Consulting: A selection of projects from 2023
Austria
Austria has one of the densest and busiest railway networks in Europe. As a result, the network is in a very good state of expansion and maintenance and is constantly being expanded and improved. The necessary infrastructure measures to reduce journey times or resolve bottlenecks by expanding capacity are derived on the basis of timetable-based service concepts. The timetable-based infrastructure...
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Austria
ÖBB Infrastruktur AG Praterstern: 2040 target network – module-based shift planning
Austria has one of the densest and busiest railway networks in Europe. As a result, the network is in a very good state of expansion and maintenance and is constantly being expanded and improved. The necessary infrastructure measures to reduce journey times or resolve bottlenecks by expanding capacity are derived on the basis of timetable-based service concepts. The timetable-based infrastructure derivation procedure is used in Austria in the recently published plans for the 2040 target network.
The core of the services commissioned by ÖBB-Infrastruktur AG were service planning as part of the 2040 target network planning in the form of service concepts based on system train paths, both for the reference case and the planned case. Infrastructure dimensioning is carried out in the 2040 target network as part of the creation of modules for sub-networks.
SMA's consulting activities focussed on supporting and challenging the procedure for setting up a process-based methodology for planning infrastructure sub-modules on the basis of system routes, including identifying the required infrastructure, planning selected modules in the ÖBB network for the overall process of target network planning 2040 and providing suitable support for stakeholder management to ensure market acceptance.
With the chosen procedure, ÖBB Infrastruktur AG's specific approach to the 2040 target network planning has been validated and broadly supported by the stakeholders.
Many railway networks in Europe are facing increased construction activity and the resulting capacity restrictions. These restrictions can lead to trains having to be replaced by buses in so-called rail replacement services (SEV). ÖBB-Personenverkehr AG recognises that the provision of sufficient SEV capacities is becoming increasingly challenging and that the timely planning of replacement concep...
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Austria
ÖBB-Personenverkehr: Ensuring sufficient rail replacement capacities thanks to construction schedule templates
Many railway networks in Europe are facing increased construction activity and the resulting capacity restrictions. These restrictions can lead to trains having to be replaced by buses in so-called rail replacement services (SEV). ÖBB-Personenverkehr AG recognises that the provision of sufficient SEV capacities is becoming increasingly challenging and that the timely planning of replacement concepts is becoming more important.
The aim of the "Ensuring SEV" project is to estimate the required SEV capacities for a timetable year around 15 months before the timetable change and to prepare the necessary resources together with Österreichische Postbus Aktiengesellschaft (ÖBB Postbus). At this point, an overview of the closures planned by ÖBB-Infrastruktur AG is available.
The approach chosen in the project provides for the preparation of so-called templates, which divide the entire Austrian rail network into suitable blocked sections. The boundary points of these sections are railway stations where the rail service can be interrupted and where it is possible to switch between rail and replacement buses in a suitable manner. In local transport, the sections are more finely meshed than in long-distance transport.
These templates make it possible to industrialise timetable processes for infrastructure restrictions. As soon as the restrictions are known, the resulting bus requirements for SEV services can be estimated using the templates. The template then forms the basis for the development of specific construction timetable concepts (rail and bus) and for ordering SEV services from ÖBB Postbus.
In the future, the templates can also be used in ad-hoc cases for short-term disruptions and to standardise processes in the sense of an incident concept, reduce the planning work to be carried out under time pressure and create the basis for clear communication with customers.
ÖBB-Infrastruktur AG is developing a capacity- and quality-optimised timetable for the Austrian rail network for the period from 2026, with the national integrated timetable forming the backbone. Due to construction work planned for this time horizon, various timetable variants with different advantages and disadvantages were developed on various corridors. Objective criteria are required to selec...
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Austria
ÖBB-Infrastruktur AG: Support in the preparation and evaluation of a capacity and quality-optimised 2026 timetable
ÖBB-Infrastruktur AG is developing a capacity- and quality-optimised timetable for the Austrian rail network for the period from 2026, with the national integrated timetable forming the backbone. Due to construction work planned for this time horizon, various timetable variants with different advantages and disadvantages were developed on various corridors. Objective criteria are required to select the most suitable variant in order to be able to compare variants as neutrally as possible.
As part of the project, we answered the following questions in co-operation with ÖBB-Infrastruktur AG:
• What is a suitable evaluation system for assessing timetable variants?
• What are the results of applying this evaluation system to selected routes in the 2026 timetable?
• From SMA's point of view, are there other timetable variants on the routes under consideration?
The work was carried out for the Salzburg - Vienna corridor. In addition to existing variants, we developed further timetable variants for the 2026 timetable year and compared these with the evaluation procedure created by SMA for this project, which includes supply planning, operational and infrastructural elements.
Belgium
As part of a review aimed at optimising infrastructure management costs on the Belgian rail network, Infrabel asked SMA to assess the consequences of a simplified alternative operating mode on certain local passenger lines. In order to be able to objectively assess the impact this would have on the various stakeholders in the Belgian rail system, various summary evaluations were carried out. The a...
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Belgium
Infrabel: Evaluation of alternative operation of local passenger lines
As part of a review aimed at optimising infrastructure management costs on the Belgian rail network, Infrabel asked SMA to assess the consequences of a simplified alternative operating mode on certain local passenger lines. In order to be able to objectively assess the impact this would have on the various stakeholders in the Belgian rail system, various summary evaluations were carried out.
The analyses were organised according to a funnel principle in order to be able to focus the study on the lines of greatest interest. The study was organised in several stages; the first stage consisted of an analysis of capacity and enabled us to rule out lines where simplified operation would involve infrastructure investment, non-robust situations or excessively long connection times. The second stage assessed the impact in terms of operations for the national operator, journey times for passengers, systemic impact on the rail network and reductions in terms of infrastructure management costs.
In the end, an assessment of the lines evaluated showed which would a priori allow simplified operation with limited impact on the various stakeholders in the rail network. More detailed analyses of these lines would enable the subject to be explored in greater depth.
As the rail component of the Brussels RER project is now being rolled out, the four public transport operators involved – STIB, SNCB, TEC und De Lijn – have joined forces to study the complementarity between public transport modes and operators within the Brussels RER perimeter. SMA assisted Stratec and Tractebel with various aspects of the study. The objectives of the study were to update and dee...
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Belgium
SNCB-TEC-De Lijn-STIB: Evaluation and improvement of the complementarity of multimodal services within the Brussels RER network
As the rail component of the Brussels RER project is now being rolled out, the four public transport operators involved – STIB, SNCB, TEC und De Lijn – have joined forces to study the complementarity between public transport modes and operators within the Brussels RER perimeter. SMA assisted Stratec and Tractebel with various aspects of the study. The objectives of the study were to update and deepen knowledge of current mobility demand and to identify existing and potential complementarities between public transport modes and operators.
SMA's contribution focused on analysing this complementarity, firstly by identifying – through an assessment of the current situation – the potential for improvement (in particular the alignment of service frequencies and amplitudes, as well as the improvement of connections) and secondly by proposing new road public transport corridors to reinforce the RER backbone in corridors where rail is absent. This proposal was then developed into a multimodal service concept organised around this structuring backbone with a high level of service (high frequency and amplitude). The proposed concept includes hubs to facilitate connections between the RER backbone and local and feeder road lines. The proposal fits into a virtually constant kilometre envelope.
Canada
SMA has been supporting ONxpress Operations Inc. in the GO Rail Expansion Project (Toronto) since the bidding phase in late 2021. ON-Corridor work includes all activities that facilitate train service. System-wide infrastructure upgrades include adding tracks, expanding stations, electrification of the rail network, new locomotives and train control systems to enable more frequent services. SMA ha...
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Canada
ONxpress Operations Inc: Support GO Rail Expansion Project Toronto
SMA has been supporting ONxpress Operations Inc. in the GO Rail Expansion Project (Toronto) since the bidding phase in late 2021. ON-Corridor work includes all activities that facilitate train service. System-wide infrastructure upgrades include adding tracks, expanding stations, electrification of the rail network, new locomotives and train control systems to enable more frequent services.
SMA has been involved in the timetable design and development, with the aim of implementing service concepts at different time horizons (from long term scenarios to the first phase of operation), testing the proposed infrastructure layout and contributing to defining optimised solutions.
The core of SMA’s activities included designing systematic timetables, 24 hour weekday and weekend timetabling, the definition of operational concepts (with particular focus on terminus stations and the high-density scheme at Toronto Union Station), the development of the rolling stock rostering associated with the timetable (including empty runs to/from the stabling areas and depots), and the interface between the timetable deliverables and the simulation tool OpenTrack.
The activities, which are still ongoing, have also been targeting the implementation phases, with the aim of supporting the infrastructure development through a consistent service plan throughout the development phase.
SMA’s activities have been performed in coordination with DB teams and Metrolinx, in close cooperation with other partners.
Switzerland
The Canton of Basel-Stadt intends to remove the part of the Kleinhüningen harbour site located on the Rhine from the harbour perimeter and develop it in terms of urban planning. As a result, the affected infrastructure of the Basel Kleinhüningen harbour railway will no longer be required. The harbour railway must therefore be adapted or further developed so that high-quality rail access to the tra...
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Switzerland
Canton Basel-Stadt, Schweizerische Rheinhäfen: Further development of the BSKH harbour railway, feasibility study and decision on variants
The Canton of Basel-Stadt intends to remove the part of the Kleinhüningen harbour site located on the Rhine from the harbour perimeter and develop it in terms of urban planning. As a result, the affected infrastructure of the Basel Kleinhüningen harbour railway will no longer be required. The harbour railway must therefore be adapted or further developed so that high-quality rail access to the transhipment facilities within the port can continue to be ensured.
In the feasibility study, SMA analysed three variants in terms of track layout, functionality and mode of operation using the performance model. This model makes it possible to depict the relevant operational processes, track usage and resource deployment in a level of detail appropriate to each stage, to coordinate them with each other and to optimise them as an overall system. Due to the efficiency of this method, a large number of infrastructure variants and scenarios can be modelled. In the case of the Kleinhüningen harbour railway, different scenarios for freight volumes, train numbers and technological developments such as digital automatic coupling were tested. The model depicts processes such as train movements, shunting movements, brake tests, coupling, uncoupling, etc. as well as the use and utilisation of resources such as shunting equipment, track groups or individual tracks, humps and individual points.
As a contribution to the comprehensive comparison of variants, SMA provided proof of the operational feasibility of the optimised railway system on the one hand and key figures on the performance, efficiency and cost-effectiveness of shunting operations on the other. The south quay modified variant emerged as the best variant from the comparison of variants.
Auto AG Schwyz (AAGS) and Zugerland Verkehrsbetriebe (ZVB) carry out a structural survey on their bus routes every four years. The last survey was carried out in 2018, so another structural survey was due at the end of 2022. The main tasks for SMA in the context of this assignment were the preparation of the survey with the planning of the courses to be surveyed and the staff deployment planning,...
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Switzerland
AAGS and ZVB: survey of the ticket structure
Auto AG Schwyz (AAGS) and Zugerland Verkehrsbetriebe (ZVB) carry out a structural survey on their bus routes every four years. The last survey was carried out in 2018, so another structural survey was due at the end of 2022.
The main tasks for SMA in the context of this assignment were the preparation of the survey with the planning of the courses to be surveyed and the staff deployment planning, the monitoring of the survey and the subsequent plausibility check and evaluation of the survey data. The statistical relevance of the data and its possible improvement with suitable measures was an important focus: for example, when planning the survey, care was taken to ensure that the sample was as representative as possible by taking adequate account of the various passenger groups.
The ticket structures collected for each line and day type are primarily used to determine the transport services per ticket category based on annually updated count data. These in turn form the basis for determining the revenue distribution key within the respective fare networks.
The measures proposed to ensure railway production in the STEP expansion step 2035 time horizon in Basel SBB affect protected areas and involve high costs. The federal government therefore commissioned SBB to investigate possible alternatives and estimate their costs. SMA und Partner AG supported the interdisciplinary team in the search for alternatives and in particular in testing their suitabili...
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Switzerland
SBB Infrastructure: Support for supplementary study AS35 Alternatives for Basel pull-out tracks
The measures proposed to ensure railway production in the STEP expansion step 2035 time horizon in Basel SBB affect protected areas and involve high costs. The federal government therefore commissioned SBB to investigate possible alternatives and estimate their costs.
SMA und Partner AG supported the interdisciplinary team in the search for alternatives and in particular in testing their suitability for safeguarding production.
The starting point for testing production was a five-hour timetable window in the Basel SBB hub based on the AS 2035 timetable concept. On the one hand, this combined the various connection options in international long-distance transport with the clock systems, some of which are only two-hourly, and on the other, it covered two key periods of production, the strongest before and the weakest after rush hour.
For each promising variant, the required production journeys to or from the stabling and service facilities were then planned, as well as additional reserve journeys in both directions required for robust production. In order to enable the production routes, the track occupancy of the commercial trains in Basel SBB was also adjusted every half hour.
In addition to a possible but not easily realisable alternative to the originally proposed measure, the study also impressively demonstrated the complexity of production at the Basel SBB junction.
As part of the future development of the railway infrastructure in Central Switzerland, SBB Infrastructure has been commissioned to support the preparation of a corresponding study. Previous experience from work on the STEP 2035 expansion step shows that it is advisable to consider the development path for implementation in the densely trafficked Swiss railway network before the parliamentary deci...
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Switzerland
SBB Infrastructure: Lucerne realisation sequence
As part of the future development of the railway infrastructure in Central Switzerland, SBB Infrastructure has been commissioned to support the preparation of a corresponding study. Previous experience from work on the STEP 2035 expansion step shows that it is advisable to consider the development path for implementation in the densely trafficked Swiss railway network before the parliamentary decision is taken. This point was not addressed in previous studies in connection with the expansion of the Lucerne junction or the through station.
The aim of the ongoing assignment is to find solutions to the most important outstanding conceptual issues and to draw up proposals for an appropriate sequence of service steps and the resulting infrastructure dimensions. In the process, findings and foundations for further project planning and political discussions regarding consideration in the next expansion stages have been developed.
The first step was to define a regional target concept for the Lucerne region based on various requirements, which would serve as a beacon for the individual realisation steps. From this, more than 20 individual service concepts for intermediate steps could be planned and reviewed, depending on various infrastructure elements. The requirements from the supply and production planning of the individual stakeholders had to be taken into account at all times and an optimal quantity structure had to be determined. This top-down planning methodology ensures that the planned infrastructure elements are always optimally utilised and that no bad investments are made.
As a contribution to the comparison and the definition of an initial realisation step and the resulting development path, SMA provided proof of the operational feasibility of the individual intermediate steps on the one hand and comprehensive key figures on the other, which quantitatively evaluate the service targets, the stability and the desired journey time targets.
In connection with the commissioning of the V-Cableway connected to Berner Oberland Bahn AG (BOB) (cable cars to Eigergletscher and Männlichen with a shared terminal in Grindelwald) and the new station with Park and Ride Matten, the BOB would like to supplement its services with additional trains at peak times as part of the STEP expansion step 2035. The aim of the second opinion was to check the...
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Switzerland
BOB: Second opinion on infrastructure measures for the 2027 timetable
In connection with the commissioning of the V-Cableway connected to Berner Oberland Bahn AG (BOB) (cable cars to Eigergletscher and Männlichen with a shared terminal in Grindelwald) and the new station with Park and Ride Matten, the BOB would like to supplement its services with additional trains at peak times as part of the STEP expansion step 2035.
The aim of the second opinion was to check the plausibility of the timetable drawn up in a previous study and the infrastructure identified for it, and to demonstrate the stability of the planned timetable.
The first step was to check the basic data such as infrastructure, vehicles, stopping and separation times, etc. and to add these to the Viriato database already available at the BOB. The subsequent calculation of journey times in Viriato made it possible to confirm the planned timetable as a rule.
With the help of the robustness analysis in Viriato, various specific delay events such as waiting for a connection, stopping times extended over several hours on peak days with very high demand or operational disruptions were then simulated. It was shown that individual delay entries can be quickly reduced and systematic loads can be transferred to a stable timetable pattern without the need for train cancellations or premature turnarounds. This can also be achieved without scheduling interventions in the sense of adjusting the train sequence in meeting sections. The planned timetable could therefore be described as robust.
The Viriato model was then used to simulate specific issues relating to optimisation options such as the extension of double track sections or the relocation of a rack and pinion entrance and thus assess their effects.
The Canton of Valais has asked the railway companies operating in the canton to prepare the next stage of the strategic development programme for rail infrastructure (PRODES) in order to identify the most promising projects for developing the service. SMA assisted RegionAlps in the study of the development of the RER Valais | Wallis service between Brig and St-Gingolph. Firstly, the framework for...
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Switzerland
RegionAlps: Assistance in preparing the PRODES 2040-45 stage
The Canton of Valais has asked the railway companies operating in the canton to prepare the next stage of the strategic development programme for rail infrastructure (PRODES) in order to identify the most promising projects for developing the service. SMA assisted RegionAlps in the study of the development of the RER Valais | Wallis service between Brig and St-Gingolph.
Firstly, the framework for the study was clarified by analysing the data to provide a clear understanding of current operations. Measurements of train movements on the line (publicly available) were used to understand the main challenges to punctuality. RegionAlps ridership data was used to target the sections where an expansion of services would be most favourable. On this basis, 3 service plans have been proposed.
For each service plan, a timetable was drawn up and the associated functional infrastructure was identified. Each of these scenarios was then evaluated on the basis of the quality of the service, the rolling stock required, turnaround times as an indicator of robustness and the infrastructure required. After iteration and evaluation, one scenario was selected and recommended to the Canton of Valais.
SBB has identified a need to develop rolling stock maintenance capacity in French-speaking Switzerland. In 2022, it announced its intention to expand the Yverdon site and to build a new rolling stock maintenance centre by 2030 in the municipality of Aigle (a project known as NESA). SBB has defined the site's maintenance requirements, the rolling stock and several possible infrastructure configura...
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Switzerland
SBB: Operational simulation of the planned new rolling stock maintenance centre at Aigle
SBB has identified a need to develop rolling stock maintenance capacity in French-speaking Switzerland. In 2022, it announced its intention to expand the Yverdon site and to build a new rolling stock maintenance centre by 2030 in the municipality of Aigle (a project known as NESA).
SBB has defined the site's maintenance requirements, the rolling stock and several possible infrastructure configurations. In this context, a study was commissioned from SMA to verify the compatibility between the maintenance requirements and the configuration of the site and to identify any adaptations to be made to the configuration of the site (layout) and/or the dimensions of the various sectors of the future NESA maintenance centre.
The compatibility check was carried out and the adaptations identified by establishing the production and operating concept for the site using a simulation based on a performance model developed by SMA. This performance model makes it possible to simulate the operation of the site on the basis of various assumptions, to identify capacity shortfalls and to iterate between the rolling stock and the configuration required to achieve an optimum situation for the system as a whole.
Czech republic
As a member of a consortium of six companies, SMA continued to develop the service offer concept in Prague railway node. Following the completion of the “without project scenario” in previous stages of the feasibility study, the focus in 2023 focussed on the design of three “project scenarios”. These differ predominantly in the configuration of the two proposed S-Bahn city-tunnels. All three proje...
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Czech republic
Správa železnic – Czech Rail Infrastructure Manager / Mott MacDonald CZ: Prague Node feasibility study
As a member of a consortium of six companies, SMA continued to develop the service offer concept in Prague railway node. Following the completion of the “without project scenario” in previous stages of the feasibility study, the focus in 2023 focussed on the design of three “project scenarios”. These differ predominantly in the configuration of the two proposed S-Bahn city-tunnels. All three project scenarios enable diagonal routing of most of the suburban traffic under the historic city centre, including direct services to Prague airport. To gain greater benefits in the form of time savings in the surrounding Central Bohemian Region, Express-S-Bahn services were also introduced. The proposed solutions integrate and consolidate long-distance service concepts entering the node from the outer network, including future high-speed lines. A high priority was given to the systematic freight path planning, especially on tangential bypasses with mixed traffic. Service scenarios were evolved iteratively based on recommendations from a passenger demand model. The requirements for the technical solution were primarily derived from the target timetable, however, Prague’s topography and historic value posed significant constraints to infrastructure planning. The gradual node development was discussed and optimised in bi-weekly organised stakeholder group meetings whose stakeholders included the infrastructure manager, national and local transport authorities, service operators, the union of freight transport companies and representatives of the city of Prague and Central Bohemian Region. The frequent exchange of ideas among all stakeholders was a key success factor of the study. In 2024 the project scenarios will be evaluated from an economic and environmental point of view.
Germany
In 2023, SMA continued to support the KC ITF NRW (Kompetenzcenters Integraler Taktfahrplan NRW, a public agency specialising in developing integrated interval timetables) and the three public transport authorities in North Rhine-Westphalia (NWL, go.Rheinland (formerly NVR) and VRR) in the further development of the integrated interval timetable for the state of NRW. In supporting the KC ITF NRW, S...
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Germany
Consultancy services to KC ITF NRW and NRW public authorities
In 2023, SMA continued to support the KC ITF NRW (Kompetenzcenters Integraler Taktfahrplan NRW, a public agency specialising in developing integrated interval timetables) and the three public transport authorities in North Rhine-Westphalia (NWL, go.Rheinland (formerly NVR) and VRR) in the further development of the integrated interval timetable for the state of NRW. In supporting the KC ITF NRW, SMA is working in partnership with VIA Consulting & Development GmbH from Aachen.
For the KC ITF NRW, the focus of the work was on supporting the timetable robustness test of the 2040 NRW target network by DB Netz AG (now DB InfraGO AG). This involved coordinating the service concepts developed by SMA in recent years and the necessary infrastructure expansion in detail and making further adjustments to ensure more stable operations. Improvements were also made to the precursor stage, the 2032 NRW target network.
For the 2028 time frame, investigations were carried out into the use of vehicles on various RE lines for which new vehicle concepts are planned (RRX-B fleet). This involved analysing driving dynamics, infrastructure requirements (e.g. platform lengths) and capacity requirements.
In addition to regional rail transport, the focus in 2023 was also on the design of a state-wide express bus network to connect areas away from the rail network.
On behalf of the public transport authorities in NRW, SMA prepared various studies on the operational feasibility of reactivating lines in regional rail transport. For the NWL area, the operational feasibility of over 90 potential new stations were analysed and their integration into the ITF NRW assessed. Individual potential new stations were also analysed for the VRR area.
In the area of go.Rheinland, the focus of the work was on supporting the tender for the Cologne S-Bahn. A step-by-step concept for the further development of the S-Bahn network was developed for the various infrastructure conditions for the expansion of the Cologne node. In addition, specific tender timetables were drawn up and timetable planning was carried out.
The results of the work in NRW have been presented and discussed in working groups and committees. The work was supplemented by the annual monitoring of the service volume and the updating of the current netgraph.
The work will also be continued this year.
As part of a feasibility study, the companies SMA und Partner AG and Schüßler-Plan analysed a possible reactivation of the Leutkirch - Isny line. The study is intended to provide information on technically feasible, economically viable and affordable options. Passenger traffic on the 16 km long line was discontinued in 1969. Freight transport was discontinued in 1976, and the German Armed Forces o...
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Germany
Municipality of Isny – Mobility Centre: Reactivation Leutkirch - Isny
As part of a feasibility study, the companies SMA und Partner AG and Schüßler-Plan analysed a possible reactivation of the Leutkirch - Isny line. The study is intended to provide information on technically feasible, economically viable and affordable options. Passenger traffic on the 16 km long line was discontinued in 1969. Freight transport was discontinued in 1976, and the German Armed Forces operated a siding between Leutkirch and Urlau until 2001. The entire line has since been decommissioned and dismantled. The line has already been built over in several places. To check the technical feasibility of the infrastructure, Schüßler-Plan developed several variants for the route between Leutkirch and Isny, with one of the main issues identified as the roads through both towns. SMA und Partner AG then developed numerous service concepts. In addition to various connection options in Leutkirch, different operating modes both with and without freight transport were also analysed. An assessment was also made as to whether it would also be possible to connect the Center Parcs attraction to the railway. The preferred option was an hourly service between Leutkirch and Isny with a journey time of 23 minutes. The necessary infrastructure requirements were determined with the associated cost estimate and a simplified calculation of the expected cost-benefit ratio based on the standardised assessment.
The RMV regional public transport plan (RNVP) is the central instrument for managing the further development of local public transport. The current RNVP identifies around 60 transport axes that are to be analysed for their suitability for express bus services. These transport axes pass through areas with very different structures and therefore fulfil a wide variety of transport functions and diffe...
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Germany
RMV Rhein-Main Verkehrsverbund GmbH: Further development of the express bus network for the RMV network area
The RMV regional public transport plan (RNVP) is the central instrument for managing the further development of local public transport. The current RNVP identifies around 60 transport axes that are to be analysed for their suitability for express bus services. These transport axes pass through areas with very different structures and therefore fulfil a wide variety of transport functions and differ in terms of their passenger potential.
SMA has developed specific routes and timetables for these 60 transport axes. A utility analysis was carried out on the basis of the timetables drawn up. Several criteria were taken into account, such as potential passenger demand, journey time development and regional network impact. The application of the utility value analysis led to a prioritisation of the transport axes and can therefore be used as a basis for decision-making for the implementation of the express bus routes. The calculation tables of the utility analysis were parameterised so that the weighting of the criteria could be changed and sensitivity analyses could be carried out.
In a further step, the existing bus service was examined for deficiencies and potential for optimisation. Among other things, it was analysed which municipalities would not be connected to higher-quality public transport lines (regional public transport, express bus lines, etc.) if the new express bus lines were implemented. For these municipalities, additional, specific routes or optimisations of existing routes were developed to improve connections. A further element of this deficiency analysis was the identification of gaps in services between medium-sized and regional centres within the RMV. Additional new routes and timetables were also developed for the identified gaps.
A key element of the results of this report is a network diagram that contains the regional rail transport and the existing or newly developed express bus routes for the entire network area. Using this network diagram, network connections between regional rail transport and express bus routes can be recognised more quickly.
In summer 2024, Hamburger Hochbahn is planning a longer closure of the Kellinghusenstrasse - Barmbek (Nordring) section of the U3 line for maintenance work. A sweeping operation will therefore be necessary at Kellinghusenstrasse station. This sweeping operation will cause potential crossing conflicts with trains on the U1 line. As part of this study, SMA determined the time required for sweeping t...
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Germany
Hamburger Hochbahn AG: Simulation of construction conditions, U3 Nordring closure
In summer 2024, Hamburger Hochbahn is planning a longer closure of the Kellinghusenstrasse - Barmbek (Nordring) section of the U3 line for maintenance work. A sweeping operation will therefore be necessary at Kellinghusenstrasse station. This sweeping operation will cause potential crossing conflicts with trains on the U1 line.
As part of this study, SMA determined the time required for sweeping the U3 in Kellinghusenstrasse and also analysed the influence of these sweeping operations on the operation of the U1.
Firstly, the existing OpenTrack model was refined in the area of the U1 sections up to the respective neighbouring stop. In addition, SMA extended the OpenTrack model to include the infrastructure and safety elements required for the sweeping process in Kellinghusenstrasse. This made it possible to precisely simulate the approach and departure movements of the U3 crossing the tracks of the U1 into the reversing tracks.
The simulations show that there are reserves in the U3 sweeping process that allow both a 5-minute cycle on the U3 and stable operation on the U1.
SMA has been advising MVG for many years with regard to a cycle density on the main lines of the U1/U2 and U3/U6. The focus was on the development of different service concepts and their verification by means of operating simulations. In order to prove the feasibility of the preferred variants of these developed concepts in practice, a real operating test was carried out on the two main lines in a...
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Germany
Münchner Verkehrsgesellschaft mbH (MVG): Accompanying operational test for increased frequency of the Munich underground
SMA has been advising MVG for many years with regard to a cycle density on the main lines of the U1/U2 and U3/U6. The focus was on the development of different service concepts and their verification by means of operating simulations. In order to prove the feasibility of the preferred variants of these developed concepts in practice, a real operating test was carried out on the two main lines in autumn 2022 and spring 2023. The underground trains ran on a Saturday and on two working days during peak times with a more frequent service.
Despite the lack of experience with the condensed timetable and the short-term unavailability of parts of the infrastructure and rolling stock, the operational trial can be described as successful and the knowledge gained from it as valuable. Important insights were gained, particularly in the areas of minimum train headways, train routing, power supply, dispatching and passenger routing. The weak points identified in the operational trial will be eliminated or reduced as far as possible for subsequent regular operation.
There are still some non-electrified railway lines in Westphalia that are currently operated with diesel railcars. As part of the climate debate, there are also plans to reduce emissions and establish alternative drive systems for regional rail transport. In addition to the full electrification of railway lines, the focus here is primarily on on-board solutions using battery-powered railcars (BEMU...
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Germany
Nahverkehr Westfalen-Lippe (NWL): Feasibility study "Alternative drives on non-electrified routes in Westphalia-Lippe"
There are still some non-electrified railway lines in Westphalia that are currently operated with diesel railcars. As part of the climate debate, there are also plans to reduce emissions and establish alternative drive systems for regional rail transport. In addition to the full electrification of railway lines, the focus here is primarily on on-board solutions using battery-powered railcars (BEMU) or hydrogen railcars (HEMU).
Together with SCI Verkehr, SMA is conducting a feasibility study to investigate the suitability of locally emission-free drive types for the three grid areas "Sauerland, "Siegerland" and "Ostwestfalen-Lippe".
A particular focus is placed on energy consumption and the associated energy supply (battery charge level and hydrogen tank filling level) during vehicle circulation as well as possible charging and refuelling processes. Depending on this, the required infrastructure is determined (especially charging facilities or hydrogen refuelling stations) and the feasibility is coordinated with the parties involved.
By means of a subsequent cost estimate of the operating costs (incl. energy costs) and investment costs, an economic feasibility study is carried out, according to which an operating cost rate per train kilometre (performance price) can be determined. A comparison between the variants according to traction type is carried out by means of a net present value analysis. The results are then subjected to a sensitivity analysis and checked for plausibility.
The aim of the study is to determine an optimal drive technology (BEMU, HEMU or full electrification) for each of the lines and to form sensible sub-networks. The feasibility study also provides the necessary infrastructure requirements as well as the investment costs and operating costs for the planned operating concept. The results of the feasibility study are expected in spring 2024.
As part of the KaZu Novum project ("Capacity Planning and Allocation of the Future"), DB InfraGO AG is seeking to implement optimised capacity planning and allocation, regarding traffic type for capacity distribution. This procedure is applied to the medium-term concept for optimised capacity utilisation (mKoK) for the 2026 and subsequent timetables. SMA's task here is to support DB InfraGO AG in...
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Germany
DB InfraGO AG: KaZu Novum – Capacity planning for “mKoK 2026ff”
As part of the KaZu Novum project ("Capacity Planning and Allocation of the Future"), DB InfraGO AG is seeking to implement optimised capacity planning and allocation, regarding traffic type for capacity distribution. This procedure is applied to the medium-term concept for optimised capacity utilisation (mKoK) for the 2026 and subsequent timetables. SMA's task here is to support DB InfraGO AG in the internal development of the timetable and process-related aspects of stakeholder management, considering the mix of transport modes.
Technically, the work is being carried out in close cooperation with DB InfraGO AG with both macroscopic and microscopic timetabling tools, using Viriato MoD in compliance with the DB planning rules regarding reserve times, passenger connection times between trains, and standard and construction time allowances. Since 2016, SMA has developed the Microscopy on Demand (MoD) concept, which supplements the Viriato software by providing access to microscopic services.
Further information on mKoK 2026ff as well as the published results can be found at: https://www.dbinfrago.com/web/schienennetz/kazu-novum-11909200
The “Deutschlandtakt” target timetable is the guiding principle for the infrastructure development of the rail network in Germany. The target timetable for Germany will improve the coordination of rail passenger services, improve connection and travel times and provide continuous capacity for rail freight transport with short transport times. Based on the target timetable, the necessary expansion...
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Germany
BMDV: Updating the target timetable for Germany
The “Deutschlandtakt” target timetable is the guiding principle for the infrastructure development of the rail network in Germany. The target timetable for Germany will improve the coordination of rail passenger services, improve connection and travel times and provide continuous capacity for rail freight transport with short transport times. Based on the target timetable, the necessary expansion and new construction projects for the rail network can be derived from the timetable.
The "Deutschlandtakt" will be regularly updated to take account of new economic and traffic developments.
The aim of the study in the context of updating the target timetable is to adapt it to the results of the federal government's long-term traffic forecast for 2040.
The work on the update includes a comprehensive stakeholder participation process, a coordination process with the neighbouring states and the review and modification of the current target timetable for Germany based on and the results of the 2040 traffic forecast, taking into account the feedback from the participation process.
The work began in 2023 with a comprehensive process to collect stakeholder input, clarify assumptions and various coordination processes and will continue in 2024 with the planning of the update of the target timetable. The updated target timetable for the "Deutschlandtakt" is expected to be available by the end of 2024.
France
The stakeholders involved in cross-border capacity planning and allocation activities potentially work with different processes and software programs without adequate decision-making tools. This means that there is a lack of a transnational clarity of the capacity conditions by all actors through common metrics and visualisations. The European Parliament is currently discussing a regulation which...
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France
Rail Freight Corridor North Sea – Mediterranean: Cross-border capacity knowledge study
The stakeholders involved in cross-border capacity planning and allocation activities potentially work with different processes and software programs without adequate decision-making tools. This means that there is a lack of a transnational clarity of the capacity conditions by all actors through common metrics and visualisations. The European Parliament is currently discussing a regulation which will set general rules for capacity management aligned with the TTR process which aims to improve transparency and harmonisation at European level.
In this context SMA assisted the RFC North Sea – Med to produce and share capacity KPIs and visualisations enabling all stakeholders to have a clearer view of potential capacity issues.
The first phase consisted of data collection, analysis, and database creation. Infrastructure, paths, TCR (Train Capacity Restrictions, i.e. works) data from planned future and actual as-run services, and from different planning steps were collected from the infrastructure managers (IMs) of France, Belgium and Luxemburg. These were then compiled into a single transnational database. In a second phase, capacity KPIs and visualisations were calculated and displayed in a comprehensive framework usable by the capacity stakeholders for different time and geographic scales involving three main steps: bottleneck identification and prioritisation, capacity consumption analysis and a toolbox for KPI’s and visualisation. National processes were also analysed to understand their differences and the specific national TTR implementation plans. Finally, the capacity KPIs and visualisations were shared with “mirror groups” made up of representative of IMs, RUs and institutional bodies.
The two key outcomes of the study were a deployment of the methodology on the entire perimeter of the North-Sea Med corridor, and a set of recommendations to any stakeholders who would like to:
• Facilitate data harmonisation and a common capacity description language,
• Deploy model and tools that support the implementation of capacity KPIs and visualisations which reflect the inherent complexity of the capacity planning challenges,
• Foster objective measurement of capacity at an international scale, increase transparency and harmonisation on the capacity planning and allocation processes.
The Occitanie Region has commissioned SMA to study alternative timetables for the lines in the north-east quarter of Toulouse, in order to improve the quality of service on these single-track lines (from Toulouse to Albi, Rodez, Capdenac and Mazamet) and to make the service more legible. These changes should help to meet the growing demand in these areas and contribute to improving the modal shift...
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France
Occitanie Region: Study of systematic timetable scenarios on lines in the north-east quarter of Toulouse
The Occitanie Region has commissioned SMA to study alternative timetables for the lines in the north-east quarter of Toulouse, in order to improve the quality of service on these single-track lines (from Toulouse to Albi, Rodez, Capdenac and Mazamet) and to make the service more legible. These changes should help to meet the growing demand in these areas and contribute to improving the modal shift towards rail. The study has a short-term horizon, using current infrastructure and rolling stock. The study was therefore conducted in close collaboration with SNCF Réseau. It has incorporated an analysis of the work being carried out in parallel by the infrastructure manager in order to produce a proposal that reflects the interests of all stakeholders.
Several scenarios for a systematic 2-hour timetable were drawn up, then the most promising were extended to 24 hours in order to measure the impact on rolling stock and crossings, in particular for the addition of peak reinforcement trains. The different scenarios were then assessed in detail in terms of rolling stock requirements, service quality (volume, distribution of stops) and robustness.
The French Ministry of Transport's Directorate-General for Infrastructure, Transport and Mobility (DGITM) called on SMA to study scenarios for developing the overall service on the Toulouse-Bayonne-Hendaye line. The aim of the study was to analyse the potential for optimisation that could arise from pooling resources and services between the regional services of the Nouvelle-Aquitaine and Occitani...
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France
Ministry of Transport (DGITM): Study of scenarios for developing the overall service on the Toulouse - Tarbes - Pau - Bayonne - Hendaye route
The French Ministry of Transport's Directorate-General for Infrastructure, Transport and Mobility (DGITM) called on SMA to study scenarios for developing the overall service on the Toulouse-Bayonne-Hendaye line. The aim of the study was to analyse the potential for optimisation that could arise from pooling resources and services between the regional services of the Nouvelle-Aquitaine and Occitanie regions and those of the regional balance trains contracted by the French government, which are currently combined on the various sections of this inter-regional route. SMA has drawn up several scenarios based on this pooling of resources, offering more frequent end-to-end services in line with the travel needs of the various catchment areas crossed by this line, which have been shared between the three organising authorities concerned and then improved.
The most promising scenarios were refined in the form of a 24-hour timetable, making it possible to validate their consistency with the different travel needs on the route, and to assess the associated operating costs by establishing rolling stock schedules. The various scenarios were compared with the line's current situation. Finally, a simplified traffic and demand model was used to assess the traffic and revenue gains generated by the improved service, in order to determine the net cost to the organising authorities.
The Nouvelle Aquitaine Mobilités syndicate brings together all the mobility organising authorities in the Nouvelle Aquitaine region. It has commissioned SMA to help it draw up a multimodal plan for the whole region, with the aim of improving the complementarity of the various public transport services: regional rail services, inter-urban road services and urban services. The first phase involved a...
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France
Syndicat Nouvelle Aquitaine Mobilités (NAM): Drawing up a multimodal transport plan
The Nouvelle Aquitaine Mobilités syndicate brings together all the mobility organising authorities in the Nouvelle Aquitaine region. It has commissioned SMA to help it draw up a multimodal plan for the whole region, with the aim of improving the complementarity of the various public transport services: regional rail services, inter-urban road services and urban services. The first phase involved an analysis of current services and a series of regional workshops bringing together representatives from different parts of the region to identify the main issues and needs.
SMA then drew up proposals for the development of all the services in order to improve their coordination around transfer hubs while maximising the productivity of the resources deployed. The proposed changes to the structure of the lines were accompanied by development proposals to create continuous coordinated travel chains throughout the day between the main regional centres, based on a basic service with a two-hourly interval and meeting the needs identified during the workshops.
The proposed changes were then the subject of a detailed assessment, making it possible to estimate the changes in resources mobilised and operating costs, with a view to maximising the use of resources and creating an offer at the lowest cost. These data were combined with the results of traffic modelling to estimate the net cost for the organising authorities, and in particular for the Nouvelle Aquitaine Region.
SNCF Réseau has commissioned SMA to study scenarios for developing TER services in the Savoie Metropolitan area around the Chambéry rail hub. These scenarios include the opening of 4 new stations serving major employment areas, and define developments to the rail infrastructure in order to increase train frequency. These developments will improve services to the region, attract new rail users and...
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France
SNCF Réseau: Entwicklung des TER-Angebots auf dem Gebiet der Metropole Savoyen – Betriebs- und Machbarkeitsstudie zu den Haltepunkten der Schiene
SNCF Réseau has commissioned SMA to study scenarios for developing TER services in the Savoie Metropolitan area around the Chambéry rail hub. These scenarios include the opening of 4 new stations serving major employment areas, and define developments to the rail infrastructure in order to increase train frequency. These developments will improve services to the region, attract new rail users and relieve congestion on the road network around Chambéry. The study covers 3 time horizons: in the short term, with the simple opening of stops; in the medium term, with the development of a TER service compatible with the opening of the Lyon-Turin base tunnel (increased freight traffic); and in the long term, with the development of a TER service compatible with the opening of new access routes to the Lyon-Turin base tunnel on the French side.
Several scenarios for a systematic 2-hour timetable and a 24-hour timetable for a basic working day have been produced in Viriato in order to meet the needs of the Region and its territories, with a focus on station operations (particularly at Chambéry) and attention to interfaces with surrounding development projects (Lyon node, Grenoble node, Aix Annecy and Alpine Access) and interfaces with border networks (Switzerland and Italy).
LISEA is the concession holder for the Sud Europe Atlantique high-speed line between Tours and Bordeaux. In order to support the arrival of new operators on its line, Lisea has launched a project for a rolling stock maintenance and storage site (SMR) located south of Bordeaux at Marcheprime. LISEA has asked SMA to assess the suitability of the planned facilities in relation to the needs of several...
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France
LISEA: Study of the operation of a maintenance and storage site
LISEA is the concession holder for the Sud Europe Atlantique high-speed line between Tours and Bordeaux. In order to support the arrival of new operators on its line, Lisea has launched a project for a rolling stock maintenance and storage site (SMR) located south of Bordeaux at Marcheprime. LISEA has asked SMA to assess the suitability of the planned facilities in relation to the needs of several railway companies, and in particular in the context of carrying out maintenance operations on the site for new rolling stock used on certain regional lines.
SMA therefore modelled the services of the corresponding operators in order to determine the times when the various trainsets would be on site according to a pre-defined maintenance plan, in line with commercial requirements. This analysis also took into account the capacity constraints of the line on which the site will be sidelined. Next, a detailed model of the operations carried out, their sequence and the resulting occupancy of the various components of the site (maintenance, washing, storage, etc.) was drawn up, making it possible to measure the site's capacity to accommodate all the necessary equipment and carry out all the necessary tasks. The model was used to highlight bottlenecks within the site in terms of the residual latitude to adapt the operating plan thus established. In this way, it was possible to validate the overall design of the site before embarking on the detailed engineering and construction phases.
The Services and Infrastructures system, steered by the State, enables SNCF Réseau to plan capacity and adapt infrastructure consistently over the medium and long term. Within this framework, the reference and emerging 5- and 10-year operating plans are essential tools. SMA is assisting SNCF Réseau in drawing up the 24-hour national freight models based on these operating plans. The objectives are...
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France
SNCF Réseau, 24-hour national freight timetable models
The Services and Infrastructures system, steered by the State, enables SNCF Réseau to plan capacity and adapt infrastructure consistently over the medium and long term. Within this framework, the reference and emerging 5- and 10-year operating plans are essential tools.
SMA is assisting SNCF Réseau in drawing up the 24-hour national freight models based on these operating plans. The objectives are to link the structuring of capacity in 2-hour timeframes and the target national freight transport plan over 24 hours, to work on the hourly systemisation of freight train paths, and to identify capacity issues for the targeted timeframes. SMA is also involved in finalising the production process for these 24-hour models.
A simplified modelling method for national freight traffic has been developed. For the reference operating plan, the paths of the target transport plan have been modelled using a 24-hour variation of the paths of the 2-hour grid, taking into account the capacity planned for the works. For the emerging operating plan, this modelling of the target transport plan's train paths over 24 hours will be used to size the 2-hour grid.
The work carried out in 2023 was prototypical in nature, and helped to clarify the method and the issues for the next generation of operating plans. Iteration between capacity modelling at national level and regional modelling using the 24-hour national freight model has made it possible to resolve some of the capacity issues identified, in particular mismatches between territorial timetables and the target transport plan seen at national level. Any residual capacity issues have been shared with SNCF Réseau.
Netherlands
The central station of Amsterdam is undergoing an in-depth renovation which involves complex simultaneous works in and around the station until 2029. This will eventually allow the current Eurostar terminal to be moved to another location underneath the existing tracks. However, the construction phases will involve a closure of the Eurostar terminal for several months between the summers of 2024 a...
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Netherlands
Eurostar: Assessment of Amsterdam PHS construction phases
The central station of Amsterdam is undergoing an in-depth renovation which involves complex simultaneous works in and around the station until 2029. This will eventually allow the current Eurostar terminal to be moved to another location underneath the existing tracks. However, the construction phases will involve a closure of the Eurostar terminal for several months between the summers of 2024 and 2025, making it impossible for Eurostar to offer direct services between Amsterdam and London. No solution to this has been found, despite discussions between the stakeholders out for more than a year.
Given this difficult situation, it has been agreed by the stakeholders (Eurostar, the Dutch Ministry and ProRail) that SMA – in collaboration with a partner – will challenge the outcome of the discussions and to evaluate if any potential solution was missed which could shorten or even avoid the full closure of the Eurostar terminal.
SMA organised several interviews and workshops with the stakeholders to understand the constraints and to identify possible alternatives. The last-minute nature of the study didn’t allow the overall phasing of the upgrade works to be challenged, but it was able to clarify the opportunities and identify the risks related to changes of specific work phases.
A systematic evaluation of different variants has identified possible modifications of the planned works phases that should be able to strongly reduce the operational gap of Eurostar. However, some of these changes to the plan increase the risk of delay of the renovation works of the station, which lead to the decision to integrate only a part of SMA's proposal in the final solution.
The “CitySprinter Oude Lijn” project aims to eventually develop a high-frequency train service between The Hague and Dordrecht via Rotterdam. The rail line will then act as the "backbone" of the regional public transport system. The envisaged frequency of 12 or even 16 trains per hour and direction, and the opening of new stations is likely to require large-scale infrastructure upgrades to keep th...
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Netherlands
ProRail: Oude Lijn
The “CitySprinter Oude Lijn” project aims to eventually develop a high-frequency train service between The Hague and Dordrecht via Rotterdam. The rail line will then act as the "backbone" of the regional public transport system. The envisaged frequency of 12 or even 16 trains per hour and direction, and the opening of new stations is likely to require large-scale infrastructure upgrades to keep the CitySprinter section as independent as possible from the rest of the rail network.
ProRail has asked SMA to examine its work to ensure that no ideas were missed during their assessment. In particular, the question was whether other operating models are possible and if a first step without major infrastructure works would be already possible in earlier stages of the project.
SMA's challenge of ProRail's work provided several new insights. For instance, possible alternatives were given in addition to the proposed operating models. Some alternatives are at the limits of the study’s principles and constraints. This raises the question in how far these requirements are appropriate and whether they could be adapted to offer higher frequencies or open stations sooner, while also considering other projects that may create opportunities or other choices that need to be made.