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Old February 25th, 2017, 11:42 AM   #41
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ETCS 3 ERSAT EAV

Satellite train location technology tested in Italy. IRJ
ERTMS with satellite positioning trial completed. Railway Gazette

Quote:
Testing of the ERSAT EAV satellite signalling system concluded on February 24, when the operation of the technology was demonstrated to guests including Mr Josef Doppelbauer, executive director of the EU Agency for Railways, Mr Jean-Pierre Loubinoux, director of the International Union of Railways (UIC) and Mr Libor Lochman, director of the Community of European Railway (CER) on the Cagliari - Decimomannu line in Sicily.
In fact it has been in Sardinia, stretch Cagliari-San Gavino, of 50 km. The tests were scheduled until 01/02/2017 so deadlines have been met.

The new ERSAT EAV system from Ansaldo STS (there is also another one with ETCS 3: the ERTMS Regional from Bombardier) consists of an ERTMS that integrates ETCS level 3 and works through satellites of the Galileo system, and public GSM (like anyone with a mobile). The main novelty is that it uses virtual balises created by the system every 50 meters; to ensure its integrity, the train receives (in head and tail) the signal from the satellites using the LDS (Location Detection System).

If this system works well (and this is what it seems so far) we will have, throughout Europe and for export, a low-cost train control option for regional and low-traffic rail routes.

As I see it, the system does not need anything at the foot of track except, if necessary, to ensure the integrity of the rail itself before a break, through the current system. It installs ETCS and two LDS in the trains, a RBC (Radio Block Center) and a CRC (Center for Regulation and Control) anywhere ... et voilà. Cheaper can not be.
Very little investment (saving of up to 60% in the telecoms component over GSM-R) and very little maintenance.

With this system, regional lines with little traffic will be more viable, as maintenance costs are reduced.
And all this with much more security and reliability than the current systems, such as Telephone Blocking.





Many more details and explanations (in Spanish, but with links in English) in his post in spanish Thread in SSC.
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Old February 26th, 2017, 04:32 PM   #42
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ETCS Regional is not ETCS Level 3. It's more like ETCS Level 4: same technology as level 3, but for lines with a lot less traffic (even less than lines with level 1).

Now there's at least a stable Baseline 3, the manufacturers should really start with a working level 3 implementation. My suggestions for possible lines:

* LGV Sud-Est : 100% usage rate during weekdays, as TVM300 only allows for 4 minute headways. Could be overlaid on top of existing TVM300, as shall be done on LGV Sud-Europe Atlantique (ETCS L2 overlaid on top of TVM300)

* Brussels North-South tunnel : 96% of line capacity used during weekdays, classic signalling in combination with on-sight driving at the entry of Brussels-Central station only allows for 1.5 minute headways (capacity limited to 96 trains per hour, so 48 trains in each direction).

* Some RER lines in Paris should be considered also, with the same capacity issues like the Brussels N/S connection..
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Old February 26th, 2017, 06:25 PM   #43
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Do not confuse Baseline 3 with ETCS 3. They do not look alike.
Baseline 3 is the latest software standard.
The Baseline 2 standard, adopted by the EU in 2008, is software 2.3.0.d
Baseline 3 is software 3.5.0

Each level of ETCS can be used for different types of lines, there are freight lines with level 2 and HSL with level 1. At the moment the two solutions with ETCS 3 are for lines with low density, but that can change at any time.
These systems also do not use the technology they announced for ETCS 3: mobile blocks.
There is no ETCS 4.

Last edited by Gusiluz; February 26th, 2017 at 06:36 PM. Reason: Improve translation
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Old February 27th, 2017, 05:33 PM   #44
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Does ETCS Regional have a protocol for tunnels, such as no two trains in the same track in the same tunnel at any time? Or does it have repeater protocols for challenging sectors, including not only tunnels but also deep trenches, or certain heavily forested mountainous sections?
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Old February 27th, 2017, 06:14 PM   #45
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The theoretical ETCS 3, before these low-cost solutions, talked about that the positioning of the train in the tunnels would be carried out with fixed balise and by the odometer of the vehicle. But the ERTMS Regional does not use it, probably because there will be very few tunnels in Sweden, and because they are low density lines. Until another train leaves, another can not enter.
I will look for some source in English.
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Old March 3rd, 2017, 12:41 PM   #46
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The only UK ERTMS equipped line starts at the end of my back yard.
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Old March 5th, 2017, 06:24 PM   #47
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Quote:
Originally Posted by btrs View Post
(...)with on-sight driving at the entry of Brussels-Central station
On sight driving is strictly forbidden in Brussels Central since at least 2 years... Even if the entrance signals are still showing this aspect.
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Old April 5th, 2017, 03:59 PM   #48
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Quote:
Originally Posted by Jonesy55 View Post
The only UK ERTMS equipped line starts at the end of my back yard.
Isn't HS1 fitted with ERTMS
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Old April 7th, 2017, 11:44 AM   #49
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No, with the French TVM system, afaik.
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Old April 20th, 2017, 10:13 PM   #50
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Portuguese IP/refer in the recent publication says that ertms will be put into service by 2020
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Old April 20th, 2017, 11:23 PM   #51
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I believe (and the EU, too) not.

All the Portuguese part of the Atlantic Corridor (Porto-Aveiro-Lisbon for two routes and what you see in the image) should be between 2023 and 2030 (to be detailed in 2023).

In the scheme of Atlantic Corridor the South is up, left Spain
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Old April 20th, 2017, 11:47 PM   #52
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Pluck the EU's beliefs ... since 2015 that those timelines don't apply ... the socialists are back in power.
And by the way ... your link gives this:
Quote:
Page not found
The requested page could not be found.

Algarve line electrification:
http://www.infraestruturasdeportugal..._20jan2017.pdf
http://www.infraestruturasdeportugal...nha-do-algarve

Minho line will be electrified also (Porto-Vigo) and the douro line up to Regua.
http://www.infraestruturasdeportugal...linha-do-minho
http://www.infraestruturasdeportugal...nine_viana.pdf


http://www.portugal.gov.pt/media/186...s-ferrovia.pdf

Also ... EBICAB700 +gsm are both present in the entire main network and the move to ERTMS is just a matter of changing the current equipment for newer hardware (ERTMS1 compatible).

Bridging that generation gap (EBICAB>ERTMS1) is not that of an investment in the small 2000km network since for the last 20 years the entire nationwide instalation of new ATP systems is convertible to ERTMS. And this is the point wich diferentiates portugal and spain ... ASFA hardware is not compatible with ERTMS while EBICAB hardware is convertible to ETCS and the rest(gsm-r) is already installed and in service.

The current track upgrades (in Norte and Beira alta) and the electrifications (in Minho Oeste Algarve and Douro) include upgrading the signaling to ERTMS standards. Let's hope the axe doesn't fall (again be)fore it is implemented.


Notice: Gusiluz ... wasn't spain the AVE country where suddenly they found out the HSR was empty???
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Old April 21st, 2017, 10:34 AM   #53
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No.


It has nothing to do with the subject.
I do not like your conversation tone at all.
Bye.
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Old March 26th, 2018, 11:34 AM   #54
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ATO over ETCS in Thameslink

ATO has been operated with ETCS during passenger service for the first time Globalrailway review
First commercial use of ATO over ETCS in London IRJ
Thameslink first with ATO over ETCS Railway Gazette

Govia Thameslink Railway (GTR), in cooperation with Britain’s infrastructure manager Network Rail (NR) and Siemens, is claiming a world first by running the first train in passenger service on the central-London section of Thameslink using ATO over ETCS.

I understand that it uses an ATO (Automatic Train Operator) to operate the train (acceleration, braking and doors), and the ETCS for the signaling in the cabin and the distance between trains, because if it goes with ETCS to Kentish Town and then it changes to ATO (as some media seem to indicate) would not be the first case in the world nor would it need so many years of preparation (2012).
GTR uses the Degree of Operation 2, with the driver checking the platforms, closing the doors and starting the exit of each station, between stops using the ATO signaling that automatically opens the doors at the next station.

On the Thameslink Programme website they explain it more:
Quote:
ATO enables a train to use the maximum acceleration and brake rates afforded to it. Combined with ETCS, a new signalling system which gives drivers in-cab signaling, it enables trains to run closer together. ATO and ETCS overlay the existing system which can still be used as a backup.
On the Siemens website we have it like this:

Quote:
ATO reduces headway:
• Eliminating variability in driving styles
• Driving more accurately
• Driving closer to safe ETCS braking curves.

ATO stops accurately (±0.25m possible):
• Suitable for wheelchair ramps and screen doors
• Opening doors when safely released by ETCS
• Shortening dwell times

ATO improves performance:
• Shortening recovery times following delays
• Reducing energy costs and wear
• Lowering carbon footprin

On March 17, a Siemens Desiro Class 700 (115 trains) circulated on the Thameslink line in London, heading south, to Three Bridges (just past the Gatwick airport). First he circulated with ETCS 2 Full Supervision to Kentish Town, where he added (or changed to, although I do not think so) ATO and then brought itself to a halt automatically at London St Pancras. The driver then closed the doors and selected ATO again so that the train could continue to operate automatically through through the city center between St Pancras, Farringdon, City Thameslink and Blackfriars, switching back to manual driving between Blackfriars (just before passing the Thames) and Elephant & Castle.

This system is necessary on the central section of the Thameslink network (St Pancras-Blackfriars) to allow 24 trains/hour/direction to operate in peak periods from December 2019 (one every 2.5 minutes). GTR will start to operate 22 trains/hour on this section in May when the network is extended to Peterborough and Cambridge northeast of London and Horsham, Maidstone East, Dartford, East Grinstead and Littlehampton south of London.
That is, it will start at 92% of its total capacity (!!!).


Something similar is being done on the Crossrail axis (from West to East, 118 km and 63 trains with ETCS); here the CBTC will be integrated (transitions without stops) into the tunnel, the ETCS 2 to the west and the TPWS to the east. The CBTC (Communications-Based Train Control for Metro) and the ETCS have about 80% in common in terms of software and the industry is trying to merge the two systems in the same point, the NGTC (New Generation Control). Trains) will be an important step in that direction.
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Old March 28th, 2018, 10:30 AM   #55
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ERTMS deployment in 2016 in the European Corridors

A single European Rail Traffic Management System: will the political choice ever become reality? European Court of Auditors (ECA). 2017

ERTMS deployment as of end of 2016 in the Core Network European Corridors
ERTMS (%) / ERTMS (km) / Total length Core Network European Corridors (km) / Member State
87.21---75---86---Luxembourg
43.67---359---822---Netherlands
37.69---482---1,279---Belgium
27.87---340---1,220---Austria
18.39---206---1,120---Bulgaria
17.32---129---745---Slovakia
17.14---247---1,441---Hungary
17.03---1,071---6.289---Spain
08.15---417---5,116---Italy
06.50---455---6,999---France
05.79---218---3,763---Poland
02.22---40---1,805---Romania
00.98---80---8,193---Germany
00.00---0---1,956---United Kingdom
00.00---0---1,596---Sweden
00.00---0---1,535---Portugal
00.00---0---1,464---Czech Republic
00.00---0---1,057---Greece
00.00---0---948---Lithuania
00.00---0---594---Latvia
00.00---0---556---Slovenia
00.00---0---539---Denmark
00.00---0---509---Finland
00.00---0---476---Croatia
00.00---0---443---Estonia
00.00---0---362---Ireland
08.09---4,121---50,914---Total


Green: ERTMS in operation (Baseline 2)
Red: ERTMS under construction (Baseline 2)
Yellow: ERTMS under construction (Baseline 3)

In the case of Spain, the figures do not match the map. On the map are (according to my accounts): 330 km Lleida-French Border, 178 km Madrid-Valladolid and 97 km Córdoba-Antequera; total: 605 km, no: 1,071 km. If we add the 442 km Madrid-Lleida and the 46 km Monforte del Cid-La Encina, in the province of Alicante (which are not in green on the map) the figures are correct.
In Germany the situation is different from what it seems, according to the map only is in operation Halle-Erfurt, which is part of the Scandinavian-Mediterranean Corridor (pink), although there is ERTMS in operation at least in Berlin-Halle / Leipzig (it was the pilot line, 12/2005 145 km), Ludwigshafen-Saarbrucken (towards France, 12/2012 128 km), Nuremberg-Ingolstadt-Munich (12/2013 159 km), Berlin-Frankfurt on the Oder (100 km), Berlin-Rostock, Aachen-Belgian border, Saarbrücken-Mannheim and, in 2017: Erfurt-Nuremberg; It seems that none of these lines is part of any Corridor.

Average of investments cost:
A. Trackside 1.44 (million euro per km of line, average of Denmark and the Netherlands)
A1. Trackside deployment cost (equipment and installation) could range between 100,000 and 350,000 euro per kilometer (double track)
A2. Migrate from a fully-functional national signalling system to a fully-functional ERTMS system: the renovation of the interlocking system, the design, testing and authorisation of the system, project management, investments related to the telecommunication and RBC (Radio Block Centres), the training and re-deployment of staff or migration management.
B1. Retrofitment per locomotive: 482,500 (euro). 22,391 units to be equipped. Total cost of retrofitment: 10.8 (billion euro)
– 61% ETCS on-board equipment and installation
– 26% Testing and authorisation
– 09% Vehicle unavailability
– 04% Training
An up-grade to Baseline 3, needed to operate in Germany, would on average result in an additional cost of 270 000 euro per locomotive.
B2. For new locomotives or trainsets, the average cost of on-board units is estimated at approximatelly 300,000 euro per on-board unit in the visited Member States.

Quote:
The deployment of ERTMS in the rolling stock in the EU is also low, amounting to around 2,700 units, i.e. 10 % of the total EU fleet. Most of the vehicles already equipped belong to the high speed passenger fleet operating mainly in domestic markets.
Main EU financial support in 2007/2020 (in million euro)
2007/2013---2014/2020
0645---0850---TEN-T (Trans-European Transport Networks) / CEF (Connecting Europe Facility) Co-financing rate up to 50 %. Under direct management.
0570---1900---ERDF (European Regional Development Fund) / Cohesion Fund / ESIF (European Structural and Investment Funds) Co-financing rate up to 85 %. Under shared management.
1215---2750---Total

The overall cost of ERTMS deployment, both trackside and on-board, could be up to 80 billion euro for the core network corridors or 190 billion euro for the comprehensive network.

Deadlines for ERTMS deployment
Core network corridors / Core network / Comprehensive network (Core network corridors + Core network + ) / Whole EU rail network
Length (km): 51,000 / 66,700 / 123,000 / 217,000
Deadline: 2030 / 2030 / 2050 / No deadline

European Corridors:



Conclusions
Quote:
Overall, the Court found that the deployment of ERTMS had been based on a strategic political choice and had been launched with no overall cost estimate and its sources, or appropriate planning for a project worth up to 190 billion euro by 2050.
Despite the political decision to deploy a single signalling system in the whole of the EU, the legal obligations introduced did not require the decommissioning of the national signalling systems, and these obligations are not aligned with deadlines and priorities included in the EU transport policy.

Despite the fact that the ERTMS concept and the vision of enhancing interoperability are not generally questioned by the rail sector, so far ERTMS deployment has been low and patchy. The current status of ERTMS deployment can mainly be explained by the reluctance of many infrastructure managers and railway undertakings to invest in ERTMS equipment due to the costly investment entailed and the lack of an individual business case for many of them (for example in the Member States with well performing national systems and significant remaining lifetime). Even if EU funding could be better managed and targeted, it can only cover a limited amount of the costly investment.

This creates risks not only for the achievement of the ERTMS deployment targets set for 2030 and the investments made so far, but also for the realization of a single European railway area which is one of the major policy objectives of the European Commission. It may also adversely affect the competitiveness of rail transport as compared with road haulage.
Recommendations
Quote:
1 – Assessment of ERTMS deployment costs
The Commission and the Member States should analyse the total cost of ERTMS deployment (both trackside and on-board) by Member State, taking into account the core network and comprehensive network in order to introduce a single signalling system throughout the EU, given that the time horizon for this type of investment is 30-50 years. The assessment should not only include the cost of ERTMS equipment and its installation, but also all other associated costs based on the experience gained in front runner Member States deploying ERTMS on a large scale. Deadline: by the end of 2018.

2 – Decommissioning of national signalling systems
The Commission should seek agreement with the Member States on realistic, coordinated and legally binding targets for decommissioning the national signalling systems so as to avoid ERTMS becoming just an additional system to be installed. Deadline: by the end of 2018.

3 – Individual business case for infrastructure managers and railway undertakings The Commission and the Member States should, together with rail stakeholders and the ERTMS supply industry, examine diverse financial mechanisms to support individual business cases for ERTMS deployment without any further excessive reliance on the EU budget. Deadline: by mid-2018.

4 – Compatibility and stability of the system
(a) The Commission and ERA should, with the support of the supply industry, keep the ERTMS specifications stable, correct the remaining errors, eliminate the incompatibilities between the different ERTMS trackside versions already deployed and ensure future compatibility for all ERTMS lines. In order to do so, ERA should proactively engage in cooperation with the infrastructure managers and national safety authorities prior to the legal deadline in June 2019. Deadline: with immediate effect.
(b) The Commission and ERA should, in strong coordination with the supply industry, set a road map for developing a standardised on-board unit able to run on all ERTMS equipped lines. Deadline: by mid-2018.
(c) The Commission and ERA should work together with the industry to initiate and steer the development and promote the use of standard tendering templates for ERTMS projects available to all infrastructure managers and railway undertakings to ensure that the industry only delivers compatible ERTMS equipment. Deadline: by mid-2018.
(d) The Commission and ERA should facilitate the learning process for persons involved in ERTMS deployment and operation in each Member State so as to reduce the steep learning curve, by exploring different solutions, such as coordinated trainings or exchange of information and guidelines. Deadline: by mid-2018.

5 – Role and resources of ERA
The Commission should assess whether ERA has the necessary resources to act as an efficient and effective system authority and fulfil its enhanced role and responsibilities on ERTMS under the Fourth Railway Package. Deadline: by mid-2018.

6 – Alignment of national deployment plans, monitoring and enforcement
(a) Member States should align their national deployment plans, in particular, when a deadline shown in the new European Deployment Plan is beyond 2023. The Commission should closely monitor and enforce the implementation of the new EDP. Whenever possible, Member States should synchronise the deployment deadlines for earlier crossborder projects, so as to avoid a patchwork deployment of ERTMS. Deadline: with immediate effect.
(b) In view of long planning horizons in the ERTMS sector (going up to 2050), the Commission, in consultation with the Member States, should set milestones to allow proper monitoring of the progress. Deadline: for the core network, by the end of 2020. For the comprehensive network, by 2023.

7 – Absorption of EU funds for ERTMS projects
The Commission should adapt the CEF funding procedures to better reflect the life-cycle of ERTMS projects so as to significantly reduce the level of decommitments and maximise the use of EU funding available for ERTMS investments. Deadline: starting from 2020.

8 – Better targeting EU funding The Commission and Member States should target EU funding available for ERTMS projects better in cases of both shared and direct management: (a)when allocated to trackside equipment, it should be limited to cross-border sections or core network corridors, in line with the EU transport policy priorities; (b) when allocated to on-board equipment, priority should be given to rail operators who are mostly involved in international traffic so as to encourage intramodal and intermodal competition. Deadline: with immediate effect for new project applications.
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Old March 28th, 2018, 02:22 PM   #56
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Imposing a schedule for decommissioning of legacy national signaling systems is a must.
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Old April 5th, 2018, 11:29 AM   #57
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http://www.railwaygazette.com/news/i...s-forward.html
Quote:
NORWAY: National infrastructure manager BaneNOR is pushing ahead with its national ERTMS roll-out following the award of three key contracts as part of an NKr20bn 10-year digitisation programme. Formal contract signing is expected at the beginning of April.

The BaneNOR board agreed on March 14 to award the NKr5·5bn trackside installation contract to Siemens. This will see the implementation of ETCS Level 2 across the entire 4 200 km network over the next two decades. It will enable the elimination of the current legacy signalling equipment dating from the 1950s, which has become obsolete and increasingly expensive to maintain.

...
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Old April 5th, 2018, 08:42 PM   #58
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Before ETCS came in existence, SNCB developed its own system TBL2. Although very good, it was deployed, after a test phase, only on the high speed line L2 between Leuven and Liège. Further lines got ETCS right away. That will comme to an end very soon. ETCS already works in parallel with TBL2 today, and before the end of this year, TBL2 will be switched off.

There is currently no intention to replace by ETCS the TVM430 signalling system currently deployed on the high speed line L1 between Lembeek and the french border. But sooner or later, ETCS will be deployed in parallel, as it is already on some french high speed lines.

The freight corridor between Antwerp and the CFL network is already entirely under ETCS control.

The whole belgian network should be under ETCS sometime between 2022 and 2025, along with the concentration of all signalling posts into 10 signalling centres, a program which is already well on its way.
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Old April 26th, 2018, 12:58 PM   #59
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International Railway Journal
Quote:
A financing agreement committing €116.9m in EU funding towards the deployment of ERTMS on the Paris - Lyon high-speed line was presented to French transport minister Ms Elisabeth Borne by European Transport Commissioner Ms Violeta Bulc at the TEN-T Days event in Ljubljana on April 25
....
The ERTMS project will enable SNCF Network to increase capacity from 13 to 14 train paths per hour by 2025 and 16 train paths per hour by 2030.
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Old April 27th, 2018, 08:28 PM   #60
dysharmonica
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Join Date: Dec 2015
Location: København / Bratislava / Austin, TX / Philadelphia, PA
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Banedanmark is reporting on progress with their implementation of ERTMS.

First lines are in testing, and should be put in use in Q1 2019.

Ministry of Transport published April 2018 Report from Banedanmark on the Signam project, as well as Deloitte's report on the signal project

Below, link to report to the ministry of transport (in Danish)

http://www.ft.dk/samling/20171/almde.../281/index.htm
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