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www.eurotransportmagazine.com Issue 4 2014
ScandinavianLight-Rail DemandLars Nordstand, Chairman, Keolis Nordic AB
Safety & SecurityOperational Control Room technology,
exploring security methods by transport operators, and a SECUR-ED project update
France & ItalyParis metro developments, Keolis operations in France, and Milan’s first fully-automateddriverless metro line
InnoTrans 2014Show Preview
JOIN US AT:Real-Time Passenger
Information Conference 201426 November 2014, 30 Euston Square, London
www.rtpiconference.com
Today’s challenge is to create integrated public transport solutions in urban areas. The rapid growth
of population within regions, districts and cities places hefty demands on public transport operators
to move large volumes of passengers effectively, efficiently and safely. Many cities have opted to
extend their current underground rail networks and above-ground light-rail routes, so that services
can be expanded to reach a wider number of people. But development and construction of these
modes can be very expensive. A lower cost alternative still capable of transporting large numbers is
Bus Rapid Transit (BRT) systems.
A growing number of cities are beginning to realise the benefits that BRT systems can bring:
capable of moving large numbers of people; construction and implementation costs kept to a
minimum; can be environmentally-friendly when using sustainable vehicles; achieves reduced journey
times by avoiding congested main-roads; to name just a few.
To showcase developments in the area of BRT systems, this edition of Eurotransport features a
special supplement (page 52) to highlight some of the key benefits and reasons behind
implementing these networks.
We start on page 54 with an article from Gavin Booth at Bus Users Scotland who believes that
BRT networks tick all the right boxes for passengers – but do they need to operate on guided
busways or will standard bus-only routes work just as efficiently? He says, “My experience as a
passenger on several busways on mainland Europe suggests that the extra cost of providing the
‘track’ for a guided busway is not always justified.” However, Gavin goes on to highlight that some
networks are designed from the outset to become a tramway – these are called ‘rubs’ and when
passenger numbers on the BRT route stack-up, the infrastructure can be converted to a tramway to
provide even more efficiency to an already-established service. Gavin highlights some of the latest
BRT schemes to be seen in the UK – including the Cambridgeshire guided busway, the
Luton–Dunstable guided busway, and the Fareham–Gosport unguided busway.
In stark contrast to the UK, the second article in our BRT Supplement on page 60 comes from
Arno Kerkhof at the UITP who focuses on the networks in Brazil – a country where BRT networks are
very popular, and Arno is keen to express that Brazil ‘leads the way’ with this mode of transportation.
He says, “The implementation of BRT systems in Brazilian cities is undoubtedly one of the most
important steps for urban passenger transportation to be really efficient and in line with the
expectations of the population.” Arno goes on to highlight how Rio de Janeiro is focusing on
transforming its BRT network ahead of the 2016 Olympic and Paralympic Games.
BRT from the point-of-view of an Industry Consultant is given on page 66 by Doug Jack who
states that the mode is simply ‘the flexible option’. Doug takes a more technical look at some of the
buses in operation around the world including options from Volvo, Mercedes-Benz and Van Hool.
So, does Bus Rapid Transit have a promising future? Its success will come down to infrastructure
budgets, cost of vehicles, cost of infrastructure, how quick systems can be installed, operating
frequent services, the ability to move high numbers of passengers per direction per hour, operat-
ing with minimal emissions, and of course its attraction to passengers.
As always, if you would like to contribute to a future issue of Eurotransport with an
end-user article or an informative news item, please do not hesitate to contact me via
email at cwaters@russellpublishing.com. Please also bookmark our website at
www.eurotransportmagazine.com where you can find details of past, current and future issues,
industry news and conference details. Don’t forget you can also join our
groups on LinkedIn and Twitter – details are opposite.
INTRODUCTION
EurotransportV O L U M E 1 2 , I S S U E 4 , 2 0 1 4
S U B S C R I B E O N L I N E A T:
www.eurotransportmagazine.com 1
EDITORIAL BOARDThomas KritzerHead of Security & Service Department, Wiener Linienand Chairman of the UITP Security Commission
Mark CartwrightManaging Director, RTIG
Lindsay RobertsonChief Executive Officer, ITSO Ltd
Geoff DunmoreIndependent Passenger Transport Consultant
Dr. Fathi TaradaTunnel Safety Industry Expert, Mosen Ltd
Dave Gorshkov CEng FIET, CEO, Digital Grape Business Services Ltd
EUROTRANSPORTFounder Ian RussellManaging Director Josh RussellEditor Craig WatersSenior PublicationsAssistant Karen HutchinsonGroup Sales Director Tim DeanSales Director –Rail & Urban Transport Division Ben HollidaySales Director Jamie PlayfordSenior Sales Manager Jude Marcelle-HoffbauerProduction Manager Brian ClokeFront Cover Artwork Steve Crisp
SUBSCRIPTIONEurotransport is published six times a year and isavailable by subscription for £90 for a year (six issues)which includes on-line membership access. Backissue copies can be requested at £15.00 per copy.
Subscription enquires to Karen Hutchinson:Email: khutchinson@russellpublishing.comTel: +44 (0) 1959 563 311
CONTACTEurotransport: Published by Russell Publishing Ltd, Court Lodge, Hogtrough Hill, Brasted, Kent, TN16 1NU, UK Tel: +44 (0) 1959 563311 Fax: +44 (0) 1959 563123 email: transport@russellpublishing.comwww.eurotransportmagazine.com
Registered Office as above. Russell Publishing Ltd, is registered as a Limited Company in England, Number 2709148. VAT Number GB 577 8978 47
COPYRIGHTISSN 1478 – 8217 Copyright rests with the publishers. All rights reserved ©2014 Russell Publishing Limited
AUDIT
Independent auditwatchdog service forprinted publicationsEurotransport can guarantee its circulation is 9,799 (for the 6 issues distributed between 1 January 2013 and 31 December2013). The publication is ABC audited. This is an independentverification that our circulation is genuine.
PRINTING
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No responsibility can be accepted by Russell Publishing Limited, the editor, staff or any contributors for action taken as a result of the information and other materials contained in ourpublications. Readers should take specific advice when dealing with specific situations. In addition, the views expressed in our publications by any contributor are not necessarily those ofthe editor, staff or Russell Publishing Ltd. As such, our publications are not intended to amount to advice on which reliance should be placed. We therefore disclaim all liability andresponsibility arising from any reliance placed on such materials by any reader, or by anyone who may be informed of any of its contents. Published August 2014
Craig WatersEditor, Eurotransport
Meeting thechallenge of movinglarge numbers of people
www.siscog.pt | T. +351 967 098 827 | info.et@siscog.pt
Long-term strategic planning
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OPTIMISING THE RESOURCES OF THE WORLD
CONTENTS
EurotransportV O L U M E 1 2 , I S S U E 4 , 2 0 1 4
S U B S C R I B E O N L I N E A T:
www.eurotransportmagazine.com 3
1 INTRODUCTIONMeeting the challenge of moving largenumbers of peopleCraig Waters, Editor, Eurotransport
5 FOREWORDSecurity – an essential part of a good mobility serviceThomas Kritzer, Chairman – UITP Security Commission
7 NEWS
12 FRANCE & ITALY: PARISA vision for the 21st century metroChristian Galivel, Deputy Chief Executive Officer inCharge of Projects, Engineering & Investments, RATP
16 FRANCE & ITALY: FRANCEFrance is still number oneFrédéric Baverez, CEO, Keolis France
22 FRANCE & ITALY: MILANA driverless decision for Milan’s metro Line 5Carlo Bianco, Operations Director for Automatic Metro Lines, ATM
25 URBAN DEVELOPMENTPublic transport as thebackbone of Vienna’s urban developmentMaria Vassilakou, Deputy Mayor of Vienna
29 SHOW PREVIEWInnoTrans 2014
44 LIGHT-RAILAll change for Metro to benefit future generationsRaymond Johnstone, Director of Rail & Infrastructure, Nexus
49 LIGHT-RAILScandinavia’s trams are rolling againLars Nordstrand, Chairman, Keolis Nordic AB
73 TICKETINGOpportunities and trends for contactless ticketing technologyClaude Tetelin, Chief Technical Officer, CNRFID; andOlivier Chavrier, Deputy Managing Director, SCS Cluster
80 Innovative securitytechnology at the heart of city transportJames Kelly, Chief Executive, BSIA
83 Developments in Operational Control Roomtechnologies and access to‘crowd source’ imagesDave Gorshkov, Chairman, APTA CCTV Standards Committee
87 Learning from SECUR-EDAndrea Soehnchen, Project Coordinator, UITP
SAFETY & SECURITY SUPPLEMENT
54 BRT ticks all the right boxesfor bus passengersGavin Booth, Director, Bus Users Scotland
57 Show Preview: Euro Bus Expo 2014
60 Brazilian BRT networks lead the wayArno Kerkhof, Head of the Bus Division, UITP
64 Show Preview: IAA 201466 Bus Rapid Transit:
the flexible optionDoug Jack, Industry Consultant
69 Show Preview: UITPInternational Bus Conference
BUS RAPID TRANSIT SUPPLEMENT
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Security – anessential part of agood mobility service
Perception is keyFeeling anxious or uncomfortable might be the biggest concern of a
public transport user when thinking about their personal security – far
more than the fear of a huge attack. The customer’s perception is
influenced not only by actual and objective threats but a lot more by their
daily experience of using trains or buses. Public transport operators
invest a lot of resources in the protection of their system, customers, and
not to forget vehicles and infrastructure. More features than just the
presence of security guards or visible surveillance measures like CCTV
are necessary to build up an integrated security system.
Presence of humans is essential Another field of concern for security where a lot of technical solutions
and devices are used, is the aspect of human presence which remains
extremely important for the customer’s perception. Human presence
has an important preventive effect in recognising security incidents.
Customers expect staff to be available for their needs, whether for a
security issue or for them to be available to provide information
or service news. Due to the ever-increasing customers need for a
‘one-stop-shop’, security and service roles are very often combined.
Employees are often the first ‘contact’ for customers, so they need
to be seen as the ‘ambassador’ of the operator. Therefore, staff
education and training is a necessity. New developments in computer-
based training, and tailor-made exercise scenarios for incidents are the
results of projects such as SECUR-ED, and help to improve staff training
and their capabilities.
Fighting vandalism, metal theft and graffitiA lot of operators suffer from a high volume of vandalism and graffiti
incidents. Vandalism occurs in the ‘public’ areas and contributes to low
customer perception. Areas where vandalism or graffiti are visible give
the customer an uncomfortable feeling; the area could be seen as being
unsafe and not under ‘control’. Also, due to the so-called ‘broken
windows’ theory – experienced by a lot of operators – areas that give an
‘uncontrolled’ appearance cause more security incidents and crime.
Operators need to take care of such developments and act with
preventive measures i.e. revitalising critical areas or introducing a staff
presence or installation of surveillance measures.
These incidents often occur in non-public areas like depots or on
the tracks (or other infrastructure areas) and can cause delay and
operational disturbances, due to vehicles being taken out of service
and sections of infrastructure being unsafe. Metal theft is a relatively
new challenge for the sector, but one that causes huge damage and
major delays, as often vital functions of the network like supply or
transmission cables are affected. Protection of infrastructure is one
activity, but operators normally face the huge challenge of needing to
protect large areas with preventive surveillance measures. To meet this
challenge, excellent collaborations with the police forces and
authorities have proved to be useful in fighting this criminal activity.
New technology, like acoustic track monitoring systems or thermal/
infrared surveillance measures, are used to good effect.
‘Cyber security’ – the new unknown?One aspect that is becoming more and more of a challenge is, as in other
business sectors, the necessary protection of IT systems. In the public
transport sector, various IT systems are used, from signalling systems to
online ticket shops or social networks. These systems are facing various
cyber threats from the outside world. Tailor-made protection is
extremely important; approaches should be risk-based in connection
with IT experts and industry suppliers. Different solutions need to include
physical protection like adequate safeguards for IT architecture or
intrusion detection systems. Also, a big issue is protection against the
‘man in the middle’: various analyses showed that a threat via an internal
staff member needs to be taken into account, being even more probable
than an attack ‘from outside cyberspace’.
Security is an important and very dynamic field for the public
transport sector and its customers – good cooperation between
operators, the supplier industry, plus research and security authorities
is essential in realising a professional approach to fighting various
security incidents.
Security measures in public transport are of great importance for passengers, operators and other involvedstakeholders, writes Thomas Kritzer – Chairman of the UITP Security Commission. Mobility on mass transit ismore than just bringing people from A to B. As a sector, understanding itself as the mobility service sector, moreand more connected to the daily lives of people and integrated in our urban or rural communities, it is essentialto understand customer needs concerning security issues in their travel experience.
FOREWORD
EurotransportV O L U M E 1 2 , I S S U E 4 , 2 0 1 4
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www.eurotransportmagazine.com 5
Thomas Kritzer joined Wiener Linien in 2004 and is the Head of theSecurity and Service Department which is, together with other specialists,responsible for security issues concerning customers, staff, operations andinfrastructure, as for strategic security developments. Within theDepartment, Thomas is also responsible for ticket inspection, CCTVanalysis, documentation of security incidents and preventive awarenesstraining for customers. He has been a Member of the UITP SecurityCommission since 2008, was its Vice-Chairman between 2009 and 2011,and was elected as Chairman of the UITP Security Commission in April2011. In January 2014, Thomas joined the Editorial Board of Eurotransport.
Take the easy way. Our understanding of public transport helps us to make mobility easy. For the users of our systems as well as for passengers. Meanwhile, more than 400 customers worldwide rely on our integrated solutions to support them with their daily tasks
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Analysing & Optimising
and they also benefit from our proven service & maintenance support.
Would you also like to make public transport more attractive, faster and more efficient? Take the easy way and talk to us!
www.initag.com | sales@initag.com
© iSto
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Berlin | 23 – 26 September 2014
Visit us:
Hall 2.1 | Booth 314
First Aberdeen will take delivery of 26 Micro-Hybrid vehicles like the ones pictured
NEWS
EurotransportV O L U M E 1 2 , I S S U E 4 , 2 0 1 4
S U B S C R I B E O N L I N E A T:
www.eurotransportmagazine.com 7
Formula 1 technology to drive new buses at First AberdeenBus operator, First Aberdeen, recently revealed that passengers are set to benefit from brand new, state-of-the-art buses which feature unique Formula 1 technology.
First has invested approximately £4.3 million in 26 Micro-Hybrid Streetlite vehicles, one of theworld’s most fuel-efficient buses which come equipped with leather seats, free Wi-Fi for customersand extra room for wheelchairs and passengers with buggies.
Each new vehicle is fitted with the latest energy saving technology including a braking powersystem similar to that used on Formula 1 racing cars, which re-uses energy to power other parts of thebus. The Micro-Hybrid buses are also lighter than a conventional single-deck bus and, together withadvanced engine technology, are around 30% more fuel-efficient.
www.firstaberdeen.com
Keolis AmeyDocklandsnamed as newDLR operator
Vossloh Kiepe traction technologyfor Hamburger Hochbahn busesHamburger Hochbahn AG has placed an orderfor battery fuel cell buses from Solarisequipped with Vossloh Kiepe tractiontechnology. The two 18m Urbino 18.75 electricbuses operate with the combination of batteryand fuel cells, which serve as range extenders.The two new articulated vehicles are scheduledfor delivery to Hochbahn by the end of 2014.
Vossloh Kiepe will supply the completeelectric traction system, including the 240 kWmotors and power management componentsfor these new zero-emission vehicles.
The use of fuel cells as an energy sourcegives these modern battery-powered vehiclesan exceptionally long range. In addition to the energy stored in the batteries, the electricenergy generated in the fuel cells is sufficient tocover the average energy consumption. The new buses will be fuelled with hydrogenwhen they return to the depot in the eveningand the batteries will be charged overnight. The time at which energy is stored in the form
of hydrogen is also independent of its time ofuse. This approach opens up new possibilitiesfor storage and flexible energy use in thecontext of the current energy revolution. This concept enables a daily driving range of approximately 250km along a flexible route structure.
In addition to the positive environmentalimpact of emissions consisting purely of watervapour rather than exhaust gases, the use of fuelcell technology also means that these vehiclesemit very low levels of noise and vibrations dueto the lack of a combustion engine.
Over the last few years, Vossloh Kiepe andSolaris have jointly implemented variousinnovative projects in the area of electricmobility, for which they received the 2012EBUS Award. Solaris electric buses fitted withtraction technology from Vossloh Kiepe arealready in operation in Braunschweig,Klagenfurt and shortly in Düsseldorf.
www.vossloh-kiepe.comThe DLR has 45 stations, 38km of trackand 149 carriages
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Transport for London (TfL) has namedKeolis Amey Docklands as the newfranchisee of the Docklands Light Railway(DLR) to operate and maintain the networkuntil April 2021, with an option for this to beextended until 2023.
Around 100 million passenger journeysare made on the DLR network annually andthis new contract, with a value in excess of£700 million, will commence on 7 December2014, and will see Keolis Amey Docklandswork with TfL to ensure that passengerscontinue to see improvements to theirservice. The DLR is already one of thehighest performing networks in the countrywith train punctuality regularly above 99%.The focus for the new franchise will thereforebe to maintain this performance in thecontext of delivering more services to meetgrowing demand in east London.
TfL’s Managing Director of LondonUnderground and Rail, Mike Brown, said:“The DLR is a rail network that continues tosupport regeneration across a huge area ofLondon and the economic growth of the cityas a whole. Its connectivity with the rest ofthe transport network, and its potential toconnect jobs and unlock opportunities, is also set to increase further when we start tooperate the Crossrail services that willinterchange with it in a few years’ time. Thedecision to appoint Keolis Amey Docklandswas reached after a thorough and competitiveprocurement process, which will ensure theDLR continues to deliver an ever-improvinghigh quality, value-for-money service forLondoners well into the future.”
www.tfl.gov.uk
NEWS
EurotransportV O L U M E 1 2 , I S S U E 4 , 2 0 1 4
S U B S C R I B E O N L I N E A T:
www.eurotransportmagazine.com8
The 42nd ETC comes to FrankfurtNow in its 42nd year, ETC is a European forumpromoting the exchange of ideas betweenacademia, political decision-makers, trans-port practitioners and advisers from thetransport sector. The 2014 event will take placeat the Goethe University, Frankfurt between 29 September and 1 October.
KeynotesJohanna Zmud from the RAND Corporationwill be kicking off this year’s ETC byintroducing the impending changes in the worldof mobility. Covering the hot industry topic ofautomated driving, her keynote speech will lookat the technical, social and traffic planningimplications of this transport revolution.
With cycling becoming increasingly
influential across the world, this topic will takethe focus of discussions on the second day of the event. Questions will be raised aroundcycling’s contribution to the functioning of the urban landscape and how bicycle traffic can be organised and integrated to optimise its efficiency.
On the third day we will be discussing thesustainability of the movement of freight.Jeroen Eijsink, CEO of DHL Germany, willintroduce the topic of Green Logistics in his
keynote speech which will continue to bediscussed in further sessions.
Other key themes include: managing traffic in urban areas; big data and conventionaldata; resilience towards climate change;transport investment; latest transport modell-ing technologies; rail networks and high-speed rail; plus a Young Practitioners’ andResearchers’ Forum.
Furthermore, there will be a technical cisitto Fraport on Wednesday 1 October 2014 whichwill include the airfield and logistics centre andis limited to 50 places only.
For further information please emailSabrina@aetransport.org or call +44 (0) 1564793 552.
www.etcproceedings.org
As part of the ‘EcoTram’ research project, Wiener Linien’s energy-savingtram was used on Line 62 in Vienna until the beginning of May 2014.During its 10 months in operation, the EcoTram collected valuable data onits power requirement in passenger service. The result: it saved up to 4,200 kilowatt hours (kWh) of energy, more than 13%, on heating,ventilation and air conditioning. That is roughly equal to the energyconsumed annually by an average household in Austria.
Since 2009, the Viennese tram operator Wiener Linien has beenworking together with its partners Rail Tec Arsenal (RTA), SCHIG mbh,Siemens, TU Wien and Vossloh Kiepe on this project, supported by the Climate and Energy Fund. The first phase of the project involved thecollection of data using a series-produced Ultra Low Floor (ULF) tram in aclimatic wind tunnel and in regular line service. This data was used todevelop efficiency improvement measures, which were subsequently
incorporated in a prototype vehicle – the EcoTram. After further testing inthe climatic wind tunnel, the Ecotram was deployed in passenger service.
The test tram benefits from a wide range of energy-saving features suchas a cooling and heating system with predictive control, CO2 sensors toensure an optimal supply of fresh air, a multi-stage cooling system andspecial sunlight-inhibiting window foils. Furthermore, it was also the firsttime that a heat pump had been installed in a tram to make use of theambient heat and cold for energy-efficient heating and cooling.
“In the past five years we’ve been able to gain valuable insights into theenergy-saving potentials of trams, and also test new technologies in regularline service,” reports
Günter Steinbauer, General Manager of Wiener Linien, enthusiasticallyabout the successful completion of the research project.
www.siemens.com
The EcoTram in operation in Vienna
‘EcoTram’ research project successfully completed
The Stockholm subway will build a new route from Odenplan to Arenastaden – the city’s newcommercial and entertainment district
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NEWS
EurotransportV O L U M E 1 2 , I S S U E 4 , 2 0 1 4
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www.eurotransportmagazine.com 9
EIB financesextension ofParis T3tramway line On 17 July 2014, a €128 million financecontract was signed by Julien Bargeton,Deputy Mayor of Paris with responsibilityfor finance, semi-public companies, publicprocurement and concessions, and Philippede Fontaine Vive, Vice-President of the European Investment Bank (EIB), in thepresence of Christophe Najdovski, DeputyMayor of Paris with responsibility fortransport, roads, travel and public space, tofinance the extension of the T3 tramway linein Paris to provide users with an enhanced,efficient transport service accessible to all.
This EU loan serves to raise thenecessary finance to extend the T3 line onwhich works are beginning. This project aimsto substantially improve the service for theinner suburbs and the connections betweenParis and neighbouring municipalitiesbetween Porte de la Chapelle and Ported’Asnières, a densely-populated area wheremajor employment centres are concentrated.This T3 line extension is 4.3km-long and willhave eight new stations.
This loan is vital to further expand thepublic transport network in Île-de-France,helping to meet strong demand from theregion’s inhabitants in terms of both capacityand time savings. The number of dailyjourneys on this new extension of the T3 lineis estimated at nearly 88,000, which willincrease total daily passenger numbers on theT3 line to over 190,000 – making it one ofFrance’s busiest lines.
www.eib.org
Consortium signs contract forDenmark’s first LRT systemA consortium of Ansaldo STS and Stadler has signed a contract with Aarhus LightRail for the delivery of a complete Light Rail Transit (LRT) system for the secondlargest city of Denmark.
Ansaldo STS will provide the infrastructure, while Stadler will deliver the rollingstock which will be split between Variobahn-type trams and Tango-type tram-trainsdesigned for speeds of 80km/h and 100km/h respectively. The vehicles will be of thesame type already in operation in cities like Bergen (Norway), Croydon (England)and Lyon (France). In addition to delivering the vehicles, Stadler will also provide themaintenance of the fleet for six plus three years.
Ansaldo STS will supply the infrastructure such as permanent way, powersupply, catenary and signalling systems as well as a control and maintenance centre.Ansaldo STS already has a strong track-record in Denmark where it has successfullysupplied infrastructure for the Copenhagen Metro.
“I am confident that the consortium will provide solid and well-proventechnology for Aarhus Light Rail,” says Claus Rehfeld Moshøj, CEO of Aarhus LightRail – the public company responsible for the realisation of the LRT system. “The fact that we have now chosen the suppliers of the infrastructure and rollingstock is an important milestone for this ambitious project. With the contract in place,the work of constructing the first light-rail system in Denmark can really take off.”
www.ansaldo-sts.comwww.stadlerrail.com
Aarhus in Denmark will soon have Variobahn-type tramslike the one shown already in operation in Bergen (Norway)
Stockholm awards metroextension contractWSP has been appointed to design a new subwayroute from Odenplan to Arenastaden –Stockholm’s new commercial and entertain-ment district.
Established by the Stockholm CountyCouncil, the client is the administrative bodytasked to lead the planning, design andimplementation of the subway expansionprogramme. The Odenplan–Arenastaden stretchis a part of this programme, which is scheduled tobe completed by 2022.
Magnus Meyer, Managing Director, WSP in Sweden, is proud of the extension ofconfidence in WSP’s abilities demonstrated bythis appointment.
“This is going to be a challenging project
both from a technical and planning perspective. Itwill necessitate good cooperation with all theparties involved, including the StockholmCounty Council, the City of Stockholm and themunicipality of Solna,” explains Magnus.
“This is the first of a number of majorcontracts involving the expansion ofStockholm’s subway route. With this project, wesee opportunities for creating more synergies andwinning additional work. At WSP, we are proudto contribute to Stockholm’s sustainabledevelopment. We have high aspirations toparticipate in more railway and subway systemsexpansions and continue to make great efforts toremain in the lead,” concludes Magnus.
www.wspgroup.com
NEWS
EurotransportV O L U M E 1 2 , I S S U E 4 , 2 0 1 4
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www.eurotransportmagazine.com10
EVENTS
If you have a diary event you wish to publicise, send details to Martine Shirtcliff at:
mshirtcliff@russellpublishing.com
CCExpo 20149-11 September 2014Location: Leipzig, GermanyEmail: info@ccexpo.deWeb: www.ccexpo.de
Bus innovation –how green can buses be?17 September 2014Location: London, UKEmail: events@theiet.orgWeb: www.theiet.org/events/local/202221.cfm
ITS & Road SafetyForum 201421-23 September 2014Location: Doha, QatarEmail: enquiry@iqpc.aeWeb: www.itsroadsafetyqatar.com
InnoTrans 201423-26 September 2014Location: Berlin, GermanyEmail: innotrans@messe-berlin.deWeb: www.innotrans.de
FIVE – Fires In Vehicles 20141-2 October 2014Location: Berlin, GermanyEmail: five@sp.seWeb: www.firesinvehicles.com
TRANSEXPO 20148 OctoberLocation: Kielce, PolandEmail: predota.a@targikielce.plWeb: www.transexpo.pl
Euro Bus Expo 20144-6 November 2014Location: Birmingham, UKEmail: mark.griffin@expom.co.ukWeb: www.eurobusxpo.com
UITP International Bus Conference5-7 November 2014Location: Rio de JaneiroEmail: info@uitp.orgWeb: www.uitp.org/tags/bus-conference
PMRExpo 201425-27 November 2014Location: Cologne, GermanyEmail: pmrexpo@ew-online.deWeb: www.pmrexpo.de/en
Real-Time PassengerInformation 201426 November 2014Location: London, UKEmail: sgooding@russellpublishing.comWeb: www.rtpiconference.com
Trial of bus sensor technology inLondon to improve road safetyTransport for London (TfL) recently confirmed that trials of detection software to enhance busdriver awareness of pedestrians and cyclists will soon start as part of a continued drive to improveroad safety in the capital.
Four buses will be fitted with brand new pedestrian and cyclist detection software as part of asix-week trial. The technology directly alerts bus drivers when pedestrians and cyclists are movingclose to their vehicles, helping to reduce collisions.
TfL is trialling two systems ‘CycleEye’ from Fusion Processing Limited and ‘Cycle SafetyShield’ from Safety Shield Systems Limited.
CycleEye is advanced cyclist detection technology which uses both radar and opticaltechnology to detect cyclists in close proximity to vehicles and the system audibly alerts the busdriver to their presence. Cycle Safety Shield is able to detect pedestrians, cyclists or motorcyclistsin close proximity to vehicles, giving a visual warning and then an audible alert to the driver.
The bus routes, which run between Oxford Street and Ilford via Mile End (route 25) andVictoria to Stoke Newington via Oxford Circus and Kings Cross (Route 73), have been specificallychosen for the trial because of the high number of pedestrians and cyclists that use these bus routes.A report detailing the findings of the trial and suggested next steps will be available later in 2014.
www.tfl.gov.uk
One of Lothian Buses’ first Euro 6 vehicles. A total of 25 new Wrightbus Gemini 3 double-deck buseswith Volvo B5TL Euro 6 chassis are being supplied to the Edinburgh-based transport operator
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Wrightbus, working closely with Volvo Bus, has recently been awarded a significant contract to supplythe first Euro 6 double-deck buses into the Lothian Buses fleet. Following a two month trial with anevaluation vehicle, a total of 25 new Gemini 3 double-deck buses with Volvo B5TL Euro 6 chassishave been ordered by the Edinburgh-based transport operator.
Optimised for the particular requirements of operation in and around the Scottish capital, each buswill be built to an overall length of 11.4m with a passenger capacity of 90. They have been specifiedto Lothian’s exacting standards including dedicated wheelchair and buggy areas, coloured LEDdestination information display equipment, Wi-Fi and a CCTV system. Other aesthetic features arespecial Edinburgh landmark seating fabric and full-length glass used on the exterior of the staircase.
The new Gemini 3 is the result of three years’ close development and collaboration betweenWrightbus and Volvo Bus, with the design teams carefully considering every aspect of its Euro 5predecessor to achieve a gross weight saving of around a metric tonne on the previous model. By switching to a smaller engine at Euro 6, the new vehicle loses nothing in terms of performance. The engine has a maximum torque of 918Nm at 1200-1600rpm and has been matched to a new,specially adapted variant of the ZF Ecolife transmission.
Compliance with the latest Euro 6 emission standards has been achieved by a combination ofSelective Catalytic Reduction (SCR) and Exhaust Gas Recirculation (GR) technology. Volvo’sExhaust After-treatment System (EATS) includes a Diesel Particulate Filter (DPF) with automaticregeneration, which does not interfere with the operation of the new bus while in service.
Electro-hydraulic power steering is featured in the B5TL. The power assistance is hydraulic, butthe pump is driven by an electric motor. As well as being more efficient, there is now no need forhydraulic pipes to run the length of the vehicle and more importantly, there is no hydraulic pumprequired on the engine, thus there is no hydraulic oil in the engine compartment.
Access to all key components has also been carefully considered to make ongoing maintenancerequirements simpler and straightforward. The main wiring harnesses throughout the vehicle havebeen upgraded, to ensure the wires stay in place. In addition the Engine ECU has been repositioned,separated from the engine to provide greater protection.
www.wrightbus.com
Lothian orders first Euro 6 double-deckers from Wrightbus
HOCHLEISTUNG I PRÄZISION I ZUVERLÄSSIGKEIT
www.plassertheurer.com
“Plasser & Theurer“, “Plasser“ and “P&T“ are internationally registered trademarks
Rail-borne commuter traffic forms the backbone of urban transport
systems as a safe, reliable and environmentally friendly means of
transport. Plasser & Theurer offers a complete range of machinery and
equipment for maintenance of the track in the field of underground
networks and light rail systems. On the urban transport sector, where
there is often restricted space and a limited amount of time, innovative
track maintenance technology made by Plasser & Theurer has become
an indispensable feature of modern track maintenance.
City sized.
HIGH-CAPACITY I PRECISION I RELIABILITY
A vision for the 21st century metro
RATP has developed the ability to adapt its organisation and network at
all times to the most stringent service quality standards.
The latest and perhaps the most striking example is without doubt
the transformation of Paris network’s oldest metro line – metro line 1 –
into a driverless line, which was achieved without major service
interruption and without any compromises in passenger safety. Line 1,
which was designed and built in the 19th century, offers its daily 750,000
passengers a service worthy of the 21st century. The full automation of
line 1 resulted in a 7% increase in reliability at peak-times, which is now
close to its 100% production target and with very short headway
(95 seconds with the technical capacity to go as low as 85 seconds).
The success of this experience prompted RATP in 2013 to pursue the
challenge and launch studies to migrate line 4, the second busiest in
Paris in terms of patronage, to driverless automation.
Even so, improving service to passengers cannot solely rely on
changing the train control system. RATP is also gradually renewing all
metro rolling stock with the prime objective of improving passenger
comfort (reducing noise and vibration experienced by passengers,
introducing refrigerated ventilation, installation of audio and video
passenger information), enhancing equipment and therefore
operations reliability (significantly reducing mean time between failure
rates), and in particular cutting down energy consumption whilst
Each day, RATP transports over five million passengers on its Paris region metro network along with 1.7 millionpassengers on its two, high-capacity, regional express train lines – RER A and RER B. The technical conditions tooperate these lines are particularly demanding with train frequency at peak hours pushing the technical capacityof the latest systems to their limits. Passenger service and reception conditions in transport facilities that are, inparts, over 100 years old are also extremely demanding given the high flows of passengers carried by RATP. For Eurotransport, Christian Galivel – RATP’s Deputy Chief Executive Officer in Charge of Projects, Engineeringand Investments, explains why RATP has deployed innovative approaches to organise and optimise variouspassenger movements in transport areas, ensure fluid access controls and provide modern services in its facilitiessuch as 3G connectivity, LED lighting and high-quality multi-modal information.
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offering additional services. One example is the renewal of rolling
stock on metro lines 2, 5 and 9, which will be replaced by next-
generation trains that will save the energy consumption of an
entire metro line by 2017 despite adding new services on the
trains such as refrigerated ventilation.
Another major objective in improving customer service is a
fully modernised service in public facilities. Transport service
performance alone is no longer enough for passengers.
Passengers expect to have a better experience during their stay in
transport hubs. They want to remain connected to the Internet
during their trip; they want pro-active passenger information that
allows them to respond and adapt to an occasional operating
problem or to optimise their journey. RATP has therefore
committed to equipping its entire infrastructure with a 3G/4G
mobile telecommunications network by the end of 2016. Three
thousand multi-modal information screens will also be deployed in
public areas. Passengers will also be informed about events or
service disruptions on the network by customisable alerting
systems and via social networks. Signage is also changing; more
visible and intuitive ‘hyper-signs’ are being deployed to facilitate
passenger orientation and make journeys more fluid. New, more
efficient access controls with a smaller footprint and a larger
passageway are also being installed in recently renovated stations.
Many new customer services are being phased in, such as
interactive touch-screen information panels, season pass renewals
via the Internet at home, and video-telephony terminals for
remote interaction with the customer. Renovated stations
also have a new layout design and new fittings. Lighting has
been enhanced for greater comfort, whilst use of the latest
LED technologies has also cut energy consumption in half.
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New signage and multi-modal information screens have beeninstalled on the RATP network to improve customer service
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Stations are also being gradually adapted to better cater to persons
with sensorial disabilities.
Trying to improve each day an existing network is clearly
challenging given the constraints of century-old infrastructure and the
requirement to ensure passenger safety and uninterrupted service.
However, RATP has developed the skills to reconcile history and the
future in offering passengers the best possible service, in an
environment and infrastructure that retain their distinctive and historical
identity and constraints. These are both a precious legacy from the
network’s 100 year-old history and an
inspiration for stimulating challenges for
our engineers.
The projects that have already been
launched offer food for thought about what
the metro system will look like in 2020 and
2025. It goes without saying that projecting
over the longer term is more hazardous.
The exercise is an interesting one, but must
be undertaken with modesty and caution.
Let us begin by plunging into the urban
metro world by 2050 before considering
ambience and services.
In the Paris Region, the Nouveau Grand
Paris network will be in operation. RATP will
have completed construction of line 14, the
backbone of the Nouveau Grand Paris
network connecting the multi-modal hub of
Saint-Denis Pleyel to Orly airport. The
‘Société du Grand Paris’ will have completed construction of line 15 in
conjunction with the Greater Paris Transport Authority (‘Syndicat des
transports d’Ile-de-France’ – STIF). Line 15 will serve as an orbital rail link
around Paris and will facilitate suburb-to-suburb travel and the
robustness of a network finally interlinked on the scale of the entire
Greater Paris region. Lines 16, 17 and 18 will connect the major
economic, university and residential hubs around the Paris region with
tailored capacity metro facilities. Some lines of the current network will
be extended to ensure connections with the new metro infrastructures.
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RATP is gradually renewing its metro rolling stock with the prime objective of improving passenger comfort
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Converting line 1 of the Paris metro resulted in a 7% increase in reliability. RATP are now also pursuing studies to migrate line 4 to driverless automation
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The network will feature between 70 and 100 additional stations and
over 200km of additional double-tracks (i.e., doubling the current
network), all of which recently designed. RATP will provide technical
management services for these infrastructures and will have signifi-
cantly participated in designing infrastructure and transport systems
for these infrastructures either directly or through its SYSTRA
engineering subsidiary.
In emerging countries, major cities will have continued to expand
unchecked by 2050. Urban congestion and atmospheric pollution
problems will have prompted authorities to implement accelerated
infrastructure development programmes for high-capacity, urban
public transport systems that in all probability will feature driverless
metro solutions.
In short, there will be much larger and more numerous metro
networks, and driverless metro lines will significantly increase in length
to become the transport mode that sets the standard for dense and
sustainable cities in the 21st century.
What will such metro systems look like? The requirement of
unconditional passenger safety will, of course, remain the absolute
priority in the distant future for new and modernised infrastructures.
Reliability will be predicated on careful design and the use of innovative,
high-performance preventive maintenance technologies. Network
density and inter-operability with other forms of transport (surface and
soft modes of transport, etc.) will be ensured by carefully planned inter-
modality to round out overall service robustness with alternatives to
occasional service disruptions in the transport system. Citizens
will therefore be able to give up one or all of their private vehicles
with full confidence.
Awareness of environmental considerations will have prompted
authorities and industrial groups to find new technical solutions to
improve the metro system’s overall energy consumption from stations
to rolling stock and to integrate them in the urban energy grids.
Driverless metro solutions will be designed for optimal operation
flexibility and immediate adaptation to patronage to ensure equal
passenger comfort levels over time. Integrated design of rolling stock
and transport facilities will prevent any discontinuity between metro
systems and the city. Passenger services will be designed to ensure safe
public transport usage that naturally uses the latest technologies and
mobile connectivity tools.
On a more general level, tomorrow’s metro will ensure end-to-end
customer support and handling with seamless integration of city and
transport infrastructure that will operate even more closely together
and in an even more integrated fashion than they do today.
Needless to say, it is all too easy to offer such promises today.
The aforementioned description may seem a pipe dream. With that
said, most of the technologies that can deliver such promises are not
too far from maturity at the moment. They have not yet been applied to
the urban rail transport industry, but they do not raise any technical
challenge than cannot be resolved. The premises of tomorrow’s metro,
as imagined by RATP, can already be glimpsed today in some
achievements. Innovative passenger information and customer support
tools are already being developed. Train operation is already being
optimised to save energy. Stations integrating geothermal solutions are
already being designed and interfaced with the energy requirements of
buildings constructed at station ground level. Some of the game-
changing breakthroughs needed in rolling stock and infrastructure
reliability have already been made.
The main challenge is probably to find men and women with the
motivation and abilities to share, to build bridges between disciplines,
to ensure that the designers of rolling stock and transport systems
dialogue with civil engineers, infrastructure maintenance specialists,
operators, urban development experts and designers, and so forth. In
short, the major challenge for the future is to round-out our integration
know-how to design transport systems that are not merely a series of
basic, independent components, but the culmination of globally
optimised system operations bringing into the rail industry all the
innovations from various technical fields. The technology already
exists, as is very often the case, but successful implementation will
depend on the quality and open-mindedness of the people addressing
these projects. It is quite clear that our firm trust in the skills and
motivation of our staff makes us very confident that we can make
this dream come true.
Christian Galivel started his career at RATP in 1982 asProject Manager for the development and implementationof a speed-control system on the RER A (Paris regional railsystem) which entered into service in 1989. Christian thenworked on several engineering and maintenance missionsuntil 2003, when he was appointed Head of Maintenancefor RER Equipment. In 2006, Christian became SeniorVice-President for Equipment Maintenance and Transport
Environments. From July 2009 to July 2013, he was Senior Vice-Presidentfor Rail Rolling Stock. Since July 2013, Christian has been RATP’s DeputyChief Executive Officer in Charge of Projects, Engineering and Investmentsfor the Greater Paris Project, and he is also a Member of the ExecutiveCommittee at RATP.
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RATP is committed to equipping its infrastructure with 3G/4G mobile telecommunications network by the end of 2016 so thatpassengers can remain connected to the Internet and be informed of network problems immediately
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France is still number one
In urban transport, Keolis operates in close to 90 French cities, including
Lyon, Lille, Bordeaux, Rennes, Orleans, Dijon, Tours, Caen, Angers, Lens
and Brest. In 2013, revenues from urban networks increased 6.4% and
the company retained 99% of its urban contracts.
Keolis is also acting as technical advisor for publicly-owned
operating companies in Strasbourg, Metz, Le Mans and Pau. It should
be noticed that Keolis is also France’s leading hybrid bus operator.
In intercity transport, Keolis has a 20% market share, operating
regional bus lines and school bus services in 75 of 96 departments
in France.
Opportunities and challengesKeolis’ history dates back 100 years. Its domestic focus so far has been
to develop its expertise operating urban and intercity services outside
Keolis is the largest public transport operator in France, its home country, boasting the highest market share inurban transportation with 45% of the trips on the open market. Although its international activities areexpanding, France still generates Keolis’ largest share of revenue. In 2013, 54% (€2.7 billion) of total global revenues of €5.1 billion were generated at home. The 14 other countries where the company now operates generated 46% (€2.4 billion). Despite being proud of its fast-growing international activities,exclusively for Eurotransport, Frédéric Baverez – CEO of Keolis France – explains why the transport operator’sbiggest market remains France.
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of the Paris region, a market that is still under
monopoly regime. But the scheduled
opening-up of the transport market in this
region (by 2024 for the existing services and
from now on for new services) will present
Keolis with major new opportunities.
The company’s unique expertise in
operating driverless metros gives it legiti -
macy on projects such as the Grand Paris
Express, an extensive rapid transport
network for the Greater Paris area, home to
12 million inhabitants. Construction of the
project is expected to begin in 2015.
Topmost among the challenges Keolis is
facing is the increasing expectation by
French public transport authorities for higher
quality transport solutions at lower costs.
Ridership continues to grow in France, but
the share of costs assumed by the pass-
enger is constantly falling. Only 31.7% of
operating costs today are covered by
commercial revenues.
In response, Keolis is building revenue
by providing new services to increase
passenger traffic, creating transport offers
that are adapted to new travel patterns,
developing tailor-made customer relation -
ships to build loyalty, and opening new or
extending existing tram, bus and metro
networks. To follow are some of the most
recent developments.
Strong expertise in launching new tram networksKeolis now operates 11 tram networks in
France following the opening in August
2013 of an entirely new tram system for the
city of Tours. The Tours system creates a
high-capacity, non-polluting north-south
corridor to complement the existing bus
network which has also been redesigned.
Tours’ transportation system has been
revolutionised with a state-of-the-art
ticketing system, new areas served,
improved passenger information, and a
mobile site delivering information to
passengers in real-time.
In terms of tram extensions, Keolis
Lyon launched a 2.1km-long extension on
one the city’s busiest tram lines in February 2014. The new section links
two of the southeastern city’s most dynamic neighbourhoods via a new
bridge reserved for the tram, bicycles and pedestrians. Four new
stations also opened, allowing travellers to connect to the city’s metro,
train stations and intermodal centres.
Also, work began in February 2014 on the construction of the first
tram line linking France and Germany. The extension from Strasbourg
(France) to Kehl (Germany) is the first cross-border tram project in
Europe. The tram will be extended by 6.6km by 2017 and will have
three new stations in Strasbourg and three in Kehl.
In September 2014, the city of Le Mans in northwest France will
inaugurate a second tram line, extending the existing network by 3.km.
The first line was launched in November 2007.
More services on buses and BRTs Keolis currently operates nearly 16,000 buses and coaches in France
and is constantly upgrading its networks and adding new services to
attract and retain passengers.
In October 2013, for example, the city of Metz launched a
Bus Rapid Transit (BRT) system with two lines totalling 18km and
37 stations. The buses are environmentally-friendly thanks to a
hybrid propulsion system which reduces emissions and fuel con -
sumption by 15% to 20%.
Improved safety was an important focus in Metz. For example,
alternate traffic flow was set up on some narrow sections of the routes.
And while the Metz BRT system is not required to meet the same safety
standards as a guided transport system, Keolis nevertheless is making
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The buses of the Metz BRT system are environmentally-friendly thanks to a hybrid propulsionsystem which reduces emissions and fuel consumption by 15-20%
Keolis now operates 11 tram
networks in Francefollowing the openingin August 2013 of an
entirely new tramsystem for the
city of Tours
this network come very close to complying with the same requirements
as for a light-rail.
Keolis’ growing expertise in BRT was a significant factor in the 2013
renewal of its contract with the city of Nimes for 10 years. Launched in
September 2012, Nimes’ BRT is part of Keolis’ commitment to
modernise the city’s transport network to attract 15.3 million
passengers annually by 2022.
Similarly, setting up two BRT lines was part of the Keolis
commitment when Cherbourg decided to renew its contract with
Keolis in June 2014. Over the term of the six-year-plus re-
newal, Keolis’ objective is to increase ridership by 19.9%, overhaul the
fee schedule for youth, increase
kilometres by 9.5%, and deploy a
revamped customer website.
BRTs are playing a winning role in
the intercity market as well. Since
September 2013, Keolis’ Lila Premier
BRT intercity express coach service has
been providing daily service between
Nantes and surrounding communities.
The new generation buses offer more
frequent and direct routes, low-floors
for better accessibility, real-time
passenger information and, for the first
time in French transport, free 4G
wireless internet.
For people working odd hours
and days, being able to get to work
on time is critical. The opening of a
ninth on-demand bus line called Fileo was a welcome develop-
ment for workers at Charles de Gaulle airport northeast of Paris in
May 2014. The new line serves the Val d’Oise area north of Paris
and allows employees to get to work and back home at any time
FRANCE & ITALY: FRANCE
Keolis currentlyoperates nearly
16,000 buses andcoaches in Franceand is constantly
upgrading itsnetworks and adding
new services to attract and
retain passengers
The tram network in Tours creates a high-capacity, non-pollutingnorth-south corridor to complement the existing bus network
or on any day of the week. A tenth line is
scheduled to launch by the end of 2014.
Metro operationsKeolis operates metros in Lille, Rennes, at
Charles de Gaulle airport, and in Lyon where
a 1.8km-long extension of line B of the city’s
metro network opened in December 2013.
The extension has transformed a formerly
neglected area of the city into a vibrant
business and residential centre combining
metro, bus station and parking for cars and
bicycles, with an information centre and a
main line SNCF railway station.
This project required nearly four years of
construction including the building of a new
tunnel under the Rhone River. Passengers
have been quick to adopt the service.
A month after its opening, the extension
was already carrying nearly 20,000 pass -
engers daily.
Innovate to anticipate new passenger needsFour trends have impacted passenger
behaviour – real-time information, social
media and crowd-sourcing, the spread of
collaborative consumption, and the advent
of the ‘Digital City’. In response, Keolis has carried out many initiatives
to anticipate evolving passenger needs and provide solutions that
answer those changes.
In Caen for example, Keolis launched the first full near field
communications (NFC) ticketing system in France. The smartphone
application allows passengers to buy
tickets and validate them directly on the
bus using their smartphone. New mobility
solutions have also been launched, such
as journey planning applications, real-time
infor mation or multi-modal information
for a smooth door-to-door journey.
Provide optimal connectionsWith four metro lines, five tram lines, two
funiculars and more than 100 bus and
trolleybus lines, Lyon has the largest urban
transport network in Europe delegated to a private operator and is a
showcase for inter-modality.
Its transport network has several interconnection points and 90% of
trips require no more than two changes. Five tram lines connect the
metropolitan area’s main hubs, and 120 bus lines serve Lyon and its
neighbouring suburbs. Four metro lines cover 31.5km and cross the
city’s nine districts.
Based on its experience in Lyon, Keolis offers its expertise in inter-
modality to other cities. In Vichy for example, Keolis opened an
inter-modal exchange hub in February 2014 at the city’s train station.
The 80m2 space, dubbed the ‘gazebo’, provides travel information and
ticket sales for city buses, coaches and regional train service. Travellers
arriving at the station can find real-time travel information as well as
80 bicycles for rent, and secure bicycle parking.
The Vichy project was the result of the combined efforts of the local
PTA, Keolis and its parking subsidiary EFFIA – France’s second largest
car parking operator. EFFIA has activities in 220 cities in France and
operates more than 125,000 parking spaces both on- and off-street.
In Greater Paris, it has 26 car parks with more than 30,000 spaces.
As part of its inter-modality expertise, Keolis has also become the
second largest operator in France for on-demand bike services, with
very successful experience in Lille, Bordeaux, Rennes or Orleans.
This bike expertise reflects the aim of Keolis to develop a compre -
hensive mobility offer taking into account each mode of transport.
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Frédéric Baverez is a graduate of the Mines School ofEngineering in Paris. From 1988 to 1991 he worked for theAlsace region’s prefect, and then from 1991 to 1995 wasRapporteur to the Inter-Ministerial Committee forIndustrial Restructuring (CIRI) at the French Ministry ofFinance. After two years as Technical Adviser to thecabinet of the French Transport Minister, in 1997 Frédéricwas appointed Chairman and CEO of SITA IDF – a waste
management company in the Greater Paris region. He was then namedDeputy Managing Director of Suez Environnement and then Director ofCost Management and Procurement for the entire Suez Group. In 2005,Frédéric became Senior Vice President of Keolis France, in charge ofOperations, Projects and Innovation. In 2008, he became Senior VicePresident in charge of Eastern France. In 2011, Frédéric was appointed CEOof EFFIA. As of 1 January 2014, Frédéric was appointed CEO France inaddition to his role as CEO of EFFIA.
Keolis operatesmetros in Lille,
Rennes, at Charlesde Gaulle airport,
and in Lyon
Keolis operates the metro network in Lyon where a 1.8km-long extension to line B opened in December 2013
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Lille Metro’s Authorities (Lille Métropole Communauté Urbaine) relied
on Faiveley Transport’s expertise in the retrofit of half-height Platform
Screen Doors to manage, for the first time in the world, a retrofit project
on existing full-height Platform Screen Doors. Faiveley Transport’s
know-how is based on its 25 years of worldwide experience in the
management of Platform Screen Door projects, with 80 projects in
more than 25 countries with an installed base of over 215km of Platform
Screen Doors and Gates. This experience has been key to conceive a
turnkey and innovative solution to fully meet Lille Metro Authorities’
requirements for this unique project.
A challenging project with complex interface requirementsThe project presented a number of challenges to be overcome to
ensure a smooth execution. Since the stations of Line 1 were in
operation, the traffic could not be interrupted and installation had to be
carried out at night. Working on platforms equipped over 20 years ago
with pneumatic Platform Screen Doors, Faiveley Transport also had to
ensure that both old pneumatic and new electrical door systems could
work seamlessly side-by-side during the transitory period. Managing
the façade electrical insulation, as well as the refurbishment and reuse
of the existing civil interfaces, were also some of the other key interface
requirements that had to be addressed in order to ensure that every
night of installation could be achieved in a safe and timely manner.
A fully-customised solution to meet Lille Metro Authorities’ requirements After due consideration of all key aspects of the project, and taking into
account the short schedule to retrofit all 28 stations of Line 1, Faiveley
Transport designed a product aimed at guaranteeing the shortest
installation time. While on typical new line projects Platform Screen
Doors are installed and assembled in sequence on-site, the integrated
solution devised by Faiveley Transport is based on fully pre-assembled
and pre-tested door modules which are erected in a dedicated
workshop in Lille. To complement this modular design, a purpose-built
work wagon was designed in order to enable the delivery of the pre-
assembled façade modules to the platforms as well as their precise
positioning on the platform edge.
This unique process allowed Faiveley Transport to deliver to its
customer a time-and-cost-optimised solution suited to the three hours
of installation available every night.
With over 25 years of experience on Platform Screen Door
projects, Faiveley Transport contributed all of its expertise to
design, manufacture, pre-assemble and install French-made Platform
Screen Doors within the stringent parameters and requirements
set out by the Lille Metro Authorities. Designed as plug-and-play
modules, tailor-made for a swift installation on site, Faiveley Transport
Platform Screen Doors are designed to meet both the end-user’s
expectations of higher security and comfort, and the operators’
requirements for low impact on traffic and revenue, short period of
installation and cost-effectiveness.
ADVERTORIAL
www.faiveleytransport.comInstallation of Platform Screen Doors on the Lille Metro had to beperformed at night so that traffic was not disrupted
Lille Metro Authorities relied on Faiveley Transport’s expertise in theretrofit of half-height Platform Screen Doors
Faiveley Transport – an experienced and reliable partnerFaiveley Transport has once again pushed the state-of-the-art forward and has achieved the world’s first retrofit project on operating full-height Platform Screen Doors in Lille, France.
A driverless decision for Milan’smetro Line 5Established in 1931, the ATM Group (Azienda Trasporti Milanesi)
manages the public transport network in Milan, serving an area with a
population of 2.6 million people. With 760 million annual passengers,
covering 170 million kilometres per year and with approximately 9,300
employees, ATM represents 10% of the local public transport in Italy.
ATM operates a wide range of different transport services: four
metro lines with 941 vehicles; 19 tramway lines with 553 trams; 120 bus
lines with 1,434 buses; and four trolleybus lines with 164 vehicles.
Furthermore, ATM manages 21 interchange parking spaces
(SostaMilano), the car sharing system (GuidaMi), the bike sharing
system (BikeMi) and the Como-Brunate funicular railway near
Lake Como.
ATM is also present on an international scale: the ATM Group,
through the subsidiary company ‘Metro Service A/S’(a joint venture
owned 51% by ATM SpA and 49% by Ansaldo STS), has, since 2008,
managed the Copenhagen driverless metro – one of the first European
fully-automated metro systems. This Metro, serving the Danish capital,
originally opened in 2002 and now runs along two lines with 22 stations.
In 2013, in collaboration with ‘Metro 5 SpA’ – the Concessionary
company for the design, construction and operation of the metro Line
5 in Milan – and Metropolitana Milanese – the Engineering company of
the Municipality of Milan, in charge of the project supervision – ATM
inaugurated Line 5, the first fully-automated driverless metro line in
Milan, called the ‘Lilla Line’ for its characteristic lilac colour.
Line 5 is the first example of project financing for metros in Italy:
the new line was designed and constructed by the consortium
Metro 5 SpA, which has appointed ATM for the operations and
maintenance of the line for 29 years.
The impact of a new driverless line has long since been very clear
among ATM’s management. For this reason the strategic decision to
‘emigrate’ to Denmark to operate the Copenhagen Metro was taken.
This line, based on the same technology as Line 5, has permitted to
The first two sections of Milan’s first fully-automated driverless metro line (Line 5) are now operational. Carlo Bianco – Operations Director for Automatic Metro Lines at ATM – explains the reasons behind goingdriverless, the technology operating the trains and safeguarding passengers, plus future line expansion details.
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ATM managers and technicians to gain familiarity with
driverless operations and its technology.
The Copenhagen metro has received some very
important awards such as the ‘World’s Best Metro’ award
in 2008 and 2010, plus the ‘World’s Best Driverless Metro’
award in 2008, 2009 and 2010.
And the investment has paid back: Line 5 opened its
first stage in February 2013 (from the northern Bignami
terminus to Zara station (4.1km) with seven stations and
a six-minute headway), achieving from the beginning a
service availability close to 100% thanks to the important
know-how and experience gained in Copenhagen.
The second section of metro Line 5 from Zara
to Garibaldi opened in March 2014, adding the two
new stations of Isola and Garibaldi. The 2km-long new
extension provides a connection at Garibaldi station with
metro line M2, the Garibaldi railway station, including the city tunnel,
and several tramways. The new Garibaldi hub also allows interchanges
with suburban and regional trains, with high-speed trains (Frecciarossa,
Italo and TGV) and the Malpensa Express (airport shuttle), making the
new Porta Nuova/Garibaldi district one of Europe’s best-connected
hubs, with a forecast of more than 25 million annual travellers. The new
extension also connects the old neighbourhood of Isola – a historic
district once inhabited by the working class – which is now facing a
complete re-qualification with the installation of pedestrian and cycling
areas, new parks and cultural centres. The connection with metro line
M3 was already provided at Zara station.
With the opening of the new extension of the Lilla Line 5, trains now
run every three minutes during peak times and from four to six minutes
in off-peak times. Revenue service runs from 6:00 to 24:00, as it is on the
whole metro network operated by ATM. Daily ridership increased by
more than 60%, carrying more than 50,000 passengers per day (from
the previous 30,000 per day).
The final stage of Line 5 will open in 2015, reaching altogether
13km and 19 stations. The extension will connect San Siro Stadium and
provide a connection with metro line M1 in
Lotto and with the suburban trains
in Domodossola.
Line 5 is equipped with an ATC system
enabling a fully-driverless operation,
supervised by a centralised control room,
and stations are equipped with plat-
form screen doors. Trains can carry up to
536 persons, with 72 seats and two spaces
for wheelchairs. The system enables to
carry more than 10,000 passengers per
hour per direction (pphpd). Stewards are
located along the line with customer
service tasks and aid recovery systems in case of incidents. The UTO
(Unattended Train Operation) driverless system allows the completely
automated operation of the whole line and the safe control of all sub-
systems (i.e. trains, signalling systems, switches, power supply, platform
screen doors, station equipment etc.).
Line 5 was designed and built in compliance with the latest
European regulations, granting the highest
safety standards to passengers. The system allows
both the optimisation of the headway, according
to the transport demand, and the reduction of
costs and impacts.
All platforms are separated from the tracks and
trains with the use of platform screen doors which
open only when the train has stopped in the station.
Platform screen doors interact constantly with the
trains: in case of failure of a platform screen door,
the system prevents the opening of the correspond -
ing train door and vice versa. Any unexpected
opening of a platform screen door stops the train
running along the track.
Cameras and intercoms have been installed on-
board all trains and in all stations, making it possible
to both supervise the whole line from the control
room, and for passengers to communicate directly
with ATM staff.
Each station is monitored by 42 cameras (14 on
Once the final stage of Line 5 is opened in 2015, the network will be 13km-long andcover 19 stations
The driverless metro vehicles are spacious, and each train is monitored by eight CCTV cameras to maximise passenger safety
Trains nowrun every three
minutes during peaktimes and from
four to six minutesin off-peak time
the platforms, nine in the mezzanine and 19 between the hall and the
exits): all platforms, gates, elevators, escalators, corridors, vending
machines and toilets are constantly monitored through the use of a
CCTV system. Each train is monitored by eight cameras in order to
ensure the maximum passengers’ security and to intervene promptly in
case of emergency.
Once the whole Lilla Line is open, it will be possible to carry
between 15,000 and 18,000 pphpd, with an average demand of 6,500
to 7,500 pphpd. The theoretical minimum headway is 90 seconds,
which can become 75 along the line. This is revolutionising the travelling
times in the city: only nine minutes from Bicocca to Garibaldi;
11 minutes from Piazzale Lotto (future interchange station with M1 line)
to Garibaldi. It will only take 26 minutes to cover the whole line from
Bignami to San Siro, passing through many important areas in Milan,
such as the Porta Nuova/Garibaldi district, the Isola neighbourhood, the
Bicocca University, Corso Sempione, the new CityLife area and, last but
not least, the well-known 80,000 seated San Siro Stadium.
Line 5 helps also the environment: it is estimated that, at full
capacity, the M5 line will lead to a reduction of 15 million private cars
trips per year and, therefore, a considerable decrease of pollutants. It is
also envisaged a saving of 8,470 tonnes of petroleum per year and a
decrease of 260 city road accidents per year.
With the latest opening of the metro Line 5 and other relevant
extensions of the metro lines M2 and M3, Milan’s metro network
increased in the last three years from 88 to 103 stations and from 70km
to 86km, confirming the recent great development of the metro
network. Milan and ATM are therefore ready to face significant
increases in ridership during Expo 2015, which will be held in Milan from
May to October 2015, offering a widespread and efficient network, an
example of best praxis to show also during the June 2015 UITP World
Congress and Exhibition at the new conference centre in the Milan’s fair.
As far as its extension is concerned, Milan’s transport network
confirms its excellence on an international level too: in fact, it is among
the first 10 of the +40 European operating networks and it stands in the
top 20% of the worldwide public transport networks, followed by
important cities such as Vienna, Lisbon, Oslo, Boston, Dubai, Toronto,
Los Angeles, San Paolo, Tianjin and Nagoya.
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All platforms are separated from the tracks and trains by platformscreen doors
Line 5 is equipped with an ATC system enabling a full-driverless operation, supervised by a centralised control room
Carlo Bianco is an experienced metro operation executivewith over 28 years of experience. He developed his careerinto ATM group, the operator of Public Transport in thecity of Milan, Italy. Carlo recently focused his activity ondriverless metro operations and for five years has beenOperations Manager for the Copenhagen Metro inDenmark – currently operated by ATM. In 2011, Carlo wasresponsible for the start-up of the automatic people mover
of Princess Noura University in Riyadh, Saudi Arabia. In 2012 he returnedto Milan to take responsiblilty for the start-up of the new driverless line 5 which started commercial operations in February 2013. Carlo is currentlyOperations Director for Automatic Metro Lines at ATM.
Urban growthIn the coming decades, cities all over the world will grow by leaps and
bounds. 2010 was the first year in history when more people were living
in cities than in rural areas. By 2050, the share of urbanites will have
increased to fully 70% of the world’s population.
In Vienna, too, the urbanisation trend is prominently visible. Vienna
is currently the fastest-growing city in the German-speaking region, and
there is every indication that this dynamic process will continue in the
coming years. By 2025, current forecasts suggest that Vienna will have
more than 1.9 million inhabitants, reaching the two-million mark by
2030. This rapid growth obviously brings a number of challenges,
e.g. continued affordability of life in the city and corresponding
infrastructure standards. However, it should not be forgotten that urban
growth also harbours enormous opportunities, such as variety,
openness and economic growth.
Urban Development Plan 2025 – urban development and mobilityOver the past two years, the City of Vienna has given a great
deal of attention to its development, the predicted population growth
and related opportunities and challenges. The Urban Development
Plan 2025 was compiled in the context of a communicative
editing process. The fields of urban development and mobility were
covered jointly, and concrete initiatives were outlined. The Urban
Development Plan 2025 was adopted by the Vienna City Council
in June 2014.
In the foreseeable future, Vienna will continue to systematically
promote eco-friendly means of transport (walking, cycling and public
transport). In modal split terms, the objective is ‘80-20’, i.e. the Viennese
should take 80% of all trips within the city with public transport, by bike
or on foot, while the mode-share of motorised individual traffic is to
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Public transport as thebackbone of Vienna’surban developmentIn recent years, Vienna has been characterised by a notable trend towards public transport: today, as much as39% of all trips made by the Viennese are by public transport; as a result, Vienna is one of the internationalleaders in this respect. Cycling, too, is on a steady rise, as more than 6% of all trips within the city use the bike asa means of transport. The share of pedestrians remains stable at a remarkable 28%. Correspondingly, traffic loadsalong important arteries in densely built-up zones of the city have decreased. These positive trends arejuxtaposed by a number of challenges that, due to the population growth forecast for Vienna, are likely toincrease over coming years. The ‘public transport package’ is a response to this challenge and Maria Vassilakou– Deputy Mayor of Vienna, explains more.
drop to 20% by 2025. Public transport is and
remains the backbone of Vienna’s mobility.
‘Public transport package’ –optimisation and stepping-up of public transportThe already highly efficient public transport
system within the city and metropolitan
region needs additions and service improve -
ments to cope with rising passenger volumes
on the one hand and to ensure high-quality,
affordable mobility in Vienna on the other
hand. Service improvements of the S-Bahn
(suburban commuter train) and Underground
networks remain a key pillar of this objective.
However, at the same time, it must be
ensured that the networks of trams and
buses, too, will remain capillary and that the
quality of links within the city and between
city and environs will be improved. In this
context, the public transport network must
be viewed as one interconnected system.
On 27 June 2014, together with my
fellow Deputy Mayor of Vienna – Ms. Renate
Brauner – we presented the ‘public transport package’. In addition to
extending the U2 line and constructing the new U5 line, the tram
network will be extended by approximately 18km over the next few
years. The bus and S-Bahn networks will also be improved.
Expansion of Vienna’s Underground network –intersection of U2/U5 linesIn the course of drafting the Urban Development Plan 2025, it became
evident that an easing of the inner-city network was needed.
The intersection of the U2/U5 lines will relax the pressure on heavily
trafficked sections of Vienna’s Underground network and equally
crowded tram lines – such as the 43 line – as well as all inner-
city Underground hubs in a reliable and lasting fashion. The existing
U2 Underground line is to be divided into two separate lines at
Vienna City Hall. From this point, the new U2 line will extend in the
southern direction, while the ‘old’ U2 route from Karlsplatz Square to
Vienna City Hall will become the core of the new U5 line, which will
continue to the west.
In 2018, U2 extension works will begin from Vienna City Hall
via Neubaugasse (U3 line) and Pilgramgasse (U4 line) to the
Matzleinsdorfer Platz S-Bahn station; likewise, construction of the first
U5 section from Vienna City Hall to Frankhplatz will be undertaken in
the same period. The two new sections are scheduled for inauguration
in late-2023.
The short first construction stage for the U5 line will be continued
with a second phase in the western direction only a few years later.
Thus a U5 station near Arne-Carlsson-Park will provide a connection to
the Underground network for one of Vienna’s biggest tram hubs with
seven tram lines (5, 33, 37, 38, 40, 41 and 42). Vienna’s biggest hospital,
Vienna General Hospital, will be reached via another Underground line.
The Elterleinplatz station will markedly improve the connectivity of the
17th municipal district Hernals.
The third stage of the U2/U5 intersection project will concern a
further extension of the U2 line beyond Matzleinsdorfer Platz.
A dynamic urban development zone will be reached via the
Gussriegelstrasse station on Wienerberg Hill.
Expansion of Vienna’s tram and bus networksBy linking high-level radial lines, the creation of new, tangential tram
and bus lines in consultation with the urban development departments
is a second focus of public transport upgrading in
Vienna. The need to act is manifest above all to the
south and northeast of Vienna.
Tram projects must be closely interwoven with
urban development areas to offer high-level
attractive connections from the moment when the
first residents arrive. The plans for the biggest urban
development zones of coming years (Vienna Main
Station, aspern Vienna’s Urban Lakeside, the
Northern and Northwestern Railway Station sites and
Donaufeld) already take account of new tram lines.
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To cope with increased passenger demand in the future, the intersection of Vienna’s U2/U5 lines willrelax pressure on heavily trafficked sections of the city’s underground network
The modal choice in Vienna. By 2025, it is hoped that 80% of journeys will be made bypublic transport. Source: Wiener Linien; Darstellung: MA18.
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The ‘public transport package’ comprises the
following concrete projects:
2015: connections to Media Quarter MarxAs per January 2015, the 80A bus line will go from
U1/U2 (Praterstern) via U3 (Schlachthausgasse)
directly to Media Quarter Marx.
Wienerberg bypass road: bus corridor for15A line from 2017 onwardA better, continued bus corridor for the 15A line will
result in noticeable improvements for passengers. In
case of correspondingly intense urban develop-
ment, the busway will then be transformed into a
carriageway for the new 15 tram line.
2018: extension of O line to NorthernRailway Station site Access will be provided to the urban development
zone on the former Northern Railway Station grounds.
2019: extension of D line to Gudrunstrasse Extension of tram line from Vienna Main Station urban development
zone to Gudrunstrasse.
Northern and Northwestern Railway StationFurther accessibility of the Northern and Northwestern Railway Station
sites will be provided by another extension of the O line or a new
combination of the 2 and 5 lines.
The 67 line The 67 line is to be extended via Reumannplatz and Monte Laa to the
Siedlung Süd-Ost housing zone.
The 25 lineIt is planned to extend the 25 line through aspern Vienna’s Urban
Lakeside to the U2 Aspern Nord station.
The Donaufeld bypassThe Donaufeld bypass (Fultonstrasse – U1 Kagran) is to provide access
to the Donaufeld area and to link the 21st and 22nd municipal districts.
In addition to constructing new facilities, investments in the
optimisation of existing tram and bus lines continue as well.
The extension and optimisation of new bus lines will ensure excellent
accessibility of the nearest public transport hubs and centres even for
newly developed zones not situated along tram axes.
Improvement of Vienna’s S-Bahn servicesAs a prospering economic centre, Vienna is an attractive place to study
and work for hundreds of thousands of people from the entire eastern
part of Austria and beyond; at the same time, more and more Viennese
work in the metropolitan region, beyond Vienna’s city limits. Every day,
around 205,000 people commute to Vienna for work or study. At the
moment, traffic across municipal boundaries between Vienna and its
environs is still dominated by cars with a mode-share of 79%.
The S-Bahn system handles the major share of public transport
across Vienna’s municipal borders. In addition, the inner-city tangential
S-Bahn lines (above all S45) ideally complement the radial Underground
network; together, both create an efficient inner-city network of fast rail-
bound connections within Vienna.
For commuter traffic from and to Lower Austria, the S-Bahn lines
and regional trains of ÖBB (Austrian Federal Railways) will remain the
core element. At the same time, the S-Bahn trunk line remains equally
important for locals’ trips within Vienna’s boundaries. For this reason,
the S-Bahn network will gradually (shorter intervals, faster service, new
rolling stock, higher customer friendliness) come to reflect the traits of
the Underground system. Improvements of accessibility by means
of new stations will be another objective.
Maria Vassilakou started her political career as SecretaryGeneral of the Austrian Students’ Union. In November1996 she became Member of the Vienna ProvincialParliament and in 2004 Head of the Parliamentary Groupof the Green Party. Since November 2010 Maria has beenDeputy Mayor of Vienna and Executive City Councillorfor Urban Planning, Traffic & Transport, ClimateProtection, Energy and Public Participation. Maria is the
first Executive City Councillor with a migration background. She was bornin Greece and sees Vienna as an open, modern and diverse city.
The already highly efficient public transport system in Vienna needs additions and service improvements to cope with rising passenger volumes
In 2025, in is estimated that Vienna will have more than 1.9 millioninhabitants, reaching the two-million mark by 2030
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Welcome to Eurotransport’s Show Preview of
Eurotransport is pleased to support the following InnoTrans 2014 exhibitors…
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Showcasing futuretechnology of the global publictransport industry
Bigger than everInnoTrans 2014 features more exhibitors and products than ever before.
This year, at the leading international trade fair for public transportation
technology, more than 2,600 companies will be exhibiting products and
services capable of making public transport safer, more efficient
and environmentally-friendly. Over 100,000 trade visitors are expected
in Berlin, where they will gain a comprehensive overview of the market.
Rolling stock, vehicle interiors as well as passenger information systems
and tunnel construction technology are just a few of the topics featured
at InnoTrans. Be it prototypes or market-ready rail and light-rail systems,
the entire value chain will be on show.
Official opening ceremonyMore than 1,000 leading representatives of industry, science and
politics from Germany and abroad are expected at the opening event
of InnoTrans 2014 to be held at the Palais am Funkturm in Berlin on
Mobility is the defining aspect of the 21st century, and the foundation upon which freedom and wealth, socialprogress and prospering economies are built. Major global developments, such as climate change, dwindlingresources, urbanisation and demographic change are influencing the future of mobility – and present the public transport industry with big challenges. From 23 to 26 September 2014, the international public transport industry will be displaying the products designed to confront these developments at InnoTransin Berlin, Germany.
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BLOW AWAY
THE PAST.
The Athenia E range puts both electric and hybrid buses at the head of the pack, using the latest technology and Thermo King’s relentless customer care to keep you rolling 24/7/365. europe.thermoking.com/bus
23 September 2014 at 10:00am to 12:00pm. The European
Commissioner for Transport, the German Federal Minister of Transport
Alexander Dobrindt and numerous international transport ministers as
well as executives from around the world representing the public
transport industry will attend the opening ceremony of the world’s
leading trade fair for public transportation technology.
Officials expected to make speeches and presentations plus be part
of a big panel discussion at the opening ceremony include: Dr. Christian
Göke, CEO of Messe Berlin GmbH; the European Commissioner for
Transport from the European Commission; Alexander Dobrint, Federal
Minister of Transport and Digital Infrastructure; Dr. Rüdiger Grube, CEO
of Deutsche Bahn AG; Jürgen Fenske, President of the Association of
German Transport Companies (VDV); Henri Poupart-Lafarge, President
of Alstom Transport S.A.; Dr. Lutz Bertling, President & COO of
Bombardier Transportation GmbH; and Dr. Jochen Eickholt, CEO
of Division Rail Systems of Siemens AG.
International participation The trade fair’s international dimension is a trademark of InnoTrans.
Once again, around half of the exhibitors at the 2014 event will be from
abroad. In addition to global players such as Alstom, Bombardier
and Siemens, numerous international suppliers and rail companies as
well as 27 industrial associations from 21 countries will be present at
InnoTrans 2014. Furthermore, service providers and leading research
institutions from Germany and abroad will be among the exhibitors
at this year’s event.
More than 200 newcomers will be exhibiting at InnoTrans 2014,
thus underlining its importance as a marketing platform. The
participation of Tengiz Trans Group and PT. Len Railway Systems means
that Kazakhstan and Indonesia will be represented at InnoTrans for the
first time. In terms of display area it is the representations of Taiwan,
Brazil and India that will stand out the most. Compared to the previous
SHOW PREVIEW: INNOTRANS 2014
TetraFlex® for rail and metro from DAMMThe DAMM TetraFlex® System is the most scalable and intelligent IP-baseddigital TETRA radio infrastructure available. It comes complete withoutdoor or indoor base stations, comprehensive features as well as integratedsoftware such as Network Management, Voice and Data Recording and fullDispatch application.
BenefitsThe benefits of TetraFlex® include: ■ Scalability in site and capacity expansion■ Outdoor solution optimised for direct installation in harsh environments■ Unlimited third party application integration
TetraFlex® provides reliable, fast and disruption-free TETRA data and voicecommunication for mission critical operations. The 100% IP-baseddistributed architecture gives full flexibility in site and capacity expansions– even during operation. User-friendly advanced API enables seamlessintegration into third party systems such as dispatcher solutions.
TETRA over LTE with DAMM TetraFlex®
Benefit from coverage extension as well as data capacity for videos andpictures with TetraFlex® Android Client and TetraFlex® Windows Client – a vendor independent soft terminal.
Let’s meet at InnoTransPlease contact Area Manager Carsten Laursen at cl@damm.dk or go towww.damm.dk.
Visit Damm Cellular at InnoTrans 2014 in Hall 6.1, Stand 213.
www.damm.dk
InnoTrans, Taiwanese exhibitors will be occupying three times the
amount of display space. Companies from Brazil and India will also be
exhibiting on larger stands. Their displays have increased by 120% and
70% respectively.
In Berlin, 39 combined displays featuring 21 countries and regions
will be focusing visitors’ attention on the public transport expertise of
the international supply sector. Japan will again be occupying its own
hall and for the first time a German federal State (Saxony) has also
booked an entire hall.
China will feature prominently on a combined stand organised
by the China Academy of Railway Sciences (CARS). According to
Wei Liu, the Director of CARS: “Around 20 of China’s leading suppliers
will be taking part and are interested in doing successful business with
the international rail industry. The main topics on the stand will be
energy efficiency and protecting the environment.”
Excellent marketing platform for the rail industryInnoTrans is a driving force of the economy and showcases the public
transport industry’s products and services. Over a period of four days it
will provide a concentrated display of the supply and demand sides of
the international market for public transport
industry products. For industry companies
this trade fair represents an extremely
important marketing instrument. It enables
them to position themselves on the market,
introduce new products and to take on new
markets. It is also a major gathering of
purchase management representatives.
The many personal meetings which take
place are ideal for establishing new and
long-term business contacts and for
cultivating existing relations.
Product innovations and premieresA key element of InnoTrans is that the industry attracts media
attention by holding awards ceremonies, handing over keys and
announcing business deals. Traditionally, it also displays products
debuting on the world stage, and more than 2,500 international
exhibitors will be showcasing state-of-the-art products and services.
Published by Messe Berlin, the Innovation Report highlights the
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ARS 2110 – the new Box PC fromAdvantech for railway applicationsAdvantech, a leading embedded computing solution provider, announces tinaddition to the existing ARS-2510 Series – the new ARS 2110TX Box PC.
ARS 2110TX for railway applications complies with EN 50155 andrelated regulations in order to fully fit the railway environment, also:■ On-board DVR■ Multi-media server: ■ Train-to-track/ground bridge unit■ Supervision and control unit
Playing to its strengthsOne of the key strengths of the ARS 2110TX Box PC is its combination ofIntel Atom E3845/E3826 platform (3rd generation CPU platform) and TXtemperature level (rail certification specifications range from T1, T2, T3 toTX). TX describes the relative temperature range, from -40°C up to 70°C, or85°C for a duration of 10 minutes.
Another noteworthy feature is the railway-specific power supply,compliant to EN 50155 power input levels 24V/48V/72V/110V, throughM12 circular-type connectors. The Box PC is equipped solely with circularand screwable connectors, a choice that guarantees easy integration –connections that are both robust and stable.
Furthermore, the computer has protection coating that conforms toIP50+. This inner lining layer prevents the ingress of dust and moisture, andso ensures its high performance status is maintained over time.
Visit Advantech at InnoTrans 2014 in Hall 4.1, Stand 417.
www.advantech.eu
Advantech’s new ARS 2110TX Box PC
InnoTrans 2014 features more
exhibitors andproducts than
ever before
Exhibitors will have the opportunity to unveil their latest vehicles in world-premiere ceremonies
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selected public transport technology innovations of individual
exhibitors which are due to be displayed at InnoTrans. To view the
Report, go to www.innotrans.com/innovations.
In the run-up to InnoTrans the Innovation Report will be updated at
regular intervals and the full report will be available in-print at the fair.
The latest list of products and services includes 13 world premieres,
i.e. exhibits which will be making their first appearance on the world
stage at this year’s InnoTrans. For example, the Railway Technology
segment will be featuring Aucotec AG’s new Engineering Base
platform, which enables users to carry out all aspects of functional
planning, defining the wiring either graphically or only in alpha-
numeric form.
In the Railway Infrastructure segment, Stierli Bieger AG will be
exhibiting the company’s newly developed 1200 HE horizontal
rail bending and straightening machine
with a working force of 120 tonnes. This
universal press can be employed for
general track works and by the rail
manufacturing industry.
In the Interiors segment, F.S.P. GmbH
will be exhibiting its SNACK-NAPKINS,
which can be individually printed and can
be used both as a serviette and as
packaging for the food item.
In the Public Transport segment,
NewTec GmbH will be showcasing
the TRDP NTOnTrack test system as a
world premiere. The Train Realtime Data
Protocol (TRDP) is a uniform communication standard. The test
system has been designed specifically for manufacturers, component
suppliers and test facilities.
Innovative cleaning systems and products on displayPassengers expect trains, trams and metros to be clean and well-
maintained, and for the transport companies themselves cleanliness
is an increasingly important factor in promoting their image.
This development is reflected at InnoTrans 2014, where the subject
of cleaning is also acquiring growing importance. This year this
event includes some 20 exhibitors from a number of countries
who are presenting innovative systems and care products for cleaning
public transport vehicles as well as stations and stops. The products
available in this area range from train and tram washing installa-
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Gilgen Door Systems – the world leader in PSD retrofit business
With advances in technology, metro systems are capable of transportingmore passengers per hour than ever. However, without the physicalseparation offered by a Platform Screen Door (PSD) system, the theoreticalsystem capacity cannot be fully utilised in most cases. Meeting the need formore safety, increased capacity, enhanced reliability and improvedconvenience is a challenge being met by more and more metro operatorswith the installation of PSD systems.
With their more than 50 years of experience in door automation andcontrol technology and more than 20 years of experience in the PSD projectbusiness, GDS (Gilgen Door Systems) is today one of the worldwide leadingmanufacturers and suppliers of PSD systems. With the successfulinstallation and commissioning of PSD half-height bijou® systems in allstations of the world-famous Parisian Metro Line 1, GDS has made asignificant contribution to an optimal automation of this centenarian metroline. During the course of this project implementation, GDS once againdemonstrated its competences in international project management,engineering, innovative and customised product design, logistics,installation and maintenance of PSD systems, which are indispensable forsuccessfully completing complex upgrading projects of this magnitude.
The fact that (between 2000 and 2007) GDS had already implementedthe worldwide first PSD retrofit full-height project in Hong Kong(subsequent installation of more than 3,000 PSD systems for three metrolines) to the utmost satisfaction of the customer, means that GDSdistinguishes itself by a unique competence in the field of PSD retrofitbusiness on a global level.
GDS has recently won new PSD contracts in Hong Kong andStockholm.
Visit Gilgen Door Systems at InnoTrans 2014 in Hall 712a, Stand 100.
www.gilgendoorsystems.com
Over 100,000 trade visitors are
expected in Berlin,where they will gain
a comprehensiveoverview of the market
The InnoTrans 2014 opening ceremony will take place at 10:00am at the Palais am Funkturm in Berlin on 23 September 2014
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Visit us at InnoTrans 2014 Hall 2.1, Stand 203
Visit us!
www.scheidt-bachmann.com
Providing ticketing solutions all over the world.
Fare collection is our business.
Renowned for consistency, reliability and expertise
Global market leader and local service provider
Modern operating systems tailored to individual requirements and the local conditions
Innovative products, services and operating solutions
tions to vacuum cleaners and washing materials, as well as water
treatment systems.
As a leading international trade fair for public transport technology,
InnoTrans is of particular interest to the suppliers of cleaning systems
because transport companies, vehicle manufacturers, servicing and
maintenance companies from the global
rail market are all represented in one place
in Berlin. It is for this very reason that
Cleaning Systems, Inc., one of the leading
manufacturers of cleaning and care
products in the U.S.A., is taking part in this
trade show for the first time. “We believe
InnoTrans gives us the best opportunity to
showcase our world-leading products and
technology to mass transit companies from
all over the world,” says Dave Krause,
President and CEO at Cleaning Systems,
Inc. “We are excited to be exhibiting for
the first time at InnoTrans 2014.”
More space: CityCube Berlin and special gauge displayThe display area at InnoTrans 2014 by far exceeds that of previous
events. This year, in order to satisfy the high industry demand
for display space, the CityCube Berlin – the multi-purpose venue for
trade fairs and congresses – will be providing two extra floors
for exhibiting products. Each floor covers 6,000m2. Thus, for the
first time, InnoTrans will be occupying 40 display halls (previously 38).
The new CityCube Berlin is adjacent to the South Entrance of
the grounds. It can be accessed from two sides and is joined directly
to Hall 7.
In the CityCube Berlin the focus will be on transport companies and
maintenance services. Exhibitors will include Deutsche Bahn, Russian
Railways (RZD) and the East Japan Railway Company. Solaris will be
showcasing its new buses in the CityCube and the Berlin/Brandenburg
region will also be represented.
“We will be exhibiting the railway expertise of the capital and its
surrounding region”, says Melanie Bähr, the Managing Director of the
business development corporation Berlin Partner für Wirtschaft
und Technologie. “Around 60 companies will be represented on a
combined stand covering 1,000m2 inside the new CityCube Berlin.”
A major attraction and unique selling point of InnoTrans is the
outdoor rail track display area. Occupying 3,500m of rail track, this is
where trade visitors can take a closer look at more than 100 innovations
SHOW PREVIEW: INNOTRANS 2014
Shenzhen Metro chooses TETRA and DMR solution from Hytera
Hytera has recently been awarded with a TETRA communications projectby Shenzhen Metro. The project value is over 12 million USD.
The TETRA system will be installed for Shenzhen Metro phase III,including the metro lines 7, 9 and 11. In this project, Hytera will provide twoswitching centers, 72 base stations and 1,500 portable radios. Along with theTETRA system, Hytera DMR Trunking will also be provided, including oneswitching centre, 72 base stations and 1,950 portable radios.
Shenzhen Metro is the underground system for the city of Shenzhen,Guangdong province, China. Line 7, 9 and 11 will have 62 stations along107.3km of total track. Shenzhen is one of the largest cities in China with apopulation of over 10 million.
www.hytera-mobilfunk.com
More than 200 newcomers will
be exhibiting atInnoTrans 2014, thus
underlining itsimportance as a
marketing platform
in rolling stock – for both heavy and light-rail.
They include high-speed trains, locomotives,
wagons and road-rail vehicles as well as
entire systems for local, regional and
mainline railway networks. For the first time
the fully-booked outdoor display site will
feature an additional special gauge display,
where the focus is on wide and narrow-
gauge rolling stock.
Public Transport: market overview, smart solutions and knowledge exchangeInnoTrans 2014 will have information on rail
technology, smart solutions and public
transport trends. Covering an overall display
area of 19,000m2 and with around half of the
exhibitors from abroad, the Public Transport
segment will be providing a full overview of
the market. The main topics at this year’s
event are ticketing services, telematics,
digital data communication and passenger
information systems.
InnoTrans 2014 will also focus on smart
solutions. The increasingly widespread use of
smartphones and tablets opens up new possibilities for communicating
and streamlining processes for passengers and public transport
companies. In Berlin, the industry will be displaying smart solutions in
connection with real-time data, e-Ticketing and signalling technology,
for example. Among the companies represented in the Public Transport
arena will be global players such as Huawei, Cisco and Kapsch, but also
established SMEs and start-ups.
The Public Transport area will feature the bus makers Solaris and a
number of public transport companies including Veolia Verkehr and
Netinera Deutschland. Taking part for the first time will be Istanbul
Ulasim Sanayi from Turkey, one of the largest public transport
companies operating in Istanbul. The products exhibited by this public
transport company and others, as well as the bus exhibition by Solaris,
can be found on the first floor of the CityCube Berlin.
InnoTrans Convention: the word from the topInternational decision-makers representing industry and politics will be
gathering in Berlin as it is the perfect platform to meet and hold talks.
Numerous panel discussions on the subject of mobility both now
and in the future will be taking place at the InnoTrans Convention,
The bus manufacturing industry will showcase their latest vehicles at InnoTrans 2014
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INIT demonstrates an ecological and economical fleet management solution at InnoTrans
As a worldwide leading supplier of integrated ITS and ticketing systems, INIT supports transportation companies around the world in making publictransport more attractive, faster and more efficient. This includes solutionssupporting the economy and ecology of public transport fleets.
This is why INIT will present at InnoTrans MOBILE- ECO2 – theplatform for vehicle health and driver behaviour management, and thus showhow economy and ecology can be combined easily.
MOBILE-ECO2 – platform for vehicle health and driver behaviour managementMOBILE-ECO2 integrates components of various other systems in one single system solution. It monitors the vehicles’ statuses and performances,helps to provide an efficient proactive maintenance (if necessary) and analysesdriver behaviour.
During the journey, the driver receives direct feedback from the driverpanel ECOdrive. Equipped with five LEDS, the ECOdrive display shows theparticular status in real-time and provides information on excessive revving ofthe engine, harsh acceleration/braking, abrupt lane changing or turning andspeeding. Depending on the driving behaviour, the LEDs glow red or green.By receiving direct feedback, the driver has the opportunity to react quicklyand drive more conscientiously. Thus, he doesn’t only protect the vehicle, buthe also ensures passengers a pleasant ride.
In the control centre, important status messages of the entire fleet aredisplayed in real-time on the management dashboard. The data obtained is
used to create reports. MOBILE-ECO2 effectively manages the economy andecology of the fleet, so that everyone benefits – the transportation companiesas well as the passengers and the environment.
Visit INIT at InnoTrans 2014 in Hall 2.1, Stand 314.
www.initag.com
MOBILE-ECO2 – a platform for vehicle health and driver behaviour management
Simplifying advanced communications for Public Transport
TetraFlex® is designed to provide reliable, fast and disruption-free TETRA data and voice communication for mission critical operations.
TetraFlex® features a fully distributed network architecture and is 100% IP
capacity expansions - even during operation.
The easily accessible API enables seamless integration with other systemenvironments such as dispatcher solutions.
TetraFlex® is available with both indoor base stations, as well as the IP65 protected and compact outdoor base
installation.
public transport systems with the TetraFlex® TETRA radio infrastructure.
DAMM solutions and support are available worldwide through an exclusive network of partners.
www.damm.dk
}
Visit us at InnoTrans - Hall 6.1Stand #213
Trusted by industry leaders worldwideTetraFlex® Solutions have been deployed for a wide range of projects within the transport and logistics sector, including: • Moscow Metro• Mumbai Monorail & Western Railways• St. Petersburg Citywide Network• Fortescue Metal Group Railway• Almaty Metro
where the key event is the Dialogue Forum. This year’s focus will be on
five topics, including ‘Authorisation of rail vehicles – moving towards a
European model’.
The Public Transport and Interiors areas will be hosting their own
programme with the PTI Hall Forum which will provide an opportunity
for exchanging knowledge and views. Events taking place here will
include the International Design Forum and
the DB Suppliers’ Forum, which focuses on
design and procurement. In addition, the
Public Transport Forum will be dwelling on
current and future developments in the
public transport sector. The heading of this
year’s event is ‘Real-time data in public
transport networks – a blessing or a curse?’
The Tunnel Construction area has also
got its own event with the International
Tunnel Forum. One of this year’s topics is
‘Maintenance and refurbishment – what are
the future tasks in tunnelling?’ The Public
Transport Forum and the InnoTrans Majlis
are also part of the convention. The latter is an exclusive gathering of
senior representatives from the Gulf region and Europe.
The Rail Leaders’ Summit will undoubtedly be one of the highlights
of this year’s convention. Numerous transport Ministers and Director-
Generals from various international transport companies will be taking
part in this summit in order to exchange information on cross-border
industry issues. ‘Railways in a connected world – intermodal and
customer-oriented mobility’ is the subject of this year’s summit.
Career concept for young professionalsAs far as careers and young professionals are concerned, InnoTrans has
a lot to offer exhibitors and smart career seekers, as it brings the
SHOW PREVIEW: INNOTRANS 2014
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Non-Touch Detection system supplementsMayser’s Obstacle Detection and DragDetection systemsMayser’s new Non-Touch Detection system serves as a predictive jostlingprotection implemented directly on the main closing edge of the Mayserfinger protection profiles. If a passenger approaches the active zone of thesensor, the capacity of the electrical field changes, and the movement of the door is stopped before the door can touch the passenger.
Two significant advantages in terms of passenger safety and trouble-free operation make the non-touch system a convincing solution fortransport companies and door and vehicle manufacturers.
Firstly, it prevents all forces from being exerted against passengersboarding and alighting by automatically closing vehicle doors. Secondly, incontrast to sensors such as light curtains or scanners, the technology onwhich the Non-Touch Detection system is based only influences theautomatic closing movement of the door in the event of an immediate dangerof trapping or jostling. Whereas the detection range of light curtains orscanners covers the complete entrance area, the Non-Touch Detectionsystem only reacts to movements in the immediate critical area of the sensor,along the main closing edge.
Visit Mayser at InnoTrans 2014 in Hall 3.1, Stand 517.
www.mayser-sicherheitstechnik.de
Mayser’s Non-Touch Detection System increases passenger safety
A wide variety of products will be on display at InnoTrans 2014
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InnoTrans is a driving force of the
economy andshowcases the
public transportindustry’s products
and services
global expertise
www.vossloh-innotrans.com
As a global provider of rail and transportation technology, Vossloh’s profound
expertise is in demand all over the world. Vossloh products can be found in
numerous projects and on every continent, both today and in the future. Come
and see our innovative products and global expertise at the InnoTrans 2014 in
Berlin, Hall 26, Stand 310 and at outdoor display South FB1 (in front of Hall 26).
industry into contact with its future
employees. On the one hand, the trade fair
provides the industry with a platform,
enabling them to search for new employees.
On the other, it lets tomorrow’s engineers
take advantage of the advice on offer from
personnel officers. School-children, students
and young professionals with a particular
interest in public transportation can find out
directly about the available opportunities
and about careers from the personnel
managers of individual companies. Inside the
display halls, the stands of exhibitors who
wish to meet young professionals will bear
the orange-coloured Career Point logo.
Anyone seeking information on careers,
education and science can find it under one
roof in the Career & Education Hall. Its focal
point is the Career Pavilion, which provides
an outstanding platform for communicating
and establishing new contacts. This is where
individual meetings with job applicants,
company presentations and lectures will be taking place. A total of
10 major companies and associations will be represented at the
Career Pavilion. With its offer of more than 200 international jobs,
the Job Wall provides another valuable service available to exhibitors
and career seekers alike.
Speakers’ CornerExhibitors of InnoTrans have the possibility to rent the Speakers’ Corner
for presentations or lectures to communicate their company,
products or novelties to a professional audience. Following the famous
example at the Hyde Park in London, content related guidelines,
besides a time limit of one hour, do not exist. The Public Transport
and Interiors (PTI) Hall Forum in Hall 6.1 represents a Speakers’
Corner exclusively for exhibitors of the segments Public Transport and
Interiors. Exhibitors of the segments Railway Technology, Railway
Infrastructure and Tunnel Construction can book a timeslot for theNext stop: Moxa railway solutions… please exit here for reliability,robustness and speed.
www.moxa.com/rail
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Buses on the road to sustainabilityTraffic congestion, due to growing urbanisation, strains cities and raisesenvironmental concerns. Today, transit authorities want environmentallyconscious solutions that are fuel-efficient but also reduce noise and exhaust emissions.
The need for sustainable transport and passenger mobility isaccelerating the adoption of more efficient technologies and hybrid andelectric buses are a strong solution to address these issues. According tomarket estimations, 15% of transit buses will feature either hybrid or fully-electric drive by 2020*.
Thermo King responded to the demand by designing Athenia™ E,which is a reliable solution that contributes to the comfort of bus passengersand people in urban areas where these buses operate.
Hundreds of Athenia E units already operate in diverse locations fromGermany and Switzerland to Turkey. Just recently, Thermo King hascooperated on a public tender in the Benelux region for more than100 hybridbuses that will operate with tailored-made Thermo King heating, ventilationand air-conditioning (HVAC) units based on the Athenia E design.
The Athenia E-Series air-conditioning modules were specificallydesigned for hybrid and electric buses. As fully hermetic and electric-drivenone-piece rooftop units they offer high airflow and better circulation inside the bus for increased comfort. Equipped with a horizontal scrollcompressor, the unit creates fewer vibrations and runs in a variable speedmode adjusting the airflow to the actual needs. This technology contributesto further increased efficiency and lower life-cycle costs.
Visit Thermo King at InnoTrans 2014 in Hall 3.1, Stand 222.
www.thermoking.com*Frost & Sullivan ‘Strategic Analysis of Global Hybrid and Electric Heavy-Duty Transit Bus Market’
A wide variety of products will be on display at InnoTrans 2014
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Get on safely. Get off safely.
Automatic door movements can lead to
danger situations for passengers boar-
ding the vehicle.
Our Drag Detection and Obstacle
Detection systems, Electric Finger
Protection Profiles, Safety Mats for
accessibility ramps and Wireless
Signal Transmission offer more safety
for your passengers.
With the Non-Touch Detection system,
Mayser provides an addition to its pro-
ven, tactile Anti Pinch Sensor and Drag
Detection systems.
They are tailored to meet the require-
ments of rail and bus transportation and
always perform to a standard higher
than is legally required.
Interested?
info.ulm@mayser.de
www.mayser-sicherheitstechnik.de
Visit us at
InnoTrans 2014
23-26 September,
Hall 3.1/517
R
Speakers’ Corner located in Halls 14.2 and 15.2. The Speakers’ Corner is accessible for all
trade visitors and free-of-charge.
10th anniversary editionThis year marks the 10th anniversary edition of InnoTrans. Launched in Berlin in 1996, the
first event witnessed 172 exhibitors and from the start reported continuous and above-
average growth in all the main areas, i.e. exhibitor and visitor attendance, floor space and
international participation.
In 2000, this trade fair – which takes place every other year on the Berlin Exhibition
Grounds – had already acquired the status of a leading international trade fair for
transport technology.
From the very start the trade fair’s concept focused on showcasing public transport
technology and on an outdoor display area. In 1996, rolling stock exhibits were still being
displayed at the goods station in Wilmersdorf, 8km away from the grounds. Messe Berlin
had the foresight to invest in its own rail track site and when the second InnoTrans opened
in 1998 a railway loop stood ready to accommodate the rolling stock on the exhibition
grounds – a milestone in the evolution of InnoTrans. Bit-by-bit the rail track site grew to its
eventual size and now measures 3,500m in length.
SHOW PREVIEW: INNOTRANS 2014
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Smart traffic sensors help alleviate city congestion in Moscow
With up to six million cars, Moscow is among the largest and rapidly growing urban centres inEurope, and ranked number one in a congestion index of the world’s major cities.
Tasked with reducing traffic jams by 20%, city authorities created ITS Moscow whodeveloped an Intelligent Transport System (ITS). An important part of the ITS programme is thecreation of smart intersections.
Three-thousand FLIR Systems TrafiCam x-stream vehicle presence sensors have beeninstalled at 750 signal-controlled road junctions. By detecting waiting and approaching vehicles,these intelligent all-in-one cameras optimise traffic signal timings, cutting down waiting times.
A reliable alternative to inductive loops, the TrafiCam x-stream vehicle presence sensorcombines a CMOS camera and video detector in one single unit. Using detection outputs or IPprotocol, vehicle presence information is transmitted to the traffic controller so that signal timingcan be adjusted dynamically. The FLIR TrafiCam series allows traffic operators to position andverify the vehicle presence detection zones. Since these zones are displayed on a video image, theycan easily be repositioned in case of changing traffic situations.
“A pilot project with TrafiCam x-stream sensors was carried out in Moscow in 2012,” saysArtem Kryvobok, International Business Development Manager at FLIR Systems. “Afterthorough evaluation, they were rated as the best solution, providing good detection results, even inthe heavily polluted conditions of Moscow.”
TrafiCam x-stream is an IP-addressable device that provides MPEG-4 or H.264 colourstreaming video at full frame rate to the control centre for general intersection surveillance. A user-friendly web interface allows the control room operators to manage their video sources online.
Visit FLIR at InnoTrans 2014 in Hall 7.1a, Stand 208. www.flir.com
TrafiCam x-stream manages to provide good detection results, even in the heavily polluted conditions of Moscow
In 2000, the launch of the InnoTrans
Convention heralded the arrival of a
supporting programme of events. The
result was a set-up which combined three
elements and remains successful to this day:
the trade fair, the rail track exhibition and the
InnoTrans Convention.
Fine-tuning the trade fair concept has
continued. In 2006, for the first time,
InnoTrans featured five segments with
exhibits representing every important field in
the public transport sector. To this day they
include Railway Technology and Railway
Infrastructure, Public Transport, Interiors and
Tunnel Construction.
InnoTrans 2014 offers a range of services to help you prepare your visitGood preparations go a long way to
ensuring your success at the trade fair.
That is why InnoTrans 2014 is offering a
range of services aimed at helping
exhibitors and visitors prepare their visit.
At the newly-created ‘web shop’, for
example, exhibitors can order all the
products and services they need for
organising their presence at the event.
Everything from stand construction services
to a Wi-Fi account can be ordered online at
www.innotrans.com/webshop .
Even before the trade fair begins you
can use the InnoTrans Virtual Market
Place (VMP) to search for the right busi-
ness partners, make appointments, or
find out about rail industry jobs around the world. VMP informa-
tion about exhibitors and their products is available around the
clock at www.virtualmarket.innotrans.com . Exhibitors can make
use of an InnoTrans banner in their emails, which they can create,
to advertise their hall presence in a professional manner. Visit
www.innotrans.com/emailbanner to set-up your own banner with hall
and stand numbers using only a few steps.
Easy rail travel arrangements for your visit to InnoTransInnoTrans offers a wide range of services in order to assist exhibitors and
trade visitors with travel and accommodation. They include Deutsche
Bahn and Lufthansa fares at special rates as well as favourably-priced
accommodation from agencies cooperating with InnoTrans.
Bookings can also be made for a travel package that includes a
return fare, overnight accommodation and an unlimited ticket
to InnoTrans 2014. For more details, visit www.innotrans.com/
HotelAndTravelService.
Enjoy InnoTrans the Bavarian way!Bavarian specialities await visitors to the ‘Oktoberfest’ beer tent at
InnoTrans 2014. The menu includes ‘schweinshaxe’ (knuckle of port),
‘brezn’ (pretzels) and ‘kaiserschmarrn’ (raisin pancake), as well as the
famous beer brewed by the Munich Hofbräu-Brauerei. Exhibitors at
InnoTrans can book their exclusive table in the ‘Oktoberfest’ beer tent
at info@dhc-catering.de.
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ICA helps you manage your ticketing system with greater simplicity
ICA has obviously been listening closely to those responsibleat public transport companies and associations in recent years.ICA has understood and has acted: “If the challenges facingticket management should become even more complex, weare to ensure easier handling with our integrated systems. If costs rise, we need to contribute to increased profitability. Ifeven more players need to be satisfied, we create even moreefficiency”, said Heinz Sander, the CEO of the market-leaderin the ticketing system segment from Dortmund, Germany.
ICA is consistently advancing the development with thenew DUALIS Dimas background system. More speed. Morepossibilities. More teamwork. More performance. More integration direct into the partners’ systems.
One example is the new monitoring functions: all of theindividual events are presented by the ticketing machine in the form of a tabular summary. This can also be called up from
a tablet computer. The new ‘inventory administration’ nowprovides for an effective planning of the preventativeservicing tasks and with the new ‘order management’, thestaff concerned are able to optimise their service assignmentsand protocol their work in detail.
Not only does the new ICA DUALIS 2000 TSI 2.0machine offer a noticeably enhanced operating comfort, it alsohas features against vandalism that are considerablyimproved. The new dynamic passenger display also providesthis machine with quite a practical topping.
Experience more profitability and service in connectionwith ticketing systems; visit ICA at InnoTrans 2014 in Hall 2.1, Stand 212.
www.ica.deThe new ICA DUALIS2000 TSI 2.0 machine
Many conferences and meetings will be held during InnoTrans 2014
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Numerous panel discussions on
the subject ofmobility both now
and in the future willbe taking place at
the InnoTransConvention
Kummler+Matter Ltd.
Hohlstrasse 176, CH-8026 Zurich
Tel. +41 44 247 47 47
Fax +41 44 247 47 77
kuma@kuma.ch, www.kuma.ch
We are your competent, reliable partner for:
We keep traffic flowing
Come and visit us at InnoTrans and see „live“ our fascinating products
and services or contact us for a non-committal offer!
InnoTrans
2014
Hall 26
Booth 221
Contact wire measurement technology
De-icing technology for overhead contact wires
Planning, material, construction, maintenance
Customer training
Development and construction
of overhead contact lines for
railways, trams and trolleybuses
Event detailsBetween 23 and 26 September 2014 is the InnoTrans 2014 Trade Fair.
On 27 and 28 September 2014, the tracks and outdoor display areas
are open to the public.
Opening HoursTrade Fair: 9:00 a.m. – 6:00 p.m.
Public Days: 10:00 a.m. – 6:00 p.m. (only tracks and outdoor displays)
Entrances■ Entrance North (Hammarskjöldplatz)
■ Entrance South (Jafféstraße)
■ Entrance East (On-site registration)
■ Entrance Hall 7
■ Entrance Hall 9 (On-site registration)
■ Entrances CityCube Berlin
Public Transport■ S-Bahn: S75, Messe Süd
■ S-Bahn: S41, S42, S46 Messe Nord/ICC
■ S-Bahn: S3, S41, S42, S5, S7, S75 Westkreuz
■ Metro: Theodor-Heuss-Platz, Kaiserdamm
■ Bus: M49, X34, X49,104,139 Messedamm/ZOB/ICC
Tickets■ Day Ticket: online = €40.00; on-site = €60.00
■ Permanent Ticketing: online = €60.00; on-site = €80.00
Tickets are valid on local public transport for the fare zones
Berlin ABC.
SHOW PREVIEW: INNOTRANS 2014
GIRO celebrates 35 years of improvingpublic transport efficiency
Keeping costs down while ensuring quality services is a major challenge inthe passenger transportation industry.
Ever since 1979, GIRO has been providing integrated softwaresolutions to help passenger transport operators better manage and optimisetheir operations. What began as a university research project is now aglobally recognised company employing 300 skilled I.T. professionalswhose software solutions are deployed in more than 300 sites around theworld from Melbourne to Los Angeles.
The solutions, backed by GIRO’s 35 years of expertise, include theHASTUS-Rail suite for passenger rail, which enables improved planning,scheduling, daily management, customer information and data analysis ofmetro, tram and passenger train operations – whether in urban, commuter,regional or national contexts. Schedulers rely on HASTUS-Rail to definetemporary circulation restrictions on track networks and manage trackunavailability due to maintenance. They can evaluate virtually limitlesssimulation scenarios for potential solutions. Up-to-date information alsoenables dispatchers to react quickly to maintain service levels when facedwith unplanned events and employee sick days.
What’s more, transport organisations can consider crew preferenceswhen building schedules and assigning work. HASTUS-Rail provides not only powerful tools to raise productivity and save cost and time, but solutions to boost overall staff satisfaction and provide a better passenger experience.
Today, as throughout the last 35 years, GIRO’s flexibility, advancedalgorithms, continuous product evolution and exceptional customer supportcontinue to make its software solutions the industry benchmarks.
Visit GIRO at InnoTrans 2014 in Hall 2.1, Stand 101. www.giro.caDate: 23-26 September 2014 Location: Berlin, Germany
Website: www.innotrans.de
All change for Metro to benefitfuture generations
Metro is an iconic part of everyday life in our region. When the system
was built in the late-1970s it was a brilliant feat of urban transport
planning and a triumph for local politicians, who successfully persuaded
the Government of the day to finance the project. Metro began carrying
passengers in the summer of 1980, with the original network complete
in 1984, and new lines added in 1991 and 2002. By 2005 it was clear
that the Metro system was in need of fresh investment. A successful
business case was presented to UK Government ministers and by
2010 the Department for Transport (DfT) agreed a £350 million
funding package for the wholesale renewal of the system over 11 years,
with a contribution from local authorities bringing the scheme up to
£389 million. The ‘Metro: all change’ modernisation programme was
born. Alongside the infrastructure modernisation, the programme
includes refurbishment of trains and stations to modern standards of
accessibility and amenity, and replacement of life-expired lifts,
escalators and canopies.
The importance of the programme cannot be underestimated.
Metro carries 37 million passengers a year. The benefit-cost ratio of
investment is about eight to one – a £2.5 billion return on £389 million
– compared to the economic impact of Metro declining, leading to
shrinking travel to work areas, 10,000 fewer visits into the city of
Newcastle daily. Metro ensures that 15 million car journeys are taken off
the region’s roads every year, which reduces congestion. Metro is vital
for getting people to places of work and leisure. The aim of the project
that we are undertaking is to ensure that Metro is around for the benefit
of future generations.
Rapid and efficient progressA great deal of progress has been made with the modernisation work
since we started the programme. The period from April 2010 to January
2014 has seen £144 million invested across 113 completed projects and
81 are now live, in line with planned output. We are nearly half way
The Tyne and Wear Metro is the busiest light-rail system in the UK outside of London, carrying 37 millionpassengers a year through five districts, including the cities of Newcastle upon Tyne and Sunderland. With 60 stations, and a total route length of 77km, Metro is a major part of the public transport network inNorth East England. Nexus, the public body which owns the Metro system, is into the fifth year of a
£389 million modernisation programme. Director of Rail and Infrastructure of Nexus, Raymond Johnstone, gaveus an update on the project.
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through the track replacement programme, with
24km out of the 60km successfully completed.
Twelve of the 60 stations on Metro have been
modernised, with new seating, lighting and improved
standards of accessibility. We have replaced
14 escalators, six passenger lifts, installed 225 new
ticket machines and refurbished 57 of the Metrocars
from a fleet totalling 90. The UK Government has set
stringent targets, with funding after Year Three
conditional on efficient delivery. The first audit
milestone, covering 2010-13, saw the DfT approve
100% funding of £93 million for 2013-16, including a
15% conditional element.
Large-scale track replacement workBy far the biggest challenge over the last four years
has been planning and replacing the track while
keeping as much of the system running as we
possibly can. By 2005 we knew that the 60km of
infrastructure was at growing risk of failure – the legacy of a long period
without a strategic approach to asset renewal. Unstressed track
mounted on wooden sleepers was vulnerable to misalignment; poor
drainage meant key sections were prone to flooding, and serious
failures due to subsidence and embankment collapse had happened
twice and risked re-occurring.
Major line closures have been utilised for the ‘big ticket’ track
replacement projects, new junctions and structures. Since 2010 we have
carried out four major closures. A 27-day line closure in August 2013
was the biggest engineering programme on Metro since the system
was built in the mid-1970s and involved the replacement of 6km of track
and track bed on the busiest part of the system in Newcastle, between
Haymarket and South Gosforth. We laid 560 tonnes of new rail and
7,000 sleepers. This is a section of line that sees 30,000 passenger
journeys each day, 450 train movements
and a service every three minutes in
peak periods. A further 5.5km of track
was successfully replaced on Metro’s
coastal route between Tynemouth and
Wallsend during two major closures in
2011 and 2012.
As a permanent way framework
contractor, Balfour Beatty Rail has
completed most of the major track
replacement work on behalf of Nexus.
One of the key logistical challenges for
the Balfour Beatty Rail team was the fact
there was only one crossover within the
limits of the blockade (2012 blockade
between Tynemouth and Wallsend), which severely restricted the
movement of plant and materials around the various work sites. This led
to the introduction of a Non-Intrusive Crossover System (NICS).
The system, which was developed by NICS Ltd, provides a simple,
robust, cost-effective solution to installing temporary crossovers
without the need to cut into the existing track. It lifts the train up by
48mm, supporting its weight while turning it round from the parent
track, crossing it onto the other track and guiding it back to the correct
alignment before lowering it onto the other track. The system was
installed without impacting on the existing tracks or signalling and can
remain in situ (locked when out of use) when the lines are open.
“This was the only way we could see, economically and practically,
of achieving the output required within the timescales available,”
Balfour Beatty Rail’s Project Manager, Mark Wood explained.
The implementation of NICS on the major line closure not only
facilitated more efficient use of engineering trains and plant but also
allowed the renewal of both tracks within one blockade, obviating the
The new tamping machine – with left-right: Director of Finance and Resources for Nexus John Fenwick, Head of Maintenance Delivery Phil Kirkland and Director of Rail and Infrastructure Raymond Johnstone
Major modernisation work includes upgrading tracks and track beds
Alongside theinfrastructure
modernisation, theprogramme includes
refurbishment oftrains and stations
to modern standardsof accessibility
need for another closure at the same location the
following year, with additional station closures.
New-look stationsAfter infrastructure, station modernisation work is a
big part of our investment programme. We are
determined to ensure that we improve accessibility
on Metro to an even higher standard, while also
providing our customers with brighter, cleaner and
more secure station facilities.
A total of 12 Metro stations have so far
undergone refurbishment work since 2010. In some
cases stations have been completely rebuilt, while
others have had the existing structures remodelled.
All of our stations are being rebranded in line with a
new, more modern Metro colour scheme, matching
that of our new-look trains.
Suburban stations are getting new
vitreous enamel panels and new way
finding signage, along with new seating
and improved lighting. Double height
hand rails, tactile paving, colour variation
floor tiling and anti-slip surfacing will
dramatically improve access for pass -
engers with reduced mobility. Some of our
suburban stations will have had passenger
lifts replaced, while others, which
previously had ramped access, will get new
lifts installed for the first time.
Major city centre stations, most of
which are sub-surface, will undergo more
extensive modernisation. Our busiest
station is Monument Metro station in the centre of Newcastle, which is
used by 10 million passengers a year and is one of the top 10 busiest UK
train stations outside the London area. Monument is scheduled to be
modernised later in the programme, in 2019. The blueprint for this
project is the major rebuild that was carried out at Haymarket
Metro station, also in Newcastle city centre, in 2007, which was
completed in 2010.
This £20 million flagship project, which was funded privately, saw
the station structure completely rebuilt above ground and
underground, improving passengers’ services with new escalator
access, better information and a bright new image. The development
allowed for a complete re-design of an underground Metro station that
is serving as the blueprint for future modernisation. The Haymarket
project created 10,000ft2 of new retail space and 40,000ft2 of office
space in the heart of Newcastle, transforming an under-exploited city
centre station site. Nexus places great importance in the commissioning
of new permanent public art within the public transport environment,
and the developer made an equal commitment, funding new work for
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Metro: all change modernisationThe Metro: all change modernisation programme began in 2010 when theGovernment agreed to £389 million of funding for the modernisation of the 34 year-old Tyne and Wear Metro system.
Progress so far in numbers:Stations modernised: 12Trains refurbished: 57New track: 24kmNew cable and ducting routes: 25kmBridges modernised: 20New escalators: 14New lifts: 6New train wash fitted at the Metro Depot: 1Installation of new smart ticket machines: 225New automatic gatelines at key stations: 11
Investment breaks down as:Structures: £26 million (of £63 million
forecast to 2021)Track and overhead line: £36 million (£94 million)Stations: £20 million (£57 million)Signalling and telecoms: £17 million (£61 million)Equipment and plant: £4 million (£7 million)Mechanical, electrical and power: £8 million (£17 million)Metrocars: £19 million (£30 million)Fare collection: £2 million (£2 million)
Fourteen new escalators have already been installed as part of the moderisationprogramme. This escalator is at Haymarket station
An artist impression of what Central station will look like once complete
The aim of theproject that we are
undertaking is toensure that Metro is
around for thebenefit of future
generations
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Haymarket within the project. Canon, by the
internationally-recognised artist Lothar
Goetz, features bands of colour circling
round the tunnel walls, highlighting the
architectural form and giving the station a
unique, instantly-appealing and strik-
ing appearance.
The other major station rebuild over the
last four years is at North Shields Metro
station in North Tyneside. Nexus completed
this multi-million pound redevelopment,
which is used by two million passengers a
year, in 2012. The work has involved
completely rebuilding the station con-
course, giving it a bigger and better
concourse building, lifts to the platforms for
the first time and an eye-catching new-
look with ‘floating wave’ canopies above
the platforms.
Train fleet refurbishmentWe have earmarked £30 million for the
complete refurbishment of our fleet of trains, a project delivered for us
through Deutsche Bahn – the concessionaire which operates trains and
stations on our behalf. This year the fleet refurbishment programme
reached the halfway mark, with the project on schedule to be finished
by May 2015.
Extensive refurbishment work has
been completed on a total of 57 Metro -
cars, which are now back in service, with a
further 29 set to be ready by 2015. The
work has seen the existing Metro fleet
undergo numerous updates and improve -
ments, providing passengers with a
brighter and more comfortable journey.
Investment in rail maintenance vehiclesWe have invested £2.3 million in a new
track tamping vehicle, which was supplied by Plasser and Theurer,
based in Linz in Austria. The vehicle, which is known as an on-track
tamping machine, will be primarily used to sustain track geometry levels
and alignment in accordance with UK rail industry standards.
This investment ensures that we have the best equipment money
can buy in order to maintain our tracks for many years to come.
What we have bought is the very latest and one of the very best
rail maintenance vehicles on the market. This is a key part of our
£389 million Metro: all change modernisation programme as it goes
forward this year.
The tamping machine replaces our existing maintenance vehicle. It
is capable of getting through a lot more work and to a much higher
specification. The machine is a UK leader, being the first main line
specification machine designed to fit on a metro system.
Head of Maintenance Delivery for Nexus, Phil Kirkland, said:
“We’re very much looking forward to getting this new vehicle into use
on our very busy Metro maintenance and modernisation programme.
There are a lot more systems on this new tamper that make it more
accurate and more cost-effective for us in the long-term.”
The hard work continuesWe have achieved so much over the past four and a half years and
everyone at Nexus can feel rightly proud of how far we’ve come.
The UK Government has recognised this enduring success story
through its continued commitment to what is now the biggest
investment and engineering programme in Metro’s history. It is with
great pride that we can look back on all of the projects we have
completed so far, and we look forward to the years ahead with
excitement. North East England was the birthplace of the railways and
we are honoured to operate over some of the very earliest alignments.
These routes are embedded in the community, and we must never
forget that as we take forward our ambitious modernisation
programme over the next six years. The hard work will carry on.
Further Reading…In Eurotransport Issue 6 2014 (December 2014), we will feature an articlefrom DB Regio Tyne and Wear (DBTW) – the operations contractor for theTyne and Wear Metro – which will cover details of Nexus’ £30 million fleetrefurbishment as part of the modernisation programme. To guarantee youreceive the issue and learn more about Nexus’ commitment toimprovements, become a subscriber to Eurotransport by visitingwww.eurotransportmagazine.com or contact Karen Hutchinson via email atkhutchinson@russellpublishing.com.
Raymond Johnstone is the Director of Rail and Infra -structure for Nexus – the Passenger Transport Executivefor Tyne and Wear which owns and manages Metro.Raymond joined Nexus in September 2009 as RailDirector, before joining the Executive Board in 2013.Raymond has a 35-year career in the UK railway industryhaving previously worked in managerial roles for BritishRail, ScotRail and Network Rail.
The Metro network covers a total route length of 77km
We have earmarked
£30 million for the complete
refurbishment of ourfleet of trains
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Scandinavia’s tramsare rolling againThe Nordic countries have a unique blend of different and ambitious strategies to increase the market share ofpublic transport by making it even more competitive, attractive and efficient. One common strategy is trams,writes Lars Nordstrand – Chairman of Keolis Nordic AB.
The major cities of Norway and Sweden are amongst the fastest
growing cities in Europe. Their ambition is to cope with their growing
transport needs with public transport, and not allow the market share of
private cars to increase any further.
The ‘X2’ initiative, starting in Sweden and then expanding into
UITP-level, placed the spotlight on increasing the market share of
public transport but also on working together among all stakeholders.
The four Nordic capitals are constantly benchmarking internally and
internationally improving their own models.
Generally speaking, deregulation of public transport has increased
in Sweden. In 2012, the market was opened to private operators to
increase competition, improve quality and increase the supply of public
transport. Norway and Denmark have not gone as far as Sweden in
deregulation, and Finland even less so. However, in all countries, new
tenders and new business models are being tried and improved.
Tram revivalAs in many other European cities, tram systems in the Nordics were
abolished some 50 years ago. Only a few major systems survived
including Bergen, Oslo, Gothenburg, Helsinki, Norrköping and partly
Stockholm. These systems are constantly being modernised and
are all expanding.
The revival in trams we are seeing today is due to a combination of
environmental concerns and ambition, city centre renewal and
capacity restraints in existing public transport systems and the drive to
meet the X2 targets. Approximately
18 cities are planning to revive or build
tram networks.
The first modern tram launched in
the Nordics was ‘Bybanen’ in Bergen, the
second biggest city in Norway, which
started operations in 2010. Keolis and
Fjord1 Partner (now Keolis Norge) have
operated the Bergen light-rail network
since its launch. This is an excellent
example of a fast-growing city with local
environmental issues giving priority to
public transport. Keolis is the proud
operator of this Scandinavian showcase.
Denmark is planning four new major
‘Letbane’ (Danish for light-rail) systems.
Three of these (Aarhus, Copenhagen and Odense) are in progress and
are financed jointly by the state, regional and local authorities. Norway
is expanding the ambitious Oslo ‘Trikk’ (local for tram) and planning for
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The first modern tram
launched in theNordics was
‘Bybanen’ in Bergen,the second biggest
city in Norway, whichstarted operations
in 2010
a few new systems, based on positive signals from
the new government. Finland is doing the same,
expanding the successful Helsinki Raitioliikenne (local
for tram) and planning for greenfield projects in
Tampere and Turku.
Over in Sweden, approximately 120km of new
tram lines are planned for the next 10 years, with
cities like Uppsala, Malmö, Lund and Helsingborg to
take the lead. These are all ambitious projects with
various political visions and targets.
Global light-rail experienceKeolis has a unique experience of plann ing,
launching, operating and developing modern light-
rail systems around the globe. Over the last 18 years,
Keolis has launched 13 light-rail operations in five
different countries, all of which were delivered
on schedule. Today it is the world’s leading operator
of light-rail systems. French cities like Le Mans,
Lyon, Dijon, Lille, Bordeaux and Tours (which
inaugurated its first tram last August) are excellent
showcases when looking for value for money and
attractiveness.
Every system is carefully adapted to local
conditions and history together with local stake -
holders, using international best-practice. The Bergen managers, for
instance, gained their education and opera tional input from colleagues
in Le Mans because of their experience and excellent safety culture.
Bergen’s safety record is remarkable; passenger satisfaction is
constantly between 97% and 100%.
Financial constraintsIn all Nordic countries the investment in tram systems calls for both
national, regional and local support and contribution. In Denmark, the
state makes a substantial part of the investment, sharing it with regional
and municipal bodies. The regional and local entities pay only the
operating costs. Ticket revenues also stay at the local and regional level.
The Aarhus project and the new Copenhagen transversal tram line have
been defined by this process and work has started. The city of Odense
is to follow soon.
Norway is preparing a similar process and is clearly supporting local
public transport ambitions to reduce car use and the environmental
impact. In Finland and Sweden, initiatives have been taken to
implement more transparent processes and to make the Swedish
national transport authority (Trafikverket)
take an active role in regulating and
supporting light-rail schemes. There is, for
example, no national regulation defining
the basic conditions and rules for Swedish
tram systems.
Financing models Faced with growing financial constraints,
public entities worldwide are looking for
various ways to finance tram projects,
and Scandinavia is no exception. As
mentioned before, basic investment
is normally granted by the state in
Scandinavia but there are several other
financial models which have tried
successfully in other parts of the world.
In Europe, both tram and rail schemes
increasingly receive financial support from stakeholders gaining from
land value increases due to public investment in infrastructure.
The expansions of the Stockholm and Copenhagen metro systems
will be co-financed this way. In France a local employers’ tax supports
local passenger transport.
In Nottingham (UK) a parking levy has been introduced on
businesses in the city centre to subsidise fares and help finance
new investment. In Norway, ‘Bompeng’ (local for road pricing)
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In Sweden,approximately
120km of new tramlines are planned for
the next 10 years,with cities like
Uppsala, Malmö,Lund and
Helsingborg to takethe lead
The first modern tram launched in the Nordics was ‘Bybanen’ in Bergen, the second biggestcity in Norway, which started operations in 2010
In the city of Gold Coast in Australia, the GoldLinq consortium (which included Keolis) was awarded a PPP concession for a 12.2km-long line that was brought into service in July 2014
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revenue is spent on improving road and rail
public transport. Also, local initiatives like the
Bergen Bybanen are partly financed by
the local Bompeng.
Complex but worth it Another financing model is the Private Public
Partnership (PPP). PPPs are complex but they
bring together the necessary competencies
and experience to realise a project within
time and cost limits.
Keolis has been involved in several PPP
schemes. For example, in Nottingham (UK) in
December 2011, Keolis – as a member of the
Tramlink Nottingham consortium – entered
into a PPP contract for 22.5 years to operate,
maintain and extend the Nottingham tram
system. The 17.5km-long extension will
come into service by the beginning of 2015.
In May 2014, as part of the GrandLinq
consortium, Keolis was chosen to operate
and maintain a new light-rail system in the
Region of Waterloo (Ontario, Canada) for 30 years. Keolis will also be
involved during the three-year design and construction phase.
Construction work on the 19km system will start in autumn 2014 and is
scheduled for completion in 2017.
At the other end of the planet, in the city of Gold Coast in Australia,
the GoldLinQ consortium, which includes Keolis, was awarded a PPP
concession contract for 15 years by the State of Queensland in 2011.
Operation and maintenance will be carried out by the KDR-Gold Coast,
a joint venture between Keolis (with a majority shareholding) and its
Australian partner Downer-EDI. The 12.2km-long line was brought into
service in July 2014.
The benefits of early operator involvementEarly inclusion of the operator can be important to ensuring the
success of a new network for investors and passengers alike. Including
the operator in the planning and design of a new or existing system
brings long-term efficiency. New infrastructure must be designed to be
sustainable because the system will be used for 60 or 70 years.
Not including experience from passengers and operators and their
staff during the design phase can lead to unnecessary costs
and disruptions.
More and more, Keolis is being asked
to get involved in projects early on, such as
on the new Hyderabad (India) metro
project where it was asked to provide
engineering services a full three-and-a-half
years before the start of operations.
With decades of network operations
and maintenance experience, Keolis is able
to make significant contributions during
the critical early stages of development.
By doing so, it is helping to protect and
optimise investments. And by putting its
‘think like a passenger’ strategy at
the heart of the projects, Keolis is making
sure it will deliver the best passenger
experience – particularly in terms of accessibility, passenger information
and above all, safety, which is the primary concern of the operator.
Lars Nordstrand joined Keolis in November 2008 asChairman of Keolis Nordic AB and its subsidiaries – Keolis Sverige AB, Commuter Security Group AB andFjord1 Partner (Norway). Since 2013, Lars has also beenthe Chairman of the Board of Keolis Danmark. Between2000 and 2008, Lars was the Traffic Director and Head ofthe Traffic Unit of AB Storstockholms Lokaltrafik (SL) – the Public Transport Authority of the capital of Sweden
and also a Member of the Board of Directors. He was also working as adeputy MD and Chairman of the crisis committee. Lars has a 20-yearbackground in community planning in various parts of Sweden. As thePlanning Director of a 100,000 inhabitant community in the Stockholmregion, Lars managed co-ordination of all activities including major projectsand on-going day-to-day operations, e.g. energy provision, communications,education, care of the elderly, housing, and exploitation etc.
Still growingAlready well-established in the Nordic countries, Keolis is going evenfurther into these exciting markets.
In July 2014, City-Trafik – Keolis’ subsidiary in Denmark – signed ajoint venture agreement with Nettbuss Denmark (75% Keolis/25% Nettbuss). The new company will go under the name Keolis Danmarkand will have more than 1,500 employees and 450 buses. This joint venturewill reinforce Keolis’ position as Denmark’s second largest bus company.
Since 2002, Keolis has been present in Sweden, where it is also thesecond-largest bus operator. Its local subsidiary – Keolis Sverige – wasrecently chosen to continue operating the bus network in Stockholm Cityand Lidingo. The eight-year renewal will start in August 2014.
Keolis Sverige has the largest fleet in Europe running on alternativefuels with 1,900 buses. In Stockholm, it will operate 330 buses running onalternative fuels.
Keolis Sverige also took over the traffic in the two cities of Falun andBorlänge in Dalarna in June 2014. Keolis has 95 buses in the area, all ofwhich have been refurbished.
In all Nordiccountries the
investment in tramsystems calls for
both national,regional and local
support andcontribution
There are plans to extend the tram network in Helsinki, Finland
© K
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Bus Rapid TransitSUPPLEMENT
54 BRT ticks all the rightboxes for bus passengersGavin Booth, Director, Bus Users Scotland
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60 Brazilian BRT networkslead the wayArno Kerkhof, Head of the Bus Division, UITP
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66 Bus Rapid Transit: the flexible optionDoug Jack, Industry Consultant
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BRT ticks all the right boxes for bus passengers
Bus passengers quickly learned to appreciate the most basic bus
priority measures, where even a short length of bus lane brought clearly
obvious benefits, and where there was a strong commitment to bus
lanes and bus gates, passengers were quick to recognise how much
faster buses were going, passing queues of static cars. Surveys showed
that many of these frustrated private motorists moved to buses
when they recognised that a bus journey using bus lanes could be
quicker than a car, without the hassle and cost of parking.
So when bus priorities moved up a gear and local transport
authorities in the UK invested in dedicated busways, travel by bus
became even more attractive. The unguided 22km-long (14 miles)
Runcorn busway has been operating since the 1970s; Birmingham
experimented with guided busways in the 1980s and the extensive
east Leeds scheme in the 1990s showed what could be done on a
much greater scale.
The real push came at the start of this century when several
ambitious schemes emerged. Former railway alignments offered a
chance to provide interurban busways that could be built with minimum
Bus Rapid Transit (BRT) ticks all the right boxes for bus passengers. They get faster journeys that avoid many ofthe congestion hotspots, more predictable journey times, usually newer buses, and, typically, better bus stopinformation and infrastructure. And the levels of benefit increase in line with the level of BRT that is offered. Butthat is largely down to cost and how much the funders, local authorities in the main, sometimes with governmentsupport, can afford to spend, writes Gavin Booth – Director of Bus Users Scotland.
BUS RAPID TRANSIT S U P P L E M E N T
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BUS RAPID TRANSIT S U P P L E M E N T
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impact on other road users. The problem with railway alignments is that
there is often a vocal lobby that would prefer to see the solution in
railway terms. And this is where the hierarchy of priority for passengers
comes in. If money is no object then many will point to a rail-based
solution – a tramway or a railway – but in times of financial difficulty
busways offer a more economical solution, with the future possibility of
upgrading to a tramway if passenger numbers support this. The reality
is that a busway can achieve much of what a tramway can with the
added bonus of flexibility.
So, do busways work for passengers? The answer must be a
resounding ‘yes’. Do they need to be guided busways? The jury is
out on that.
My experience as a passenger on several busways on mainland
Europe suggests that the extra cost of providing the ‘track’ for a guided
busway is not always justified. Two contrasting busways in the
Netherlands, both unguided, show what can be done. In the city of
Utrecht more than 8km (5 miles) of busway
are provided on a very busy route linking
the city centre with hospitals and the
university, using double-articulated buses
for the loads they attract.
The other is the 30km-long (18 miles)
Zuidtangent busway that links Amsterdam
with Schiphol Airport and the town of
Haarlem using ‘normal’ roads at each end
but with a fast busway in between with
stops that are essentially stations of a type
more normally associated with tramways.
And there’s the rub – this is a busway
designed from the outset to become a
tramway if and when passenger numbers
stack up. It was built across open ground
and although at first it seemed to serving
few passengers, new housing and industrial units have steadily grown
up around the stations.
This approach – providing transport links before the houses are
built and businesses move in – means that people moving in have an
established fast service on their doorstep and some local authorities are
investing in this way to attract residents and businesses. In the Thames
Gateway area, near London, the Fastrack bus network uses bus lanes
and unguided bus-only roads to provide an attractive service and many
of the new-build houses there have built-in
‘next bus’ information.
Two of the latest schemes to open in the
UK are guided busways and at 25km-long
(16 miles) the Cambridgeshire Busway is the
longest in the world. It links Cambridge with
Huntingdon and St Ives and opened in 2011
after delays. It relieves traffic problems on
the A14 trunk road and provides a 32-minute
journey between St Ives and the centre of
Cambridge, much of it on the busway.
One problem that was identified when the
busway opened in 2011 was with ticket
machines on the guideway sections; pass -
engers are asked to buy their tickets on these
sections before boarding the bus, but there
were complaints about the difficulty some
passengers experienced with this, a problem
that seems to crop up when people are used
to paying a driver.
Next came the unguided 4.5km-long
(3 miles) Gosport-Fareham unguided
An Eclipse-branded bus on the Gosport–Fareham busway which displays obvious signs of its former life as a railway
Buses move easily from normal roads on to the guideway of the Luton–Dunstable busway
In times of financial difficulty
busways offer amore economicalsolution, with the
future possibility ofupgrading to a
tramway ifpassenger numbers
support this
busway, again using an old railway to avoid a busy trunk road, in this
case the A32. A Bus Users colleague who sampled it when it first started
was impressed by the purple Eclipse-branded buses and smart new bus
stops, but disappointed by the shabby bus station at Gosport, the
difficult-to-read next stop information and the indistinct audio
announcements. He felt that its leisurely journey was not quite living up
to the ‘rapid transit’ part of BRT.
The latest UK scheme is the 10km-long
(6.1 miles) Luton–Dunstable guided
busway, which has bus stops like small
stations and journey times between the
two towns have been more than halved,
thanks to the segregated busway, 75% of
which is concrete guideway.
There is no doubt that a segregated
busway can speed journeys dramatically,
offering bus passengers times that can
equal and often beat private cars. There is
inevitable investment in new buses – easy-
access, of course plus all the whistles
and bells like Wi-Fi access, leather
seats, and in-bus audio/visual next stop
announce ments. But there still seem to be
some areas where problems arise.
Poor-quality infrastructure, often on sections that are not on the
busway but are still on the busway routes, can negate the positive
image created by the busway section itself. Complex ticket machines on
stop platforms are a disincentive to new passengers. Unclear
information about which side of the busway passengers should use can
lead to confusion. Slow wanders off the busway on to car-choked
residential streets can destroy the illusion that this the future of
21st century bus travel.
But when it is done well – and in the UK it certainly can be –
passengers enjoy fast, smooth, comfortable point-to-point journeys
that are good enough to tempt motorists out of their cars.
The most impressive busway on mainland Europe is probably the
BusWay in the French city of Nantes. Other main routes in the city are
already operated by trams – Nantes was the pioneer of France’s new-
generation tramways – but the 7km-long (4.5 miles) Line 4 was built as
an unguided busway and offers up to 18 buses an hour with an end-to-
end journey time of less than 20 minutes. Seven of its 15 stations offer
Park & Ride facilities and these have proved so popular that some have
had to be extended. It is currently served by articulated buses, but if
passenger numbers continue to increase 24.5m-long double-artics are a
possibility, though it has clearly been designed as a tramway, and for
many this would be the preferred future for Line 4.
What is designated BRT elsewhere is BHLS in France – Bus with
High Level of Service. The infrastructure for the Nantes BusWay, which
opened in 2006, was €50 million, plus €9.2 million for the 20 natural gas
Mercedes-Benz articulated buses, resulting in a total cost per kilometre
of €3.6 million per mile – about a third as much as a tramway project.
But operating costs of about €3.6 per vehicle per kilometre were
reported in its early days, just a little less than the €3.9 for a tram line.
To politicians, the ‘sexy’ tram is often the preferred option, but
where finances are tight the busway is a very attractive alternative. In my
home city of Edinburgh, buses were withdrawn from a short length
(1 mile, 1.5km) of guided busway in 2009 to provide the trackbed for
the new Edinburgh tramway that opened in May 2014.
Busways may lack the glamour of a tramway, but when they are
sensibly planned and operated they offer passengers most of the same
advantages – fast point-to-point journeys that avoid congestion,
modern easy-access buses and a ride that is usually more comfortable
than many of the UK’s pot-holed streets. Even in these straitened times,
investment in busways makes a great deal of sense and bus users
deserve the improvements they can bring.
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The short length of busway in Edinburgh (left) was closed in 2009 to make way for the new tramway (right)
Gavin Booth is Director of Bus Users Scotland, part ofBus Users UK, the campaigning organisation thatchampions the interests of bus and coach passengers.Gavin has written extensively on the UK bus industry andafter a long career in marketing in the bus industry inScotland, he joined Bus Users UK.
There is no doubt that a
segregated buswaycan speed journeys
dramatically, offeringbus passengers times
that can equal and often beat
private cars
Euro Bus Expo has firmly established itself as a key date in
the European passenger transport sector’s calendar and is
one of the few occasions each year when the wider
industry gathers – including many overseas-based
suppliers and visitors – to see, hear and touch the latest
developments and to discuss and debate the likely trends
that will shape future passenger transport provision.
Our industry has an enviable record of innovation
across many facets such as improving accessibility,
attracting more passengers and enhancing their travelling
experience, delivering ever better environmental
performance and increasing the use of smart technology.
Visiting Euro Bus Expo is therefore a great way of keeping
up-to-date with everything that’s going on.
The ability to ‘feel the metal’ has always been one of
Euro Bus Expo’s great attractions and this year promises
to be no exception. With many leading manufacturers
and dealers taking, between them, over 10,000m2 of
vehicle space at the show, Hall 5 of the NEC will be
transformed into one giant showroom.
With Euro 6 now a reality, a visit to the show will
give a fantastic opportunity to run the rule over the
very latest bus and coach models from Europe
and beyond. The exhibitor list reads like an A-Z of
‘who’s who’ in our industry and if previous years are
anything to go by, many exhibitors will be using the
show to launch products and solutions or make other
significant announcements.
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The start of this year’s Euro Bus Expo is fast approaching and all the signs are pointing to a bumper edition of theUK’s leading trade show for the bus and coach industry. Held at the NEC in Birmingham (UK) on 4-6 November2014, the show’s organisers have revealed that all exhibitor space was totally sold out by the end of July 2014which means that Hall 5 of the trade show will host a total of more than 240 exhibitors over the three-day event.
Mobile Mark antenna solutions – keeping your world connected
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Technology moves quickly and Mobile Mark strives to be forward thinking– ensuring that the antennas we offer are ready for the next trend, marketdevelopment or emerging technology. Also, our engineering design team areavailable to offer assistance and advice with bespoke projects.
In order to address growing demand for our products, we have recentlyextended our manufacturing capabilities by relocating to larger premises inStaffordshire, UK.
What we offer…We support frequencies from 400MHz to 6GHz including technologies such asGSM, GPRS, 3G UMTS, LTE, GPS, Wi-Fi and RFID.
Our antennas are used in various applications including: vehicle trackingand fleet management; machine-to-machine; variable messaging signs; wirelesscommunications on public transport; motorway and tolling systems; smartstation infrastructure; and control room communications.
As wireless applications multiply, many users want to reduce the number ofinstallations per vehicle or building – Mobile Mark offer an innovative rangeincluding Multi-Band and MIMO antennas, allowing simultaneous operationson a variety of frequencies in a single housing. These are available with a choiceof mounting options, cable lengths and connector types.
Visit Mobile Mark at Euro Bus Expo 2014 in Hall 5 (Technology Section) Stand T.136. www.mobilemark.com
Euro Bus Expo has firmly
established itself asa key date in the European
passenger transportsector’s calendar
As well as being able to see first-hand a wide
spectrum of innovations from right across the
bus and coach business, many visitors will be keen
to hear the latest industry thinking and views
presented during the extensive seminar programme
that will be taking place as an integral part of
Euro Bus Expo 2014.
Over a three day period, the Environment Stage
will be shared by speakers from Greener Journeys,
the Low Carbon Partnership, Transport for London
(TfL) and Reading Buses, to name but a few.
In addition, a MasterClass Theatre – situated in
the Technology Zone of the show – will feature a
packed programme of activities on each of the three
days of the show. As well as keynote addresses from
Ian Morgan, Chairman of CPT (UK) and Leon Daniels,
Managing Director of Surface Transport of TfL, a
‘Tomorrow’s World’ panel session facilitated by
David Guest is bound to see some lively debate on
some of the issues that will shape the future of the
bus and coach industry.
“Speakers from a variety of organisations – such
as the Young Bus Managers Association, the
Association of Transport Coordinating Officers
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Take the guess-work out of oil management; leave it to Oilmaster
As the demand for public transport rises, so doesthe importance of making sure your bus fleet runsas efficiently as possible, with the most effectivemaintenance regime.
To assist fleet operations, Groeneveld’sOilmaster saves operators the cost of unnecessarytopping-up of the engine oil level, as well as thehassle of manually checking the engine oil, byautomatically monitoring the level and topping-upaccordingly. It can also help to avoid potentiallyhuge repair bills as a result of poor oil management.
Richard Hamper, Groeneveld’s UK SalesManager, said, “Using the Oilmaster system helps
create a more rigorous and diligent regime withinyour business. What we do is very simple. Everyengine has its optimum oil level. It doesn’t need tobe running at almost full. The Oilmaster unit willcheck with the sensor attached to the engine everytime the engine is started, if the oil level is still at theoptimum oil level as initially installed, the systemwill remain dormant.”
Richard explains further: “If the level is low,then a half-litre of new oil is pumped into themeasured chamber of the Oilmaster and then intothe top of the engine. The system will check eachtime the engine is turned on or off but will not pump
again until the engine has been at rest for at leastone hour. This keeps the engine running at aroundthe optimum level, ensuring that the oil level nevergets down towards minimum safe levels. Everymeasure and top-up is accurately logged, so thatoperators can tell exactly how much oil an engine isactually using.”
For more information, telephone +44 (0)1509600033 or visit Groeneveld at Euro Bus Expo2014 on Stand B.98.
www.groeneveld-group.com
Visitors to Euro Bus Expo 2014 will be able to see, hear and touch the latest developments
An extensive seminar programme will take place during Euro Bus Expo 2014
© M
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Euro Bus Expo 2014 will open its doors on 4 November 2014
Products You Can Depend On.
Every Cummins Euro 6 engine comes with a pedigree of over 90 years of engineering expertise. They are adapted for each application, benefiting the operator and the environment. The engines deliver the best possible performance, reliability and fuel consumption whilst meeting near-zero emissions levels. This makes Cummins your natural choice for Euro 6.
Visit www.cumminseuro6.com for more information.
Alwaysadapting
(ATCO), and the Royal Society for the
Prevention of Accidents (RoSPA) will also be
presenting in the MasterClass Theatre
as part of the free-to-attend learning
programme supported by DriveCam
throughout all three days of Euro Bus
Expo 2014.
The seminar and learning elements
of the show are always a popular and
well-attended part of the overall show
experi ence and this year’s programme is
stronger than ever. With every square foot of
exhibition space sold out, a visit to Euro Bus
Expo 2014 is again a fantastic opportunity
to see, hear and feel the industry pulse.
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www.eurotransportmagazine.com
Date: 4-6 November 2014 Location: Birmingham, UKWebsite: www.eurobusxpo.com
Cummins Euro 6 power improving fuel economy with VDLCummins Euro 6 engines are delivering significant fuel economyimprovements with VDL Bus & Coach across Europe. One-hundred-and-twenty VDL Citea SLF-120 Hybrid buses were supplied to De Lijn ofBelgium. These are hybrid buses powered by Cummins ISB4.5, with a start-stop system which switches off the engine at bus stops and whenever theyare at a standstill. They are able to drive off under purely electric power,generating no emissions and much lower noise with fuel savings of 30-35%.
The Berlin Transport Authority (BVG) ordered 236 VDL Citea busesfollowing intensive field tests. The lightweight buses are powered byCummins’ ISB6.7 Euro 6 engine and are achieving 20% better fuel economythan equivalent buses. This reduces running costs and equates to a reductionof approximately 18 tonnes of CO2 emissions per vehicle, per year.
Cummins’ Euro 6 ISB6.7 diesel engines are available up to 280 ps for buses and 310 ps for coaches, with a strong peak torque of 1100 Nm. The 4-cylinder ISB4.5 engine is available up to 210 ps, with an excellentpower-to-weight ratio and a strong peak torque of 760 Nm.
Visit Cummins at Euro Bus Expo 2014 on Stand G.90.
www.cumminseuro6.com
The latest vehicle technology will be on display during Euro Bus Expo 2014
Copy
right
: MAN
Tru
ck &
Bus
AG
With every square foot of
exhibition space soldout, a visit to Euro
Bus Expo 2014 isagain a fantastic
opportunity to see,hear and feel the
industry pulse
BRT systems are networks where buses circulate on a
network of exclusive lanes with special attributes, such
as multiple positions of stops at stations, the possibility
of overtaking, level boarding, universal accessibility,
capacitive vehicles, payment and control outside the
bus, good spaces at stations and information systems
for users and is integrated with land use policy in order
to substantially upgrade the bus system performance. Its benefits are
reflected in the fluidity and high average commercial speed of
operations, and therefore the quality of life of the customer, who now
has a transport mode that is more comfortable, reliable and efficient
and also cleaner and safer from an environmental standpoint.
The UITP has been holding its International Bus Conferences
since 1994 and will head to South America for the 8th edition on
5-7 November 2014. South America is a natural choice to host such an
event as it is a bus continent par excellence; a real
flagship of BRT expertise.
BRT technology was developed in Brazil and
according to EMBARQ there are 180 cities that employ
BRT systems worldwide.
Rio de Janeiro in Brazil was particularly enthusiastic
to host this event and it will put the city’s BRT system in
the international spotlight. Rio is an interesting example in that it has a
privately-run, non-subsidised bus system and it is one that we all in the
international sector will be particularly keen to learn more about.
This event will be the ideal opportunity not only to highlight the
importance of South American innovation to the global public
transport sector, but also to act as a platform and multiplier for the rest
of the continent.
In South America, urban passenger transportation on rubber
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Fortunately the theme of urban mobility has gained increasing prominence in discussions at all levels. For theInternational Association of Public Transport, UITP, knowledge management and studies related to Bus RapidTransit (BRT) systems has always been addressed as the main item of a positive agenda. UITP support for BRT schemes is justified because it is a mass transport alternative suitable to cities of all sizes, notably for its low-cost and shorter implementation time compared to other modes. For Eurotransport, Arno Kerkhof – Headof the UITP Bus Division – provides an overview of BRT developments in Brazil with Rio as a particular focus.
Brazilian BRT networkslead the way
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wheels is in a process of modernisation to
meet the needs of the population in an
increasingly efficient way. This process has
been occurring through the gradual
transformation of relations between the
business sector, governing bodies and
society (Public Transport Triangle), who
began to work together for the establish -
ment of infrastructure and services consistent
with the social and economic advances
achieved in the last two decades.
In the current context in Latin America,
users expect and demand a low cost service,
high reliability, and security that ensure
the daily participation in various activities
spread throughout the urban space. To meet
these increasingly complex demands, the
modern isa tion and transformation of public
transportation systems are directly associ -
ated with the use and improvement of knowledge and experience
accumulated by the public transport sector.
The UITP Bus Committee, created in 1960 as the international
committee for the study of buses, has been acquiring and sharing
day-to-day operational and technical knowledge from the field of city
bus operations and maintenance ever since. The Bus Committee is part
of UITP, and from 2000 to 2010, the Association’s global reach and
influence has grown due to the creation of a number of Regional
Divisions around the world, with now over 3,400 members in more
than 90 countries. With this regionalisation, many worldwide BRT
experiences and best-practices have been formed due to the pivotal
role of the UITP Latin America Division’s office based in São Paulo,
Brazil, and to information exchanged via the Bus Committee itself as
well as through successive International Bus Conferences (Brisbane
2004; Bogota 2007; Lyon 2010; and Istanbul 2012) and regional
workshops and seminars.
Back in 2007, the Growth Acceleration Programme, known locally
as PAC, was launched in Brazil, which targeted over USD 200 billion
of investment in housing, sanitation and infrastructure over a
three-year period. Initial estimates indicated that over USD 1 billion
would be invested in various public transport projects, such as the
expansion of rail-based systems in state capital cities (Belo Horizonte,
Fortaleza, Recife and Salvador) and a BRT corridor in São Paulo.
Under this programme, USD 836 million was allocated to the improve -
ment of public transport, equating to the construction of 149.5km
of built-infrastructure, which will provide for an additional
744,000 passengers per day.
In 2010, the federal government announced urban mobility
projects in the 12 host cities of the 2014 FIFA World Cup™.
These projects totalled over USD 3.1 billion of investment. Nine of the
12 cities have managed to implement 43 projects that were expected
to be operational before the end of the World Cup. The latest reports
indicate that 247km of infrastructure assets will be created, although
official sources cannot estimate the precise number of passengers that
will be transported on a daily basis at this stage.
As part of the second stage of the PAC, the federal government
issued a call for expressions of interest in 2010. Twenty-eight munici -
palities with over 700,000 inhabitants were selected to be part of PAC
2, which foresees the implementation of 43 projects due to receive over
USD 13 billion in funding over a four-year period. In many cases,
a precise budget specification and demand estimate are not available.
Currently, only seven projects have detailed budgeting, which totals
USD 1.2 billion in investments.
In 2012, the federal government launched the PAC 2 for Medium
Cities. This programme focused on municipalities with between
250,000 and 700,000 inhabitants. Fifty-nine municipalities were initially
selected to carry out 115 different projects. Initial estimates indicate
that USD 2.9 billion will be made available to finance these projects.
The stations of BRT networks are usually spacious adding to increased passenger satisfaction
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BRT routes operate on exclusive lanes
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● Multiband Antennas● Low Profile, Embedded &
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The most common project (49 out of 115) is the
implementation of dedicated bus lanes.
The implementation of BRT systems in Brazilian
cities is undoubtedly one of the most important steps
for urban passenger transportation to be really
efficient and in line with the expectations of the
population. Originally designed, tested, operated
and approved in Curitiba, Brazil, BRT systems have
become international benchmarks of high perform -
ance, quality and low-cost mass transpor tation.
Today, major cities in the world use the BRT concept
as the main mode of mass transport as the backbone
for sustainable urban development policies.
The Brazilian National Association of Urban
Transport Companies (NTU) which is the direct
representative of 600 bus companies in Brazil and a
member of the UITP Bus Committee, had the
opportunity to increasingly explore and advance in
the operation of BRT systems, which influenced the
urban mobility of much of the Brazilian population.
NTU has recently distributed a major publication aiming to
catalogue the various characteristics of BRT systems that are being
designed and built in 13 Brazilian cities. Through the contact with the
main individuals involved in the design, project, management and
implementation, NTU managed to successfully diagnose the current
stage of development of BRT systems in major Brazilian cities. It seeks
to discuss how the BRT concept has been adopted in order to examine
best-practice references and point out areas for improvements and
refinements. In particular, it seeks to describe: the context and
challenges; the basic design of BRT corridors; the physical-operational
characteristics; the environmental aspects; the physical design; and the
relationship with urban planning activities.
Table 1 (page 63) shows the BRT corridor projects in major
Brazilian cities.
BRT Networks in Rio: TransOeste and TransCarioca Rio de Janeiro is going through major structural changes in its
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BRT networks can be operated at high speeds
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public and road transportation systems, aiming to improve people’s
mobility and in order to equip the city for major events that have
already taken place and are still to come, especially the Rio Olympic
and Paralympic Games in 2016. Among those changes was the
implementation of the BRT transport system, consisting of four large
capacity bus corridors, interconnecting several neighbourhoods in the
city of Rio de Janeiro and enabling effective inter-modal integration
with the various modes of transport in the metropolitan region. The first
to be deployed was TransOeste which opened in 2012. In 2014, the
TransCarioca corridor, which connects the international airport of Rio de
Janeiro (Galeão) to Barra da Tijuca, came into operation, serving several
populous neighbourhoods of the north side of Rio and connecting with
the TransOeste. All lines are connected and monitored by one of the
most modern Operational Control Centres (OCC) in Brazil.
During this year’s UITP Bus Conference visits, delegates will be able
to see the OCC as well as the TransOeste and TransCarioca BRTs. UITP
members can access more details on Brazil’s public transport projects
through the Mobi+ electronic library.
The guiding theme of the 2014 International UITP Bus Conference
will be ‘Grow with Bus Public Transport,’ based on UITP’s campaign,
‘Grow with Public Transport’, with a fantastic programme oriented
around E-bus, BRT, operations, big events, safety and new
technologies. Alongside E-Bus and BRT operations we will be taking an
in-depth look at e-buses and bus line-electrification-strategies along
with electric propulsion solutions that will demonstrate the active role
public transport is taking in providing low-energy, environmentally-
friendly mobility solutions. Other sessions will look at operational
solutions and new and innovative technologies.
The UITP’s Bus Committee will meet in its plenary session on
7 November 2014 after the Conference as well as the UITP
Trolleybus Committee which will meet in São Paulo 9 and 10 November
2014. During the last UITP International Bus Conference in Istanbul in
2012, the Istanbul Bus Declaration was issued reinforcing the
importance of bus transport in achieving the UITP’s strategic objective
of doubling the market share of public transport worldwide by 2025.
It is too early to say what form the official announcement might take
this year, but stay tuned!
Sources and further reading:• Brazilian National Association of Urban Transport Companies – NTU (2013) BRT
Studies in Brazil: Technical Report / Brazilian National Association of 2nd edition;146 p. Brasília, Brazil; ISBN: 978-85-66881-03-5.
• EMBARQ (2014) www.brtdata.org• Improving urban public transport infrastructure and services in Brazil, André Dantas,
PTI N°2, 2014• ‘Current deployment of worldwide BRT systems’ – Eurotransport Volume 11 Issue 5
2013. Arno Kerkhof.
In 1996, Arno Kerkhof graduated as a Civil Engineer atthe Engineering University of Delft after having obtained aCertificate in Transport and Planning at the French ÉcoleNationale des Ponts and Chaussées in Paris (ENPC) in1995. He is currently working as Head of the UITP BusDivision and is directly in charge of all bus activitieswithin the Association, coordinating members’ work onthe Bus Committee, the Trolleybus Committee, its four
Technical and Operational Working Groups and the UITP Vehicles andEquipment Industry Committee and acts as Senior Trainer on a worldwidebasis in the development of the UITP training business. Since 2003, Arnohas been making several contributions to the UITP Bus of the Futurefunctional requirements catalogue, tender structure platform and fuelconsumption referential. He has acted as a conceiver and contributor of theEuropean Commission initiated large-scale R&D project EBSF and the COST Action on BHLS (the European BRT). Arno is the leading UITPrepresentative in the European projects dealing with bus systems. From 1996to 1998, he held the position of Project Manager at Grontmij (a Dutchengineering company), and from 1999 to 2003 he held the position of SafetyEngineer then Member of the Board of TCAR, Rouen’s Public Transportcompany and was responsible for light-rail (tunnel) infrastructure safety audits and international affairs for Connex (Vivendi Groupe), todaycalled Transdev.
BRT vehicles offer passengers comfort and reliability
Credit: Brazilian National Association of Urban Transport Companies (NTU)
Table 1: BRT corridor projects in major Brazilian cities
City State
Belo Horizonte State of Minas Gerais
Brasilia The Federal District
Campo Grande State of Mato Grosso do Sul
Cascavel State Of Paraná
Curitiba State of Paraná
Goiânia Goiás
Maringá State of Paraná
Porto Alegre State of Rio Grande do Sul
Recife State of Pernambuco
Rio de Janeiro State of Rio de Janeiro
Salvador State of Bahia
Uberlândia State of Minas Gerais
Vitória State of Espírito Santo
The origins of the IAA can be traced back to more than 100 years.
In 1897, eight motor vehicles were exhibited to the public at the Bristol
Hotel in Berlin. From these humble beginnings, a regular exhibition was
established that, due to its high visitor turnout, had to be separated into
an alternating exhibition of passenger cars and commercial vehicles in
1991. In odd-numbered years the IAA Cars is held in Frankfurt; even-
numbered years see the IAA Commercial Vehicles in Hannover.
The automotive world meets at the IAA Commercial Vehicles – it is
the world’s leading trade fair for mobility, transportation and logistics.
Its comprehensive innovations, exhibitors from several industries,
discussions and, last but not least, the expert visitor structure represent
a unique profile.
The IAA Commercial Vehicles is special because practically all the
suppliers are represented alongside the manufacturers. The IAA is
therefore the world’s only mobility fair which represents the entire
commercial vehicle industry along the whole value-added chain,
providing the best conditions for good business.
With its broad spectrum the IAA provides a comprehensive
overview of the international commercial vehicle industry, including:
■ Trucks and truck tractor
■ Light commercial vehicles
■ Buses
■ Special motor vehicles
■ Trailers, bodies and containers for vehicles and systems
■ Vehicle interior – fixtures and equipment
■ Parts and accessories
■ Transport logistics
■ Equipment used for servicing, repair and maintenance of products
■ Professional literature and periodicals
■ Organisations and corporations related to road motor vehicle
technology, motor vehicle traffic or transportation business
■ Model cars
■ Services
■ E-Mobility
■ Specialist events and special shows (e.g. test drives, vintage vehicles).
Statistics: visitors and exhibitors in 2012In 2012, the 64th International Motor Show for Commercial Vehicles
(IAA) featuring more world premieres, more exhibitors, a larger area
and more visitors than the previous event and proved to be a high-
energy show and a complete success. True to the slogan ‘Commercial
Vehicles – Driving the Future,’ the 2012 IAA fully met expectations by
showcasing the entire industry’s power of innovation as the world’s
largest trade show for mobility, transport and logistics.
With 1,904 exhibitors and 262,300 visitors, the 2012 IAA
dramatically exceeded expectations and compared to its previous year
The leading international trade fair for mobility, transportation and logistics – the IAA Commercial Vehicles show– returns in 2014 for its 65th edition in Hannover, Germany. Taking place between 25 September and 2 October2014, the event will open its doors to the automotive world and bring together comprehensive innovations,exhibitions and discussions.
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in 2010, it featured 9% more exhibitors and visitors. The 2012 IAA
featured the second highest participation and exhibition area since the
IAA Passenger Vehicle and Commercial Vehicle trade shows were
separated 20 years previous.
In light of the difficult economic situation in western and southern
Europe in the year leading up to the 2012 trade show, this result
deserves even more appreciation.
IAA set another record in 2012, with trade visitors accounting for
87% of all visitors. On the weekdays the proportion of trade visitors
even reached 92%. More than half of the exhibitors were extremely
pleased with the quality of the professional visitors.
Approximately 27% of trade visitors in 2012 were from outside of
Germany – a new record. In addition to guests from the rest of Europe,
one in five trade visitors hailed from Asia. The International Motor Show
for Commercial Vehicles (IAA) consolidated its reputation as the
forum for decision-makers, with 78% of trade visitors identifying them -
selves as decision-makers.
ExhibitorsIn 2012, the IAA show had never been more international, playing host
to exhibitors from 46 countries. Those from outside Germany
accounted for 55%. Compared to previous IAA shows, most foreign
exhibitors in 2012 were from China, followed by Turkey and Italy.
Website and social mediaAll relevant information such as show hours, hall plans and information
materials can be found on the new IAA website at www.iaa.de where it
is also possible to buy tickets before the show starts. Following the
successful launch in 2012, there will again be a free official app for
the 65th IAA Commercial Vehicles for iOS and Android this year too,
starting in mid-August 2014. In addition to the directory of exhibitors at
IAA 2014 with contact details, the app also offers a layout plan in the
form of a dynamic map with exhibitor stand data, a product search
function, detailed information on exhibitors and a bookmark function
noting exhibitors and events.
Information on all aspects of the commercial vehicle industry will be
shared at www.facebook.com/IAAMesse. With over 40,000 ‘Likes’, the
IAA’s Facebook site demonstrated last year that it is an important
source of information for all IAA fans.
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Date: 25 September – 2 October 2014 Location: Hannover, GermanyWebsite: ww.iaa.de
IAA 2014 will allow vehicle manufactures the opportunity to showcasetheir latest products and developments
Bus Rapid Transit: the flexible option
Standard city buses, whether solo or articulated, are cost effective, but
they suffer from traffic congestion. They can also play an important
secondary role – feeding rail stations and carrying passengers the final
mile or two to their homes. They are vital in less populated areas where
passenger demand does not justify rail systems.
There is a much lower cost solution to moving large numbers of
passengers on busy corridors. Bus Rapid Transit (BRT) systems
originated in Brazil more than 30 years ago. They are very popular in
South America, but they have since expanded to several others parts of
the world, including Europe and China.
The main requirement for a BRT system is a dedicated right-of-way,
separated from other traffic, enabling vehicles to achieve much faster
point-to-point journey times. Passengers can get on and off vehicles
at stations, using pre-paid ticketing systems, so that dwell times
are minimal. Frequencies are normally so high that timetables are
unnecessary. The ability to turn-up and travel is a great incentive.
There are two main vehicle concepts. In South America, there are
articulated and bi-articulated buses with high floors that are level with
covered station platforms. When the vehicle comes to a halt, its doors
open and metal plates on the vehicle fold down to form a bridge
between the vehicle and the platform, enabling easy access, even for a
passenger in a wheelchair.
Volvo pioneered BRT systems in Curitiba (Brazil), using vehicles with
their engines mounted horizontally under the floor in the front section.
This layout lends itself easily to towing one or two trailer sections,
connected by turntables. The engineering is not so complicated as
having a rear-mounted engine in an articulated bus, and, to the best of
my knowledge, it has never been achieved in a bi-articulated vehicle,
using only a diesel engine. It can be done with a diesel hybrid layout
with electric drive, usually to the second and third axles.
In Europe, and in most other parts of the world, BRT systems tend
to use low-floor vehicles that park alongside low platforms, again
All expert opinion predicts that an ever greater percentage of the world’s population will be living in urban areaswithin the next 18-20 years. In China alone, around 10 million people per annum move from the countryside torapidly-expanding cities, in search of employment. This rapid growth in urban population places heavy demandson public transport, and that pressure is bound to increase, writes Doug Jack, Industry Consultant. Rail systems,both overground and underground, are very expensive to build, but their attraction to passengers is the speedof journey times, compared with using congested roads. A lower cost alternative to rival rail networks, but stillcapable of moving large numbers of people, is Bus Rapid Transit (BRT) systems.
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facilitating easy entry and exit. There is the option of
optical guidance systems which can control the
steering and park a vehicle as close as 40mm to
the platform.
Towards the end of June 2014, VDA – the
German motor industry trade association – held an
International Press Workshop in the run-up towards
the major IAA Exhibition in Hanover at the end of
September 2014.
Several senior executives from the commercial
vehicle industry gave presentations, including
Hartmut Schick, Head of Daimler Buses. He
described BRT as a comfortable mobility solution
with lower costs. He said: “Passengers appreciate the
rapid transit, in particular on congested urban routes.
In addition, our direct customers like the impressively
rapid and inexpensive realisation of BRT systems.”
His company has supplied more than 250 articulated buses to the
Istanbul BRT network – the largest in Europe. The first 20km of routes
were implemented within one year, and the network had doubled in
less than three years. Daimler Buses has also supplied BRT vehicles to
several South American systems.
Hartmut Schick compared the costs of infrastructure invest-
ments. Taking a recent example of Bangkok, for the same price the
city could have 7km of subway, 14km of elevated railroad, 40km of a
light-rail system, or 426km of Bus Rapid Transit. That made BRT the
ideal solution for public transport in rapidly growing cities. It really is
a no-brainer!
The implementation of BRT systems requires political will and can
lead to unpopular decisions – for example, taking road space from
motorists and thereby making their journeys even more congested.
BRT systems have to be seen as part of overall urban planning and in
some cases, also national legislation, such as mandatory reduction in
carbon dioxide emission limits.
The decision to build the first BRT system in Curitiba is a good and
typical example. Thanks to the foresight of earlier planners, the city
already had wide avenues. They decided to install dedicated bus lanes
on these avenues and also legislated that the city would expand in a
linear fashion along those avenues.
Articulated and bi-articulated buses run on the BRT systems, with
frequencies as high as every 90 seconds. Even at the busiest periods,
a BRT vehicle will spend no more than 15-20 seconds at each station,
meaning that the next vehicle is almost always in sight.
Minibuses and standard city buses
connect with many of the stations, taking
passengers further into residential areas.
This is facilitated by single ticketing that
permits transfers between vehicles.
Although the city co-ordinates the
transport policy, the BRT vehicles are
operated by 10 private companies.
They are paid on the distance travelled,
not the number of passengers carried.
The payment system also enables the
operators to write the vehicles down over
a 10 year period, so that the fleet is always
being refreshed.
A more recent, but very impressive,
BRT system is Transmilenio in Bogotá, Colombia. On this extensive
network, there are sometimes two dedicated BRT lanes in each
direction, so that limited stop buses can pass those that are serving
every station.
For European BRT systems, Mercedes-Benz developed the
CapaCity model. At first glance, it looks like a standard articulated
Citaro bus, but it has a longer trailer section, with a fourth axle that
steers. There are 250 of them working in Istanbul, running on routes
that have either a dedicated right-of-way, or reserved bus lanes, for
instance crossing the first Bosphorus Bridge.
One of the busiest routes runs from near the main Ataturk
International Airport to the city centre. In Istanbul, the stations are
normally islands, serving vehicles on both sides, and reached from
The Mercedes-Benz CapaChassis with a longer twin-axle trailer section in Brazil
A Volvo BRT vehicle at a high platform on the pioneering Curitibasystem in Brazil
BRT systems tend to use low-
floor vehicles that park alongside low platforms,
facilitating easyentry and exit
overhead bridges, used by connecting local
buses and minibuses.
Most BRT systems use diesel-fuelled
buses, but there are a few that use hybrid
drive systems, including one that will soon
open in the Swedish city of Malmö, using
compressed natural gas fuelled engines.
The most exotic BRT vehicles in Europe
are made by Van Hool of Belgium. Their
futuristic Exqui.City was first launched in
Dubai in May 2011. It is available either
in articulated or bi-articulated form and is
designed for hybrid drive systems, or as an
all-electric trolleybus.
The Exqui.City is styled to look more like
a tram with similar front and rear end styling,
but the company is also willing to re-design
front and rear ends to meet specific
customer requirements. For instance, the
French city of Metz wanted a more squared-off front than the Van Hool
standard. These vehicles have a diesel engine mounted in the rear of
the third section and a hybrid drive system.
In another variation, Van Hool delivered 33 Exqui.City articulated
trolleybuses to TPG in Geneva. These have the second and third
axles driven, giving them excellent traction on hilly routes and in bad
weather conditions.
The French equivalent of Bus Rapid Transit is BHNS (Bus à Haut
Niveau de Service). Manufacturers like Iveco Bus, Mercedes-Benz and
Solaris all offer more distinctive variations of their city buses with
features like modified front ends, and other panels that disguise the
traditional boxy bus shape.
Iveco and Mercedes-Benz also offer the option of additional
windows located below the waistrail and/or glazing in the ceiling.
These features let more light into the vehicle. Other modifications
include up-market interiors, with wood-effect floors, stylish seating,
passenger information systems and Wi-Fi connectivity. While these
vehicles look more attractive than standard
buses, they do not always enjoy the other
benefits of BRT systems, such as roads that
are free from other traffic.
A further development in BRT is
likely to be all-electric vehicles. A Swiss
consortium, led by Hess and ABB,
launched the TOSA project in Geneva in
May 2013. The articulated vehicle looked
like a trolleybus, minus the booms, but
was equipped with a laser-guided arm,
mounted on the roof of the trailer section,
that could take fast charges from overhead
gantries at each end of a route, and also
at busy stops.
The system has considerable potential
in Switzerland because it could replace
conventional trolleybuses and their
overhead wiring that is unsightly and requires regular maintenance.
While all-electric BRT vehicles will be more expensive than their diesel
counterparts, they will still be far less expensive than rail-based systems
and they have zero emissions.
On all calculations, such as constraints on public sector budgets,
cost of vehicles, cost of infrastructure, speed of installation of systems,
frequency of service, ability to move high numbers of passengers per
direction per hour, minimal emissions, and attraction to passengers,
Bus Rapid Transit has a very promising future.
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Doug Jack spent the first 17 years of his career in thecommercial vehicle industry with British Leyland Truck &Bus in a number of senior management positions,including Company Secretary. He established TransportResources International in 1986 as a specialisedconsultancy advising bus and coach manufacturers andsuppliers. Doug publishes the comprehensive EuropeanBus & Coach Guide every month and is the principal
author of the World Bus & Coach Manufacturing Industry report that ispublished every two years. You can find out more about Doug’s activities onhis website at www.dougjack.co.uk.The Cambridge guided busway is the UK's longest BRT system
The light and airy interior of a Van Hool Exqui.City stands in comparison with any tram
Most BRT systems use diesel-
fuelled buses, butthere are a few that
use hybrid drivesystems, includingone that will soon
open in the Swedishcity of Malmö, usingcompressed naturalgas fuelled engines
After recent editions in Istanbul and Lyon, the International Bus
Conference returns to Latin America, putting this bus continent par
excellence into the international spotlight. Brazil can boast the
invention of Bus Rapid Transit (BRT), the concept having first
originated in Curitiba in 1974 and now being used in some 180 cities
worldwide – 114 of which are in Brazil. The event will also put Rio de
Janeiro’s privately-run, non-subsidised BRT system in the limelight and
provide an interesting example for the international delegates from
which to learn.
An international forum for bus operation information exchangeThe two-day event will feature the world’s best-in-class practices and
examples of international excellence in bus operations and bus
technology trends, with a particular focus on the challenges of the
electrification of city bus lines, demonstrating the key role buses can
play in creating greener urban environments. Even though 95% of all
buses today run on fossil fuels, the last decade has seen a genuine
‘propulsion supermarket’ of alternative fuels and drive-trains emerge,
offering a wide variety of clean fuel options to improve air quality,
overcome noise pollution and meet policy targets. The assembled
experts from around the globe, from operators and authorities to
manufacturers and associations, will also discuss the latest advances in
operations solutions, economics, safety and new technologies.
Particular focus will also be given to the role that the bus can play in
helping cities provide transport services during large events such as the
Olympic Games or the FIFA World Cup. Only the best, proven
examples and reported experiences have been selected by a
professional jury to be on the programme.
Despite accounting for 80% of all public transport passengers
worldwide, the humble bus has long since suffered from a certain image
deficit as the bus is still viewed as a second-rank mode compared to
others. However, the bus has recently been able to boast new assets
that allow it to claim more attention. The UITP emphasises the main
arguments in favour of the bus: it is cheap in
terms of investment; it is rather flexible
in terms of network design and response to
demand needs; it can carry larger capacities
than ever in its history (double articulated
buses and BHNS-BRT) and lately it can claim
to be ‘clean’. This last point is of course of
the essence thanks to new technologies
such as Euro VI and the upcoming E-bus
developments helping the bus to shake-off
its image deficit.
The E-bus is part of a range of new
propulsion technologies that has emerged
recently, offering the prospect of the
electrification of diesel bus lines. Early
adopters will share their insight and
experience of new large-scale E-bus projects
during the conference. Meanwhile leading
bus operators from around the world will
give practical experience and advice on how
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After recent editions in Turkey (Istanbul) and France (Lyon), UITP’s International Bus Conference is returning tothe home of Bus Rapid Transit (BRT): Latin America. Bus industry professionals from around the world willconvene in Rio de Janeiro on 5-7 November 2014 to debate the future of the humble bus at UITP’s biennialInternational Bus Conference. The theme of the 2014 edition is ‘Grow with Bus Public Transport,’ highlighting thekey role bus transport has to play in UITP’s ‘Grow’ strategy of doubling the worldwide market share of publictransport by 2025.
Visitors have the opportunity to go behind the scenes of some of Rio’s most interesting publictransport sites, including the redevelopment of major bus corridors and BRT and BRS projects
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to boost capacity and efficiency in city bus operations,
whilst international experts will demonstrate the state-
of-the-art technologies redefining the bus sector and
how best to implement them.
The UITP is also offering visitors to the Inter -
national Bus Conference the opportunity to take part
in an exclusive BRT study tour in the three days before
the event to the Brazilian cities of Belo Horizonte and
Goiania. The tour will cover both well-established
and brand new BRT systems. The study tour offers a
simply unmissable opportunity for participants to
gain privileged local knowledge about the systems,
covering their conception, financing, technologies
as well as the chance to gain hands-on experience of
their operations.
Rio Conference delegates can also combine
their visit with a visit to the FetransRio Exhibition,
offering a unique insight into the Brazilian bus
market with manufacturers and IT solutions
providers displaying their very latest products
and services. Visitors can also make the most of
their trip to Rio de Janeiro to learn from the
major structural changes in its public and road
transportation systems made to improve urban
mobility in the city and to prepare it to host major
events, such as the 2014 FIFA World Cup and the
Olympic and Paralympic Games in 2016.
A technical visit held before the opening of the
conference will allow participants to step behind
the scenes of some of the city’s most interesting
public transport sites: the BRT corridors
(TransOeste and TransCarioca) as well as
COR-RIO (Rio de Janeiro’s Integrated
Operations Centre).
Rendezvous in BrazilThe world’s bus community will come
together in Brazil in November 2014 in
what will be the forum to debate, exchange
ideas and innovations as well as learn about
the new technologies that will help to attract
new bus passengers whilst at the same time
reduce urban congestion.
See you in Rio!
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Date: 5 – 7 November 2014Location: Rio de Janeiro, BrazilWebsite: www.rio2014.uitp.orgThe visitor’s study tour will cover both well-established and brand new BRT systems
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The two-day event will feature theworld’s best-in-class
practices and examples ofinternational excellence in
bus operations and bustechnology trends
Many topics surrounding the bus industry will be presented during the conference
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Opportunities andtrends for contactlessticketing technology
BackgroundPublic transport operators are pioneers regarding the
use of contactless technology. The first commercial
applications using contactless technology appeared in the
early-1990s in Japan. In France, contactless ticketing
applications began to be used in transport in the
Paris area (RATP) and others places.
Today the strong improvement (mini -
aturisa tion, power consumption, cost,
etc.) of contactless technology allows
it to be integrated in multiple ob -
jects and can have multiple
form factors.
▲
It is now common for the majority of citizensaround the world to use a contactlesssmartcard on public transportation net -works. The same technology is widely usedfor granting access to buildings and now forpayments. The new revolution comes fromthe fact that this technology could now beintegrated into the smartphone offering awide range of new services. Claude Tetelin,Chief Technical Officer of CNRFID1 andOlivier Chavrier, Deputy Managing Directorof the SCS Cluster2, explain further.
Contactless technology can be embedded in different objects, for
example: plastic card; paper (in some cities, transportation tickets are
on NFC paper tickets); tablets; terminals; TPE (Electronic Payment
Terminal); and laptops. ‘Form Factors’ are different and enable
therefore different uses cases.
This accelerates and affects many different segments (banking,
retail, etc.) where multiple uses cases of this technology are emerging.
In 2002, MasterCard launched the PayPass initiative in the U.S.A.
Inclusion of contactless technology in new form factor such as keyfob
allowed U.S citizens to pay very quickly in some specific locations such
as a fuel station, the cinema, and fast food chains where the speed of
transaction is important.
Since 2012, French banks have been massively deploying
contactless debit and credit cards. Today, more than 16 million French
payment cards are using contactless technology.
With NFC (Near Field Communications), contactless technology
embedded in smartphones brings new possibilities. Many trials are
on-going with several large players working together. In 2013, the cities
of Nice, Bordeaux, Caen, Lille, Marseille, Paris, Rennes, Strasbourg and
Toulouse decided to use contactless technologies combined with
smartphones (NFC) in transport.
Benefits for contactless technology for transport and ticketingContactless technology offers multiple advantages over classic passive
ticket, including:
■ Easy to use: The ticket or card can be quickly tapped against the
reader/gate to allow access
■ Increase fluidity of traffic and transit: contactless technology allows
quick access for users to pass through gate control or validators ■ Low maintenance: thanks to contactless technology, the main -
tenance of interrogators/gates or validators is very low as there is
no mechanical or magnetic contact with the ticket
■ Security and privacy protection: contactless technology can be as
secure as smartcard and payment technology – therefore reducing
fraud and the cloning of transport tickets. Combined with the use of
secure elements and secure software, contactless technology can
ensure strong protection of user-sensitive data.
According to Eurosmart, there is more than 160 million contactless
card and tickets used per year around the world – and this number
is still growing.
More recently, the integration of contactless technology within
smartphones thanks to NFC offers new possibilities for users such
as interactivity, internet connections, reloading of epurse etc.,
without the need to change or upgrade massively the contactless
reading infrastructures.
With NFC, a mobile phone can leverage existing contactless
infrastructure and can become a reloadable secured transport ticket as
well as a payment card. With a screen to view information, a keyboard
and an Internet connection, the NFC mobile terminals have huge
potential compared to simple tickets or plastic cards.
Examples of projects/deployment Significant trials we can highlight include the ‘O2 Wallet’ payment and
transport scheme in London, UK which was launched in late-2007
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RFID tags can be useful to provide passengers with additional travel information
NFC technology brings a variety of tangible benefits to both travellers and transport operators
The benefits of NFC technology for individuals include:■ More convenient ticketing■ Better/faster experience■ Access to more travel information via NFC tags in smart posters.
The benefits of NFC technology for transport operators include:■ Increased traveller satisfaction■ Improved customer relations■ Improved throughput and shorter boarding times■ New revenue streams from promotional opportunities■ Reduced operating/maintenance costs as paper tickets are eliminated■ Additional services such as language settings, advertising and
promotional opportunities, tourism information, loyalty schemes, and direct marketing
■ Improved risk management and fraud prevention.
Commuters are increasing using real-time information provisioningsystems. Mobile technology, and especially the mobile phone, is changingthe way transport operators provide such information. Underlying vehicletracking and arrival forecasting technologies, combined with trip planningsoftware, create a seamless system for planning transit trips.
An NFC-enabled phone provides passengers with access to the currentarray of information and services now accessible using internet connection.In addition, using NFC, passengers can instantly download a bus time-table, check fares, or determine a vehicle’s location by touching a phone to a smart poster. Notification of service disruption, coupons for specialevents and discounted fare prices are information that can also be providedto the customer.
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and was the UK’s first large-scale pilot of
NFC technology on mobile phones.
The city of Caen together with Orange
and Philips have been road testing
NFC technology since 2005 – in an
underground park, run by VINCI, or in a
bus stop which can transmit timetable
information. Bouygues telecom with RATP
and SNCF tested a travel card integrated
into a mobile phone in a trial covering Paris
suburbs. With 15,000 contactless readers
and almost two million NAVIGO travel
cardholders, the Paris region transit system
had one of the most extensive contactless
infrastructures in Europe.
During spring 2010, Nice was the
scene of the first deployment that brings
together multiple banks, operators, handsets’ suppliers and citizens.
A new multi-operator payment service ‘Payez Mobile’ was launched
aiming at simplifying proximity payments. Major French banks (BNP
Paribas, Credit Agricole…) and mobile operators (Bouygues telecom,
Orange, SFR & NRJ Mobile) joined forces with Mastercard and VISA
Europe to launch a large-scale field trial to test mobile contactless
payment in Nice to begin with, then in Caen and Strasbourg.
Approximately 3,300 consumers in Nice were involved.
Following the field trial in Nice, in 2013 Veolia transport announced
a commercial service called B-PASS which enables someone to buy a
transport ticket anywhere at any time; you just need to validate
your ticket with your mobile phone. The service is even available
with a low-battery phone, and also with it switched off. Access to
information for a passenger – for example, when is the next bus? – is
possible in real-time.
Main French actors and SCS membersFrance has been and is still the leading country for smartcard,
contactless and secured objects technology. Major worldwide actors
in contactless market and technologies are French companies with a
decision centre and R&D in France and Europe. For instance:
■ Payment terminals: Ingenico, Safran
■ Contactless readers and modules: Tagsys, Stid, ASK
■ SIM cards and NFC applications: Gemalto, Oberthur Card
systems, Safran/Morpho
■ Contactless chips: Inside Secure, ST Microelectronics, Starchip
■ Contactless Tags and applications: Stid, Maintag, Tagsys,
Editag, Connecthings
■ Telco operators: Bouygues Telecom, Orange, SFR
■ System and services: Docapost, Atos
NFC-enabled smartphones can speed up the time it takes for a passenger to pass through an access control gate
Cred
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French National RFID Centre – CNRFIDThe CNRFID was created by the French Ministry of Economy, Finance andEmployment to help in the development of RFID and NFC technology and to increase its usage in order to help both RFID solutions suppliers andRFID users. It aims at encouraging networking, solutions deployment and partnerships between providers, users, research laboratories andinstitutions and to support them in their different needs and interests. The centre gathers more than 140 French and international members and iswidely involved in standardisation committees (ISO, ETSI, CEN). For moreinformation, please visit: www.centrenational-rfid.com.
With NFC, a mobile phone can
leverage existingcontactless
infrastructure andcan become a
reloadable securedtransport ticket
as well as a payment card
■ Banks: BNP Paribas, Credit agricole, Société générale,
La banque postale.
The majority of these aforementioned leading companies are operating
within the SCS Cluster2. They can collaborate with advanced
laboratories experts in contactless such as IM2NP (Aix Marseille
University), LEAT (Nice University), CNRS, ENMSE, and CEA.
More than 50 innovative R&D projects have been developed with
these actors thanks to the SCS Cluster.
In 2013, the French Ministry of Economy launched specific industrial
projects around contactless and connected objects.
Opportunities and trends for contactless technologyThe opportunities and trends that surround contactless tech-
nology include:
■ 135 million contactless devices have been shipped in 2012 and
180 million are forecasted for 20163
■ 130 million NFC mobiles phones were sold worldwide in 20134 and
it is expected to have close to four billion NFC-enabled handsets
from 2013-20185
■ €110 million of NFC transactions are estimated for 20174.
Today MNOs, banks, merchants and transport authorities are working
closely together to offer new secure contactless services.
The transportation market is ready for a new acceleration.
Integration of NFC technology in mobile phones will bring new
benefits for end-users: purchasing a transport ticket will be much easier.
Anyone will be able to load their transport ticket on a mobile phone in
many cities and it is already a successful service in some places.
Queuing at a counter will no longer be required, plus the need to
handle/carry cash will be a thing of the past. A subway ticket can be
loaded directly on a mobile phone with a simple online transaction from
anywhere, at any time.
Transport authorities will develop new interactive services for their
users. Users can tap advertisement panels or information notices to
obtain additional digital content and information. A combination of
loyalty services and couponing with transport tickets can be organised.
Furthermore, banks and transport operators are motivated to
capitalise on mobile phones to reinforce proximity with the customer.
This technology enables banks to offer new attractive solutions for
payments of any amount.
The smartphone acts as a Swiss army knife for the user; a single
device is capable of multiple uses. Beyond the obvious intuitive use for
the end-user, NFC technology offers substantial savings for all players
in the transport marketplace.
SummaryContactless technology offers multiple
advantages to transport operators and
their users. The proliferation of
intelligent devices such as mobile
phones with contactless technology
offers new possibilities to transport
operators and is a unique opportunity
for them to modernise their infra -
structure and to offer advanced new
services for their users.
Transport operators may use
NFC-powered mobile handsets for
close-loop eTicketing solutions. Such a system is often managed on a
prepaid basis by the transport operator itself and thus doesn’t require
any further financial institution authorisation.
NFC-enabled devices offer two-way functionality. An NFC-enabled
device may act as both a contactless card and a contactless reader.
This supports interactive processes whereby the consumer may collect
information on the NFC-enabled device in the form of transport tickets,
directions, website/app store links, etc. Based on this information,
the consumer can then choose to make a purchase. The actual payment
transaction may be the final step in a series of data exchanges between
the NFC-enabled device and an NFC tag or contactless POS reader.
References1. www.centrenational-rfid.com2. www.pole-scs.org3. Source: Eurosmart4. Source: Jupiner research5. Source: ABI research
TICKETING
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Claude Tetelin graduated from ISEN-Lille in 1991 andalso received his PhD from the University of Lille inFrance in 1996. After an initial position as Professor ofTelecommunications at ISEN-Toulon, a Higher Institute of Electronics and Digital Communications (school ofengineers), since December 2008 he has been the ChiefTechnical Officer of the French RFID National Centre –CNRFID. His main missions are the promotion of best-
suited RFID technology with regards to industrial constraints, thedeployment of international ISO standards for open loop marketdevelopment (he is Chairman of the French National Mirror Committee ofthe ISO/IEC/JTC1/SC31), the promotion of trusted relations betweenindustrials and research laboratories for the development of conformanceand performance tests (he is the Project Editor of different ISO conform-ance and performance standards).
Olivier Chavrier is Deputy Managing Director of theSCS Cluster. He has more than 20 years of professionalexperience in the technology sector at various positionsincluding sales, marketing and business unit management.Olivier has worked in the semiconductor market forHewlett-Packard and NEC Electronics, then in mobiletelecommunications for France Telecom Mobiles and hasstrongly contributed to the development and growth of theIdentity & Security business of Gemplus until the merger of Gemplus withAxalto. Olivier is an Electronics Engineer from CPE Lyon and gradu-ated with an Executive MBA from EM Lyon & Cranfield School ofManagement (UK).
Frankfurt and London NFC case studies…The transit authority in Frankfurt, Germany – RMV (Rhein-Main-Verkehrsverbund) – and the local metro and bus operator – VGF(Verkehrsgesellschaft Frankfurt am Main) – launched an NFC-poweredservice for Frankfurt’s public transportation in 2010. By using a combinationof QR codes and NFC technology, passengers can find real-time schedules,online information about connections, special events or points of interest.By touching the sticker with an NFC-enabled mobile phone or scanning the QR code, the mobile device instantly knows in which traffic line thecustomer is located and a web page opens.
In London, UK, Clear Channel positioned advertising signs thatcustomers can read with their NFC smartphone when waiting at a bus stop,on a train station platform, or crossing a busy intersection of a road. Whencustomers interact with these tags there’s the possibility to downloadvouchers and promotions, as well keeping up-to-date with brands customersmay be interested in.
NFC technologyoffers substantial
savings for all players in
the transportmarketplace
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Safety & SecuritySUPPLEMENT
80 Innovative securitytechnology at theheart of city transportJames Kelly, Chief Executive, BSIA
83 Developments inOperational ControlRoom technologiesand access to ‘crowdsource’ imagesDave Gorshkov, Chairman, APTA CCTV Standards Committee
87 Learning from SECUR-EDAndrea Soehnchen, Project Coordinator, UITP
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Innovative securitytechnology at theheart of city transport
The threat of terrorist attacks, natural disasters, criminal activity,
accidents and public order are all concerns when managing public
safety and asset protection in transport environments. In addition to
responding to any potential threats and incidents, transport providers
have to manage the daily operations of these facilities, adhering to strict
regulation and safety and security procedures, maintaining un -
interrupted service provision and enabling passengers and cargo to
flow quickly and safely through the facility.
To effectively mitigate, monitor and respond to any events and
maintain normal daily operation, transport providers require specialist
surveillance systems that enable them to resolve incidents quickly,
efficiently and effectively. The ability to integrate multiple third party
systems such as access control management, help points and
operational systems into a single control environment offers increased
situational awareness and management.
Protecting staff is also a key element of transport security, with
many employees required to work in remote locations either alone or
without direct supervision.
As the trade body representing the UK’s private security industry,
many BSIA member companies have experience in delivering holistic
security solutions which offer comprehensive protection to staff and
customers across various transport networks in the UK and Europe.
Improving technology Operating the largest bus network in Edinburgh, which includes
55 routes, numerous depots and ticket stations, Lothian Buses faces a
In busy city environments, transport providers face a variety of unique security challenges to ensure the safe and secure transport of passengers and cargo, while overseeing smooth day-to-day operations. James Kelly,Chief Executive at the British Security Industry Association (BSIA)1 explores the security methods currentlydeployed by transport providers across Europe.
SAFETY & SECURITY S U P P L E M E N T
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daily challenge in keeping track of its entire fleet while managing the
health, safety and security of its customers and staff. Recently, Lothian
Buses worked with BSIA member, Siemens Building Technologies, to
implement an integrated, intelligent monitoring solution.
Migrating from analogue CCTV to a new, powerful, state-of-the-art
IP-based solution allowed Lothian Buses to continuously monitor
operational locations throughout Edinburgh, with the development of a
new control room in the centre of the city providing a crucial central hub
of operations. A strong relationship with Edinburgh City Council also
enabled the company to interface with the Council’s public space CCTV
system, giving Lothian Buses access to essential real-time video
monitoring of traffic across the city, enabling the company to achieve
unparalleled levels of situational awareness.
Blane McConnell of UK Siemens Fire Safety and Security
Solutions, explained: “By migrating all equipment to sit on one
IP platform, Lothian Buses can now maximise the use of all
available CCTV assets, helping it to operate an effective and responsive
service. In particular, IP allows for future expansion so additional
cameras can be integrated into the network or more interfaces
established to increase viewing capabilities. Our Managed Service
solution allows Lothian Buses to gain the immediate operational
benefits the technology brings, while guaranteed fixed annual costs
lead to improved cash flow and access to regular upgrades to the latest
technology. Lothian Buses has adopted a cutting-edge, innovative
approach to its video management system and is a great example of
how an effective CCTV solution can be used proactively to improve the
experience of the end-user.”
Alan Black, Deputy Head of Operations (Bus) at Lothian Buses,
added: “We worked closely with Siemens to specially select all the
equipment best suited to our needs. Only by allowing our control room
operators to be proactive in managing day-to-day challenges and
situations can we ensure the smooth running of our services and that
customers have real-time access to updates. We share our traffic
intelligence with local customer services and radio stations to ensure we
keep Edinburgh moving, and we are continually looking for further
opportunities to enhance our offer. Updating and migrating our CCTV
system has been a huge success, underpinned by an excellently
designed, delivered and managed control room. Working with Siemens
has allowed us to define a common purpose, ensuring all upgrades are
tailored to our security requirements and operations, optimising our
situational awareness capabilities and, ultimately, helping us to deliver
the best service for passengers.”
In addition to providing the leading bus service in Edinburgh,
Lothian Buses will be running the new Edinburgh Tram Project from
2014, designed to provide a direct connection between the airport and
city centre.
Protecting lone workersIn another Scottish city, transport network employees who work alone
or without direct supervision are being protected by the latest
developments in lone worker technology. First Glasgow – the largest
bus operator in Scotland with over 1,000 buses in operation – employs
a number of street inspectors and customer agents who, as part of their
daily duties, are involved in regulating services, timing checks and
revenue protection. As part of this work, such employees are often
required to work alone in prominent street locations, and many have
SAFETY & SECURITY S U P P L E M E N T
reported incidents of verbal abuse and the threat of assault from
members of the public or staff from rival operators.
Recognising the need to protect these vulnerable employees from
these risks, First Glasgow chose BSIA member company, Guardian 24,
to supply lone worker protection via BlackBerry smartphones.
Using this system, First Glasgow now has an extremely robust
process in place for safeguarding employees’ safety and well-being at
work. Staff can now log their whereabouts and daily tasks, send GPS
fixes and raise alerts in the time of need, communicating directly with
Community and Safety Services Alarm Receiving Centre in Scotland.
All of this can be done even when the BlackBerry keypads are locked.
Alan Pert, Security Manager at First Glasgow, comments: “With
Guardian24 via the BlackBerry smartphone, our staff can utilise existing
equipment, which we have already invested in and staff are familiar
with, thus reducing costs, but still retaining a high quality of service.”
Monitoring Berlin’s subway networkOutside of the UK, surveillance systems continue to deliver significant
benefits to the urban transport network. With the largest contiguous
urban transport networks in Germany, Berlin’s subway is considered one
of the most modern subways in Europe. Playing host to more than
458 million trips every year, Berlin’s subway network has deployed an
advanced security system that has helped to make the city’s
transportation system a worldwide benchmark. Working with Indanet,
the European transport operation of BSIA member company, Synectics
Systems Group Ltd, transport operator Berliner Verkehrsbetriebe (BVG)
has developed an ATM-based railway station terminal and further
network components which fully integrate and manage the
infrastructure of all 189 Berlin subway stations.
The system serves to coordinate a video surveillance system with
more than 1,000 cameras covering almost every angle, 650 emergency
call boxes and information terminals, an integrated train tracking
system that also controls destination displays and a convenient PA
management system.
In 2002, BVG decided to extend its control centres and integrate
operational planning and control capability, which resulted in the first
fully-integrated operational, service, and security control centre for a
German public passenger transport company. This central entity
handles all security-related incidents using video, audio, and data
technology as well as a comprehensive set of operations management
and documentation tools.
A fully-digital, long-term video recording system providing
comprehensive coverage for all 189 subway stations also went online on
the day of commissioning. BVG tasked its long-term partner to further
develop and adapt systems and provide support. As a result, the
number of violent crimes in the subway has decreased sharply. Video
surveillance has helped reduce property damage caused by graffiti,
while the new control system enabled dispatchers to deploy and
coordinate response forces faster and with far greater precision.
SummaryRelying on the expertise and advice of quality security providers
becomes essential to ensure the longevity and reliability of a system,
and provides transport networks with a better return on their
investment. Members of the BSIA’s CCTV section meet strict quality
criteria, are keen promoters of best-practice in the CCTV industry, and
have a wealth of experience securing the transport network – both in
the UK and further afield.
Reference1. www.bsia.co.uk
SAFETY & SECURITY S U P P L E M E N T
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With a career in trade associa tion leadership spanningalmost 20 years, James Kelly brings a wealth ofexperience to his role as Chief Executive of the BritishSecurity Industry Association. Graduating in Law in 1982,James quickly made the transition to business, achievingpostgraduate qualifications in Management and an MBAfrom the University of Strathclyde in 1992. James joinedthe BSIA as Chief Executive in January 2010. His
responsi bilities include leading the team and providing strategic direction tothe Association and its members. He maintains a high level of contact withgovernment, civil servants and overseas bodies, and is heavily involved inindustry regulatory activities.
Control rooms are designed to monitor a large number of CCTV systems
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Yes there have been many developments bringing new systems into the
OCC, but these have tended to be ‘islands’ in the control room needing
dedicated operators and with limited abilities to be integrated into a
bigger system. I’m sure the ‘wheeled’ office chair was designed for just
this requirement!
Enter some of the newer software integration technologies now
being rolled-out by some of the larger passenger transport operators
around the world.
From a surveillance point-of-view, CCTV has never been more
essential with passenger numbers on the rise, new lines being built to
help network capacity and in some countries we are seeing
the development of new networks in both cross country as well
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Developments in Operational ControlRoom technologiesand access to ‘crowdsource’ imagesAs we move forward with various new developments across the passenger rail industry, the one area that has, in some respects, lagged behind, is that of the Operational Control Room (or OCC), writes Dave Gorshkov – Chairman of the American Public Transportation Association’s (APTA) CCTV Standards Committee.
as urban projects. These developments, along with line and station
refurbishments, as well as rolling stock systems improvements, have
meant that there are increasing numbers of systems needing
monitoring in the OCC especially CCTV from both increased wayside
surveillance systems as well as newer on-board systems.
Networks of thousands of cameras are now commonplace with
larger networks reaching tens of thousands of cameras and the
monitoring in real-time of these cameras is
impossible without the help of dedicated
staff (not realistic with today’s budget
conscious management). So we have to
rely increasingly on intelligent video
systems able to real-time monitor the large
amount of cameras for us and bring to our
attention only those that are relevant
to the various operations that we are
interested in.
With newer digital-based systems
(IP-based systems) this has become more
simplified in its architecture and in most
every day applications the reliability has
also improved.
Let’s be clear, Intelligent Video Analytics (IVA) or Video Content
Analytics (VCA) has been inherited from the retail and ‘indoor’
applications world and has not historically performed well in trans-
port applications. When it comes to transport networks, we are
seriously demanding of reliability especially for CCTV in use in the
environ mentally challenging areas of the network infrastructure
(tunnels, yards, open air platforms, level crossings, etc.).
That said, there has been some significant work done by the
surveillance industry, in conjunction with major operators, to work
towards improving the reliability of these software-based technologies,
that can sit either in the OCC (more complex detection tasks) or at the
edge (in the cameras) for less complex tasks. Just because a camera has
embedded analytics doesn’t mean to say it will work well in transport
and you need to be clear on what your requirements are and ensure you
set your expectations accordingly.
So why mention what most of us already know? Well, as we see
more and more software-based solutions being used in the OCC, so a
larger number of ‘management’ and ‘interested parties’ are trying to
access what operators are seeing in the OCC for a multitude of other
reasons. Some of these ‘stakeholders’ are seeking information for every
day operational needs, some are looking at information for ‘Emergency
Management’ needs and others are looking at information and statistics
for business and marketing needs.
Whether you have some or lots of these ‘stakeholders’ in your
organisation, the fact is that having ‘integrated systems’ in the OCC
would significantly improve the ‘information flow’ between these
departments and help breakdown the ‘silo’ mentality that has existed
for many years in our industry. This goes for departments both within
the transport infrastructure as well as departments and public safety
organisations outside of the transit operator.
I see this frequently between ‘security and operations’ departments
as well as IT departments and whilst I do understand the needs for
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From a surveillance point-of-view, CCTV has never been more essential with passenger numbers on the rise and construction of new lines
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Just because a camera has
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ensuring that experienced heads are looking after these areas, there is
also a benefit from sharing the information gathered in these various
systems for the benefit of the business and, in some cases, the benefit
of public safety.
So what does this mean in practice and why is it of benefit to
transport operators? Well, most major municipalities are moving
towards a ‘Safe City’ structure merging citywide systems and making
use of ‘Big Data’ for their future systems development. With the
exception of some major Middle East developments, most of
these Safe City projects have been built out on top of the existing
transport infrastructures. Mass Transit has many thousands of cameras
across many parts of their respective cities and this can make an
immediate impact on bringing in data to the city fathers needing
information on transport operations as part of their ‘bigger picture’
and ‘Safe City’ systems.
Similarly the integration of OCC systems and ‘authorised’ exchange
of information in real-time into other systems can also have an impact
on national capabilities such as during major events, (Olympics for BTP
in London, World Cup for Metro Rio, Super Bowl for SEPTA, etc.) or
during national emergencies such as an environmental situation
(hurricanes, typhoons, snow storms, etc.) and also during terror attacks
or civil unrest (911, 7/7, London riots, etc.).
The benefits of exchanging information were brought into
sharp focus when the Boston bombers attacked the Marathon
in Boston two years ago. Not an immediate transport issue – however,
during the emergency it was essential that transport be kept running
in certain locations to help evacuate people, in a controlled
manner, trapped in the city as well. By use of MBTA’s extensive
transport CCTV system, major parts of the citywide surveillance system
were made available to various agencies via the Physical Security
Information Management (PSIM) system that MBTA had installed.
British Transport Police (BTP) also use a PSIM and can access various
CCTV systems from operators all over the UK thus giving them
extensive capabilities to combat serious
opera tional issues including metal theft
as well as major events and, when
needed, during terror incidents.
So it is clear to see that having
integrated systems capabilities in the
OCC is a significant benefit – not only
during major events or incidents – but
also for every day operational issues.
The APTA Technical Standards
Committee (TSWG1) that I chair is
currently in the final stages of drafting a
standards document on requirements for
transport operators.
The Control Room Integrated
Software Information Systems (CRISIS)
standard will advise operators on what the key requirements are when
integrating these various disparate systems together and what key issue
they need to consider.
The main issue we are asked about has been authorisation
to view data from the various cameras available in the transport
system and the impact that will have on bandwidth and backhaul
capabilities of networks.
SAFETY & SECURITY S U P P L E M E N T
Clearly there are major
considerations to betaken into accountwhen reviewing the
type and level ofintegration that youwant to take place
Clearly there are major considerations to be taken into account
when reviewing the type and level of integration that you want to take
place. The number and type of stakeholders will be of key concern and
what they want the information for and how they will use it.
With IP-based cameras systems, you can easily arrange for ‘virtual’
zoom capabilities to be given to extended users so that ‘User A’ will not
interfere with ‘User B’ and so on. That wasn’t the case with analogue
systems where he/she who has the ‘joystick’ has the control!
I mentioned IVA and VCA earlier and this is another key aspect of
large-scale systems that needs close attention. Be aware that the more
complex the function is that you are trying to undertake, the less reliable
it is likely to be especially in a mass transit or low light environment.
Whilst NCIS and CSI seem to have
fantastic CCTV search capabilities, just
remember they are in Hollywood and in
the real world, whilst we are getting there
with some advanced forensic analysis
systems, we are not quite there yet and
you have to balance off quality against
systems bandwidth and storage!
Don’t forget you may also have legal
requirements as a public body for
minimum resolution of ‘recorded’ imagery
for evidential purposes. The APTA
Standards Committee recently approved
1080P as the minimum recorded resolu -
tion with an I Frame rate of 10 per second
minimum for users of H264 com-
pression systems.
As we move into the world of 4K resolutions, at least at home, we
are seeing the development of 4K IP cameras as well as the necessary
H265 compression system to match. We are not yet at the point of
approving any 4K cameras or the associated H265 codec for transport
operators yet but I am sure it will not be long before we have an update
on these ever advanced systems for transport and Safe City operators.
One thing is essential to remember though. With increased
resolution come increased issues on the light levels required for the
camera to operate effectively in low light situations, all too common in
transport systems. This is why we have only recently updated the IP
Camera ‘minimum’ resolution requirements from 720P to 1080P due to
the higher resolution sensors not being able to perform as well in low
light conditions until recently. As you increase the pixel count you need
to consider what has happened to the low light sensitivity as well. So
while a 5Mega Pixel camera may work well inside a rail car, it may not be
the best choice for a station area that is not well illuminated.
A further consideration will be that of GIS capabilities. Mapping
locations of cameras onto local OCC based maps is not new and most
CCTV Video management Systems will provide this capability. However,
you also need to be able to input vehicle locations onto the mapping
system as well as emergency resources, etc. depending on how
extensive your asset management needs to be. Again, be aware that
web-based mapping systems may not be up to these requirements and
you may need to invest in dedicated mapping systems and there are
two or three major suppliers in this space already working with transport
operators globally.
OCC’s have many disparate systems and you need to be very clear
on what is realistic and practicable to integrate into your ‘merged’
systems and how you will control the access to the information.
Event management and access to procedures are common
requirements of integrated systems and the CCTV video files remain
the ‘800lb Gorilla’ in the ‘data room’. How you structure the
management of video files is vital as this will determine what band-
width and backhaul link budgets you need to effect the sharing of
the information. Remember – a single camera, recorded at the
legal minimum required resolution, could take 5Mb/s. Multiply that by
1,000 and you start to see what I mean about it being a key factor.
Integrated Cad/AVL, fare payment as well as intrusion detection and
access control are all key aspects of systems that you need to be
reviewing and who and why they need access.
One new feature that we are currently drafting a new standard
for is that of ‘crowd sourced’ video and ‘body-worn’ systems that
are becoming popular with transport personnel for safety as well
as evidence.
Crowd sourced information is generally used during a major event
where the public are asked for help with images from smartphones to
be uploaded. Typical structures I have been involved with would have a
portal that is switched on and off to allow access of this kind as it can
very quickly overwhelm your storage systems. Also consider how you
are going to search these images for the information that you are
seeking! That’s where a good forensic video analysis system is worth its
weight in gold!
Body-worn cameras are increasing in use and a very useful tool for
lone workers or workers that interface with the public in stressful
situations – ticket inspectors, transit police, etc. We are currently
reviewing these systems and the immediate review is identifying
issues around device battery life, memory storage and resolution
of the camera itself as well as the difficult issue of ‘with audio or
without audio’.
The initial thoughts are that you have to consider how you will
‘upload’ evidential video from the device and whether there is any
integrated communications with the Body Worn Camera (BWC). Battery
life is an issue and, like personal radios, there must be at least 12 hours
capability and storage onboard the device. Resolution and field of view
are not the same as regular CCTV cameras as the device is ‘local’ and
only really needs to have a short range of approximately 3-5m (12-15ft).
The sensor can be D1 or 480P minimum with resolution quality offset by
using 25 or 30 FPS.
The full standards for BWC and CRISIS will be available as soon as
the standards committee has approved them later in 2014 at APTA
annual in Houston. In the meantime you can download drafts of these
documents form our Working Group website at www.tswg.org and
please let me have any feedback.
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Dave Gorshkov CEng FIET is the elected Chairman ofthe American Public Transportation Association’s (APTA)Communications Sub Committee Technical StandardsWorking Group (TSWG) and has been responsible forproducing the standards for on-board and waysidetransport-based surveillance systems used in pass-enger transport and national and city-wide ITS systems for the past seven years, as well as being the CEO of a
UK-based technology-focused business consultancy practice.
Body-worn cameras are
increasing in use anda very useful tool for
lone workers orworkers that
interface with thepublic in stressful
situations
SAFETY & SECURITY S U P P L E M E N T
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Learning from:
As the conclusion of the SECUR-ED1 project fast approaches, Andrea Soehnchen – Coordinator of the projectfrom the UITP – provides key details of how the project was approached, carried-out, what conclusions canalready be drawn, and what lessons have been learned from an operator’s perspective.
After three and a half years, the SECUR-ED project is coming to an end
in September 2014. Funded by the EU’s FP7 programme with a budget
of €40 million, it was one of the largest public transport security
research and demonstration projects. The consortium brought together
40 partners from the public transport sector, industry and research
institutions. The project objectives were to provide European public
transport operators with the means to enhance urban transport security
and to enlarge the public transport security market for the industry.
The approachKey elements of SECUR-ED have of course been the demonstrations
which have all been based on the three pillars of security; procedures;
human factor; and technology. In order to be relevant for the European
public transport industry in general, it was important that all solutions
tested were generic and:
■ Interoperable – following existing standards
■ Scalable – solving a wide range of issues and adaptable for
operators with different size and complexity
■ Cost-effective
■ Transferable across different EU Member States – meeting different
policy and legislative requirements
■ Minimising the impact of security measures on service
performance, the freedom of movement, privacy, etc.
When defining the demonstrations within SECUR-ED it was import-
ant to address significant security challenges, ranging from minor
offences to terrorism threats that reflect concrete operator needs and
yet have to be generic.
The demonstrationsWithin the SECUR-ED project, four large-scale flagship demonstrations
were carried out in Paris, Milan, Madrid and Berlin:
ParisThe demonstration in Paris evaluated the protection of an interchange
node against different attacks (explosive, toxic/chemical and
radioactive) and tested the resilience of network and IT systems against
a cyber-attack by using daily security capacities and dedicated
devices. Demonstration objectives were to assess the current tech-
nical devices and organisational set-ups in a security-related context
and to improve the RATP’s capacities in the security field.
MilanThe Milan demonstration focused on the use of video analytics to
monitor threats and the protection of vehicles in depots. It was
important to review the reaction and event management for different
situational levels (alert/alarm/crisis) and to improve the procedural
coordination of different stakeholders involved in incident management.
MadridThe demonstration in Madrid aimed to improve the handling of
incidents by enhancing the identification of priority tasks and pro -
cedures, developing an interoperable incident management tool
shared between operators in order to improve the communication
between control centres in case of an incident, taking into consideration
the particular role of the transport organising authority that has to act in
coordination with several public transport operators.
BerlinThe Berlin demonstration improved standard and emergency operating
procedures, field level security plans and decision-making models for
threat, emergency and crisis situations. The plans were complemented
by security and awareness training programmes for operational and
security staff, including control room operators and management staff.
In addition to the flagship demonstrations, smaller-scale satellite
demonstrations were carried out in: Lisbon (Portugal); Bilbao (Spain);
�zmir (Turkey); Bucharest (Romania); Bergen (Norway); and Brussels
(Belgium). These satellite demonstrations aimed to adapt solutions
developed and tested with the flagship demonstration to a different
local context and test their transferability and flexibility. Depending on
The demonstration in Paris evaluated the protection of an interchangenode against different attacks
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the local risk assessment, the satellite demonstrations combined
technology tools management procedures or training courses into a
single demonstration project, successfully proving that the developed
solutions are not only useful for large public transport operators.
What lessons have been learned from the SECUR-ED demonstrations?At the time of writing of this article, the last satellite demonstrations
have finished and a full evaluation has not yet been completed.
Nevertheless, some key conclusions can already be drawn.
CCTV and video analyticsCCTV and video analytics are very interesting tools to improve security
in public transport – they can help investigate incidents and can be
useful to coordinate responses between operators and first responders.
Experience from other sectors shows that this technology can also assist
in the prevention of incidents, in anticipating crowds or identifying
suspicious objects, but more development is needed here as public
transport systems are highly dynamic.
Network and communications systemsNetwork and communications systems are crucial elements in security
concepts. Reliable means of communication help enhance the
coordination of staff and reactivity during incident management and
more efficient video transmission improving the surveillance of vehicles
can help to improve security on-board. But we also need to accept that
public transport operators cannot replace their communication
infrastructure every time technology is advancing to a next generation
– the development of systems that allow the integration of legacy
technology are therefore crucial.
Information managementHaving the tools to collect relevant information is key, but just as
important is information management. Only information that can be
processed and analysed when needed is useful. Decisions have to
be made by humans, but technology can be very helpful in making
informed decisions, especially in times of crisis or stress. More intelligent
information management systems can monitor sensors and other tools
and relieve human operators in standard situations – they can help
reduce false alarms and focus the attention of control room operators to
relevant events. Including geo-localisation assists in the coordination of
response teams and a combination with passenger information systems
helps to keep the impact on passengers to a minimum.
Cyber securityCyber security is a growing concern in general and risk assess-
ment models for public transport and has to be adapted in order
to incorporate such issues. Business processes need to be reviewed
in order to identify the most relevant cyber threats and counter
measures implemented.
TrainingTraining has been confirmed as one of the most effective and flexible
security safeguards. While local context and legislation may vary, the
development of generic training material has proved very effective.
Even though adaptations and translations will always be necessary to
integrate generic material into local training programmes, the
developed lessons have helped the involved operators to move from
reactive and problem-driven training programmes to a more pro-active
approach, identifying gaps and weaknesses in existing training
programmes and overcoming these gaps before something happens.
What have public transport operators learned from the SECUR-ED project?The greatest advantage of the SECUR-ED project is the fact that it has
been building on real-life demonstrations that showed the use of
security systems and solutions that were all based on the real needs
of operators.
Testing of new security solutions usually takes place in artificial
environments such as laboratories. And very often, when we discuss
new developments and ideas on security issues in public transport,
developments, projects or research work is focused on very specific
surroundings and very specific conditions. It can be difficult to transfer
these elements into another context; for example, CCTV might only
work in a specific environment, with a specific type of light.
One of the conclusions that have been confirmed is that there is not
a ‘one-size-fits-all’ solution. We have learned, for example, that different
countries have different data privacy laws and not every CCTV solution
can be used everywhere. It was also interesting to learn from the different
partners how the police, for example, dealt with public transport in their
respective countries, or what kind of relationship the judiciary has with the
operators and how public transport laws are developed.
One of the biggest advantages of the project was the contacts that
were made. There was a lot of interesting material, solutions,
technologies involved in the demonstrations. Another great legacy of
SECUR-ED was the fact that never before has there been such a close
and focused operation between such a large number of parties from
different sectors including public transport operators, security industry,
research and law enforcement.
Reference1. www.secur-ed.eu
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Andrea Soehnchen is a graduated Civil Engineer,specialised in infrastructure and transport planning. Shejoined UITP in 2001 as a European Project Manager andbuilt up UITP’s security related activities in the wake of thebombings in Madrid and Moscow. After some yearsworking for Securitas, a leading private security company,Andrea joined UITP again and took responsibility for theSECUR-ED project.
The Berlin demonstration improved standard and emergencyoperating procedures, field level security plans and decision-makingmodels for threat, emergency and crisis situations
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