed. The experience
cooperation
of
BB21 Programme. BB21 stands for "signalling
gained has been integrated into the Mistral
signalling and infrastructure projects has to be
and traffic control for the 21" century" in Dutch.
("Migration Signalling Integral") programme, as
managed in conformity with the principles of
Originally it consisted of four development
described below.
systems
projects:
between
the
engineering.
For
department
future
signalling
For project and programme management it is
programmes and projects these lessons will be
important that a signalling development project
incorporated into the system. The framework that
should be linked to an implementation project.
will be used is a so-called "VVV" model, with
•
The programme management should define the
separate "V" models for development of the
•
framework for the implementation project. To
generic system, for implementation of the first
reach the planned goals, milestones or gateways
specific application on site and for subsequent
should
the
batch implementation of specific applications for
development and implementation projects, and
any location in the Netherlands. Each "V" model
In 2002 it was decided to develop a new
progress should be monitored against them. The
includes all the phases defined in CENELEC
generation
implementation project should be based on
specification EN 50126, from the concept phase
replacement programme. Such a development
systems engineering principles.
to decommissioning and disposal.
was outside the scope of the BB21 programme,
be
defined
to
synchronise
The remaining work on development and
modification
of
recently-developed
ERTMS
Each phase will be closed with a milestone
improved traffic control system;
implementation of the mobile
communication system (GSM-R);
•
25 kV a.c. power supply for electric trains.
which
was
of
interlocking
kept
separate
systems
in
for
the
the
ProRail
completing the required output and must be
had their own goals, their own staff and their own
approved by the stakeholders.
risks. It was envisaged that they could be
under
the
phase
signalling
Utrecht
put
a
ERTMS-based
systems for the 8etuweRoute and Amsterdambe
of
of
systems;
organisation. So both development programmes
will
Closure
application
involves
projects
(gateway).
•
responsibility of the main signalling department
merged later. This appeared to be the right
of ProRail. To avoid patchwork the integrated
Replacement of aged relay installations
approach only up to a point, and the two units
signalling architecture must all be managed by
The first interlocking replacement will be carried
were merged in the ProRail organisation from
the same department. The central signalling
out in Deventer. Further replacement of the
2004 onwards. Around 2004 it was decided to
department
the
oldest existing installations (see Ref. 1) is
focus the 8821 programme on the two mega-
modifications and developments needed for
planned to start soon following the results of
projects, Amsterdam-Utrecht and BetuweRoute.
signalling of regional lines. In the realisation of
interlocking developments.
should
also
coordinate
The emergence of ERTMS, resulting in ETCS
signalling projects in general, about fifteen
The first relay-based signalling systems were
stakeholders have been identified. Each has its
built more than 50 years ago, and approximately
degree
own interests, and there has to be an approach
25%
the
previously seen in the railway industry. ProRail
to co-ordinating them. The importance of the
Netherlands are relay systems built between
needs to cooperate with other infrastructure
maintenance organisation in particular as a
1953 and 1968. Investigations have shown that
managers and suppliers to achieve the common
stakeholder in the programme became evident.
these systems need to be renewed before 2018
goal of an interoperable system within the
In the case of supplier management it was
due to safety, availability and cost risks arising
framework of European legislation, a set of legal
concluded that there should be a common
from non-repairable ageing effects, mainly in
obligations with which all must comply. A set of
approach for requirements management by
wiring. At this moment they offer adequate
standards
ProRail, suppliers and engineering contractors.
performance, but with increasing traffic intensity
obligations but, as with any standardisation
Requirements
they may become a bottleneck. Moreover it will
process, joint efforts are needed from all parties
be increasingly difficult to retain
to translate such work into tangible results.
management
is
more
than
engineering. Process agreement, involvement of
of
all
signalling
5
installations
in
the skills
and GSM-R standards, has brought about a
of
cross-border
has
been
Issue 29
co-operation
created
within
April 2007
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these
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April 2007
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Agenda
This unique co-operation has made it possible
NEWS
and anticipating further application of ERTMS)
following questions.
What are the main differences between the
and automation of the design process are the
parts of ERTMS - the traffic management layer,
budget
main
the train communication system and the train
analysis as far as scope, preconditions and
to coordinate implementation of the constituent
1.
control system. Further momentum can be
comparisons
and
the
current
issues
addressed
by
the
Mistral
programme.
Besides cost calculations, which prove the
overall developments are concerned?
What is the difference in the cost of
benefit of the new approach, extra attention is
underlying systems, such as modern interlocking
implementation
paid to reliability and availability targets. The
technology, are modified or developed in line
interlocking and modern technology?
question was raised whether more complex
What parameters should be considered
systems and enlargement of scale would make
critical in these calculations?
the operation of the railway less rather than more
How sensitive is the outcome to different
reliable. This came up following occurrence of
values of these parameters?
some
added to the process by ensuring that the
2.
3.
with this programme.
Railways are aiming for significantly reduced
lifecycle costs, and must exploit all possibilities
4.
for cost-reduction in the various phases of
between
conventional
implementation, from planning and site-specific
major
disturbances
where
computer
failures seemed to be the main cause.
and
Based on a consistent research approach
commissioning (including safety approval) to
with clear starting points and assumptions, the
maintenance.
following conclusions were drawn.
disturbances on the railway in the Netherlands
•
engineering,
through
procurement
Standardisation,
increased
A
working
group
investigated
major
On the scale of a corridor, the investment
and produced conclusions and recommendations
implementation times are considered to be key
costs for interlocking systems can be
for the application of signalling systems. They
requirements for the near future. As a result Pro
reduced by more than 20% when modern
concluded that structured reduction of the
Rail has identified a need for well-defined
interlocking
probability of disturbances is possible by:
strategies to achieve a migration from the
conventional. It appears that an even higher
present
new,
saving, of 30% or more, can be obtained in
harmonised system enabling efficient integration
a larger corridor or over a greater number of
of rail traffic manage-ment, ERTMS, interlocking
controlled elements;
of
It appears that an increase in the amount of
supplies, communication networks and air-
competitive tendering and significant reduction of
configuration
towards
a
•
and other relevant systems.
is
installed
instead
of
•
using
equipment
with
high
availability
figures;
•
ensuring that specifications and architecture
ancillary
systems
(such
as
power
During replacement of aged installations and
infrastructure elements leads to a more-or-
conditioning)
migration to ERTMS, the greatest impact can be
Iess linear increase in costs, with clear
requirements of the traffic control and
expected from interlocking and train control
steps
systems. The impact of the introduction of
capacity of a system is exceeded;
•
at
points
where
the
maximum
match
the
environmental
signalling systems;
•
organising
operational
and
tactical
A further cost reduction can be realised if
maintenance processes to ensure high
system (that is, ATBEG and ATBNG-see above)
the distance between the main system
reliability and availability, for example with
has required ProRail and the train operating
which
interlocking
reliable fault registration systems, problem
companies to define a common migration
functions and the local control units and
management, structural evaluations and
strategy.
outside elements is increased;
ERTMS as a replacement for the national ATP
•
performs
central
implementation of improvement actions.
In the current arrangement, the cost of the
•
fine-tuning
measures
for
reducing
the
Corridor concept for the roll out
interface between a main electronic system
probability of failure, the geographic area
Starting in 2002 with its Mistral programme,
at a station and the relay technology for the
covered by a system, functional loss and
ProRail
interlocking
open line is considered to be too high. A
systems of the Dutch rail infrastructure, in
further reduction in cost of 10 to 20% can
particular replacing relay technology with state-
be achieved by making the signalling of the
of-the-art electronic systems, and to prepare the
open
infrastructure for the implementation of ERTMS.
interlocking.
intends
to
renew
the
line
part
of
the
same
recovery time;
•
selecting the size of area to be covered by a
system, depending on the location and
characteristics of the infrastructure;
station
•
taking care of system integration to ensure
One of the additional goals of Mistral is to reduce
ProRail is now ready to take the next step by
that systems selection, central facilities,
the lifecycle costs of train safety systems by at
introducing
maintenance
least 20%. With a focus on investment costs for
interlocking and ERTMS. The Mistral programme
management and the use of train traffic
new
control are all compatible.
systems,
ProRail
has
made
applications
of
new
generation
processes,
incident
cost
will implement them according to two baselines.
comparisons to demonstrate that implementation
Baseline 1 applies in places where ERTMS is not
of the new generation of interlockings will lead to
needed, yet at least, so that old installations can
lower costs. In preparing the business case for
be replaced with new ones having the same
Mistral, ProRail is currently looking for better
functionality. Baseline 2 applies to corridors
Further
understanding of the costs, broadening the
where ERTMS is required.
challenge of moving from complex trackside
ERTMS
ERTMS
development
brings
the
installations to flexible installations on board
scope and updating information on the results of
Extension of reliability and
availability
trains. On-board systems will partly replace track
renewal costs per station with investment costs
Standardisation, partnerships in the railway
equipment will be reduced significantly, and this
for replacement of signalling systems, along an
initial corridor. The research addressed the
market,
will result in better maintainability, less failures
and lower costs in future.
development projects. In order to realise this
objective
Pro
Rail
compared
conventional
the
corridor
approach
based
(combining
enlargement of scale and reduction of interfaces,
7
systems.
The
Issue 29
amount
of
trackside
April 2007
IRSE
Agenda
NEWS
European infrastructure managers, the ERTMS
both safe train movement and maintenance
the trackside train detection subsystem (track
Users
working on the tracks.
circuits with insulated rail joints or axle counters)
implementation in the Netherlands. Priority will
with auto-localisation on board the train gives the
be given to those projects designated by the
most benefit for ProRail. However ERTMS Level
Government and by European authorities to
3 has not yet been developed, and only Levels 1
cover gaps in ERTMS coverage.
Implementing ERTMS Level 3 by replacing
and 2 are actually available.
ERTMS Level 1 is not suitable for large-scale
national
implementation
in
the
Netherlands
Group
etc.
to
optimise
ERTMS
The HSL (High Speed Line) South is part of the
The next implementation of ERTMS on the
Amsterdam - Rotterdam – Brussels - Paris high
main line network in the Netherlands will be
speed line. The line is electrified at 25 kVa.c. It
between 2008 and 2012.
runs from just south of Amsterdam to Rotterdam,
where trains will rejoin the existing network to
because:
•
Level 1 has only a limited added value in
•
HSL South
THE FOUR MEGA-PROJECTS
serve Rotterdam Centraal Station. The new
comparison with the existing train protection
alignment
system;
Introduction
continuing past Breda to reach the Belgian
migration from Level 2 to Level 3 is easier
There will be presentations on the four Megaprojects and also visits during the May 2007
IRSE Convention, and so they are only
described briefly in this paper.
border at Hazeldonk. Work on the connecting
to implement than migration from Level 1 to
Level 3.
ERTMS Level 2 will be applied where its benefits
restarts
south
of
Rotterdam,
Belgian line as far as Antwerp is also well in
hand.
In 2001, a 30-year railway systems contract
was awarded to a consortium to design, build
in terms of interoperability, capacity and safety
can be exploited. So ProRail is focussing on
ProRail
and maintain the electrical and mechanical
Level 2 for the time being, but its objective is to
The main line railway network in the Netherlands
equipment. Under EU Directive 2001/14 the
implement Level 3 in the future.
shows significant changes. In 1999 ProRail
infrastructure will be managed by ProRail, and
signed
agreements covering the management duties
Further
introduction
of
ERTMS
in
the
a
framework
agreement
for
the
Netherlands should be done by migration, with
development of an ERTMS signalling system.
dual-equipped rolling stock. The overall costs
have been signed by ProRail and the Ministry.
The deployment plan of ERTMS / ETCS within
HSL South will be fitted with Level 2 ERTMS.
can be minimised and the benefits (fan be
the Dutch railway infrastructure is reflected
The consortium is responsible for development
achieved quickly by equipping the rolling stock
initially in the following infrastructure projects:
and installation of the wayside equipment,
with ERTMS and STM-ATB (see below).
Amsterdam-Utrecht
balises, radio block centres, interlockings and
The Amsterdam-Utrecht line is part of the Trans-
GSM-R based communications. Only ERTMS-
European Network (TEN) high-speed route
fitted trains will be able to use the line.
Automatische TreinBeinvloeding Specific
Transmission Module (STM-ATB) is trainborne
equipment used in combination with ERTMS. It
provides the functionality of the existing ATB
train control system but puts the information on
the standard ERTMS cab display.
The
introduction
of
ERTMS
on
the
linking
Amsterdam,
Utrecht,
Arnhem
and
Germany. Work has included upgrading and
RandstadRail
quadrupling. ERTMS-based signalling has been
implemented in a number of releases, with
RandstadRail is a hybrid tram and metro system.
facilities brought in to match the phases of the
The area between The Hague, Rotterdam and
overall project.
Zoetermeer is being built up very rapidly. New
BetuweRoute, Amsterdam - Utrecht and HSL
The project is being commissioned currently,
residential and business locations are appearing
South projects has led to important results and
and is expected to enter operational service in
over a wide area. More and more people require
provided a number of lessons. ProRail will use
April 2007. Application of ERTMS will follow in a
fast, comfortable public transport between home,
the experience of these projects in the strategy
subsequent phase.
office and recreation locations. That is why at the
for implementation of ERTMS on the rest of the
end of 1990s the Rotterdam and The Hague
BetuweRoute
region took the initiative to extend the existing
ProRail is starting now on preparation for a
The BetuweRoute is a new railway in the
railways in this area and to link them to create a
national implementation for ERTMS aimed at
Netherlands with a length of 107 km, which
single system better fitted to the increasing traffic
reducing risks and uncertainties. In the short
connects the port of Rotterdam with the German
demands. This was the start of RandstadRail.
term
be
network and forms part of the TEN conventional
necessary and useful for a number of corridors.
line to Genoa. The line has been designed for
main railway network.
implementation
of
ERTMS
may
Rotterdam has a metro company operated by
freight traffic with maximum speeds of 120 km/h,
the
which have not been equipped with ERTMS,
and is equipped with 25 kV a.c. traction power
Tramwegmaatschappij (RET) with a complete
because they are part of the existing network
supply.
signalling and train protection system.
These include those parts of the BetuweRoute
(Kijfhoek, Zevenaar). Other busy corridors of the
network will follow.
A further requirement is a cost-effective
migration path for ERTMS migration on selected
Rotterdamse
Elektrische
ERTMS Level 2 with ETCS cab signalling has
The Hague has a tram company, Haagsche
been implemented, except for the section
Tramweg Maatschappij (HTM). Here the tram
between Zevenaar and the German border and
traffic does not have a signalling system, but has
in the marshalling yard at Kijfhoek.
to obey traffic rules and traffic lights.
The control systems on the BetuweRoute and
Both traffic systems were connected to
external partners such as transport companies,
the connecting systems on the adjacent tracks
existing Dutch Railways lines, the Zoetermeer
industry, engineering
form a fully-integrated signalling system, which
City line near The Hague and the Hofplein line
has to fulfil all tasks needed for guaranteeing
between Rotterdam and The Hague. Both lines
infrastructure corridors. This includes involving
contractors, suppliers,
8
Issue 29
April 2007
IRSE
Agenda & Jokes
were owned by ProRail. For RandstadRail these
lines were reconstructed and linked to the
Rotterdam metro network and the tram network
NEWS
Jokes of the Month
in The Hague. The new system, with a length of
about 45 km of double track, is no longer
connected to ProRail's network.
On the Hofplein line RandstadRail operates
with rolling stock from Rotterdam for the time
being until the end of 2008. Passengers can
travel directly to the centres of the cities without
changing. By the end of 2008 RandstadRail will
also run to Rotterdam Central Station, and from
mid-2009 to Slinge, in the southern part of
Rotterdam.
On RandstadRail two types of light rail
vehicles are in use, high-floor vehicles suitable
for the metro lines in Rotterdam and intended for
running on the metro lines to The Hague Central,
and low-floor vehicles suitable for the tram lines
Sign For The Extra-Stupid
in The Hague and intended for running to
Zoetermeer and on the Zoetermeer City line.
Both types of vehicle run on the same tracks for
a distance of five kilometres. For that reason part
of the tram fleet has had to be equipped with the
same on-board train protection system as the
metro.
In 2002 it
was decided to
implement
RandstadRail systems by issuing invitations to
tender. The changeover from the national railway
network to RandstadRail on the line between
The Hague and Rotterdam had to be as quick as
possible because it was not desirable to suspend
services for too long. A period of twelve weeks is
planned
for
the
reconstruction,
during
the
summer of 2006. Only overall requirements,
covering key functions and performance, were
established at the beginning of the project.
Plastic Surgery Gone Bad?
Suppliers have derived the detailed requirements
and specifications and the complete design.
RandstadRail is an example of a regional
railway making a significant addition to the
national railway at a time of great expansion of
the entire railway system in the Netherlands.
BIBLIOGRAPHY
van der Werff, M.H., Mistral, a wind of change
blowing through Dutch railway signalling, IRSE
Proceedings 2005-6, pp.41-53.
ACKNOWLEDGMENT
Among others my special thanks go to Kie Liang
Tan and Henk Scholten from the signalling
department of ProRail and Dirk Hengeveld of
RandstadRail for giving me support in writing this
paper.
London Bridge!
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Members Corner
NEWS
Happy Birthday!
Our best wishes to the following IRSE (HK Section) members.
17
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April 2007
IRSE
Interesting Signals & Jokes
NEWS
Interesting Signals No.89 - Pinxton
By J.D. Francis
Combined semaphore stop and colour light distants on the same post are now extremely
rare. At one time they provided a common solution to where a mechanical box fringed to a
track circuit block section of automatic signals. In IRSE NEWS No.62 (September 1999), we
highlighted an example at Bognor Regis where a semaphore starter is combined with a
colour light acting as the distant for a colour light intermediate block home signal. Until the
Castleford area in Yorkshire was resignalled under the EROS programme, an example had
existed at Castleford Station on the Up Section signal (No. C35) working in conjunction with
Cutsyke Junction's first signal.
Still in existence at Pinxton, on the line from Pye Bridge to Kirkby in the East Midlands, is
the example depicted here. Pinxton's Up Starting signal (PN3) which reads into the absolute
block section to Sleights Sidings East signal box comprises an upper quadrant arm on a tall
tubular steel post. Some 14 feet or so lower down the post, bracketed to the right, is a two
aspect colour light head that operates as the repeater for Sleights Home signal which is only
50 chains (1100 metres) further on. Sleights box is fitted with a switch panel controlling
colour light signals only.
When PN3 is at danger a red light is exhibited in the spectacle of the semaphore and the
colour light head is dark. Where the green spectacle would normally be there is a blank
plate. Thus when the arm is raised to clear, the semaphore shows no light but the colour
light head becomes illuminated showing either yellow or green according to the state of
Sleight's distant controls.
Interestingly there are no block controls fitted to the Starting signal at Pinxton, nor its
counterpart at Sleights - a rare situation these days. This results in them having reminder
appliances applied until such time as "Line Clear" is obtained and double block working
being enforced when passenger trains run. The latter are rare as the route normally sees a
very sparse service of empty stock movements, light engines and coal trains.
This signal will finally disappear during the forthcoming North Erewash resignalling, when
control for this area will pass to the East Midlands Control Centre at Derby, where work has
already started in its construction.
Thanks to Alex Fisher for the provision of supporting information and Nick Allsop for the
provision of supporting photographs.
(photos : Nick Allsop)
18
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IRSE
Editor Column
IRSE News Letter is published monthly
by Institution of Railway Signal Engineers
. (Hong Kong Section).
All rights reserved. Photocopying or
reproduction in any form without the
written permission of the publisher is
strictly prohibited.
NEWS
To all members:
If you have change address , employers. Don’t assume
the IRSE knows where you are.
You can miss out on receiving institution mail because
they fail to notify their change of address.
While every effort has been made to
ensure accuracy, no liability is accepted
for errors or omission herein.
Please if you move drop a note, fax , call or email to the
IRSE office .
The Team Players:
Also for up to date information about the institution or
its activities, or to download a membership application
form log on to the IRSE (HK Section) website
http://www.irse.org..hk
Myla Pilarta-Li
Francis Hui
KC Lam
Enoch Li
Lawrence Tam
Ground Control:
10/F, MTR Tower,
Telford Plaza, Kowloon Bay,
Hong Kong
Myla Pilarta-Li
Editor
Advertising Info:
Tel: (852) 2993 3264
Fax: (852) 2993 7728
Email: myla@irse.org.hk
Website: http://www.irse.org.hk/
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