Authorization of infrastructure in Denmark and Norway - similarities and differences

Transcription

1 Authorization of infrastructure in Denmark and Norway - similarities and differences Liz Anette Stordahl, Principal Engineer, Norwegian Railway Authority (Liz.Anette.Stordahl@sjt.no) and Mari Ruuhi, Danish Transport, Construction and Housing Authority (mru@tbst.dk)

2 Today s program 1. Introduction 2. EU framework for infrastructure authorisations 3. Authorisation of infrastructure in Norway 4. Authorisation of infrastructure in Denmark 5. Concluding remarks

3 Areas of responsibility - Danish Transport, Construction and Housing Authority

4 Areas of responsibility Norwegian Railway Authority

5 1. Introduction Norway Denmark Network Ca km Ca km Large projects ERTMS New Line Follobanen New railway tunnel Bergen Intercity New line for Bergen light rail Infrastructure managers 1 major state-owned infrastructure manager (Bane NOR) 3 IMs responsible for the urban rail system (tram and metro) Electrification Program Signalling Program New Line CPH-Ringsted Ringsted-Fehmarn Fehmarn fixed link New metro line, Cityringen Aarhus & Odense Light Rail 1 major state-owned infrastructure manager (Banedanmark), 3 regional IMs, 1 privately owned IM (Arriva) 1 IM responsible for metro

6 NSA 1. Introduction Norway NSA: - Safety Management & Supervision - Technology & Operations - Cableways & Amusement Devices - Legal - Administration Denmark NSA/Centre for Railway: - Authorization of infrastructure, rolling stock, training (Train Drives Regulation) - Approval of safety rules - Licenses and safety certificates/authorizations - Supervision - Issuing administrative rules APIS statistics Infrastructure authorization: 4 employees (engineers) resources from legal department. Approx. 70 APIS annually, incl. approx. 10 for urban rail Infrastructure authorization: 10 employees (6 engineers, 2 lawyers, 2 generalists) and 2 consultants. Approx. 60 APIS annually, incl. approx. 20 for urban rail (S-bane)

7 Togkart.banenor.no 4219 km railway 2459 km electrified 246 km double track

8 1. EU framework for infrastructure authorisations One common railway system Interoperability directives - Gives conditions to achieve interoperability - Framework for how to seek authorisation from the NSA to place the infrastructure in service Photo: Rune Fossum

9 Interoperability Directive (2008) Article 15 Procedure for placing in service Article 20 Placing in service of existing subsystems after renewal or upgrading

10 2. Authorisation of infrastructure in Norway

11 2. Authorisation of infrastructure in Norway Notification NSA answer Application NSA APIS IM sends documentation NSA reviews documentation - TSI - Use of ISA IM sends documentation No Application NSA gives APIS Meetings, visits to projects Documentation updated if needed IM sends notificaton for all changes, except maintenance work NSA decides if need for application, based on documentation, the complexity of the project and the safety manangement of the project

12 Documentation required for a notification Contact person Progress plans Regulations, standards and TSIs to be used System Definition Safety Plan (according to Cenelec 5012x) Risk analysis Assessment if the change is considered significant (CSM- RA) based on: Failure consequence Novelty used in implementing the change Complexity of the change Monitoring Reversibility Additionality

13 Evaluation of notification Complex system Larger probability of failure in system Poor safety managment system Extensive safety managment system Less probablility of failure in system Simple system

14 Documentation required for an application Documentation from the notification IF updated Safety Report Safety Case Hazard log (If any) derogation from IM technical rules Maintenance Plan If needed: TSI documentation (NoBo certificate, declaration etc) AsBo report ISA report

15 Ideal world Full operation Commissioning Full operation Time Track out of use

16 APIS (following dir.) Remaining assessment by NoBo NSA approval Full operation Commissioning Commissioning report Full operation Time No traffic allowed!

17 APIS (in practice Norway) Remaining assessment by NoBo Full operation Commissioning Full operation (conditional) Full operation ISV from NoBo NSA approval NSA approval Time Track out of use

18 3. Authorisation of infrastructure in Denmark

19 3. Authorisation of infrastructure in Denmark Need for an APIS or approval Significant change Evaluation of significance is done by an infrastructure manager according to its safety management system Renewal/upgrade of e.g. a station (PRM TSI) NSA decides whether APIS needed due to the TSIs Significant change & renewal/upgrade Significance evaluation by the IM and NSA decision regarding TSIs Authorisation of level crossing protection (road side) Separate approval

20 CSM-RA AsBo NoBo Applicant Max. 6 months APIS procedure in Denmark EU APIS Safety Assessment Report (SAR) SAR relate to: - Design - Plan for activities - Risks in connection with construction and taking into service Attachment 1 to SAR: Evaluation of the construction and the putting into service - has it been done safely? Attachment 2 to SAR: All safety related activities must be finalized Intermediate Statement of Verification (ISV) on design level and technical file Certificate and technical file System definition Applicants statement (art. 16, CSM-RA) EC-verification (on design level) Updated system definition (if changed) Updated applicants statement (art. 16, CSM-RA) Final system definition (if changed) Final applicants statement (art. 16, CSM-RA) EC-verification (as built) Time Application for APIS Max. 3 weeks DTCA issues APIS Actual time for putting into service Max. 6 weeks

21 5. Concluding remarks NL All projects are notified to NSA who decides whether APIS is needed CSM-RA used to determine whether APIS is needed (significance) TSIs applied is APIS needed (NSA decision) Derogation issued first (construction), APIS issued after putting into service/ all final documents are received UK IM decides if APIS needed (acceptance panel, NSA a member), justification to NSA CSM-RA one of the criteria for deciding if APIS needed TSIs applied if deemed so by IM. All projects are in scope unless there is agreement that they are not APIS issued before the infrastructure is used, usually with conditions/limitations DK CSM-RA used to determine whether APIS is needed (significant; safety adversely affected) TSIs applied if major work (NSA decision) APIS typically issued before commissioning, supplied with final documentation for safety and TSIs EU - A project description shall be sent to a MS who decides whether a new APIS is needed - New APIS is required if the overall safety level of the subsystem may be adversely affected by the change - If a new APIS is needed MS decides to what extent the TSIs need to be applied NO All projects are notified to NSA who decides whether APIS is needed CSM-RA only used to determine whether AsBo is needed TSIs applied if major work (NSA decision) APIS typically issued close to commissioning, in some cases with conditions (final documentation) SE All projects are notified to NSA who decides whether APIS is needed List of changes that do/don't require APIS TSIs are applied to all changes (regardles volume) CSM-RA not used in the APIS process Time-limited national approval, APIS issued before putting into service/all final documents are received

22 5. Concluding remarks DK NO SE UK NL Review process 3 weeks 4 weeks (notification) 4 months (APIS) 4 months 4 weeks 8 weeks (notification) 8 weeks (APIS) Fee : 850 DKK/hour 2018: 800 DKK/hour (approx. 114 / 107 ) No fee, the NSA examines the possibility for introducing a fee for the approvals SEK/hour and SEK for each issued decision or approval (approx. 166 /hour and 292 /decision or approval) No fee, activities are funded by safety levy, which is based on the turnover of each railway service provider Notification: 5000 APIS: 113 /hour

23 Questions? Thank you for your attention!