also valid at approximately 20-30% of the European railway network. In Sweden, the ERTMS Regional system is primarily meant to be installed on this category of lines and thereby replace outdated signal installations and manual train dispatching.
Project goals Lower operational cost In many cases there is an urgent need for innovative ways of improving the situation for low density lines and its operation. If they are not found soon, line closures will become inevitable. Largest impact on the operational cost is the cost for the operational personnel (dispatchers) at each station. By introducing centralised traffic control via ERTMS Regional the operational cost is significantly reduced. Also the maintenance cost will be reduced by introducing ERTMS Regional.
Increased safety Many railways in Europe are currently seeking cost-effective solutions, in order to improve safety throughout their regional or low density network and for renewing outdated signalling installations. Safety shortfalls can often be attributed to ‘human factors’. With the protection against human error and the monitoring functions which the system provides, ERTMS Regional offers increased safety compared to the present-day manual traffic control.
Increased capacity By upgrading to ERTMS Regional, railway lines which currently have manual traffic control will get considerably increased capacity. Trains can meet each other at unmanned stations and several trains can occupy the same line between two stations simultaneously. This leads to a potential increase in traffic density and a better through-flow.
Increased flexibility On low density lines there is also a need to better meet changes in train operation and customer demands. Flexibility and improved handling of interruptions in traffic is necessary. In contrast to the present manually operated lines, which require personnel as soon as two trains shall meet at a station, the new system enables traffic to be monitored via the traffic control centre throughout the day. This means that train traffic can continue at all hours of the day and night, with fast changes of planning when required, without having the constraints of personnel availability.
Interoperability and intra-operability The EU directives on interoperability concern so far the high speed lines and conventional lines with international traffic. Lines exclusively dedicated to regional or local traffic are still under the responsibility of national railway organisations and authorities. Future renewal or upgrading of these lines is likely to be subject to substantial cost pressure, in particular when traffic densities are low. It is also in the interests of operators and manufacturers for a uniform train protection and control concept (ERTMS/ETCS) to be used on all line categories. This will not only give interoperability between national networks but also “intra-operability” within a national network.
www.europeanrailwayreview.com
European Railway Review Volume 18, Issue 1, 2012
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