Preparation of the Operational Plan

Global Forum Rail BalticaVilnius, 04/04/2019

04/04/2019 3

Aim of the studyMaintenance PlanOperational Plan

Draft Timetable

Track Layout /Station facilities

Rolling Stock FleetTrain Consists

Rolling Stock Maintenance Strategy

Infrastructure Maintenance Strategy

Maintenance VehiclesMaintenance Facilities

Staffing Plan

Traffic Management /Signalling

Operational Costs(Infrastructure operation)

Operational & Investment Costs

Staffing Plan

MaintenanceOrganisation

Traffic Study

Regional passenger services

Freight TransportDemand

Long-distance passenger services

Freight Services

Passenger TransportDemand

Assessment of line and station capacity

Viable and feasible best-practise solution as input for the engineering design

Stakeholders PLStakeholders LV

Stakeholders LT

Input data

Input data – Workflow and (simplified) main categories

04/04/2019

PreviousStudy Work

Data fromStakeholders

Consolidated information

Operational Plan

Other Sources

TrafficStudy corridor(adjacent lines, e.g. 1520 mm)

InfrastructureNew line sections

Upgraded line sections

InfrastructureModel

Timetable

Maintenance/Organisation/

Operational Costs

RB Rail AS

Stakeholders EE

Market experience of consultant

4

1. General Planning Principles2. Traffic Studies3. Track layout4. Rolling Stock5. Timetable Planning6. Infrastructure & Rolling Stock Maintenance7. Conclusions

Agenda

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General Planning Principles

Optimization

7

Integrated infrastructure optimisation means…..

….evaluating changes in each of the elements to optimize the system as a

whole

….gaining information on the relationship of the elements and their ability to meet the market demands

Rolling Stock Infrastructure

Market Offer

8

From traditional planning to an integrated approach - the model

Integrated approach Traditional approach

Railway infrastructure

Demand (market development)

Rolling Stock

Timetable (infrastructure-oriented offer)

Operation of railway

Long-term

Short-term

Integrating a market-oriented offer into the long-term planning process allows for an optimal infrastructure planning and realization

Timetable (market-oriented offer)

Demand (market development)

Railway infrastructure

Rolling Stock

Operation of railway

Long-term

Short-term

Source: BAV

9

Implementing an integrated infrastructure planning process

Pre-Stage

Intermediate Stage

N+10 N+20

Staggered approach towards building the required infrastructure

A phased realisation in knowledge of the target state

Phased Pre and intermediate stages representing a step towards the target

state being upward compatible

Grad

e of

Infr

astr

uctu

re D

evel

opm

ent

N+30

Target State

Status quo

2

3

1

4

time

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Traffic Studies

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Freight train service

Consolidated forecast of freight volumes based on CBA and terminal studies (Muuga, Salaspils, Kaunas)

Overall volumes translated to number of sample paths to provide for required flexibility along the line

Most of the market potential can be expected to be raised within the first 10..15 years of operation (2036/46)

Introduction of FinEst link would induce further traffic growth, also on Lithuanian line sections

Naturally, highest volumes expected on section Palemonas – border PL/LT.

Provision of sufficient capacity with focus on time horizon 2036/46 and support for optional further growth (FinEst link scenario)

At least 2 freight paths per hour per direction (3 for 2036/46) required on section Kaunas -Poland to provide for necessary flexibility in timetabling and handling of traffic peaks

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Freight train service

Consolidated freight forecast

Required freight train paths (timetabling

flexibility)

Assumption: 22 operating hours per day on average

Line sectionTotal number of trains [train pairs/day]

2026 2036 2046 2056Muuga - Salaspils 12 13 16 24Salaspils - Kaunas triangle 14 15 18 25Vaidotai - Kaunas triangle 13 15 16 18Kaunas Triangle - Palemonas 19 22 26 31Palemonas - border PL/LT 27 31 36 42Kaunas Triangle East - Kaunas Triangle North 4 4 4 6Kaunas Triangle North - Kaunas Triangle South 10 11 14 19Kaunas Triangle South - Kaunas Triangle East 9 11 12 12

Line SectionFreight train paths per hour per direction

2026 2036 2046 2056Muuga - Salaspils 1 1 1,5 2Salaspils - Kaunas triangle 1 1,5 1,5 2Vaidotai - Kaunas triangle 1 1,5 1,5 1,5Kaunas Triangle - Palemonas 1,5 1,5 2 3Palemonas - border PL/LT 2 2,5 3 3

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Passenger Train Service - 3 types of services

Potential for substantially more passenger traffic compared to global CBA, also for Lithuania (e. g. regional trains to Panevėžys, Marijampolė, Kaunas - Vilnius)

Interconnectivity regional trains / HST to be considered at Kaunas Central station as major hub and also at Vilnius, Panevėžys, RIX, Riga, Tallinn.

2 train pairs/d (Warszawa – Tallinn, Berlin/Vienna – Vilnius)

Direct trains Warszawa – Tallinn, Warszawa – Vilnius, Vilnius – Tallinn

Basic headway: 120‘ (2026/2036/2046: not all slots used)

Extension to Helsinki with opening of FinEst-Link

Forecast carried out for the operational plan reveals significant potential in all three Baltic states

Basic headway: 120‘ / partially 60‘ Integrated timetabling solution with

RIX shuttle (30’/15’) Service designed to complement high

speed train service (interconnectivity, filling timetable gaps)

Assumption: Trains stop at all proposed intermediate stations

Night train services NT(200 km/h)

Long Distance High Speed Trains HST (234 km/h)

Regional Express trains RE(200 km/h)

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Passenger Train Service Pattern20

26

2036

/46

2056

Line-based concept with fixed interval timetables following offer-oriented approach

All lines assumed to be operational within first ten years of operation

Ramp-up of demand within first 10 years of operation expected Development of regional traffic subject to further implementing

decisions by national authorities in EE, LT and LV Concept 2056 for passenger services as realistic upper boundary,

not only dependant of FinEst link Differences between time periods mainly regarding off-peak

services (more trains later)

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Passenger Train Service Pattern 2056

32 16 84 132

HST RE FT Sum

34 16 48 114

34 96 0 130

34 48 50 132

34 40 50 124

48 56 36 140

Trains/day, both directions

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Track Layout

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Track layout

Iterative development of a track plan based on the Preliminary Design for the Rail Balticaalignment in the three Baltic states includingadditional information from the stakeholders

For all time horizons 2026/2036/2046/2056

Overview of the infrastructure as schematic track layout indicating the location of all operational points (stations, passing loops, emergency crossovers, junctions, passenger stops).

To be updated with the continuation of the design and implementation process

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Track layout

5,30

Riga bypass

0,80

7 storage sidings

4 depot tracks

4 reception tracks

9,94

Lithuania

Riga BypassEstonia

144,1870,20 LV 118,14

Main Track Part 5

Main Track Part 6

Riga Bypass

Iecava station83,22

Riga Central station20,16

Riga airport station32,95

Acone depot

Acone station

7,5

Saurieši station0,30

Slāvu tilts station15,65

Torņakalns station22,15

Imanta station27,80

Jaunmārupe station40,00

Olainestation44,90

Kekava station52,80

140,55

66,55

section change107,44

13,4 0,51

Section change

04,1

1,3119,05

Riga airportcargo yard

LT168,45

New sections due to CTPD

316,70Overall distance

321,70 325,40 333,55 338,06 340,05

6,92Overall distance (bypass)

0

345,70Overall distance

350,85 356,90 362,80 370,70 388,10 401,12 423,52

28,55 (bypass ending)

384,31

22,64 24,8

tunnel

Upeslejas Triangle North

junction

Upeslejas Triangle West

junction

Misa Triangle West junction

Misa Triangle South junction

Misa Triangle West junction

Estonia Lithuania

Estonia

0,30

Estonia

Riga Central

Daugava River21,0

Daugava River128,0

Lithuania

Rolling Stock Depot (option)

Salaspils intermodal terminal122,55

119,30

Reception /parking sidings

Bulk+transfer

Future RoRo area

Ro-Ro

Gauge Changing

Riga

Salas

pils /

Kr

ustpi

ls

Salas

pils

Bauska station105,62

Local Infrastructure Maintenance Facility

Emergency platform(200m /option 410 m)

Emergency platform(200m /option 410 m)

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Rolling Stock

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Passenger traffic - fleet sizeTrain type Line

Turnarounds and fleet size2026 2036 2046 2056

HST

11 Warszawa - Tallinn/Helsinki 4 6 6 812 Vilnius - Tallinn/Helsinki 3 5 5 713 Warszawa - Vilnius 5 3 3 514 Kaunas - Vilnius 3 6 6 5

Total 15 20 20 25Reserve (15%) 3 3 3 4

Total with reserve 18 23 23 29

NT

41 Warszawa - Tallinn/Helsinki 0 2 2 242 Warszawa - Vilnius 0 2 2 2

Total 0 4 4 4Reserve (15%) 0 1 1 1

Total with reserve 0 5 5 5

RE/RIX/HEL

21 RIX - Tallinn 3 3 3 422 Pärnu - Tallinn 1 2 2 224 Bauska - Salacgrïva 1 2 2 225 Bauska - Skulte 1 1 1 226 Marijampolé - Riga 3 3 3 427 Vilnius - Panevezys 3 3 3 428 Bialystok - Vilnius 3 3 3 429 Kaunas - Vilnius 1 1 1 131 Riga - RIX 1 1 1 251 Helsinki - Tallinn 0 0 0 4

Total 17 19 19 29Reserve (15%) 3 3 3 5

Total with reserve 20 22 22 34

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List of possible EMU (excerpt)Model Builder Train Control System Electric current Track gauge

homologated for track/structure clearance,

structure gaugeHeight Axle arrangement (UIC classification) Number of axles

Pendolino ED250 Alstom ERTMS, SHP, Mirel, LZB/PZB

3 kV DC, 15 kV 16 2/3 Hz, 25 kV 50 Hz 1435 GB 4100 1A’A1’+1A’A1’+2’2’+2’2’+ 2’2’+1A’A1’+1A’A1’ 28

SMILE EC 250 Stadler AG ERTMS + 1 national 15 kV AC 16 2/3 Hz, 25 kV AC 50 Hz, 3 kV DC 1435 GB 4255 2'Bo'Bo'2'2'2'2'Bo'Bo'2'2'2' 24

Flirt3 (8 cars) Stadler AG ERTMS + 1 national Multiple Possibilities 1435 GB 4185 Bo’2’2’2’2’+2’2’2’2’Bo’ 20

Zefiro 300 (8 cars) Bombardier Transportation

ERTMS + National Systems

15 kV AC 16.7 Hz., 25 kV AC, 50 Hz, 3 kV DC, 1.5 kV DC 1435 GB 4080 Bo'Bo'+2'2'+Bo'Bo'+2'2'+2'2'+Bo'Bo'+2'2'+Bo'Bo' 32

Dart PESA ERTMS, ETCS, SHP 15 kV AC, 16.7 Hz, 25 kV AC, 50 Hz, 3 kV DC, 1.5 kV DC 1435 GB 4300 Bo'2'Bo'2'2'2'2'2'Bo' 18

ICE 4 (7-cars) Siemens Mobility ERTMS, LZB, PZB15 kV AC 16 2/3 Hz, 25 kV AC 50 Hz, 3 kV DC, 1,5 kV

DC 1435 GB 4115 2'2'+Bo'Bo'+2'2'+Bo'Bo'+Bo'Bo'+2'2'+2'2' 28

Velaro D (8 cars) Siemens Mobility ERTMS + additional

15 kV AC 16 2/3 Hz, 25 kV AC 50 Hz, 3 kV DC, 1,5 kV

DC 1435 GC 4343 Bo'Bo'+2'2'+Bo'Bo'+2'2'+2'2'+Bo'Bo'+2'2'+Bo'Bo' 32

Talgo 250 Patentes Talgo / Bombardier ETCS L1, L2, LZB, ASFA 3 kV DC

25 kV AC 50 Hz 1435/1668 GB 4030 Bo’Bo’+1’1’1’1’1’1’1’1’1’1’1’1’+Bo’Bo’ 20

Talgo 350 Patentes Talgo / Bombardier ETCS L1, L2, LZB, ASFA 25 kV AC 50 Hz 1435 GB 4000 Bo’Bo’+1’1’1’1’1’1’1’1’1’1’1’1’1‘+ Bo’Bo’ 21

Talgo Avril Patentes Talgo ETCS L1, L2, LZB, ASFA 25 kV AC 50 Hz 1435/1668 ?? ?? Bo’Bo’+1’1’1’1’1’1’1’1’1’1’1’1’1‘+ Bo’Bo’ 21

Oaris (8 cars) CAF Alstom ERTMS + additional15 kV AC 16 2/3 Hz, 25 kV

AC 50 Hz,3 kV DC

1435/1668 ?? ?? ?? 32

AT 300 (5 cars, 7 cars) Hitachi Rail ETCS L2 + additional25 kV AC 50 Hz

and diesel engine MTU 12V 1600 R80L

1435 GB ?? ?? ??

Javelin (A Train) Hitachi Rail ERTMS 25 kV AC 50 Hz750 V DV 1435 GB 3820 2'2'-Bo'Bo'-Bo'Bo'-Bo'Bo'-Bo'Bo'-2'2' 24

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Timetable Planning

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Timetable Vangazi - Iecava 2056

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Timetable construction TallinnTallinn node – traffic flows proposed track layout for

Tallinn Ülemistetrack occupation Tallinn

Ülemiste – timetable 2056

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Timetable construction Kaunas & Riga

Entering the bay platform leads to train-path conflicts One turning track in the east usable only for regional trains (usable length < 200 m) Terminating longer trains from the south need to proceed as far as Acone depot

(+11.6 km) Trains from the north are required to continue further south to Riga Airport station,

which will also have very limited station track capacity, or alternatively to Jaunmārupe

No room to handle additional trains during peak hours in 2056 Change of train sequence not possible since there is no free waiting track for the

train to be overtaken. Thus no prioritization possible of long-distance over regional express trains needed in case of failures and delays

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Infrastructure improvement at Riga Central StationSuggested layout improvementOriginal solution

Overtaking of delayed train in Riga Central station possible Beginning/terminating passenger train runs in the morning and evening, which might require additional platform occupation time Direction change of terminating services at the platform, also for HST services if needed Providing interconnectivity between 1435 mm HST and regional trains using adjacent platform edges Providing reserve capacity in case one platform tracks needs to be closed down for infrastructure maintenance work etc. Allowing longer scheduled stops of train services, e.g. to synchronize with 1520 mm timetable Providing additional capacity in case of prolonged platform occupation time

Advantages

Optimum location of required turning siding

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Track layout Kaunas triangle from an operational point of view

Layout depicts operational requirements Track layout/indicated chainages subject to further technical design Implementations of stations and maintenance facilities subject to further implementing decisions Operational plan to be updated at later stages

High speedturnouts

„Fastest“ connectionVilnius - Riga

ConnectingKUN station also to Panevėžys / Riga

Karmelava freight station in lateral location Rail access to all directions (Vilnius with reversing at KUN) Road access, short ways to Kaunas FEZ/KUN Extendability (terminal space)

Additional Passing loop capacity

(train sequence Kaunas node)

KUN station west of mainline Bigger curve radius on southern leg of triangle Implementation as regional station as per intergovernmental agreement Access to airport (subject to further implementing decisions) Platforms on sidings to allow fast speed of passing H ST Additional Passing loop capacity (Kaunas node/Karmelava)

Infrastructure Heavy maintenance basewith access to all directions (if implemented)

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Conclusions on Kaunas Node

Starting with single track solution is sufficient Detailed design study for Kaunas Central station to be carried out taking into account 1435mm/1520mm

requirements With growing traffic double tracking 1435 mm Palemonas – Kaunas Central recommended Double tracking Kaunas Central – Jiesia lower priority, also depending on decision on Kaunas Central station

layout (turning facility south of Nemunas river) Double track option to be considered in station/junction layouts (Palemonas, Kaunas Central, Jiesia) Timeline subject to decisions on regional traffic and service provision on Kaunas – Vilnius line

Main Track Part 9

Jonavos District

3,5

Kaunas District Palemonas

station

Kaunas Central Station

9,62

4,00 0

8 tracks 7,05

Vilnius

Kaunas intermodal terminal

8,78

Overall distance

604,49 611,49 622,06614,11

Palemonas Freight Station18 tracks

Kaunas dam

Industrial siding

538,49O e a d sta ce

560,49 575,49 58 ,49

Industrial siding

17,57 / 85,72

15,52 / 85,72

Kaunas tunnel Kazlų

Rūda

PolandLithuania

Gaiziunai

au as po t stat o88,80 3,90

JiesiaJunction

River Nemunas

Stabling sidings

Turningsidings

Terminating trains (Vilnius)

Emergency platform (400 m)

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Infrastructure & Rolling Stock Maintenance

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Infrastructure maintenance organisation

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Existing, planned and proposed Rolling Stock Maintenance Facilities

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Conclusions

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Conclusions - I The service pattern of regional services has to be confirmed and further developed by the

regional and national authorities as soon as possible to size infrastructure for first 20 years of operation.

The transnational train services and operational rules between the Baltic States and Poland must be coordinated including the planning by PKP PLK, the national and regional authorities in Poland.

The future operation on the 1520 mm network should be further developed in order to analyse the interdependencies with operation on Rail Baltica in more detail.

Need and technical requirements for freight train service shall be further elaborated taking into account all relevant stakeholders. This process shall be embedded in ongoing market research activities for the North Sea – Baltic rail freight corridor.

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Conclusions - II Future 1435 mm network south of Kaunas needs to be finally decided regarding

interconnectivity to already existing single track line sections (Trakiszki -) Mockava – Šeštokai –Marijampolė -Kazlų Rūda– Jiesia and future location of the regional passenger station at Marijampolė.

More detailed investigations incl. timetable stability analysis to prove functionality of proposed infrastructure layout in Kaunas node and to choose the final infrastructure layout.

Station track layout and location of passing loops shall be further detailed based on elaboration of operational plan during further design stages (spatial planning, technical design).

Operational plan should be updated annually to reflect the latest planning stages