DENMARK: Arriva Danmark has signed a contract to operate passenger services on the Varde - Nørre Nebel branch in western Jylland for a further six years. The 38 km route is onwed by the local authority through its railway company Vestbanen, and has been operated by Arriva under contract to transport authority Sydtrafik since mid-2002. The new contract signed on March 12 will come into force on July 1, and run to 2018 with a possible two-year extension. DB Regio subsidiary Arriva Danmark will be responsible for infrastructure and station maintenance, including signalling. 'It is a very forward-looking agreement', said Arriva Danmark Managing Director Thomas Øster. 'For the first time we can explore using our Vestbanen train fleet more effectively to complement our existing rail services in central and western Jylland. This approach means we will be able to provide our passengers with onward services to Esbjerg without having to change trains in Varde, which is excellent news'. The contract is worth DKr25m a year. Sydtrafik is also spending DKr47m on infrastructure upgrades, and DKr58m on procuring two Alstom Lint 41 DMUs to be delivered for the start of the new contract. 'The combination of investment in new trains and infrastructure by the transport authority and Arriva's experience in delivering high-quality train services will ensure Jylland's rail network continues to grow', said Øster.
Copenhagen - A cargo ship rammed into a railway bridge in northern Denmark only moments before a train was due to cross, causing massive damage and traffic chaos but no injuries, police said on Thursday.
Late on Wednesday "we received word that a boat had hit a railway bridge that links the town of Aalborg with that of Lindholm", crossing the Lim Fjord in the north of the Jutland peninsula, local police chief Per Joergensen said.
"The bridge was so damaged that it will not be possible to use it for the next six months. This will cost millions [of kroner, hundreds of thousands of euros/dollars]," he said, pointing out that all passengers travelling from Aalborg towards the north will have to be transported by bus.
Per Vagn Nielsen, a duty officer with the local police in northern Jutland, meanwhile told public broadcaster TV2 News that a train had been just a minute from the bridge when the accident had happened on Wednesday night.
"The train could have derailed and gone into the water. That would have been the worst imaginable scenario," he said.
The 75m cargo ship, which is registered in Finland and called Ramona, was not damaged, Joergensen said.
The ship will however remain anchored in the Aalborg port until the cause of the accident has been determined, he said, adding he did not know how many people had been aboard at the time of the crash.
Neither the the ship's captain nor the bridge operator were intoxicated, Joergensen said, speculating that the accident may have been due to miscommunication between the two.
Arriva Danmark extends Vestbanen contract
Arriva Danmark has extended its contract to operate the Vestbanen train operation in western Jutland.
Chairman of Sydtrafik and Vestbanen Poul Rosendahl and Arriva Danmark managing director Thomas Øster signed the new six-year agreement to operate trains between Varde and Nr. Nebel.
To help attract new passengers from outlying areas, the Region of Southern Denmark has invested DKK47 million (€6.3m) on upgrading the railway line and DKK58 million (€7.8m) on two new Lint 41 trains which will be painted in Arriva livery.
As part of the contract Arriva Danmark is responsible for maintaining the tracks, signals, platforms and station buildings and traffic management.
Arriva Danmark managing director Thomas Øster, said:
“It is a very forward-looking agreement. For the first time we can explore using our Vestbanen train fleet more effectively to complement our existing rail services in central and Western Jutland.
“This approach means we will be able to provide our passengers with onward services to Esbjerg without having to change trains in Varde, which is excellent news for passengers.
“The combination of investment in new trains and infrastructure by the transport authority and Arriva’s experience in delivering high quality train services will ensure Jutland’s rail network continues to grow.”
Arriva has been responsible for the Vestbanen operation since the summer of 2002.
The new contract, which has an annual value of some DKK 25 million, will start on 1 July 2012 and run until 2018 with a possible extension for another two years.
The new trains will enter service with the start of the contract.
Friday, March 30, 2012
SERVICES have ceased on the line to northern Jutland in Denmark after a 75m-long Finnish freight ship collided with a bridge in Aalborg on Wednesday night just minutes before an inter-city train was due to cross it.
Banedanmark estimates that it will take up to six months to repair the bridge, meaning that rail services to northern Jutland will be suspended and replaced with buses. No-one was injured in the accident with a miscommunication between the bridge operator and ship captain suspected as the cause. Trains stranded north of the bridge will be sailed to Gothenburg from Fredrikshavn and returned to Copenhagen via the Øresund link.
Photo: Lars Horn/Banedanmark
Denmark: Banedanmark has awarded Alstom a €25m two-year contract to design and test its Atlas ETCS Level 2 onboard equipment with a view to potential roll-out across 789 trains and 41 operators.
But I have a train story. A couple years ago, in October, we headed to the Louisiana Museum, one of the great art museums of the world, about 25 kilometers north of Copenhagen. When you buy your ticket at the Central Station for Humlebaek, they ask if you are going to the museum and, if so, they will sell you the admission ticket at half price once combined with the train fare.
It is a lovely route, about the distance from Seattle to Mukilteo, up and along the coast of the Baltic, parallelling the Strandvejen, and passing through the Royal Danish Forest, We spent a fine afternoon at the museum, where there was a brilliant exhibit on the designer Poul Kjaerholm.
But at 5, we had to leave, for we were meeting Matilda Plojet, a Swedish book designer, at the Jacobsen restaurant, which is half way back to Copenhagen. It was also my friend Rick Sundberg's birthday. We had books to plan and toasts to propose. The Jacobsen restaurant is a tribute to the famed architect Arne Jacobsen, the Danish designer who had been secreted out of Copenhagen days before the Germans invaded.
The restaurant uses only Jacobsen-designed chairs, table, silverware, bathroom fixture, cutlery, fireplace,lights, napkins, candles, rugs, shades, dishes, pans, glasses. It is located in Klampenborg, where Jacobsen designed several housing projects, down to their beaches and lifeguard stations. There are other fine restaurants in Klampenborg — we just never get further than this one.
The Danish Rail system is complicated enough to intimidate even students, but we crossed under the tracks and were lucky enough to have a Copenhagen-bound train arrive moments later. These are massive and very high speed trains — practically silent, very comfortable, and always busy. We were quite pleased with ourselves. It had been a fine day at the Louisiana and now we would arrive at the Jacobsen with enough time for even a stroll in the small town.
We had not noticed that the train was in any particular hurry until the signs of Klampenborg blew by at high speed. Bill Stout, the famous San Francisco publisher and bookseller, noted, I think we missed our stop. We were hurtling but then just as fast, the train stopped. We piled out, ducked again under the tracks but now to the other side, where there was a crowd waiting for the northbound, since it was the end of the work day. No harm done, it seemed, we would still make the restaurant in time for there was the train.
As we started to board, a man with a white cane and seeing-eye dog spoke up. He had overheard our banter and said, no not this train, it is also an express, yours to Klampenborg is three minutes after this one. As Bill noted, it seemed right that he was our better guide.
Moments later, the next train arrived, and we got off ten miles north at Klampenborg and crossed a bridge onto the main road to the restaurant, just as Matilda was being seated. Three hours later, after many fine course and plans for books to publish, our waiter brought the bill and noted that the train to Copenhagen would arrive in eight minutes, or there was another a half hour after.
We all walked across the bridge, hopped the train and were in Copenhagen from the Baltic beach in 15 minutes. Matilda stayed on; she was going through to Stockholm and work in the morning.
Now that is a train system. And it has nothing to do with buses.
Monday, April 16, 2012
DANISH State Railways (DSB) is to retain its six remaining class EA electric locomotives to allow IR4 emus to be cascaded to Copenhagen - Esbjerg services when electrification of the Fredericia - Esbjerg line is completed in 2015. The transfer of IR4 trains to Esbjerg services will release six IC3 three-car dmus to strengthen intercity trains on unelectrified routes such as Fredericia - Aarhus, where additional capacity is urgently needed.
The EAs, which are the only remaining electric locomotives in the DSB fleet, will be used on double-deck regional trains in Zealand. For this new role they will be refurbished at a cost of around DKr 50m ($US, 8.8m) which will include the installation of ZWS control for push-pull operation.
DSB received 22 of the 4MW locomotives from Henschel, Germany between 1984 and 1992, 10 of which were sold to German Rail in 2001 as part of the privatisation of DSB's railfreight subsidiary. These locomotives, together with a further six sold by DSB in 2007 to open-access operator Bulmarket, are now used in Bulgaria.
DSB's six remaining EAs are currently underutilised, operating just one daily return working between Copenhagen and Padborg and one international overnight train. They also see occasional freight use, on hire to DB Schenker.
Report: Denis Bowers Photo: Spoorjan
DENMARK: Legal powers enabling the construction of Denmark's first modern light rail line in Aarhus were approved by parliament on May 8. The Aarhus Letbane joint venture of the municipality, Ministry of Transport and Midtjylland region can now be formally established as project promoter, and the tendering process launched. Transport authority Midttrafik says the project to introduce tram-train services on two regional railways linked by a city-centre tramway is heavily inspired by Kassel in Germany. Phase 1 includes the construction of a 12 km double-track tramway running from Aarhus H station, along Randersvej via the University Hospital in Skejby and the Lisbjerg development area to Lystrup. This will link the existing regional railways running 26·5 km to Odder in the south and 69 km northeast to Grenaa, which are to be modified to accommodate tram-train services. Future plans include a branch to Lisbjerg West Contracts are to be awarded in three packages. Civil works will be tendered as two framework contracts expected to be worth a total of €60m to €100m. A negotiated design and build contract covering railway systems and rolling stock is valued at €150m to €180m. A final package will cover operations. Two types of rolling stock will be required, with 70 km/h trams for the city section and 100 km/h tram-trains for the longer distance routes. Options being considered include full electrification, or the procurement of a mix of 750 V DC trams and electro-diesel tram-trains. If full electrification is adopted, a catenary-free system may be chosen for the harbour-side section. Construction is scheduled to begin in June 2013, with opening planned for August 2016. Studies for the project have been undertaken by COWI and Systra. German BOStrab light rail regulations will be adopted, and Lloyd's Register EMEA has been appointed independent safety assessor.
DENMARK: Four IC3 and six MR diesel multiple-units were left stranded when a container ship collided with the Limfjorden railway bridge at Aalborg on the night of March 28, severing the railway to the far north of Denmark. To retrieve the rolling stock, DSB, infrastructure manager Banedanmark and Stena Line have agreed to repair out-of-use train ferry facilities at Frederikshavn and Göteborg. This will enable the DMUs to be transferred to Sweden on the train ferry Stena Scanrail on June 3-5, from where they will be hauled back to Denmark. Banedanmark will move track machines and equipment needed for planned engineering works in the other direction. 'It has been an exciting project', said Claus Riis, Freight Manager at Stena Line. 'We have not operated rail shipments for several years, so we had to dig in the archives to find procedures.' The lifting section of the bridge was knocked about 1 m out of place when it was hit by the ship while in the closed position. On April 21 the damaged section was removed to allow ships to pass. Repairs are expected to take at least three months, and train services on the severed line are currently replaced by buses.
SHIP-BRIDGE COLLISION STRANDS TRAINS
on May 16, 2012 in Mishaps Europe
During the night of 28 March, a container ship collided with the Limfjorden railway bridge at Aalborg in Denmark, stranding four IC3 intercity sets and six MR diesel multiple-units. To retrieve the trains, Danske Statsbaner (DSB â€“ the Danish state railways) arranged with the Stena Line that out-of-use train ferry facilities at Frederikshavn and GÃ¶teborg would be repaired and brought back into service. This will make it possible to move the DMUs to Sweden â€“ hopefully by early June â€“ from where they will be hauled back to Denmark.
The lifting section of the bridge, which was in the closed position when the ship ran into it, was pushed about a metre out of line, and repairs are expected to take at least three months. On 21 April, the damaged section was removed so that marine traffic could resume. Meanwhile buses are replacing train service to northern Denmark.
22 May 2012Aarhus LRT a first for Denmark
Denmark’s second city, Aarhus in north Jutland, which closed its first-generation tramway in 1971, has granted legal powers for construction of a new light rail line.
The infrastructure work will now go out to tender, with the expectation of groundbreaking in May 2013. The 12km (7.5-mile) line, in development for the past decade, will cost DKK1.2bn (EUR161.5m), with DKK500m (EUR67.3m) coming from the state, DKK600 (EUR80.7m) from Aarhus city council, and the remainder from Midtjylland regional council.
It is hoped that 4500 car journeys/day will be removed from the city’s roads when the system opens in 2016.
Extra trains to beef up public transport
May 31, 2012 - 14:53
More trains, rather than lower fares, will probably be the result of the extra annual billion kroner the government has to spend on public transport
Politicians hope that expanding the public transport's capacity will lure more commuters (Photo:Scanpix)
The plan for how to spend the extra one billion kroner set aside for public transport will be announced before the summer holiday, metroXpress newspaper reported today.
The extra money was the result of adeal made between the government, support party Enhedslisten and opposition party Dansk Folkepartias a compromise after the government’s proposed congestion charge was abandoned in February.
”We are not ready yet, but we are betting on being ready before the summer holiday,” Radikale’s traffic spokesperson, Andreas Steenberg, told metroXpress. “DSB needs time to adjust their budget after the reduction in fares. But if we need more trains then that needs to get going if it is to be ready by January 2013.”
Socialistisk Folkeparti's traffic spokesperson, Anne Baastrup, told the newspaper that increasing capacity was a high priority that would probably lead to a doubling of the 45 double-decker regional trains currently in operation.
“What we are going for are bicycle super highways, more trains and electric trains all the way to Esbjerg by 2015, along with more electric trains in general,” Baastrup said.
According to Harry Lahrmann, a traffic researcher at Aalborg University, focussing on increasing capacity rather than reducing fares is a better method of getting more people to use public transport.
“It would work best to have more trains,” Lahrmann told metroXpress. “There is evidence to suggest that reducing prices doesn’t help.”
The continuation of the HyperCard scheme, which gives high school students cheap fares to and from their education, was also up for discussion. While some want to expand the project to reach more students, Enhedslisten thinks that the scheme is too focussed on a small portion of the population.
“I think the HyperCard scheme for all students is a good idea but it would cost between 300 and 400 million kroner and not all groups would benefit from the reduction in fares,” Enhedslisten’s traffic spokesperson Henning Hyllested said.
After the government failed to introduce a congestion zone for Copenhagen, they instead established a Congestion Committee in April to examine alternative ways of tackling the city’s traffic problems.
The 24-person committee is comprised of businessmen, researchers, environmental organisations and politicians. They have until January 2013 to develop a strategy for tackling congestion in Copenhagen.
DSB's Italian train debacle deepens
June 1, 2012 - 13:01
Ten years late and a billion kroner over budget, the saga over the Italian IC4 trains continues
There is no word yet on when the Italian IC4 trains will make a comeback to Danish tracks (Photo: Jens Hasse/Chili foto)
The long-delayed high-speed IC4 trains purchased by train operator DSB will end up costing one billion kroner more than the original price tag according to calculations by weekly science newspaper Ingeniøren.
The trains have been an ongoing headache for DSB, which purchased the 83 train sets from Italian company Ansaldobreda in 2000 for 5.3 billion kroner with the intention of putting them into service in 2003.
But long delays in delivery from the Italian company, along with recent concerns over faulty brakes, mean that not one is yet in service.
According to Ingeniøren, the total cost of the IC4 trains is expected to reach about 6.4 billion kroner, despite promises made by DSB's former CEO, Søren Eriksen, that the trains would be inexpensive.
“We are going to get a very, very cheap regional train compared to the alternative,” he said at a 2009 press conference.
In late 2011, state-owned DSB told parliament that it had so far spent four billion kroner on the trains. Ingeniøren’s total, however, factors in additional payments to Ansaldobreda and VAT charges that will be owed once the trains become operational.
Ingeniøren also factors in the expected several billion kroner costs of upgrading the trains after DSB chose to purchase the trains at their most developed test state and complete the upgrade themselves.
There are also further costs resulting from DSB's limited capacity due to the non delivery of the IC4 trains. DSB has had to rent 112 double-decker carriages and maintain the ageing locomotives that pull them. DSB has not released the cost of the rental, but Ingeniøren estimates it to be about 1.5 billion kroner.
None of these costs were included by the consulting engineering firm Atkins when it last year concluded that the IC4 “ was a good train for the price”.
Poul Erik Christiansen from Copenhagen Business School said that omitting these costs was misleading.
“A fair assessment of the costs only makes sense if the incidental costs incurred [as a result of the delay] are also included,” Christian told Ingeniøren. “DSB never did that, and so the public has never been presented with a proper insight into the IC4 project's total costs.”
DSB was granted 2.25 billion kroner of compensation in 2009 from Ansaldobreda, of which 1.5 billion has already been paid. This compensation was factored into Ingeniøren's figures and according to Alex Landex, a train expert from the Technical University of Denmark (DTU), the money is probably already long gone.
“My assessment is that the compensation that was handed to DSB in 2009, in the worst case scenario, has already been eaten up from the direct and indirect costs,” he said.
IC4 trains have run in Denmark for limited periods only to be withdrawn after errors were detected.
In 2008, four trains were taken out of service in Jutland after problems with their exhaust fumes, and in 2011 the trains were once again grounded after a brakes failure almost led to an accident.
The IC4 train was custom designed for Denmark and is thought to be the reason for the lengthy delays.
Last year, it was discovered that an IC4 train was in Libya and had been given as a gift to the former dictator Muammar Gaddafi by Italy’s former Prime Minister Silvio Berlusconi without DSB's knowledge.
DENMARK: New electric multiple-units and additional double-deck coaches for København commuter services are included in a DKr2·6bn investment package announced by Transport Minister Henrik Dam Kristensen on June 12. The investment forms part of a package of proposals to boost the use of public transport agreed by the government with the Red-Green Alliance and Danish People's Party. With plans to electrify Banedanmark’s main line between Lunderskov and Esbjerg approved in February, and further electrification now being studied, the government has decided to order an initial batch of 15 EMUs to augment the inter-city fleet. In order to avoid the kind of problems which dogged the procurement of DSB’s IC4 DMUs, the minister said there would be ‘new model of procurement’. The intention is to order two or three small batches of ‘proven’ designs, which will be tested in revenue service before a series order is placed. The dual-system trainsets would be equipped for both 25 kV 50 Hz and 15 kV 16·7 Hz to allow operation into both Germany and Sweden. Other projects covered by the investment package include procurement of an additional 55 double-deck coaches in 2013-17 to expand the current fleet of 112 vehicles working push-pull commuter and services in Sjaelland, refurbishment of existing locomotives and network enhancements around the country. Funding is also to be provided for improved frequencies on the København metro, cutting headways from 120 to 100 sec to boost capacity by around 20%. Further studies will be undertaken into light rail and metro expansion projects in various cities, including the Ring 3 orbital line around København, a scheme in Aalborg and a 14 5 km light rail line in Odense which the city hopes will open by 2020. Funding will be provided for electrification of the Grenaa line as part of the Aarhus tram-train project authorised in May. To encourage greater use of the facilities being provided, the agreement allocates DKr662m a year from 2013 to facilitate fare reductions, making public transport around 20% cheaper to use off-peak. Next year will see the introduction of a youth card offering further savings. Funds are also being allocated for the establishment of ‘super bike paths’ in the larger cities to encourage more cycling. 'We've got a good deal to ensure better and cheaper public transport, and we have set the orientation for the future transport system, focusing on electrification, light rail and bicycles’, said Henrik Dam Kristensen.
DANISH State Railways (DSB) is to receive new emus and double-deck trains under a package of measures to boost public transport use unveiled on June 12 by transport minister Mr Henrik Dam Kristensen.
Under the programme agreed by the coalition government, public transport fares will be reduced by DKr 662m ($US 112m) per year, which will make off-peak journeys around 20% cheaper, while DKr 2.6bn will be invested in a variety of public transport projects.
A total of 15 inter-city emus will be ordered for use on Copenhagen – Fredericia – Esbjerg services, and will enter service following the completion of the Kolding – Esbjerg electrification in 2015. These services will operate half-hourly between Copenhagen and Kolding/Lunderskov, with alternate trains continuing to Esbjerg. The delivery of the new trains will release IC3 dmus for use on regional routes, and strengthen inter-city services to northern Jutland.
The government is keen to avoid the problems that have beset the AnsaldoBreda IC2 and IC4 dmus, which were designed specifically for use in Denmark, and says the strategy for future rolling stock acquisition will be based on proven designs, with small batches of pre-series sets being ordered for testing prior to the delivery of production trains.
In addition, the government will also provide funding for 55 push-pull double-deck coaches. At present DSB operates 112 Bombardier double-deck coaches on regional services in Zealand, which were leased due to the late delivery of the IC2 and IC4 fleets. The lease agreements on these vehicles expire between 2013 and 2017. The government says that pending developments with the AnsaldoBreda dmus, which have not yet been accepted by DSB, it wants to retain at least 45 of the coaches on a single lease, and acquire 10 additional vehicles to supplement the fleet. It will also decide next year whether to renew the lease on any of the remaining 67 vehicles.
Furthermore, the programme includes funds for the refurbishment of DSB's fleet of 44 IR4 emus, and DKr 50m for rail infrastructure improvements.
The government will also make funding available for studies on proposed light rail lines in Copenhagen and Odense, as well as a project to increase capacity on the Copenhagen Metro by 20%.
EUROPE: Senior executives from the railway supply industry called for urgent action to address the problems of rail vehicle acceptance in a heated round-table debate at the UNIFE General Assembly in Kobenhavn on June 14. Pointing out that it took an average of 600 days to get new vehicles approved, the head of Siemens Rolling Stock Dr Hans-Joerg Grundmann said equipment valued at €1·4bn was currently awaiting acceptance in Germany alone, incurring capital servicing costs of around €100m a year. As well as the commercial impact on the suppliers, these unnecessary costs were making rail less competitive against other modes. He suggested that in some markets applications were being delayed for weeks or months while 'professors argue with dipl-engineers' over their interpretation of European standards and national rules. European Railway Agency Director Marcel Verslype said a complete set of TSIs should be ready by the end of 2013, which he hoped would provide clearer guidelines for manufacturers. Meanwhile, steps are being taken to consolidate the different sets of national rules from the 25 EU member states with railways plus Norway and Croatia; Switzerland is expected to join next year. More than 12 000 individual rules are now published on the ERA website. However, Verslype acknowledged that some directives were being interpreted differently by authorities in different member states. The European Commission established a task force last year to review the problems of vehicle acceptance, and this is expected to publish its findings shortly. UNIFE General Manager Eric Fontanel suggested that the structure introduced under European directives over the past decade had created 'a monster' to formalise what had been handled as internal processes within a single incumbent railway, which would only be solved by moving to a common European process. Bombardier Transportation President Andre Navarri cited as an example the requirements for inspecting and approving axles and wheelsets in different countries, which was just one of many issues he remained concerned about. But ERA's Richard Lockett pointed out that the Commission had received no formal complaints from UNIFE or its members which would enable it to request an independent technical opinion from the agency. Earlier this year UNIFE and CER issued a proposal that ERA should become the single European authority for safety approval, by 2020 at the latest. The meeting hoped to see proposals to strengthen ERA's powers being brought forward as part of the fourth railway package. However, industry insiders subsequently suggested that national safety authorities would remain cautious about cross-acceptance of vehicles authorised by another country or European body as long as they remained liable to prosecution in the event of any accident.
DENMARK: Banedanmark expects to begin tendering in July for up to 512 track-km of 25 kV 50 Hz electrification, CEO Jesper Hansen told the UNIFE General Assembly in Kobenhavn on June 14. Four separate projects are under development as part of the government's strategy to prepare the network for a doubling of passenger traffic within 20 years. Hansen said the infrastructure manager was currently considering whether these should be tendered as a single package to benefit from potential economies of scale. Top priority is the line from Lunderskov to Esbjerg, totalling 114 km, where electrification by 2015 was authorised earlier this year. Also due for completion in 2015 is the DKr750m Vamdrup - Vojens double-tracking project to raise speeds and increase capacity on the line to Germany through Jylland, requiring a further 20 track-km of wiring. The biggest single scheme is the new 250 km/h line between København and Ringsted, for which the initial civil works packages are now being tendered. Involving 120 track-km of electrification, this DKr8·1bn project is due for completion in 2020. Finally, the existing Ringsted - Nykøbing - Rødby line is to be doubled, electrified and upgraded for 160 km/h operation in conjunction with the Fehmarn Belt fixed link. Work on the 258 track-km of electrification is planned for 2018 following resignalling under the national ETCS programme. Hansen said a decision is expected in the autumn over whether to refurbish the 75-year old 3 km long Storstrøm bridge at a cost of DKr1·7bn, or replace it with a new double-track structure for DKr3·7bn. Looking further ahead, Hansen envisaged that future electrification projects would initially focus on regional lines in Sjælland which are currently worked by diesel push-pull trainsets, such as the Roskilde - Kalundborg line where further double-tracking is planned by 2015 between Lejre and Vipperød to raise capacity. Wiring of the main lines to northern Jylland would have to be justified in conjunction with replacement of DSB's existing diesel inter-city fleet, he suggested. If the wires do reach Aarhus, they would remain 'entirely separate' from the regional lines being energised under the city's tram-train project, he insisted, adding that the light rail project was likely to be taken forward by the government through København metro company Metroselskabet rather than Banedanmark.
If you have recently visited Copenhagen, you will have noticed it has a large number of on-going construction sites. Significant investments made in various public transport projects over the last couple of years has meant that many roads have been closed and there have been temporary changes in public transport timetables and schedules. The new investments will mean that in a few years’ time, the city will have a new metro line, a new railway (60kmlong), a light-rail connecting the suburbs west of Copenhagen, and new signals on the railway network.Additionally, the busiest train station in Denmark will be renovated into a modern and attractive facility. Unfortunately, the large number of construction sites will make Copenhagen a less inviting city for the time being, but I am confident that the massive investments will ensure that public transport in Copenhagen will be able to maintain a very high standard in many years to come.In January 2009, the Danish Parliament decided that the number of passengers using public transportation must be more than the number of motorists. Therefore, the Parliament decided to invest almost €8 million in the Danish public transportation system. The investments have an unprecedented level in Denmark.
Craig Waters, Editor of Eurotrasnport, speaks to Martin Giles, Managing Director of Lloyd's Register's UK rail business...Lloyd’s Register has recently been appointed as the ISA for the new light-rail project in Aarhus. What exactly will Lloyd’s Register’s responsibility be for this role?First of all, from a Lloyd’s Register viewpoint, there are two or three different ways of working as an Independent Safety Assessor (ISA); we can sit back and wait for the suppliers and system developers of a project to do all their work before we start to do our job, or we can stick by our ethos which is to join a project right at the start, that means we can provide advice and guidance as early as possible which helps us to gain efficiencies and prevent costly changes and delays later on in the project. This is how we are working for the Aarhus light-rail project.Our duties and roles here include developing the safety assessments and audits of the plans, processes and documents required throughout the design, manufacture, installa - tion, testing and trial operations.
Construction of the initial phase of Denmark™s first light-rail network has now progressed from the planning to the construction phase, as the Danish Government recently passed the Aarhus Light Rail Act. Work towards the building of a light-rail network in the Aarhus area began in 2007 when eight local authorities, the Central Denmark Region, and the regional public transport authority, Midttrafik, entered a formal partnership to develop a light-rail transit network (LRT network) centred around Denmark™s second largest city, Aarhus.The procurement strategy for Phase 1 of the LRT network will soon be presented. It is expected that prequalification and tender will take place during summer and autumn 2012. At the same time, the parties involved in the Aarhus Light Rail Partnership are planning to extend the network with more light-rail lines in Aarhus and to neighbouring towns in the Aarhus region. The State is also considering a possible new and fast regional railway line between Silkeborg and Aarhus.The vision to build a light-rail transit network around Aarhus is now closer to becoming a reality as the Danish Government has adopted the Aarhus Light Rail Act of 8 May 2012.
THE Municipality of Odense, Denmark's third largest city with a population of 186,000, has awarded a contract to Parsons Brinckerhoff, Unites States, to help with project management and provide advice for the construction of the city's first light rail line.
A pre-feasibility study for the light rail scheme has been completed enabling concept design to start in August. An environmental impact assessment is due to be submitted to the Ministry of Transport by late 2013. The objective is to put the project out to tender in 2015 and to open the line in 2020.
DANISH transport authority Trafikstyrelsen granted permission on July 2 for Danish State Railways (DSB) to return its AnsaldoBreda IC4 inter-city dmus to revenue service, although the future of the troubled fleet remains in the balance.
The trains, which were ordered 13 years ago, were withdrawn last November following two separate incidents of signals being passed at danger. Prior to this 18 sets had been certified for revenue operation, covering nine daily diagrams.
Numerous tests have been carried out during the last seven months, with experts from many companies and institutes participating. Trafikstyrelsen has specified that dynamic brakes, which were not operational when the incidents occurred, must now be used.
DSB has been testing the trains without passengers since February, and has taken advantage of the hiatus to upgrade 37 sets already delivered to Denmark, which are now ready for service.
Initially they will enter service on the Esbjerg – Aarhus replacing MR dmus build between 1978 and 1985, although they will later return to the Copenhagen – Aarhus – Aalborg inter-city services for which they were originally conceived.
However, the future of the IC2 and IC4 fleets is still far from certain. The revised delivery specified in the so-called "ultimatum agreement" has slipped seriously, and is now 15 sets behind schedule.
Perhaps more ominously for AnsaldoBreda, a public transport plan unveiled by the government last month includes funding for 15 inter-city emus for the Copenhagen – Fredericia – Esbjerg route, which was originally destined for IC4 operation but will now be electrified instead. This will allow refurbished IC3 trains to be redeployed on regional services and strengthening inter-city services to northern Jutland. The plan also allocates funding for 55 double-deck coaches for regional services in Zealand, which together with further electrification in eastern Denmark will further reduce the requirement for IC2s and IC4s.
DENMARK: National passenger operator DSB announced on July 2 that it had received authority to put its troubled fleet of IC4 DMUs back into passenger service. The trains had been withdrawn from traffic in November 2011 after problems were identified with the braking system. DSB has been allowed to run the IC4s on test without passengers since February, in order to investigate the problems and develop rectification measures in conjunction with manufacturer Faiveley, DB’s Minden research centre and local technical universities. Over the past four months the trains have run around 200 000 km on test. During this phase, DSB made it mandatory to use the IC4’s magnetic rail brakes, which increase the braking effort by around 20%, and this will remain the case. DSB applied to the national transport authority Trafikstyreksen for permission to reinstate the IC4s to passenger service last month, following the publication on June 20 of an independent report by the Technical University of Denmark which confirmed that the IC4 brakes were now working correctly and conformed to all European and local standards This request has now been approved by Trafikstyreksen, enabling DSB to put its 37 operational trainsets back into traffic once they have been modified to the new configuration. DSB Vedligehold CEO Frank Olesen said ‘I am very pleased that we can once again run with passengers in the IC4s. Safety is always DSB's first priority, and after the very thorough studies of the braking system over the past eight months, I feel confident about putting them back into passenger service.’ DSB is planning to reinstate the IC4s gradually, starting with regional services between Aarhus and Esbjerg in place of the older MR DMUs. From August they will also be introduced between Aarhus and Aalborg, and finally the trains will be restored to the InterCityLyn services between Aarhus and København.
DANISH infrastructure manager Banedanmark has selected Alstom to deliver its Atlas ERTMS onboard signalling solution to train operators across the Danish network.
The €61m contract follows a framework agreement signed between Alstom and Banedanmark in March and involves equipping 503 vehicles. The previous contract was worth €140m and encompasses the deployment of Atlas on 789 trains operated on the Fjernbane network.
Alstom says it will take eight years to rollout the solution, including two years dedicated to design with its team in Charleroi, Belgium, working with Banedanmark in Copenhagen.