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3. november 2017
Authorization of infrastructure in Denmark and Norway -
similarities and differences
Liz Anette Stordahl, Principal Engineer, Norwegian Railway Authority ([email protected]) and Mari Ruuhi,
Danish Transport, Construction and Housing Authority ([email protected])
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3. november 2017
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
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Areas of responsibility - Danish
Transport, Construction and Housing
Authority
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Areas of responsibility – Norwegian
Railway Authority
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1. Introduction
Norway Denmark
Network Ca. 4208 km Ca. 3476 km
Large projects • ERTMS• New Line Follobanen• New railway tunnel
Bergen• Intercity• New line for Bergen
light rail
• Electrification Program• Signalling Program• New Line CPH-Ringsted• Ringsted-Fehmarn• Fehmarn fixed link• New metro line,
Cityringen• Aarhus & Odense Light
Rail
Infrastructuremanagers
• 1 major state-owned infrastructure manager (Bane NOR)
• 3 IMs responsible for the urban rail system (tram and metro)
• 1 major state-owned infrastructure manager (Banedanmark),
• 3 regional IMs, • 1 privately owned IM
(Arriva)• 1 IM responsible for metro
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1. Introduction
Norway Denmark
NSA NSA:- Safety Management &
Supervision- Technology & Operations- Cableways & Amusement
Devices- Legal- Administration
Infrastructure authorization: 4 employees (engineers) + 1-2 resources from legal department.
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
Infrastructure authorization: 10 employees (6 engineers, 2 lawyers, 2 generalists) and 2 consultants.
APIS statistics
Approx. 70 APIS annually, incl. approx. 10 for urban rail
Approx. 60 APIS annually, incl. approx. 20 for urban rail (S-bane)
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Togkart.banenor.no
4219 km railway2459 km electrified
246 km double track
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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
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Interoperability Directive (2008)
Article 15 – Procedure for placing in service
Article 20 – Placing in service of existing subsystems after renewal or upgrading
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2. Authorisation of infrastructure in Norway
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3. november 2017
2. Authorisation of infrastructure in Norway
Notification ApplicationNSA answer NSA APIS
Meetings, visits to projectsDocumentation updated if needed
IM sendsdocumentation
NSA reviewsdocumentation- TSI- Use of ISA
IM sendsdocumentation
NSA gives APIS
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 theproject
No Application
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3. november 2017
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
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Evaluation of notification
Larger probability of
failure in system
Less probablility of
failure in system
Simple system
Poor safety
managment
system
Extensive
safety
managment
system
Complex system
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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
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Ideal world
Full operation Full operationCommissioning
Track out of use
Time
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APIS (following dir.)
Full operation Full operationCommissioning
Time
NSA approval
No traffic allowed!
Commissioning report
Remaining assessment by NoBo
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APIS (in practice – Norway)
Full operation Full operationCommissioning
Time
NSA approval
Full operation (conditional)
NSA approval
Track out
of use
ISV from NoBo
Remaining assessment by NoBo
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3. Authorisation of infrastructure in
Denmark
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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
Significantchange & renewal/upgrade
•Significanceevaluation by the IM and NSA decision regarding TSIs
Authorisation of level crossing protection (road side)
•Separate approval
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APIS procedure in Denmark
DTCA issues APIS
Actual time for putting into service
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
Max. 3 weeks Max. 6 weeks
Max. 6 months
Safety Assessment Report (SAR)
Intermediate Statement of Verification (ISV) on design level and technical file
Certificate and technical file
NoBo
• 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)
Applicant
CSM
-RA
AsBo
Time
Application for APIS
“EU” APIS
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3. november 2017
5. Concluding remarks
EU
- A project description shallbe 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 adverselyaffected by the change
- If a new APIS is needed MS decides to what extent the
TSIs need to be applied
DK
•CSM-RA used to determinewhether APIS is needed(significant; safetyadversely affected)
•TSIs applied if major work(NSA decision)
•APIS typically issued beforecommissioning, suppliedwith final documentationfor safety and TSIs
NO
•All projects are notified to NSA who decides whetherAPIS 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 whetherAPIS is needed
•List of changes that do/don'trequire 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
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
NL
•All projects are notified to NSA who decides whetherAPIS is needed
•CSM-RA used to determinewhether APIS is needed(significance)
•TSIs applied is APIS needed (NSA decision)
•Derogation issued first(construction), APIS issuedafter putting into service/ all final documents arereceived
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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 2017: 850 DKK/hour
2018: 800 DKK/hour
(approx. 114 € / 107 €)
No fee, the NSA examines the possibility for introducing a fee for the approvals
1.600 SEK/hour
and 2.800 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
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3. november 2017
Questions?
Thank you for your attention!
