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LIGHT RAILAddis AbabaBringing a new transport technology to Sub-Saharan Africa PAGE 10

MARKETMetro carsA new trend emerges as order volumes increase in all regions in 2016PAGE 32

INDUSTRYTurkeyDomestic suppliers make progress in a rapidly growing marketPAGE 38

www.metro-report.com Spring 2017

Cities benefit from cleaner track maintenance

Automated train operations help commuters save time. So they can make the most of the morning. That’s ingenuity for life.Cities like Barcelona, Paris and Istanbul need to balance existing infrastructure with modern transportation solutions. Which is just what local infrastructure operators offer their passengers by using Communications Based Train Control (CBTC) from Siemens for their fully automated metro lines. Facilitating driverless operation with full flexibility across rail systems, optimizing throughput.With a faster journey to work, mornings can become a lot more enjoyable.

siemens.com/mobility

Join us atUITP, Montreal May 15–17, 2017

Automated train operations help commuters save time. So they can make the most of the morning. That’s ingenuity for life.Cities like Barcelona, Paris and Istanbul need to balance existing infrastructure with modern transportation solutions. Which is just what local infrastructure operators offer their passengers by using Communications Based Train Control (CBTC) from Siemens for their fully automated metro lines. Facilitating driverless operation with full flexibility across rail systems, optimizing throughput.With a faster journey to work, mornings can become a lot more enjoyable.

siemens.com/mobility

SIEM_Automated_Driving_210x290_MetroReportInternational_E_39L.indd 1 20.03.17 12:33

Metro Report International | Spring 2017 3

Montréal COMMENT

UITP’s Global Public Trans-port Summit in Montréal is themed ‘Lead the TRAN-SITion’. This fits perfectly

with the chosen venue of Montréal, as the event will take place just days from the implementation of a new govern-ance structure for the area’s public transport organisations.

This is a pivotal moment for the city’s public transport, which will need to reinvent itself in the coming years. Meanwhile, the evolution of technol-ogy and integrated mobility are set to revolutionise the operator-passenger relationship.

With a view to encouraging the use of commuter rail, AMT has developed park-and-ride services, adding new equipment and services to stations to stimulate bicycle use, car-sharing and car-pooling. A further aim is to reduce the environmental footprint of cars by installing electric vehicle charging sta-tions at park-and-ride sites.

AMT has spent several years devel-oping its social media channels and mo-bile apps to make travel easier by estab-lishing instantaneous communication

with passengers. The AMT Chrono mobile app is powered by Chronos, AMT’s operational support and cus-tomer information system. This allows commuter rail passengers to access in real time all the information they need about their trips and to be informed of any service interruptions.

Always on the lookout for new mo-bility practices and ways to reinvent it-self for the benefit of passengers, AMT is investing in research and develop-ment of new forms of sustainable mo-bility for access to stations.

STM is also stepping up its efforts to improve customer service. With the new Azur metro cars, passengers will have the benefit of innovative technol-ogy, such as ventilation that can be ad-justed to suit passenger volumes, larger doors, modern information systems and a high-end public address system. All these features will help to increase pas-sengers’ sense of safety and comfort.

Furthermore, thanks to investment by Canadian telecommunications pro-viders, nearly half of Montréal’s 68 met-ro stations are connected to the mobile network, so passengers can use mobile

Ready to meet the sustainable mobility challenge

MARIEKE TREMBLAYPresident & CEO (interim) Agence Métropolitaine de Transport

PHILIPPE SCHNOBBChairman of the Board of Directors Société de Transport de Montréal

phones onboard and at stations.Bus passengers have the use of iBUS

real-time running information. With City Mobility, STM intends to acquire the knowledge it needs to develop and operate the electric public transport sys-tem of the future. This project will make it possible to assess the impacts of using quick-charging electric buses under real operating conditions.

AMT and STM are leading several initiatives to implement sustainable mobility. We are constantly striving to make our networks more accessible to people with reduced mobility, and to make stations more attractive and inter-esting by installing artwork.

The residents of Greater Montréal count on us to ensure they arrive at their destination safely and on time. Today’s society has ever-changing needs and an increasing interest in active trans-port and new technology. We need to be flexible to address this. We must also provide a service that meets our passen-gers’ needs and earns their appreciation — this remains the best way of attract-ing new passengers. We are embracing this challenge every day. n

Greater use of real-time information systems is helping to integrate Montréal's different public transport modes.

4 Spring 2017 | Metro Report International

CONTENTS

Plasser & Theurer has delivered this continuous action tamper to Swiss contractor Krebs. Drawing power from overhead wires or diesel power packs, the Unimat 09-32/4S Dynamic E3 reduces emissions, saves on fossil fuel consumption and has a low noise footprint so that it can be used at night and in urban areas.

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CONTACT US

Volume 31 No 1 | Spring 2017

LIGHT RAILAddis AbabaBringing a new transport technology to Sub-Saharan Africa PAGE 10

MARKETMetro carsA new trend emerges as order volumes increase in all regions in 2016PAGE 32

INDUSTRYTurkeyDomestic suppliers make progress in a rapidly growing marketPAGE 38

www.metro-report.com Spring 2017

Cities benefit from cleaner track maintenance

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CONTENTS

COMMENT

3 Ready to meet the sustainable mobility

challenge | Montréal transport operators AMT and STM get

ready to host UITP's Global Public Transport Summit

DIGEST

6 City Digest | Taipei airport link inaugurated, Merseyrail

orders bespoke fleet, San Francisco crowd reduction trial,

Paris suburban fleet expands

CITIES

10 Addis Ababa | The first modern light rail line in Sub-

Saharan Africa proves a success

14 Ankara | A rapidly growing city is developing its public

transport networks

18 Brno | Several projects to expand the tram network are

taking shape

20 China | Many cities have opened new metro lines or

extended existing routes in recent months

24 New York | Property development has been spurred by

the opening of a Subway extension

26 Riyadh | More trains are delivered to the Saudi capital

as the six-line metro project advances

28 Salt Lake City | A western American city shows how to

make a success of light rail

MARKET & TECHNOLOGY

32 Metro car orders | Orders for metro rolling stock grew

sharply in 2016

38 Turkey | Domestic suppliers are set to do well as demand

for urban rail vehicles grows

40 Signalling | Work is starting to convert a line of the Lyon

metro to driverless operation and upgrade signalling on the

existing driverless line

42 Bogie repairs | A two-year programme to repair bogie

frames for London's DLR is accelerating

44 Ticketing | Alon Levy compares different ticketing

technologies in use around the world, plus a round-up of

the latest developments

48 Innovations | Journey planning, passenger information,

driver assistance

DIARY & CONTACT

50 Diary & Contact

It is again time for a UITP World Congress, or as it is now known, the Global Public Transport Summit, the big event in UITP’s — and arguably the public transport industry’s — calendar. It is always inter-esting to see what topics the participants are discussing in the run-up

to the event and at the event itself — and how these have changed from two years previously.

One trend that stands out this year is a greater focus on non-traditional transport modes. Concepts like smart mobility, mobility-as-a-service, demand-responsive transport and disruptive technology all contrast with the ‘traditional’ high- capacity, fixed-route modes that have been the mainstay of public transport for many decades.

It is notable that UITP is actively courting providers of such services as potential members. Their growing acceptance by the public transport indus-try started with authorities acknowledging these services as another option for passengers who might also use trams or buses. This approach is helpful — if public transport organisations are to serve passengers, senior figures in the industry need to consider the door-to-door journey rather than looking at different modes as discrete entities. At the end of the day, the more options a passenger has for reaching his or her destination, the better for the passenger.

Another reason for embracing new technologies is to regulate them better. Regulations and laws usually lag behind the development of technology, so it is essential that public transport authorities and all levels of government work closely with innovators to develop effective regulations quickly.

It is encouraging to see many operators and authorities moving the focus of their thinking away from heavy engineering and towards the passenger. But the pace of technological development means that they will need to run to stand still. And it is also worth remembering that not all heavy engineering challenges have been met.

Growing awareness of air quality has led to a feeling that ‘something must be done’, with the general idea that vehicle exhaust emissions ought to be reduced as much as possible. The replacement technology will be developed by industry, hopefully with government help. Electric, hybrid or hydrogen-powered vehicles will become a more common sight on city streets as these technologies advance and as more stringent regulations are introduced. Wider environmental impacts, away from the point of use, will be debated.

This still leaves the question of who will pay. Some governments have priori-ties other than public transport or cleaner air, and in any case it never hurts public transport operators to have alternative revenue streams in place. Tech-nology can help here too. Fares and advertising remain revenue generators, but there are many more. For example, the increasing amount of data generated by passengers passing through a metro network could be interesting to advertisers and others. Care must be taken, however, to ensure that these activities do not start to alienate passengers. n

Karol Zemek

Editor, Metro Report International [email protected]

‘there is a greater focus on non-traditional modes’

‘‘

Breaking with tradition


DIGEST Cities

decided to build the line directly, under the oversight of the Bureau of High Speed Rail.

Following negotiations with Taipei City Government over the site of the city centre terminal, construction began in September 2006. Civil works were mainly undertaken by a consortium of local contractors led by Continen-tal Engineering Corp, while a consor-tium of Marubeni, Hitachi and Kawa-saki Heavy Industries was awarded the NT$24·9bn E&M systems contract

Officially branded as the Taoyuan Metro, the au-tomated rail link between Taipei and Taoyuan Inter-

national Airport was formally opened on March 2, reports Mike Baxter.

Taiwan’s Vice President Chen Chien-jen officiated at the ceremony, which was held at the line’s underground terminus next to Taipei Main Station. Vibrant entertainment was followed by an abstract video of the railway backed by techno music, followed by three en-ergetic female drummers, and several dance troupes.

Trial operation had started on Febru-ary 2, with free rides being offered to the public for a month ahead of the open-ing. Up to February 15, only groups ap-plying in advance could travel, but after that individuals were able to sample the line. Approximately 80 000 passengers were carried on March 1, the last day of the trial.

Following the official opening, half fares were charged during the first month of regular operation. Since March 2 the number of passengers us-ing the line has averaged around 50 000 on weekdays and 100 000 at weekends.

What was envisaged as a 35·7 km airport rail link was originally launched as a BOT project. However, the concession awarded to Evertran-sit International Development Corp in 1998 was cancelled five years later as work had not started. The Ministry of Transport & Communications then

TAIWAN

Airport rail link inaugurated

Commuter (left) and Express (right) services both run on the new route.

Taipei Main Station is one of the termini.

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covering rolling stock, power supplies, signalling and the two depots at Qing-pu and Luzhu.

The line has been equipped for GoA 3. The trains run automatically under ATO, but a train attendant is present at all times to operate the passenger doors and meet the safety requirements. Plat-form screen doors are provided at the underground stations, and 1·5 m high platform edge barriers above ground. The train control system has been supplied by Siemens, with the com-munications equipment coming from Motorola.

As finally completed, the line runs for 51 km, through Taipei, New Taipei and Taoyuan municipalities, serving a num-ber of smaller towns outside the capital as well as the airport.

It starts from an underground in-terchange at Taipei Main Station, lo-cated on the western side of the exist-ing station served by Taiwan Railway Administration, the Thsrc high speed line from Kaohsiung and the city’s metro Red Line. The line then follows a slightly convoluted route through the western suburbs and out into the countryside. It passes under the airport through a 6·8 km tunnel with four sta-tions. Two have been provided to serve terminals 1 and 2 and one for the Air-port Hotel, with provision for a fourth to serve the proposed Terminal 3. Be-yond the airport, the route continues


Cities DIGEST

The new Merseyrail EMUs will have 60% more capacity than the existing fleet.

UK

Merseyrail orders bespoke fleetLiverpool region transport author-ity Merseytravel signed a contract for Stadler to supply and maintain 52 electric multiple-units on February 16. Stadler was named preferred bidder two months earlier, beating Bombardier Transportation, CAF, Siemens and a consortium of Mitsui, Alstom and East Japan Railway’s J-TREC. Formal award was delayed by a legal challenge submit-ted by Bombardier.

Merseytravel told Metro Report Inter-national that ‘the legal process is ongo-ing; however, Bombardier has agreed to lift the automatic stay which has prevented Merseytravel, Merseyrail and Stadler from signing the contracts. We remain fully confident in the integrity of our procurement process and, there-fore, that we can robustly defend the challenge.’

The deal is worth up to £700m, which includes an option for a further 60 ve-hicles, and maintenance throughout the EMUs’ expected 35-year lifecycle. The base order will completely replace Merseyrail’s current fleet of 59 EMUs, which have an average age of almost 40 years. The first Stadler train is sched-uled to arrive in mid-2019 for several months of testing ahead of the delivery of the series-built trains by the end of 2020. All 52 are expected to be in ser-vice by 2021.

The four-car articulated trainsets will be 65 m long and 2 820 m wide with walk-through gangways. They will be able to accommodate 182 seated and 302 standing passengers and two

wheelchair users. The total capacity will be 60% higher than the current three-car sets, which are 4 m shorter, while retaining the same number of seats.

The new units will have lower floors, 960 mm above rail level, and ‘intelli-gent’ sliding steps. In combination with infrastructure improvements these will ‘virtually eliminate’ the gap between the platform and the train and provide fully step-free access.

The doors will have sensors to detect obstructions and will illuminate to in-form passengers when it is safe to board and alight. There will be a ‘transparent’ cab for the driver, offering a ‘comfort-able’ working environment with en-hanced sight lines and an ergonomic control desk.

At 99 tonnes, the EMUs will be lighter than the current 105 tonne trains, and energy consumption is ex-pected to be 20% lower, including re-generative braking. The trains will have a maximum speed of 120 km/h, and better performance than the current fleet is expected to cut journey times by up to 10%.

The 750 V DC third-rail EMUs will be equipped with batteries enabling in-dependent movement within depot ar-eas. They will also be suitable for retro-fitting with 25 kV 50 Hz capability and ETCS Level 2, with a view to serving

south through Taoyuan to the terminus at Huanbei.

There are 21 stations in total, in-cluding 10 intermediate stops between Taipei and the airport, with two more proposed, and seven beyond. A second interchange with the high speed line is provided at Taoyuan, while a planned two-station extension from Huanbei would take the line to an interchange with TRA’s West Coast line at Zhongli.

Electrified at 750 V DC with a third-rail power supply, the 1 435 mm gauge line has been designed for operation at 100 km/h. However, the trains are ini-tially being limited to a maximum speed of 83 km/h.

Reflecting some of the constraints faced by the original planners, the align-ment is notable for its steep grades and sharp curves. There are 4·9% gradients at three locations and nine others ex-ceeding 4%. Minimum curve radius is just 160 m, where speeds are currently limited to 39 km/h.

There are several spectacular elevated sections where the line passes through rural areas at up to 50 m above ground, giving passengers good views of forests, fish ponds and farms. Some impressive bridges carry the route above highways and road interchanges.

As with the airport rail links in Hong Kong and Bangkok, the Taoyuan Metro offers two levels of service, both of which operate at a standard 15 min headway. The single flat fare of NT$160 is currently valid on either service.

The limited-stop Express trains link Taipei and the two airport terminals in 35 min, making just two intermediate stops. An in-town check-in facility has been provided at Taipei Main Station for passengers flying with China Air-lines and Eva Air.

The Commuter trains call at all sta-tions, where loops are provided to allow the faster Express trains to overtake. Only these trains continue west of the airport, offering an end-to-end journey time between Taipei and Huanbei of 65 min.

A fleet of 38 trainsets has been sup-plied by Kawasaki Heavy Industries: 17 four-car Commuter sets and 11 Express sets which have an additional car to carry checked baggage. Each 20 m long vehicle is powered by asynchronous three-phase motors.

Each car in the blue-liveried Com-muter trains has five sets of doors per side, plus longitudinal seating for 50 and ample standing room. The purple Ex-press trains have only three sets of doors per vehicle, apart from the baggage car which has five to facilitate rapid loading and unloading. Each Express car has 54 transverse seats plus a wheelchair space and three luggage racks. n

52EMUsTO BE SUPPLIED BY STADLER TO MERSEYTRAVEL


DIGEST Cities

the European Investment Bank. Mer-seytravel will own the trains and lease them to the operating concessionaire, which will be paid a lower operating fee to account for the expected increase in revenue and lower running costs.

Stadler told Metro Report Interna-tional that it had several locations where EMUs could be manufactured, and its factory capacity planning process was not yet complete. n

USA

Crowd reduction trialBART and the San Francisco County Transportation Authority have released preliminary results of the BART Perks pilot, which rewarded passengers who travel outside the morning peak with cash. The six-month trial ran from Au-gust 30 to February 28.

Inspired by a similar project launched in Singapore in 2013, the pilot’s aim was to examine the effects on crowd-ing of peak-time trains and stations by offering incentives to passengers travel-ling outside the busiest times.

Participating passengers earned up to six points for every mile travelled on BART if their journey started between 06.30 and 07.30 or between 08.30 and 09.30. Points could be exchanged for $1 per 1 000 points or used to play the ‘Spin to Win’ game that could result in more points or cash rewards up to $100. Rewards were transferred to partici-pants’ PayPal accounts.

BART says that expectations for 10 000 sign-ups were exceeded, with almost 18 000 passengers participat-ing. Of the 2 600 participants travelling between 07.30 and 08.30 before the programme started, 250 changed their travel patterns on an average day during the trial — the equivalent of two train cars’ worth of passengers.

A total of around $210 000 was awarded over the six months. On aver-age, participants earned nearly $3 per month, with about 10 participants each month being paid $100 or more as a re-sult of the ‘Spin to Win’ game. BART notes that participants’ use of social me-dia helped to publicise the programme.

Further publicity came from the 15 employers that signed up as BART Perks Partners, to promote the pro-gramme among their employees. In return, BART and the Sfcta offered technical assistance and extra rewards.

‘While a complete programme analy-sis is still to come, we are encouraged by the programme’s results to date, includ-ing the ability to manage peak demands while garnering overall rider satisfac-tion and employer support’, said Sfcta Executive Director Tilly Chang. BART noted that although the programme was of too small a scale to achieve a ‘no-ticeable’ reduction in crowding, it man-aged to shift some passengers’ travel behaviour.

Urban Engines supplied the technol-ogy used in the trial. The project was funded through a federal grant, BART’s own operating budget, and San Francis-co’s 0·5% sales tax for transport projects.BART and Sfcta expect to com-plete a full evaluation of the results by late 2017. Based on the findings, they will consider further strategies to re-duce peak-time crowding. According to BART, the preliminary results sug-gest that future incentives programmes would need to better target individu-als who frequently travel at the busiest periods. n

FRANCE

Paris suburban fleet expandsThe SNCF board has selected a con-sortium of Alstom and Bombardier Transportation for a deal to supply up to 355 custom-designed X’Trapolis City duplex double-deck trainsets worth €3·75bn for use on Paris RER lines D and E.

The order is the largest ever contract to be financed by Ile-de-France trans-port authority STIF. An initial €1·55bn firm order covers 56 trainsets 112 m long and 15 trainsets of 130 m to en-ter service from 2021. The cost includes €450m for design, project management and type approval works. The Alstom-Bombardier consortium’s share is worth €1·155bn, with Alstom’s share worth 70%. There are options for a total of 130 EMUs for Line D and 125 for Line E.

The consortium was the sole bidder for the contract, after a lower-priced offer from CAF was rejected in late 2016 because SNCF was concerned the Spanish company might not have the required capacity.

The X’Trapolis Cityduplex has been

Skelmersdale, Warrington and Wrex-ham in the longer term.

The trains will be equipped for driver- only operation, which the combined authority said was ‘put forward by all bidders’ as a way to meet the require-ments of a report into a fatal incident in 2011. The driver will be responsible for opening and closing the doors and for train dispatch, eliminating the need for guards. Roving customer service roles will be created, with staff available to assist passengers ‘at key locations and times’. There will be fewer customer service roles than guards’ positions, and while the combined authority envisages there will be natural wastage over the next four years, it has endorsed a pro-posal to guarantee continued employ-ment for all guards currently perma-nently employed.

Stadler is to maintain the trains at a new depot that BAM Nuttall is to build in Kirkdale. The depot construc-tion contract worth around £20m also includes refurbishment of the existing depot at Birkenhead North. Scheduled to be completed in 2019, the Kirkdale depot will include a maintenance shed, washing and stabling facilities, office space and a simulator suite. It will be designed with provision for future ex-tension to accommodate 80 m trainsets.

Heavy maintenance is to be un-dertaken at Kirkdale, and Birkenhead North is to be provided with a new train washing plant to support a focus on overnight servicing and cleaning. Stadler will oversee the maintenance of the existing fleet at Birkenhead, and will take on 155 maintenance staff from Merseyrail, bringing the total number of Stadler employees in the UK to more than 200 by 2019.

The fleet renewal project is being fi-nanced from a reserve fund which had been established for the purpose, as well as loans which the combined author-ity is to secure from sources including

Visit www.metro-report.comfor up-to-the-minute urban transport

news and rolling coverage of the latest industry developments

Lower floors and 'intelligent' steps will help to eliminate the gap between the train and the platform.


Cities DIGEST

3·75€bn

CONTRACT TO SUPPLY UP TO 355

CUSTOM-DESIGNED X’TRAPOLIS CITYDUPLEX

DOUBLE-DECK TRAINSETS FOR PARIS RER LINES

D AND E

specifically designed for use on high-density routes around Paris, with wide gangways between vehicles and large doors for rapid boarding and alighting.

The 112 m long trains will have a capacity of 1 563 passengers and the 130 m units 1 861 passengers. There will be three types of air-conditioned onboard space: high-capacity standing areas for passengers making short jour-neys of around 5 min; mixed-use zones on the lower decks with standing space on one side and seats on the other in-tended for journeys up to 20 min; and ‘regional-style’ comfort on the upper decks with seating on both sides of the aisle for trips up to 50 min.

The 25 kV 50 Hz/1·5 kV DC EMUs will have eight motor bogies per unit giving a maximum speed of 140 km/h with better acceleration and decel-eration than the current fleet. LED lighting and regenerative braking will contribute towards a 25% reduction in energy consumption.

‘We will have a train that meets the specific needs of SNCF Transilien and the ultra-dense area of Ile-de-France’, said SNCF President Guillaume Pepy, adding that 70% of SNCF’s customers are carried in the region. Ridership was up 7% in the year to September 2016, and the new EMUs would be ‘an un-deniable asset in meeting this challenge in the capital region and in improving punctuality’.

Eight Alstom sites will be respon-sible for supplying the trains: Valen-ciennes (project management, design, testing, commissioning, warranty sup-port, driving car production and final integration); Reichshoffen (design); Ornans (traction motors); Le Creu-sot (bogies); Villeurbanne (on-board electronics); Tarbes (traction systems); Petit-Quevilly (transformers) and Saint Ouen (design). Bombardier’s Crespin plant will design and manufacture the intermediate cars.

Under a separate €75m contract, Al-stom is to renovate up to 41 MI84 four-car electric multiple-units in service on RER Line B. The base order covers 31 trainsets, with the first two due to be completed in 2019. Work will take place at Alstom’s Reichshoffen site and will increase seating capacity from 216 to 312 per set. Other internal changes will include new floors, grab bars, LED lighting and CCTV. Air-conditioning will be installed, electronic equipment replaced and a new external livery applied.

Transport operator RATP has mean-while awarded CAF a €65m framework contract to design and manufacture 12 battery-overhead electric locomotives for shunting and hauling maintenance trains on the RER network, with an

option for up to six more.The 1 000 kW locomotives are to be

delivered from CAF’s Bagnères de Big-orre plant in southern France from the first quarter of 2019. As well as being able to take power from the overhead electrification, they will have nickel-cadmium batteries to enable independ-ent operation without the emissions and noise produced by a diesel engine.

SNCF Réseau has awarded a €277m contract for catenary renewal on RER Line C to the RC2 consortium of TSO Caténaires, Setec Ferroviare and Vinci subsidiaries ETF and Mobility. RC2 is to replace the 1·5 kV DC overhead electrification south of Bibliothèque François-Mitterrand station as far as the junction at Brétigny. Funded by SNCF Réseau as part of its master plan for investment in the Ile-de-France region, the work forms part of an ex-tensive programme of infrastructure renewal on Line C, which has been un-derway since 2013.

The work will replace around 180 track-km of overhead line, along with 2 000 masts and 600 gantries. Around 540 km of new cables will be required. Installation is expected to begin in 2018 for completion by 2024. The four partners will undertake the work us-ing a fleet of purpose-designed high-output machines, which are expected to be capable of replacing up to 1·4 km of catenary wire in an overnight shift without disrupting the following day’s operations.

A first unit would install the new masts, while the second would have

elevated platforms from which staff can dismantle the old contact wires. The third stage would install the new sup-port arms and insulators, before ma-chine four rolls out the new wires. Staff working on the fifth unit with another elevated platform would then adjust the new catenary ready for use, while unit six would remove the old masts. The project is expected to employ around 150 staff working for more than 1 million hours.

SNCF has also exercised an op-tion for a further 52 Francilien EMUs from Bombardier under a framework contract awarded in 2006. The €348m order followed the approval of funding by STIF.

The EMUs are scheduled to be de-livered from March 2018 to operate on suburban lines J and L from Paris Saint-Lazare. They will take the number of Francilien EMUs on the Saint-Lazare routes to 134.

The delivery of the EMUs will be accompanied by reinforcement of the traction power supply, resignalling and repairs to the Marly viaduct.

The order forms part of a rolling stock masterplan adopted by STIF in July which envisages the replacement or refurbishment of a total of 708 trainsets by 2021.

STIF plans to exercise options for one or two further batches of Francilien EMUs by 2018. This would enable all suburban services from Paris Saint-La-zare to be operated by modern rolling stock, as well as Line P from Paris Est which is to be electrified between Gretz Armainvilliers and Provins. n

Design of the X'Trapolis Cityduplex EMUs is taking place at Alstom's Reichshoffen and Saint Ouen sites.


ADDIS ABABA Light Rail

The growing light rail network in Addis Ababa is addressing transport problems and the urgent need for urban regeneration. Other projects in the region could learn from it.

Bringing light rail to sub-Saharan Africa

HAILE ENDALE FU LI Railway Vehicle Engineering Department Southwest Jiaotong University

Later this year, work is set to get underway on the second phase of the Addis Ababa light rail network. Since the

first line opened for revenue service in September 2015, the Chinese-built network has started to transform travel around the Ethiopian capital, and the second phase will extend these benefits to a wider area.

Addis Ababa’s population of 3·5 mil-lion is estimated to be growing at around 3·8% a year. But the city’s importance goes beyond its size: the capital of Ethiopia is also the country’s economic hub, the seat of the African Union and the headquarters of the UN Economic Commission for Africa. In addition, it is home to various international and na-tional organisations.

Until recently, public transport in the city was limited to minibuses, buses and taxis. However, the population increased to the point where these services could no longer meet the growing demand for

travel. Not only were the buses and taxis overcrowded, but they lacked a defined timetable. The resulting long queues to board and road congestion meant that many people had poor access to work-places, or services such as education and healthcare. On top of this, fare rises were frequent and unpredictable.

Quality of life in the city was also be-ing affected by a lack of infrastructure for non-motorised travel, a high rate of traffic accidents and rising levels of air and noise pollution. To alleviate these problems, the government decided to build a light rail network.

This is by no means the only trans-port investment underway in the coun-try. The five-year growth plans which the government introduced from 2010 envisage several mega-projects, includ-ing an extensive 1 435 mm gauge rail-way network across the country. The first phase of this covers the construc-tion of 2 000 route-km, of which the 680 km line from Addis Ababa to the border with Djibouti opened last year. A further 3 000 km is to be added by 2025. In the longer term, Ethiopia could be served by a transcontinental network extending from Djibouti in the east to Gabon in the west via Sudan. In order to implement the various railway and light rail projects, the Ethio-Djibouti Railway was replaced by Ethiopian Railways Corp.

As with many other infrastructure projects, the main line railways are be-ing built by Chinese contractors. Ethio-pia and China have a long-standing relationship dating back to 1970, and this has now expanded into manufac-turing as well as infrastructure. High-profile projects completed over the past 10 years include the Addis Ababa ring road, the Addis – Adama motorway, the African Union headquarters and the Gibe III hydroelectric plant.

Two routesA rail mode was selected as the most

effective way of relieving traffic conges-tion in the capital, and light rail was chosen over a metro for several reasons. Apart from the lower cost of construc-tion, a surface alignment offers easier

With plenty of standing room, each LRV has capacity for 286 passengers.


Light Rail ADDIS ABABA

Fig 1. Each LRV has one unpowered and two powered bogies.

access to nearby buildings for the many commuters that arrive in the city by rail each day.

There were also specific urban char-acteristics that had to be taken into ac-count. The light rail alignment could be built mostly in road medians, which meant that little or no compensation had to be paid to property owners or the city authorities. This effectively by-passed the property ownership issues that make building transport infra-structure in many cities so difficult and expensive. Light rail vehicles perform well on sharp curves and steep gradi-ents, which are unavoidable in a hilly city.

Further benefits of light rail include high passenger capacity, low life-cycle costs, reduction of carbon dioxide emis-sions and cheaper fares than existing transport modes. The project was seen as an important generator of employ-ment, and has the additional advantages of increasing land values and enhancing the image of the city.

The 1 435 mm gauge Addis Ababa Light Rail Transit network is being built in two phases, each of around 30 route-km. The first phase saw the construction of a 16·9 km north-south route and a 17·4 km east-west route, with a common central section. The first route to open, on September 20 2015, was the north-south Blue Line linking Menelik Square and Kaliti. The east-west Green Line followed on Novem-ber 9. The two routes share the 2·7 km between Lideta and Meskel Square, which has five stops. Both lines are laid with UIC60 rails.

The second phase will see both lines extended at each end. The Blue Line will be pushed out from Menelik Square to Shiro Meda in the north and from Ka-liti to Gelan in the south. The Green Line would be extended from Ayat to Legetafo in the east and from Tor Hailoch to Lebu in the west. The new termini at Gelan and Lebu are intended to provide interchange with main line services on the recently-opened Ethio-pia – Djibouti railway.

Not just ChinaOverseen by ERC, the first mod-

ern light rail project in sub-Saharan Africa is a joint venture between the governments of Ethiopia and China. As with the main line railway, 85% of the US$475m cost of Phase 1 has been funded by loans from China’s Exim-bank, and the network has been built by China Railway Engineering Corp.

Operations and maintenance is being handled by Shenzhen Metro Group under a 41-month contract valued at US$116m. The agreement includes the deployment of qualified

N

Light rail plannedEthiopia – Djibouti railway

ADDIS ABABA

0 5 km

Addis Ababa Airport

Menelik Square

Gojam Berenda

Sidist Killo

Shiro Meda

Autobus TeraSebategna

AbinetDarmarTegbared

LegharRiche

Meskel Square

St Estfanos

Bambis Hayahulet 2Meshwlekya

St Urael Ayat

Legetafo

CMC

St MichaelManagement

InstituteMegenagnaHayahulet 1

Lem Hotel

Gurd Shola 1Gurd

Shola 2

Civil Service College

Meri

Temenja Yazh

Lancha

Saris

Kaliti

Gelan

Nefas Silk 1

Nefas Silk 2

Adey Ababa

Abo Junction

Lideta

CocaCola

Tor Hailoch

Keraniyo

Alem Bank

Wolete

Lebu

Mexico

Atikilt Tera

© Railway Gazette 2017

Nekemte

Modjo

professionals from China to train lo-cal managers and technical staff so that Ethiopia can build up its own expertise in light rail. The original contingent of Chinese drivers have already started handing over their work to local staff, while local employees are being trained for a range of operations and mainte-nance roles.

Contract management support is being provided by Italferr, which since February 2014 has been assist-ing ERC with the legal framework for operations, preparation of master agreements the development of the management system. Design and con-sultancy is also being undertaken by Swedish National Road Consulting, a subsidiary of the Swedish Transport Administration.

Low-floor vehiclesDesign capacity of the first phase is

15 000 passengers/h per direction on each route. CRRC Changchun supplied 41 light rail vehicles for the first phase (Table I), of which 20 are used on the Blue Line and 21 on the Green Line. Each 70% low-floor vehicle has capac-ity for 286 passengers.

The vehicle is carried on two pow-ered bogies with an unpowered trailer bogie under the articulation. Maximum speed is 80 km/h, although the LRVs are generally limited to 70 km/h in service. Primary suspension consists of two rubber springs on either side of each wheel. The body rests on the bogie

via the secondary suspension, which has four sets of coil springs with central shock absorbers for vertical guidance and two dampers.

The floor height in the low-floor areas is 350 mm above the rail, offer-ing near-level boarding from the plat-forms at each stop. The high-floor sec-tions above the motored end bogies are 835 mm above the rail.

Primary suspension

Secondary suspension

Traction motor Hydraulic brake

Bogie frame

Wheelset and axlebox

Centre bearing

Bogie frame

Wheel guardSecondary suspension

Primary suspension

Traction linkIndependent wheel portal axle

Disc brake assembly


ADDIS ABABA Light Rail

construction do not become a burden on the public purse.

While ridership may not have grown as rapidly as anticipated, the first phase has been an engineering and operational success. The city and its inhabitants are now eagerly looking forward to the second phase, which will spread the benefits of light rail even wider. n

Table I. Technical specification of Addis Ababa light rail vehicles

Maximum operational speed km/h 70

Track gauge mm 1 435

Power supply 750 V DC

Average acceleration, 0 to 40 km/h m/s2 ≥1

Average acceleration, 40 to 70 km/h m/s2 ≥0·5

Longitudinal jerk rate m/s ≤1

Ride quality Wz <2·5

Coefficient of derailment ≤0·8

Passengers per vehicle 286

Traction motors continuous rating kW 4 x 130

Weight tonnes 43

Axleload, powered tonnes 10·5

Axleload, unpowered tonnes 11·5

Wheel diameter mm 660

Wheel profile type S1002

Wheel base, powered bogie mm 1 900

Wheel base, trailer bogie mm 1 800

Primary suspension Rubber spring

Secondary suspension Coil spring

Axle bearings Tapered roller

Brakes Disc and magnetic track

The power supply incorporates one 230 kV traction substation, three 132 kV traction substations and three 15 kV switching stations, supplied by NR Electric Corp. The first substations with GIS transformers in the country feed a 750 V DC overhead line. Rolling stock stabling and maintenance depots are provided at the eastern and southern termini.

Services run every 6 min between 06.00 and midnight. Fares are between 2 and 6 birr, and paper tickets are to be replaced by a smart card.

Changing the cityLight rail has modernised the city

and changed the way in which residents move around. It has helped to ease the problem of congestion, especially dur-ing peak hours. Its high capacity, com-fort and affordability have enabled more residents to move out to cheaper prop-erties in the suburbs.

The introduction of light rail has also raised expectations. As passen-gers demand a service in line with that offered by the new LRVs, other modes have been forced to improve their quality. Bus and taxi services are changing the most, with one notable development being the introduction of mobile apps.

However, despite all the benefits, there have been some negative impacts. In some places, the elevated light rail infrastructure has masked prominent buildings. Shared traffic sections have seen an increased risk of road accidents, and the limited number of pedestrian crossings and footbridges at the stops mean that passengers often have to walk a long way to reach the light rail

platforms in the central median.There is also much to do to raise

public awareness of the new transport mode. Some passengers still queue for a taxi rather than board an empty LRV, and not all road users are care-ful in the presence of LRVs. The city government is keen to drive up rider-ship and attract more revenue, so that the loans which were taken out to fund

Below: Services run between 06.00 and midnight, and passengers will soon be able to use smart cards to pay fares.

Above: Fig 2. CRRC has supplied 41 three-section LRVs for the first phase.

Right: Light rail has been introduced to deal with the city’s earlier transport problems.

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A spate of recent metro openings in Ankara is only the start of a large programme of network expansion and upgrades. Benjámin Zelki reports from the Turkish capital.

Line M1 was the first heavy metro line to open in Ankara.

Kızılay provides interchange between lines M1 and M2.

The inauguration of metro Line M4 in Ankara on Janu-ary 5 is the latest develop-ment in the Turkish capital’s

rapidly growing transport network. It will not be the last: a 3·5 km extension south from Atatürk Kültür Merkezi to Kızılay is under construction and ex-pected to open by the end of 2018. One of the two intermediate stops will serve the city’s railway station.

The 9·2 km section of M4 opened in January has nine stations and links Şehitler (Gazino) in Ankara’s most populous municipality of Keçiören with Atatürk Kültür Merkezi, where inter-change is provided with Line M1. The metro covers the distance in 17 min, which compares with up to 1½ h by road.

Line M4 was a long time coming. Construction started in July 2003, but test runs did not begin until August 31 2016. Financial problems caused work to be suspended for some time, until in April 2011 the project, along with two other metro lines, was transferred from the municipality to the national Minis-try of Transport. Work was 43% com-plete, and a new contract for comple-tion was awarded to a Gülermak-Kolin consortium in February 2012. The final construction cost was around TL1bn.

A similar fate befell lines M2 and M3, construction of which started in 2002 and 2001, respectively. Only the Söğütözü – Ümitköy section of M2 was fully completed before the transfer to the transport ministry. Construction of all three lines was retendered following their transfer.

M2 and M3 finally opened in 2014, more than doubling the size of the metro network. Line M3, connecting Batıkent and Törekent on a 15·4 km alignment, opened on February 12 and was followed on March 13 by the 16·6 km Line M2 between Kızılay and Koru. Both routes serve newly built residential districts.

In August 2012 CSR Zhuzhou was awarded a contract to supply 342 cars to operate the three lines. It had 20 months

A growing network for a growing city

to deliver the initial 15 trainsets, with the rest following within 39 months, but deliveries are not yet complete. A requirement for local content was set at 30% in the first 75 trainsets, owing to the short deadline, rising to 51% for the later vehicles. The trains were assembled in CSR’s (now CRRC’s) Sincan plant near Ankara. They draw power at 750 V DC from a third rail and have a maxi-mum speed of 80 km/h.

Growing the networkThe metro has been expanding to

relieve the city’s heavy traffic, which is getting worse as rapid urbanisation takes place. The wider urban area is ex-pected to grow by around 1·5 million inhabitants in the coming decade. It currently houses 5·1 million people, of which 4·6 million live in the city proper. This compares with only 35 000 in 1923, when Ankara became the capital of the new Turkish Republic.

As with other ‘designated’ capitals, such as Brasília or Canberra, a high de-gree of planning is evident in the city centre, which was developed mostly in the 1920s and 1930s. In contrast to other large Turkish cities, Ankara has a grand and spacious city centre with wide streets and a lively park at the heart of the city.

However, away from the centre, Ankara is a more typical Turkish city, with an unplanned cityscape of narrow streets and high-density development. Further out in the western suburbs are many rap-idly growing areas of residential blocks, built recently to house the increasing population.

The Ankaray light metro was the city’s first urban rail line, built in 1992-96 by a Siemens-led consortium. This 8·5 km route runs mostly underground between Ankara Intercity Bus Terminal and Dikimevi, serving 11 stations. Ser-vices are operated by 11 three-car articu-lated trainsets supplied by a consortium of Siemens, Adtranz and AnsaldoBreda.

Ankaray was followed by the city’s first heavy metro line. Construction started in March 1993 and Line M1 opened in December 1997. Linking the main square at Kızılay with Batıkent, the 14·7 km route with 12 stations was built by a consortium of Bombardier and SNC-Lavalin. Lines M2 and M3 run from its southeastern and north-western termini, respectively. The M1 fleet consists of 18 modified Bombar-dier H-6 six-car trainsets, cousins of those supplied for the Toronto metro.

Line M1, M3 and M4 trainsets use a depot at Macunköy, whereas Line M2


ANKARA Expansion

The Yenimahalle Teleferik is used by 12 000 passengers a day.

20%

OF ANKARA METRO LINE M1 CAPACITY

IS CURRENTLY BEING USED

trains are based at Çayyolu. Ankaray rolling stock is stabled at the Söğütözü depot. Another depot is to be built at Fo-rum Outlet when M4 is extended there; it would be used for Line M5 as well.

The metro network is complemented by two cable cars. The shorter of the two is the Keçiören Teleferik, maintained by the municipality. The 1·7 km route has no intermediate stations and is mostly used by tourists. The other is the Yeni-mahalle Teleferik, which plays an im-portant role for commuters, carrying 12 000 passengers a day. It connects the hillside neighbourhood of Sentepe with Yenimahalle metro station, providing fast and reliable transport to the densely populated districts built on challenging terrain.

The Yenimahalle Teleferik was inau-gurated in 2014 and extended in 2015; it is now the longest urban cable car in Eurasia. The 3·3 km route has two in-termediate stations, and the end-to-end journey time is 13 min. The line can car-ry up to 1 630 passengers/h per direc-tion with 22 sec headways. Each of the 106 cabins has space for 10 passengers.

Operating below capacityLess than 20% of the metro’s capacity

is currently utilised. Although the de-sign frequencies are 90 sec, peak head-ways vary between 5 and 7 min, and lines M3 and M4 use three-car trainsets despite the stations being able to take six-car sets. Public transport planner Er-han Öncü explains that these issues are caused by delays in rolling stock deliver-ies and the ongoing signalling upgrade.

Peak headways are currently 5 min on Line 1, 6 min on Ankaray, and 7 min on lines M2, M3 and M4. Lines M1, M2 and M3 will in future be operated as a sin-gle route, but passengers currently have to change, with the lines’ different headways exacerbating the inconvenience.

This has led to low ridership, espe-cially on the newer lines. According to data from early 2016, daily ridership was 147 878 passengers on M1, 104 288 on Ankaray, 56 126 on M2 and only 25 143 on M3. Öncü says that M1 is using only 20% of its capacity. M2, M3 and M4 each have a design capacity of 1·4 mil-lion passengers per day per direction, so they are even more underutilised. It is

questionable whether these ridership figures justify heavy metro lines, or if trams would have been better on routes such as that of Line M3. Despite recent discussions about introducing trams and bus rapid transit to the city, neither mode currently operates in Ankara.

The opening of new metro lines caused some bus routes operated by city transport operator EGO to be cut back to act as feeder services. However, most of these only operate two or three buses per hour. This contrasts with pri-vately run dolmuş minibuses, which not only offer more frequent services, but serve larger areas, making interchanges unnecessary. Öncü suggests that the private operators need to be regulated more strictly if publicly-run services are to attract more passengers.

Heavy rail remodellingAnkara is also served by a suburban

rail line. Branded Başkentray, services connect Kayaş in the east with Sincan in the west, using a fleet of 32 three-car electric multiple-units supplied by Hyundai Rotem.

Most Başkentray services are sus-pended until December while a remod-elling of the railway line takes place. Since July 11 2016 only three pairs of suburban services are operating between the main station and Sincan: three in-bound trains in the morning and three outbound in the evening, stopping only at Etimesgut.

Başkentray’s suspension creates seri-ous difficulties for the 15 million pas-sengers a year that use it, even though replacement buses are provided. The line is being upgraded to metro standards, which will increase its capacity to 60 mil-lion passengers per year. New signalling will enable 2½ min headways, although peak services are initially planned to run


Expansion ANKARA

Beytepe Bilkent ODTÜ

MTATarım Bakanliği Daniştay

ÇayyoluÜmitköy

Etimesgut

BatıkentMesa

Botanik Batı Merkezi

depot

MacunkoyOstim Hastane

Demeteveler

Behiçbey

NecatibeyMilli KütüphaneSöğütözü

depot

depot

Kızılay

MaltepeBahcelievler Dikimevi

Akköprü

Ivedik Atatürk Kültür

Merkezi

Metro (under construction)Light metro (under construction)Başkentray

ANKARA

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ANKARA Expansion

at 5 min intervals. All stations will be rebuilt and modernised to allow barrier-free access. Upon completion of the up-grade, Başkentray services will be able to complete the 37 km route in 53 min.

The project cost is TL1·16bn, and work is being undertaken by a Gülermak- Kolin consortium. When complete, suburban, conventional inter- city and high speed services will be segregated. There will be five tracks between Sincan and Behiçbey: two for suburban services, two for high speed trains and one for conventional long-distance services. An extra track will be available for conventional services between Behiçbey and Ankara Gar. From there to Kayaş two tracks will be dedicated for suburban services, with the high speed and conventional long-distance services having one each. Electrification and signalling is being upgraded, and all 24 level crossings are being eliminated.

The closure means that the capital is at present almost entirely cut off from inter-city trains, with long-distance ser-vices terminating at Sincan in the west and Kayaş in the east, leaving the central section only for the limited Başkentray service. Freight trains that would nor-mally travel via Ankara have been di-verted via Konya. High speed services are also affected, but one track between Sincan and the main station has been kept open during the refurbishment works, so high speed trains can still ter-minate at the city’s main station.

The upgrade work was originally planned to start in 2011, but legal disputes caused several tenders to be

cancelled and delayed the project. The original work schedule would have co-incided with the start of construction of the national high speed rail network.

TCDD opened a dedicated high speed station in Ankara on October 29. Comprising three island platforms with six tracks, the station has been built next to the older main station, which will re-main in use for Başkentray and conven-tional long-distance services.

Construction of the high speed sta-tion started in 2014 and cost €214m. A Cengiz-Limak-Kolin consortium was lead contractor under the build- operate-transfer model, and will manage the sta-tion for 19 years and seven months. The new station can handle 50 000 passen-gers per day; along with the old station, Ankara is expected to be the country’s busiest railway hub, at the centre of a growing high speed network. The gov-ernment plans to complete 4 000 route-km of new main lines by 2023; these will include mixed-traffic routes as well as dedicated high speed lines.

A monumental city deserves a monu-mental main station, and the new sta-tion was designed accordingly. It com-plements its neighbour, which was built in 1937 in the Art Deco style. The new station includes the usual shops, restau-rants and cafés, but there is also a 134-room hotel, 200 apartments, cinemas and offices in the building, in addition to 1 900 car parking spaces.

The 30 m high, 194 000 m2 station currently looks fairly empty, as the on-going track refurbishment means that it is only used by services to Istanbul, Eskişehir and Konya. The station will be formally inaugurated when the track upgrade works end in December.

More to comeThe transport master plan drawn up

by Ankara Metropolitan Municipality and Gazi Üniversitesi envisages that the current 55 route-km metro network will grow to 600 route-km by 2038, with the addition of 11 new lines.

The master plan covers four stages. The current projects are in the first stage, covering 2015-18. This also includes a southeastern Ankaray extension from Dikimevi to a new inter-city bus termi-nal, and a metro line connecting Atatürk Kültür Merkezi with the Forum retail outlet to the north of the city.

The second stage (2018-23) envis-ages an orbital metro line linking Sin-can with Yaşamkent, a line to Dikmen in the south and a new cable-car line between Siteler and Karapürçek. The final two stages would see the Sincan – Yaşamkent line and Başkentray ex-tended at both ends.

Feasibility studies are also underway for a route to connect the city centre with Esenboğa Airport to the north of the city. Three options are being considered: a heavy rail link, a metro line to Kızılay via Siteler, and a link to Kuyubaşı on Line M4.

The best supported option is the third, which has been designated metro Line M5. The municipality plans to open this by 2023. The 26·3 km route would run mostly underground and serve seven stations, terminating at Yıldırım Beyazıt Üniversitesi, beyond the airport. A mixed pattern of express and stopping trains is being considered. This project would cost around TL5bn.

Extensions at both ends of the An-karay route are also envisaged, from the southern terminus of AŞTİ to Söğütözü on Line M2, and from Diki-mevi to Siteler. n

Sincan is the western terminus of the Başkentray suburban line. Longer distance services also pass through.

The city's high speed station will officially be inaugurated in December.

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BRNO Expansion

The second-largest city in the Czech Republic is set to expand its tram network. Ryszard Piech reports.

Some tram routes pass through the historic city centre.

The old railway station barely copes with current traffic levels and cannot accommodate projected growth.

The Czech Republic’s second city is home to the country’s third-largest tram network. Work is planned to begin

this year on the first of two priority pro-jects that would see it expand further.

Most tram routes radiate from the city centre and include street running as well as segregated alignments. Some encircle the historic city centre, and routes 4 and 9 cross the main square and pedestrianised shopping thoroughfare. The vast numbers of trams lead to con-gestion in the city centre, which in turn causes delays and a low average speed. To some extent this is compensated by fast running on outer sections, giving an average speed across the network of 19·1 km/h.

Route 8 is perhaps the least tram-like, with some segregated alignments and an underground stop at Jírova that is used for stabling trams at night. Route 8 is also unique in Brno because it has no turning loop at the Mifkova

terminus, so it can only be served by bidirectional trams. Another unusual feature of Route 8 is a four-track align-ment along 500 m of Nádražní.

Four expansion projectsThere have been trams in Brno since

1869, with steam traction introduced

in 1884 and electric traction in 1900. The city of 377 000 is now served by 11 routes on a 70·4 km network. Its trams covered 14·3 million tram-km and car-ried 193·7 million passengers in 2015. This represents 55% of the total car-ried by city transport operator DPMB, which also runs buses and trolleybuses.

The last major network expansion took place in May 2008 when trams reached Technologický Park. This intro-duced a second access route to the main depot at Medlánky, which dates from 1958. A more central depot at Pisárky has been in service since 1870.

The network is now set to grow again, with two projects on a priority list. Work is due to begin this year on the first, remodelling traffic flows along Plotní and Dornych. The total project is valued at KC1·04bn, of which KC250m is for tram-related work. It would take tram route 12 off Dornych, routing the line instead along 1 km of Plotní, short-ening the distance travelled by 150 m. Restrictions for other motor traffic will be placed on Plotní. Completion is due in 2020-21.

The second project is a 900 m branch from Osová, where the stop will be moved by 200 m, to Univerzitní kam-pus MU, serving an intermediate stop at Nemocnice Bohunice. This branch will not only connect the medical university and its hospital to the tram network, serving up to 40 000 passengers per day, but will also enable tram travel within the campus. Work is expected to start in 2018-19, with completion envisaged a year later. The high cost, estimated at KC900m, stems from a 650 m cut-and-cover tunnel at a depth of 6 to 11 m.

Two smaller projects, at a less ad-vanced stage, are due to be completed in 2020-23. The first is a 1·3 km extension of Route 1 from Bystrc to Kamechy. This would use a reserved right-of-way, making the KC820m project quick to complete.

At the other end of the city, Route 10 is to be extended from Stránská skála to Líšeň using the alignment of a route

Brno’s network set to expand

Pho

tos:

Rys

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Expansion BRNO

Route 1 is mostly served by pairs of VarioLFR2 and Vario LFR trams.

closed in 1964; the 2·7 km extension is valued at just KC260m. All four pro-jects are to be 85% co-financed from the EU’s 2014-20 budget.

A large fleetAn extensive network that offers high

service frequencies requires a large fleet. DPMB deploys 304 trams of various types, all produced in the Czech Re-public or Czechoslovakia. These in-clude 77 Tatra T3s and 47 Tatra K2s. A more extensive rebuild of the K2 is the K3R-N which has added a low-floor centre section. Initially two trams were converted and another two built new using spare parts, but only two are cur-rently in service.

The latest innovations in the fleet are the 28 single-section VarioLFR and 26 articulated VarioLFR2 vehicles. In theory these are modernised T3 and K2 trams, but almost nothing remains of the original vehicles apart from the numbers. These trams were assembled in the Pisárky depot between 2006 and 2015.

The modernisation of a further 23 trams is scheduled for 2016-18. Eight were completed in 2016 at a total cost of KC162m: five more VarioLFRs and three VarioLFR2s. The work was car-ried out by the TW Team Alliance to a Pragoimex design using car bodies and bogie frames produced by Krnovské opravny a strojírny. DPMB was respon-sible for assembly. These trams mostly run on Route 1. DPMB also used four unpowered VV60LF trailers, but brak-ing problems led these to be taken out of service in 2016.

Newer Tatra models are represented by 20 T6A5s and 31 KT8D5s, which have had their centre section replaced by a low-floor one and are now des-ignated KT8D5R.N2. There are also seven KT8D5N trams, which had a low-floor centre section from the out-set. DPMB’s four RT6N1 trams were withdrawn in 2015-16; one has been sold to Poznań.

Rounding off the fleet are 17 Škoda Transportation 03T trams delivered in 2003-06, as well as 49 Škoda 13Ts. The latter were supplied under a frame-work contract signed in 2006 for up to 60 five-section and 40 three-section trams with a total estimated value of KC4·9bn. Eventually 29 were delivered in 2007-11 and a further 20 in 2016.

Railway station remodellingThe biggest reshaping of tram infra-

structure — and travel patterns — may come from a proposed resiting of the city’s main railway station. Dating from 1839 but expanded in 1898-1904, the current station has six through and four terminating tracks, but it is becoming

N

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Tram (four-track alignment)Extensions/diversions planned (for relocated railway station)Other lines (planned)

BRNO

Brno-TuřanyAirport

Řečkovice

Bystrc Ečerova

Bystrc Rakovecká

KominKamechy

Královo PoleTechnologický Park

LesnáObřany

Líšeň

Mifkova

Stránská skálaJuliánov

Brno

Stará Osada

Komárov

Osová Ústřední hřbitov

Starý Lískovec

Univerzitní kampus MU

Náměstí Míru

Štefánikova čtvrt

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an operational bottleneck.Its replacement by a new station has

been studied for almost 20 years, and eventually the site of Brno dolní nádraží freight yard around 1 km to the south was selected. Preparatory work is almost finished, and construction of the new station could be completed by 2023.

This change will greatly affect the tram network, which serves the cur-rent main station. Serving the new sta-tion would require the construction of around 2·5 km of tram lines and a sub-stantial reshaping of service patterns.

The station project has sparked fierce resistance from residents, who have proposed a less drastic rebuilding of the existing station, with widened through platforms and two extra through tracks using gentler curves. The biggest change would be the construction of three un-derground platforms and six through tracks for high speed services.

This proposal would not require dras-tic changes to the tram network, as five routes already serve Nové Sady, and two more stop only 200 m away.

Both options for the railway station would cost about the same. The first would be cheaper for the railway but requires more extensive investment in roads and tram lines. The second op-tion has a greater rail cost but requires no significant reshaping of the urban fabric. The biggest difference is in the time needed. The first option is ready

for implementation, but reconstruction in the current location would delay the process by at least 10 years.

A referendum was held in 2004, but despite the majority opting for the sta-tion staying in its current location, a low turnout made the result invalid. Opposition towards the resiting was so strong, however, that in October 2016 a second referendum was held and pro-duced similar results, with 81% voting for the current location on a turnout of just 23·8%. n


CHINA Development

December and January were full of inaugurations on metros in cities across China, while tram and maglev projects are also progressing.

The South Island Line is the first driverless line to open in Hong Kong since 2005.

The Qingdao metro doubled in size in December.

No fewer than 15 Chinese cities opened metro lines in December and Janu-ary, including Hefei, which

gained its first metro line.The activity started on December 18

when the Qingdao metro network more than doubled in size with the opening of a southern extension of the city’s only line. The 12·8 km extension of Line 3 runs from Shungshan to Qingdao rail-way station, serving 12 stations. The first phase had opened almost exactly a year earlier, on December 17 2015, linking Shungshan with Qingdao Bei railway station on a 12 km alignment.

The end-to-end journey time on the underground Line 3 is now 47 min. Services are operated with a fleet of 24 six-car Type B trainsets supplied by CRRC Qingdao Sifang, with traction equipment and a train control moni-toring system supplied by Alstom joint ventures.

The first two phases of Hefei’s north-south metro Line 1 were formally opened for revenue service on Decem-ber 26. From the following day, services operate between 06.30 and 21.30 each day. The capital of Anhui province cur-rently has around 3·5 million inhabit-ants, with much recent development to the south of the old city, around the high speed line station at Hefei Nan.

Running entirely underground, the 24·6 km route runs south from Hefei Railway Station to Jiulianxu in the so-called Lake District, serving 23 stations, including Hefei Nan. The shortest dis-tance between two stops is 700 m and the greatest 2·4 km.

Formally approved in 2009, construc-tion of Line 1 finally got underway in 2012 at an estimated cost of 13bn yuan. Test running on the first 1·4 km began in January 2016, following delivery of the first of 26 trainsets from Nanjing SR Puzhen Rail Transport Co. SelTrac CBTC has been supplied by the Thales

Chinese metros keep growing

SAIC Transport joint venture under a contract awarded in March 2014.

Line 1 is envisaged as the backbone of a planned eight-line network total-ling more than 300 route-km, which is expected to be completed by 2020. The next will be the east-west Line 2, which is expected to open in July 2017; this will connect with Line 1 at Dadong-wen. Line 3 is due to follow in 2019, running southwest-northeast via an in-terchange with Line 1 at Hefei railway station.

A 5·4 km branch of Kunming metro Line 1 from Chunrongjie to the newly opened Kunming Nan high speed rail hub was also inaugurated on December 26, with three intermediate stations.

A 10 km extension of Chongqing metro Line 3 north from Bijin to Juren-ba opened on December 28. This takes the monorail line to 66·5 km with 45 stations.

Construction of the extension began in January 2013. Five of the six stations are elevated, while the station at Kong-gang Square is on the 2·5 km under-ground section of the route.

The extension project included the Huancheng North Road depot, which is accessed via a 1 km branch leaving the

main route between Gaobao Lake and Guanyue Road.

On the same day the Guangzhou metro grew to 308·7 route-km with the opening of a new line and extensions of two more, making it the third-largest network in China. That day, 7·77 mil-lion passenger-journeys were made.

The first phase of Line 7 runs west from Higher Education Mega Center South on Line 4 to Guangzhou Nan railway station, which is served by high speed services. The 21·1 km route with nine stations is entirely underground. The fleet of 23 six-car Type B trainsets is stabled at Dazhou depot north of Guangzhou Nan.

Construction of Line 7 started in April 2013, with work on the second phase beginning in June 2016. This eight-station extension would run west from Guangzhou Nan to Meidi Dadao, and is scheduled to open in 2020. An eastern 10-station extension to Shuixi is also planned. These two further phases would bring Line 7 to 51·4 km.

The second phase of Line 6 also opened, extending the line east from Changban to Xiangxue. The 17·2 km underground extension has 10 sta-tions, of which two have yet to open.


Development CHINA

Three sections of metro opened in Guangzhou on December 28.

Beijing metro line 16 is the first to use Type 8A trains.

Construction started in June 2011 and includes a new depot at Luogang near Xiangxue.

The interurban Guangfo Line was extended further into the neighbour-ing city of Foshan with the opening of a 6·7 km extension southwest from Kuiqilu to Xinchengdong, adding four stations. A three-station eastern exten-sion from Yangang to Liao is under construction.

Elsewhere in the Pearl River Delta, the South Island Line in Hong Kong opened for passenger services on De-cember 28, making it the first driverless line to open on the network since the Disneyland Resort Line shuttle in 2005.

Linking South Horizons with Admi-ralty, the 7 km route has four stations. Services run at headways of 3½ min in the peaks and 4½ min off-peak. Al-though fully-automated, the trains will initially carry onboard staff.

CRRC Changchun has supplied 10 three-car trainsets, fitted with Alstom’s Optonix traction equipment. Alstom has also supplied Urbalis 400 CBTC signalling, as well as trackwork and electrification.

Line 2 of the Wuhan metro reached Tianhe International Airport with the opening of a 19·7 km northern extension from Jinyintan on Decem-ber 28. The seven stations include an interchange with Line 3 at Hongtu Boulevard.

On the same day Nanning’s only metro line tripled in length. The 21 km western extension of Line 1 from Nan-hu to Shibu adds 15 stations including two interchanges with the future Line 2 and an interchange with main line ser-vices. The initial section of Line 1 had opened in June with 10 stations on a 10·4 km alignment.

Large capacity trains in BeijingThe latest metro line in Beijing

opened on the last day of 2016. Line 16 is the fourth in the capital to be operated by Beijing MTR Corp, and the open-ing of the first phase brings the metro network to 574 route-km with 19 lines.

The 19·6 km northern section runs

underground from Xiyuan on Line 4 to Beianhe. There are nine stations, with a further station due to open in mid-2017. Services run at 8 min headways, and ridership is forecast at 80 000 pas-senger-journeys per day.

Construction started in 2013, with test running without passengers com-mencing on September 20. Beijing Infrastructure Investment Corp is the civil works contractor, with the Beijing MTR Corp joint venture of MTR Corp (49%), Beijing Capital Group (49%) and Beijing Infrastructure Investment Corp (2%) responsible for railway sys-tems, rolling stock, and 30 years of op-erations and maintenance under a PPP concession agreement.

Line 16 is the first in Beijing to use Type 8A trainsets. These consist of six powered and two unpowered cars, and have capacity for 2 480 passengers, or 3 560 under crush load conditions. Sta-bled at a depot at the northern end of the line, 35 trainsets are being supplied by CRRC Changchun and 29 by CRRC Qingdao Sifang. The full 49·8 km route from Beianhe to Wanping Town with

29 stations is scheduled to open in 2018.December 31 also saw the opening of

Wangjing East station on Line 15 and Chaoyang Park station on Line 14.

Line 6 in Tianjin reached Nan-sunzhuang on December 31 when a northeastern extension opened from Changhong Gongyuan via Tianjin Xi and Tianjin Bei railway stations. There are 16 stations on the new section, plus one which is due to open later.

Openings continue in JanuaryThe second section of the Fuzhou

metro opened for regular passenger ser-vice on January 6, following the start of passenger-carrying trials on December 25. Running north from Sanchajie to Xiangfeng, the 15·1 km section has 12 stations, including an interchange with the future Line 2 at Nanmendou.

The southern section of the under-ground Line 1 opened for trial opera-tion on May 18 between Sanchajie and Fuzhou South railway station. Line 1 is now 24·9 km long with 21 stations, and services run between 06.30 and 10.30. CRRC Tangshan has supplied 28 six-car Type B trainsets to operate the route.

Three more metro lines are under construction in Fuzhou, and are expect-ed to enter service by the end of 2020.

Photo: Andrew Benton


CHINA Development

The Zhengzhou metro network grew by nearly 60 km with the opening of a new line and two extensions to an exist-ing route on January 12.

The so-called Suburban Line runs from the southern Line 2 terminus at Nansihuan to Xinzheng International Airport. Serving 14 stations, the 42 km route was originally planned to oper-ate as a southern extension of Line 2, which opened in August. It runs partly underground.

Line 1 has also been extended at both ends, with the new sections total-ling 15·7 km. A western extension from Xiliu hu to Henan University of Tech-nology has seven stations, and an east-ern extension from Zhengzhou Sports Centre to New Campus of Henan University has three stations. The initial phase of Line 1 opened for revenue ser-vice at the end of 2013.

The first phase of Nanjing metro Line 4 opened on January 18, becoming the city’s seventh metro line. Construc-tion had started in December 2011.

The 33·8 km east-west route links Xianlinhu with Longjiang. There are 18 stations, including interchanges with metro lines 1, 2 and 3. A western exten-sion across the River Yangtze is planned.

Services are operated with a fleet of 29 six-car Type B trainsets supplied by CRRC Nanjing Puzhen Rail Trans-port Co under a 1·1bn yuan contract signed in 2013. Traction equipment was supplied by Alstom and its local joint venture Shanghai Alstom Transport Electrical Equipment Co. The trains are stabled at a depot near Huitonglu that is shared with Line 2.

The first section of Harbin metro Line 3 opened on January 26. The 5·3 km route runs from Yidaeryuan on Line 1 to Changxianglu via Harbin Xi railway station, serving five stations.

Construction of the underground southwestern section started in 2014 as the first phase of what will eventu-ally be a 37·6 km circular route with 32 stations. The southeastern section is due to open in 2020 and the northern part two years later.

Services are provided with a fleet of six-car Type B type trainsets supplied by CRRC Changchun that draw power from a 1·5 kV DC overhead supply.

Line 3 is the second metro line in Harbin. Line 1 opened in September 2013 and Line 2 is under construction between Harbin Bei railway station to Jinshanlu. Interchanges will be provided at Zhaolin Park and Honqi with Line 3, and at Museum with Line 1. Opening is scheduled in 2020. Two further metro lines are scheduled to open after 2025.

Not just metrosProgress has also been made re-

cently on tram projects across the country. CRRC Qingdao Sifang an-nounced on March 9 that it is to supply

eight hydrogen fuel cell trams for the 17·4 km, 20-stop Gaoming Line being developed in Foshan.

Each tram will have capacity for 285 passengers and a maximum speed of 70 km/h. They will be powered by hy-drogen fuel cells developed with Cana-dian company Ballard Power Systems under a C$6m agreement.

Meanwhile, passenger-carrying tests have started on tram line T6 in Wuhan. The 16·8 km route with 23 stops is the city’s first tram line, and runs from Guanlianhu Road to Chelun Square. The project cost was 2·6bn yuan. A 3 km extension is planned, which would add six stops.

CRRC Zhuzhou has supplied a fleet of 21 trams, the first of which was de-livered to Wuhan at the end of May 2016. The 100% low-floor five-section vehicles are 36 m long and 2 650 mm wide with capacity for 400 passengers, including 60 seated.

The trams are equipped with super-capacitor energy storage. The superca-pacitors are recharged at stops, which takes 10 to 30 sec. A tram can run for 4 km on one charge. Maximum speed is 70 km/h. Siemens has supplied traction and braking equipment.

Test running on the first two lines of the tramway under construction in the Songjiang district of southwestern Shanghai is set to begin shortly, follow-ing the delivery of the first vehicles.

In April 2015 Shanghai Songjiang Tramway Investment & Operation Co placed a €72m order for 30 Citadis trams with the Shanghai Alstom Trans-port joint venture of Shanghai Rail Traffic Equipment Development Co (60%) and Alstom (40%). This was the first order for Citadis trams in China.

The five-section bidirectional trams are 33 m long with four twin-leaf and two single-leaf doors per side. Alstom’s La Rochelle plant in France is provid-ing the control and monitoring software

CRRC Tangshan is supplying 10 maglev trains to Beijing.

Bombardier has delivered the first driverless train for the Shanghai peoplemover.


Development CHINA

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Bogie data integration

Bogie exchanging Bogie dis-assembling Spring testing Damper testing Bogie testing Wheel weighing

Nencki Ltd. CH-4901 Langenthal Switzerland [email protected]

Visit our NEW webpage: www.nencki-railway.ch

and Villeurbanne the hardware, Le Creusot the bogies and Tarbes techni-cal support for the power modules. The Sesto site in Italy is providing technical support for the traction inverters.

The initial two lines of the planned six-line network are expected to open this year. The 15·7 km route T1 will run east-west from Xinqiao via Jinxi Road and North Sanxin Road to Chenta Road with 24 stops. The 15·1 km route T2 with 21 stops will follow the same alignment before branching of at Jinxi Road and running to North Guyang Road and then rejoining T1 at North Sanxin Road. A 0·6 km branch of T2 will run from North Guyang Road to Songjiang University Town.

A western extension of T1 is planned to open by 2020, as well as the four ad-ditional lines totalling 68·7 km which would take the network to around 100 km and 118 stops.

Vehicle deliveriesThere have also been deliveries of

other types of vehicles. The first train-set for the automated peoplemover that will form the southern section of Shanghai metro Line 8 was delivered

to the city on January 12.In June 2015 Shanghai Shentong

Metro Group Co signed a turnkey contract with a 50:50 joint venture of Bombardier Transportation and CRRC Nanjing Puzhen for the supply of roll-ing stock and railway systems for a 6·6 km elevated route from the termi-nus of metro Line 8 at Shendu Gonglu to Pujiangzhen. Due to open in De-cember, this will be operated by a joint venture of Shanghai Shentong Con-sulting (51%) and Keolis (49%). The peoplemover is expected to carry 73 000 passengers a day, with services running at peak headways of 4 min.

Bombardier is supplying 11 four-car driverless Innovia APM 300 trainsets from a factory in China. Longer-term plans envisage the purchase of a further 10 trainsets. Each rubber-tyred train has capacity for 600 passengers and a

maximum speed of 80 km/h. The turn-key contract also covers the supply of Cityflo 650 CBTC and an operations control centre.

CRRC Tangshan, meanwhile, de-livered the first of 10 maglev trains to Beijing on December 16. These will be used on the ‘medium-low speed’ maglev Line S1 due to open this year.

The six-car Linglong trainsets have a maximum speed of 100 km/h and capacity for 1 302 passengers. The first stage of Line S1 will run for 10·2 km west from the metro Line 1 terminus at Pingguoyuan to Mentougou, serving eight stations.

Proposals have recently been an-nounced for the construction of urban maglev lines in Zhuzhou and the Xi-angjiang New Area of Changsha.

Although no lines of the Shijiazhuang metro have yet opened, work on the 80·4 km three-line network is moving ahead. Construction of Line 1 Phase 1 started in July 2013, and is ex-pected to open shortly.

China Railway Construction Corp was recently awarded contracts worth 6·5bn yuan to finance and build the civil works element of two underground extensions.

The ‘investment & construction’ model will see the contractor finance construction of the civil works, which will then be purchased by Shijiazhuang Metro Co in a staged process as speci-fied milestones are reached.

The 12·7 km Line 1 Phase 2 project will extend the route north from the Phase 1 eastern terminus at Xiao He-dadao to Dongyan, with seven stations and a depot. Civil works are scheduled to take 36 months for completion by December 31 2019.

The Line 3 Phase 2 extension will run 8·1 km east from San Jiaotang to Bei Lexiang with five stations. Construc-tion is scheduled to take 47 months with completion planned for December 1 2020. n

118stops

ON THE SHANGHAI TRAM NETWORK

WHEN IT IS COMPLETED

IN 2020


NEW YORK Transport Links

A large property development in Manhattan has been predicated on good rail links, reinforcing the importance of public transport to a city’s wider development.

Much construction work is taking place around the new terminus of the 7 Line.

The Second Avenue subway opened in January (left), and work on East Side Access is ongoing (right).

The link between public transport and wider ur-ban development is well- documented, and concepts

like transit- oriented development are already common in many cities. Recent and ongoing projects in New York pro-vide good examples of the relationship between transport projects and property development.

On January 1 the long-awaited Sec-ond Avenue Subway opened to much publicity. The first phase forms a 4·4 km branch between the existing Subway network at Lexington Avenue/63rd Street and 96th Street, with two in-termediate stations at 72nd Street and 86th Street. It is expected to carry around 200 000 passengers per day as an extension of New York City Transit’s Q Subway line from Coney Island.

Subsequent phases will take the Second Avenue line north to 125th Street in Harlem and south to Hanover Square in lower Manhattan. The com-pleted route would have 16 stations, linking areas of eastern Manhattan and Harlem that are currently poorly served by the Subway network.

Meanwhile, the $10bn East Side Ac-cess project is progressing. Due to come into revenue service in late 2022, this will see trains from all 11 branches of the Long Island Rail Road using new plat-forms beneath Grand Central Terminal. In 2015 Metropolitan Transportation Authority awarded the GCT Construc-tors joint venture of Schiavone Construc-tion Co and John P Picone Inc a $404·8m contract to build the new concourse.

Both projects are expected to have a significant effect on the city’s rail net-works, with consequences for the areas they serve. However, these are likely to be limited, as both projects serve areas

of Manhattan that are already built up.These projects contrast with the West

Side Access project that extended the 7-Flushing Line from Times Square to Hudson Yards. Completed in Septem-ber 2015, this project was much smaller, but it is having a much greater, and more visible, effect on the cityscape.

No development without transportThe 2·4 km extension of the 7 Line

west from 42 Street/Times Square to a new station at 34 St-Hudson Yards is notable for being the first Subway ex-tension financed by the City of New

York since 1950. The city contributed $2·1bn for the station and $266m for non-Subway infrastructure, with the re-maining $53m coming from MTA.

But the project is also notable for another reason. New York Governor Andrew Cuomo said the station was ‘the centrepiece of an ambitious plan to make the far West Side of Manhattan a top-tier destination for residents and visitors alike’.

The new terminus forms an impor-tant part of a broader revival of the city’s West Side. The story starts in January 2005, when the city council approved

Transport at the heart of development

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Turnback facilities south of 34th Street station have been designed for future overbuild.

5·1million m2

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THE START OF CONSTRUCTION OF THE 7 LINE

EXTENSION

a change in zoning laws as a means to revitalise the area. The previously re-strictive building codes were relaxed to allow taller buildings to be erected. The intention was to spur property develop-ment in the Hudson Yards area, which is bounded by West 28th Street to the south, 8th Avenue to the east, West 43rd Street to the north and Hudson River Park to the west.

Later that year the city established the Hudson Yards Development Corp to oversee the project. Working with MTA Capital Construction, HYDC co-ordinated developers and managed financing for projects in the area such as the Jacob Javits Convention Center expansion and hotel, Mid Block Boule-vard & Park, and MTA’s Rail Yard.

The importance of public transport to the whole undertaking soon became evident. Potential developers stressed the need for public transport links before they would commit to building anything, as this part of Manhattan was relatively poorly served, having no Subway stations.

This led to the start of construction of the Subway extension in Decem-ber 2007, two years before the above-ground projects got going. The HLH7 joint venture of Hill International, LiRo Engineers and HDR provided construction management and project control services for the Subway exten-sion, and continue to be involved in the related property developments.

The regeneration of the area is pro-gressing quickly. ‘The transformation is incredible’, says Hill International Vice President John Drygulski. There is a lot of building activity in the 11th Avenue area, with a total of 5·1 million m2 of commercial, residential and office space appearing.

Many parties, one goalAs the Subway extension was built

with overdevelopment in mind, a lot of the design specifications included fea-tures that are making it easier to build

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above it. A second entrance to the new station is currently being installed on 35th Street, and this has been designed around the developments taking place there. A ventilation structure at 26th Street/11th Avenue, built by a Skanska-Railworks joint venture as part of its fit-out contract, was designed to accept overbuild in anticipation of future con-struction on the site.

Hill and the other project manag-ers are nevertheless checking technical drawings to ensure that the develop-ments do not pose any problems to the underground infrastructure. Access to the station is more of an issue than anything else, according to Drygulski, which is why 34 Street-Hudson Yards station has the longest public transport escalators in the city.

Drygulski emphasises that co- operation between all the different parties is vital in a project like this. The property developers, the city and the MTA are co-operating well, he says, which is making things work smoothly. The city is providing funding in a timely way, and developers are working with a

degree of flexibility, altering schedules where necessary.

Although the developers made pub-lic transport a condition of their work, the property also benefits the Subway. Just as the success of a property project is to a large extent dependent on pub-lic transport links, so will the presence of many homes, workplaces and leisure facilities affect station usage. At the mo-ment 34 Street-Hudson Yards is han-dling 30 000 passengers a day, and the entire 7 Line is forecast to carry 180 000 passengers a day once the Hudson Yards development is complete.

Similar symbioses between transport and property are mirrored in large public transport projects around the world. Hill International is heavily involved in the Middle East, where the transport pro-jects — and the property development that goes with them — are on an alto-gether grander scale than those in New York. The effects will be more dramatic too, as cities such as Riyadh or Doha are getting their first ever metro lines, giving a whole new transport mode to those cities. With it will come opportunities to build homes more densely and in previ-ously undesirable locations. n

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RIYADH Development

Rolling stock deliveries and tunnelling breakthroughs are visible markers of progress on the Riyadh metro megaproject. Ryszard Piech and Karol Zemek report.

The first of Alstom's Metropolis trainsets has arrived in Riyadh.

Alstom is building 69 two-car trains at its Katowice factory.

Trains from all three rolling stock suppliers involved in the Riyadh metro project have now arrived in the

Saudi capital. The last to get going was Alstom, which shipped its first com-pleted trainset from its Katowice fac-tory in Poland on January 10.

Deliveries of the 69 two-car Metro-polis trainsets are due to be completed in 2018. Destined to operate lines 4, 5 and 6, they have external and inter-nal liveries that match the colours of the lines: yellow for Line 4, green for Line 5 and purple for Line 6. This is intended to make the metro easier to use for residents who are not used to this mode of transport.

As with trains for the other lines, there are three classes of accommo-dation. First class features transverse seating; family class has transverse, lon-gitudinal and tip-up seats; single class has longitudinal and tip-up seats. All three classes have wheelchair spaces. Trains for lines 5 and 6 have capacity

Riyadh metro work marches on

for 231 passengers including 69 seated, whereas those for Line 4, which will serve King Khaled International Air-port, have capacity for 228 passengers including 57 seated. The seat moquette design is inspired by traditional Ara-bian architecture and the handrails are shaped like palm trees.

Adaptations for the local desert climate include air-conditioning and door seals to prevent sand ingress. All axles are powered, giving a maximum speed of 90 km/h and ability to climb gradients of up to 6%. The 36 m long, 2 710 mm wide trainsets will draw power at 750 V DC from a third rail. Lines 4 and 6 will share a depot.

Alstom is supplying rolling stock as part of the FAST consortium, which has a €6bn turnkey contract to build

and fit out lines 4, 5 and 6. The scope covers 64·5 route-km, which includes 33 km of elevated alignment, 29 sta-tions and two depots. The Riyadh Ad-vanced Metro Project Execution & Delivery joint venture of Louis Berger and Hill International is providing project management services under a US$264m contract.

FAST is led by FCC and also in-cludes Samsung C&T, Strukton, Freyssinet, Atkins, Typsa and Setec. Alstom’s €1·2bn share of the contract includes not only rolling stock, but also the supply of Urbalis CBTC sig-nalling, power supplies and its Hesop energy recovery system.

Several Alstom sites in France are involved in the manufacture of the

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Development RIYADH

Tunnelling on Line 3 was completed in January.

KATOWICE

An expanding presenceAlstom’s Katowice factory employs 1 100 staff on a 215 000 m2 site that includes 64 500 m2 of production halls. In 2014 an engineering department was established to support industrial processes. Alstom plans to expand the department’s staff of 53 engineers to 100.

Alstom also has links with the local Silesian University of Technology, from which it has taken on 100 students for postgraduate training programmes. In October a dedicated railway department was opened at the university.

All products from Katowice are destined for export markets. The main activity is production of car bodies from aluminium, steel or stainless steel, in addition to the manufacture of smaller components.

The facility is currently producing bodyshells for X'Trapolis electric multiple-units for Melbourne, as well as car bodies for Coradia Lint diesel multiple-units that are being assembled at Salzgitter in Germany; more than 570 finished and painted shells have already been delivered. Katowice also undertakes final assembly of vehicles, such as the 37 Citadis trams delivered to Istanbul in 2011 and

the 22 five-car and 15 four-car Metropolis trainsets delivered to Budapest in August 2013.

The latest build to be completed, in September 2015, was of 28 six-car trainsets for the Amsterdam metro. Alstom is currently preparing the factory for the production of 50 five-car Metropolis trainsets for the Expo 2020 extension of the Dubai metro Red Line (p31), which are to be delivered by December 2019.

The Katowice facility has four tracks for static testing, in addition to a 1·5 km dynamic test track. These are equipped with 750 V and 1·5 kV DC overhead wires that allows testing at up to 50 km/h with a temporary pantograph fitted to the metro trains.

A recent order for 79 Coradia Regional EMUs for Dutch national passenger operator NS has led to plans for an upgrade of the test facilities. This would add 3 kV DC and 25 kV 50 Hz AC power supplies.

Alstom is also in talks with Polish infrastructure manager PKP PLK regarding the purchase of additional tracks to extend its test track, so as to enable testing to take place at higher speeds. n

trainsets. Bogies are coming from Le Creusot, control systems from Vil-leurbanne, traction motors from Or-nans and onboard signalling equip-ment from Saint-Ouen. Traction subsystems and auxiliary converters are being supplied from Charleroi in Belgium, with passenger information and security systems from Madrid in Spain. The aluminium car bodies are being made in Katowice, where fit-out and final assembly is taking place. Assembly of a Riyadh metro trainset takes four days.

Tunnelling progressAll three rolling stock suppliers are

building trains to a unified design. Sie-mens is supplying 45 four-car trainsets for Line 1 and 29 two-car sets for Line 2 from its Inspiro family. The first was unveiled at its Simmering plant in Wien in February 2016 (MR 6.16 p38), and was presented at InnoTrans

later that year.Siemens is part of the BACS con-

sortium led by Bechtel and including Almabani General Contractors and Consolidated Contractors Company. The consortium’s contract to build Lines 1 and 2, totalling 63·3 km, is valued at US$9·45bn. Lines 1 and 2, along with Line 3, are being project managed by the Riyadh Metro Transit Consultants joint venture of Parsons, Egis and Systra under a US$556m contract.

The third rolling stock supplier is Bombardier, whose first train for Line 3 arrived in Riyadh on November 29. Testing of the train was completed at Bombardier’s Kingston site in Canada in September, but the vehicles for Ri-yadh are being assembled at its Sa-hagún plant in Mexico.

Incorporating Mitrac traction equipment, Flexx Eco bogies and alu-minium bodyshells, the 47 two-car

Innovia 300 trainsets are being sup-plied as part of Bombardier’s US$383m share of a US$5·21bn contract award-ed to the Arriyadh New Mobility consortium. Bombardier is part of the E&M team, led by Ansaldo STS with a US$680m share; the consortium also includes an infrastructure team of Sa-lini-Impregilo, Larsen & Toubro and Nesma. Idom and Worley Parsons are also part of the consortium.

Also known as the Orange Line, the 40·7 km Line 3 with 22 stations will be the longest of the six lines be-ing built. In January Riyadh Governor Prince Faisal bin Bandar Al Saud at-tended a ceremony at the future Qasr Al Hokm Downtown station to mark the completion of tunnelling. The sta-tion, which will provide interchange with Line 1, is being built by ANM, and has been designed by Snøhetta with One Works.

The 11 km of tunnels on Line 3 have been partly excavated using the cut-and-cover method, with 5·8 km bored using 10 m diameter tunnel boring machine Jazlah supplied by NFM Technologies, which started work in July 2015.

Work on the whole network is now 47% complete. When it opens in 2019 it will bring a much needed mobility boost to a city that is forecast to grow from 6·5 million to 8·3 million people by 2030. The number of vehicle trips is set to grow from 7·4 million to 15 mil-lion per day in the same period. Initial ridership on the metro is expected to be 1·16 million passengers per day, with a design capacity of 3·6 million passengers per day. n

Visit www.metro-report.com to keep up-to-date with infrastructure

projects around the world

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SALT LAKE CITY Light Rail

Since its first light rail line opened in 1999, Utah Transit Authority’s TRAX has expanded into a larger network serving both Salt Lake City and the surrounding region. But the rail link to the state capital’s main airport is playing an increasingly significant role, reports David Lustig.

A TRAX Red Line light rail vehicle in downtown Salt Lake City heading to the University of Utah. Rail links between major cit-

ies and their airports have become an important trans-port segment in recent years,

particularly across Europe and Asia, but as yet they remain fairly rare in North America.

The core objective of most US com-muter rail and light rail operations launched over the past couple of dec-ades has been to help ease gridlocked streets and Interstate highways. Little thought was given to making them an integral part of a national and inter-national transport network. But that mindset has been slowly changing, and a prime example is Utah Transit

Easing congestion in urban Utah

Authority’s TRAX Green Line light rail extension from Salt Lake City to the region’s international airport.

Passengers can come and go from Salt Lake City International Airport’s Termi-nal 1 and in moments be whisked past the congested parking areas and access roads to the city centre, 6·5 km to the east. From there light rail and commuter trains offer easy access to some of the most con-gested areas of the Wasatch Front region. And this is only the beginning.

Last year, the Utah Transit Author-ity board approved $4·3m for the plan-ning and design of an 800 m extension which would take the Green Line to a new terminal at the airport. To be built

in the coming years, the $65m extension would replace the current stop near Ter-minal 1, which is due to be swept away as part of a $2·6bn airport remodelling programme.

The allocation of funding for this essential work within three years of the line’s opening underlines the im-portance of the airport rail link, as an integral element in UTA’s mix of rail services and other public transport.

Today just over 2·1 million people, around 80% of Utah’s population, live in the Wasatch Front — a 190 km urban corridor stretching from Brigham City in the north to Nephi in the south, with the state capital roughly in the mid-dle. And public transport is integral to keeping the region on the move.

Decline and rebirthIt was not always so. The end of World

War II brought increasing numbers to the Wasatch Front. But as with many

Table I. UTA’s TRAX fleet

Model NumberTotal

capacitySeats

SD-100 23 190 60

SD-160 17 190 60

S70 77 236 64

UTDC 29 155 67

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Light Rail SALT LAKE CITY

One of the original TRAX SD-100 LRVs, built by Siemens in 1998, and an S70 of 2010 stand between trips at the Jordan River Rail Service Center.

7counties

ARE COVERED BY UTA'S PUBLIC

TRANSPORT SERVICES

US cities, a combination of rising own-ership of private cars, low petrol prices and improved highways made public transport less and less appealing. Added to this was a hotchpotch of separate lo-cal and regional bus lines, interurban light rail and traditional railroads, with timetables that were rarely co-ordinated.

By 1960, all passenger rail services had gone apart from a handful of long-distance trains, while bus ridership had dropped by more than 65% in a decade.

As the expanding cities gradually merged into a single conurbation, road traffic became heavier and highways more congested. UTA was established in 1970 to help ease this congestion through the provision of an integrated public transport network.

UTA began by consolidating the bus companies operating in Salt Lake City, Sandy and Murray, offering consistency, frequent service and modern vehicles. Its services expanded to Weber and Davis counties in 1973 and to Utah County in 1985. Today UTA provides services in seven counties covering an area of more than 3 600 km2.

UTA now operates more than 120 bus routes, three TRAX light rail lines, the S-Line streetcar and the FrontRun-ner commuter rail line (MR 9.12 p34), which parallels the north-south Union Pacific main line between Provo in the south and Pleasant View in the north. It serves 50 light rail and seven streetcar stops, 16 commuter rail stations and 23 bus rapid transit stops. The TRAX lines are all electrified at 750 V DC. There is no Positive Train Control, but a red signal enforcement system is in place, similar to that used by Dallas Area Rapid Transit.

UTA’s fleet includes more than 400 buses, 400 minibuses, 146 light rail ve-hicles, 18 diesel locomotives and 53 coaches. Average daily ridership across all modes is about 154 000 passengers: 65 500 use the light rail and streetcar net-works, a similar number the buses, 17 000 commuter rail, and just over 7 000 ride the minibuses and paratransit services.

Light rail growsOfficially called Transit Express,

the light rail operation better known as TRAX became a physical reality on December 4 1999 with the opening of a 27·8 km line from Salt Lake City to Sandy. Nine years later the line was extended west to Salt Lake Central station where it interchanges with the commuter rail route.

Renamed the Blue Line as part of a 2011 network restructuring, the original route to Sandy incorporates the align-ment of the Salt Lake City Southern Railroad, which dates from 1871-72. In 1889 it became part of the UP main line, but in the 1990s UP shifted its opera-tions between Salt Lake City and Provo to the parallel Denver & Rio Grande Western alignment, which it had ac-quired with the purchase of Southern Pacific. In 1993 UTA purchased the right-of-way from UP, allowing con-struction of the Blue Line to start in April 1997, as part of the city’s prepa-rations for hosting the 2002 Olympic Winter Games. A southern extension from Sandy to Draper was completed in August 2013 at a cost of $212m.

Designated Route 701, the Blue Line now runs for 31·1 km, serving 24 stops. Starting at Draper in the south, it heads north through Sandy and Midvale to Murray, where it is joined by the Red Line. From Central Pointe in South Salt Lake the tracks are also shared by the Green Line.

Continuing north into Salt Lake City, the three routes enter the down-town Free Fare Zone. Here the Red Line turns east towards the University of Utah, leaving the Blue and Green lines to head for Temple Square. The Blue and Green lines then split at Arena, with Blue Line services turning south and then west to reach Salt Lake Central.

Now designated as Route 703, the Red Line was branded as the Univer-sity Line when it opened in December 2001 to serve the University of Utah.

Extended southwest to South Jordan’s Daybreak Parkway in August 2011, at a cost of $535m, the line now runs for 38·2 km, serving 25 stops of which nine are shared with the Blue Line. As with the other routes, services run every 15 min on weekdays and every 20 min at weekends. Between Murray and South Jordan, the so-called Mid-Jordan extension partly follows the Bingham Branch, which was built in 1873 to serve the Kennecott Copper Mine and is still shared by freight trains at night.

The 24·2 km Green Line, officially Route 704, now operates between West Valley and Salt Lake City International Airport via downtown Salt Lake City, calling at 18 stops. The 8 km line be-tween Central Pointe and West Valley Central also opened in August 2011 at a cost of $370m.

Proposed for the Winter Olympics but not opened until April 2013, the Green Line extension to the airport leaves the Blue Line at Arena in down-town Salt Lake City. It then runs west alongside the Interstate 80 highway to

N

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Midvale

Sandy

Lehi

Geneva

Provo

Springville

Payson

Farmington

University

Salt LakeCity

DaybreakParkway

U t a hL a k e

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Light rail under constructionStreetcarCommuter line plannedOther lines

SALT LAKE CITY

West ValleyCity Center

Ogden

Airport

Draper

WestJordan

S LineCentral Pointe Fairmont

TODD PROVOST OPERATIONS & CAPITAL VICE-PRESIDENT, UTA‘‘

‘We had a very large expansion over the past eight years’


SALT LAKE CITY Light Rail

reach the airport precinct. TRAX trains take passengers directly to the southern entrance of Terminal 1. Services leave the airport every 15 min on weekdays and every 20 min at weekends, op-erating between 05.42 and 23.27 on weekdays.

The extension has clearly demon-strated the benefits of a direct airport rail link. It exceeded its weekly ridership projections from day one, and contrib-uted to a 6·8% increase in light rail pa-tronage during its first year of operation.

Sugar House StreetcarThe newest addition to the city’s

rail network is the 4·4 km, seven-stop S-Line in South Salt Lake, which opened on December 8 2013. Origi-nally known as the Sugar House Street-car, the short Route 720 connects the Sugar House business district with the light rail interchange at Central Pointe. It was developed as a joint project be-tween UTA, Salt Lake City and the community of South Salt Lake.

The S-Line looks and feels like TRAX, but there are several differences. The streetcar line uses a single-track alignment with passing loops and the stops are closer together. The Siemens S70 LRVs do not run in multiple on this route, and they operate at a lower maximum speed of 40 km/h rather than TRAX’s 90 km/h. Ridership is about

1 400 passengers a day.The S-Line uses right-of-way origi-

nally built by the D&RGW in 1900 to serve Utah State Prison. The inmates were transferred to a newly built prison at the south end of the Salt Lake Val-ley in 1951, and the former prison site has since been converted into a regional park and school. Following the prison relocation, rail freight traffic decreased significantly, and UTA purchased the line in 2002. Interchange with TRAX’s Green Line is provided at Central Pointe.

A mixed fleetThe backbone of the TRAX fleet

(Table I) is a mix of high-floor SD-100 and SD-160 LRVs plus some more recent S70 partially low-floor vehicles; all of these were supplied by Siemens Transportation Systems. There are also 29 second-hand UTDC cars purchased in 2004 from the Santa Clara Val-ley Transportation Authority in San Jose, after VTA bought new low-floor vehicles.

The Blue Line is primarily operated by the SD-100 and SD-160s, with the

S70s operating on the Red and Green Lines, as well as the S-Line. The UTDC cars are kept as a reserve fleet.

There are two maintenance facilities. The original Lovendahl Rail Service Center in Midvale, close to the junction of the Red and Blue lines, was opened in 1999 to serve the original route and subsequently expanded to accommo-date more vehicles as the network grew. The Jordan River Rail Service Center adjacent to the West Valley branch of the Green Line was added in 2011 with capacity for 28 cars.

‘We had a very large expansion over the past eight years’, says Operations & Capital Vice President Todd Provost. ‘The physical operation is in a state of good repair and we are investing both in maintaining what we have and promot-ing people from within.’

Provost says that the rolling stock is kept in the best condition possible and there are plans for a mid-life over-haul for older vehicles. ‘Looking at it from a system perspective, we perform overhauls on major systems while we continually rotate the cars in the field so there is always a minimal amount of the fleet out of service.’ The overhauls are being done in-house but he says it can still be a challenge. The SD100s are becoming outdated and require reverse engineering to keep them up to date.

Provost says that TRAX could always use more rolling stock, and the ultimate goal is to have a fully low-floor fleet. However, he stresses that it is important to keep the entire fleet up to date. n

Two Siemens S70 LRVs (background) and an S-Line Sugar House Streetcar S70 at the Jordan River Service Center.

Inside the Jordan River maintenance facility in South Salt Lake City. Opened in 2011, it primarily handles the Green Line fleet.

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MARKET Metro Car Orders


An orders spike or a new trend?Metro car orders grew strongly in 2016, suggesting that 2015 was below trend. Karol Zemek analyses the numbers.

When we published our analysis of the metro car market in 2015 (MR 3.16 p34), we

noted that the lower order volumes compared with the previous few years were an indication that orders are re-turning to trend. This year gives cause to believe that a new trend has in fact emerged, and that 2015 was atypical. Order volumes in 2016 surged, as did the number of orders placed.

All regions saw an increase in vol-umes. The largest was in Asia, even excluding China. No fewer than 1 163 metro cars were ordered in cities across the continent as the number of con-tracts doubled. Large orders in Busan, Kuala Lumpur and Bangkok make up a significant part of the total.

Another large increase was seen in

North America, where there had been no metro car orders in 2015. In 2016 cities in the USA and Canada placed three orders between them, including a massive 490 cars for Chicago with op-tions for up to 356 more.

Europe had a similarly sized increase, although from a much higher base. Again there were a few very large or-ders, including those in Istanbul and Brussels, as well as two separate orders from St Petersburg for Transmash-holding rolling stock. Orders in Latin America grew too, but only two sup-pliers won metro train contracts there: CAF and Alstom.

The Middle East is represented by orders for three Iranian cities totalling 215 cars and 250 cars for Dubai. The numbers for China probably under-state the true figure, given the rapid

development of metro networks in that country coupled with the paucity of re-liable information about contracts.

Supplier trendsCRRC and its various subsidiaries

and joint ventures remains at the top of the list of suppliers, slightly ahead of Hyundai Rotem. The true numbers are likely to be much higher, but one thing that emerges clearly is that CRRC’s business outside China is growing at a fast pace. In 2015 it booked metro car orders for two cities outside its home market; in 2016 this had risen to eight, with a combined volume of 1 066 cars. This puts CRRC at the top of the list for cars supplied in 2016, even without taking into account any of its domestic Chinese orders.

Hyundai Rotem certainly did well in 2016. Whether by accident or design, the South Korean producer won a small number of very large orders: 320 cars for Busan, 300 for Istanbul, 232 for Kuala Lumpur and 108 for Manila. Perhaps unsurprisingly, it also collected both or-ders in its home market.

Alstom is the top-ranked European supplier, with 629 Metropolis cars or-dered in 2016. CAF is in second place, with orders for 542 cars, exclusively from Europe and Latin America.

Until relatively recently, Alstom was one of the ‘big three’ rolling stock

CAF was one of the more prolific European suppliers in the past year. Its orders included more driverless trains for Santiago.

Metro Car Orders MARKET


suppliers, along with Bombardier and Siemens. The rise of CRRC forced the label to change to ‘big three Euro-pean suppliers’ (although Bombardier is headquartered in Canada, its rolling stock business is based in Germany), but even this is starting to lose its accu-racy. In the metro market at least, Bom-bardier and Siemens have been lagging for some time, even as Alstom has held its own, and now CAF is making seri-ous inroads. This does not take into account the large numbers of cars that Transmashholding and its subsidiaries produce, albeit for a more geographi-cally restricted market — the Russian supplier is in fifth place in 2016.

Another European supplier to watch is Stadler. Last year we noted its entry into the heavy metro market with an order from Berlin, and this year has seen the German capital call down op-tions for a further 108 cars — much more than the base order of 44. There was another important development in the company’s metro ambitions in 2016, with its first order for driverless trainsets. Unlike the trainsets for Berlin, those for Glasgow will be produced at the company’s main site at Bussnang in Switzerland.

It might be tempting to point out that the two metro car tenders that Stadler has so far won both specified the sort of non-standard dimensions or gauge for which the company is traditionally known, and reports of its establishment as a metro rolling stock force are per-haps premature. However, this need not be a barrier to entry. Stadler has made the transition from bespoke supplier to mass manufacturer of standard vehicles in the light rail and main line segments, and there is no reason to suppose it can-not do the same in the metro market. Its recent purchase of Vossloh Rail Ve-hicles and establishment of a factory in the USA point to a growing and ambi-tious business.

Another recent high-profile takeover was that of AnsaldoBreda by Hitachi. The rebranded Hitachi Rail Italy won its first metro car order in March 2016, when Milano operator ATM exercised an option for 15 six-car trainsets that

was included in a contract signed with AnsaldoBreda in 2012. The Japanese branch of Hitachi won a contract to supply 29 two-car trainsets for a new line in Taipei.

Four suppliers are represented with one order each. The largest of these went to a consortium of Siemens and Turkish company Bozankaya, which won a con-tract to supply 22 four-car trainsets to operate on Bangkok’s Skytrain. Almost as large was BEML’s order for the east-west line under construction in Kolkata. Some way behind is Bombardier, with a further 28 cars for Vancouver. Rus-sian manufacturer KVSZ creeps into the table with one five-car trainset for Kharkiv in Ukraine.

Asia and Middle EastChina has again been a busy market,

with Guiyang, Suzhou, Hangzhou, Nanjing and Shanghai all placing or-ders. In Taiwan, the New Taipei City Government Department of Rapid Transit Systems signed a turnkey con-tract for the Sanying Line in New Tai-pei City. As part of the ARH consor-tium that also includes Ansaldo STS and RSEA Engineering Corp, Hitachi is supplying 29 two-car trainsets to op-erate on the elevated 14·3 km route.

The Indian market is picking up pace. As more metros are approved and those already under construction move to-wards completion, so more rolling stock orders are being placed. Bangalore-based BEML won a contract to supply 14 six-car trainsets for the east-west line

under construction in Kolkata. Shortly afterwards, CRRC was selected to sup-ply 19 four-car trainsets for the Noida metro.

CRRC built on this success later in the year, when Nagpur Metro Rail Corp handed CRRC a letter of intent for a Rs8·51bn order to supply and maintain 23 three-car trainsets to oper-ate on the two lines planned for that city. The deal requires local production, and CRRC is building a metro car factory at the Multi-modal International Cargo Hub & Airport Nagpur industrial site, on land provided by Maharashtra In-dustrial Development Corp. Maharash-tra Chief Minister Devendra Fadnavis said that the factory would provide em-ployment opportunities for 5 000 peo-ple and would also build rolling stock for the Pune metro, which comes under the purview of Maharashtra Metro Rail Corp, as NMRC is now known.

CRRC was also one of the suppli-ers that Bangkok Mass Transit System Public Co chose for additional Skytrain rolling stock. CRRC Changchun is supplying 24 four-car sets, and a con-sortium of Siemens and Bozankaya is to supply 22. In October CRRC an-nounced that it is to supply a total of 215 metro cars for Esfahan, Shiraz and Tabriz in Iran.

Alstom secured a large order in the Middle East when it announced in

Bombardier Transportation delivered the first of 11 four-car trainsets for a driverless peoplemover in Shanghai in January 2017.

Asia was again an active market, with orders coming from cities such as Busan (below) and Bangkok (bottom).



October that it is to supply 50 five-car trainsets for Dubai. Each trainset will be 88 m long with capacity for 700 passengers.

The order forms part of a €2·6bn turnkey contract for the Route 2020 ex-tension of the Red Line and upgrades to the existing line. Alstom’s share of the contract is half, with the other members of the Expolink consortium — Acciona and Gülermak — responsible for civil works. Of the 50 trains that will be as-sembled at Alstom’s Katowice factory in Poland, 15 will be needed for the 15 km extension; Alstom is also pro-viding power supply equipment, com-munications, automatic fare collection, trackwork and platform screen doors. In addition, Alstom will upgrade power supplies, track, signalling and commu-nications on the existing Red Line.

Most of Hyundai Rotem’s metro train contracts last year came from Asia, including two from its home market: contracts to supply rolling stock for Line 1 in Busan and Line 9 in Seoul. These orders were both preceded by one for 36 three-car trainsets to operate on Line 7 in Manila.

Malaysia’s Mass Rapid Transit Corp awarded several contracts for the Klang Valley MRT Line 2 project in 2016, in-cluding that for rolling stock. The win-ner was the HAP consortium of South Korean companies Hyundai Rotem and Posco Engineering and their local part-ner Apex Communications. The 1·62bn ringgit package covers the supply of 58 four-car driverless trainsets and depot equipment.

EuropeHyundai Rotem also won an order

from Europe with its US$316m con-tract to supply 75 four-car metro train-sets to Istanbul. These are to be used

on Line M7 which is being built on the European side of the city.

Even though orders for metro cars in the CIS were few last year — includ-ing an order for a single trainset in Kharkiv — the tram market has been more active, which could explain Trans-mashholding opening a new tram and metro train manufacturing facility in St Petersburg. The 15 000 m2 factory is on the site of TMH’s Oktyabrsky Electric Railway Car Repair Plant and was built on land made available by restructur-ing production processes at the plant. TMH expects the new facility to have more than 300 staff and an annual pro-duction capacity of around 200 vehicles.

The new plant is to undertake final as-sembly of five eight-car Yubileyny train-sets ordered for St Petersburg metro Line 1, using bodyshells from TMH’s Tver Carriage Works. Oevrz also won a separate contract to supply 27 six-car trainsets to the city’s metro.

Berlin transport operator BVG was evidently pleased with the latest genera-tion Type IK metro trains, as it has or-dered a further 27 from Stadler Pankow. Two prototypes and 11 series-built trainsets are already in service or in pro-duction, and all 38 series-built sets are expected to be in service by mid-2019.

Stadler also won its second ever metro train framework contract near the start of the year. The 1 220 mm gauge circular metro line in Glasgow is moving to driverless operation, and to this end Strathclyde Partnership for Transport awarded a £200m contract to a consortium of Stadler and Ansaldo STS to supply 17 trains and signal-ling. The contract is part of a £288m modernisation programme. Stadler’s four-car trainsets with walk-through gangways will replace the existing fleet of three-car sets, but will otherwise be built to the same dimensions.

Another line being converted to driverless operation is Line 4 in Paris. RATP has exercised an option for a further 20 six-car rubber-tyred MP14 metro trainsets from Alstom, as part of a framework contract dating from early 2015.

Alstom also won a contract in Lyon for rubber-tyred trainsets to be supplied under operator Sytral’s Future Metro 2020 programme, which aims to in-crease the capacity of metro lines A, B and D. In January 2017 Sytral awarded Alstom a €91m contract to upgrade signalling on Line D by mid-2023 and convert Line B to driverless operation from the end of 2019 (p40).

Another large rolling stock and sig-nalling upgrade is taking place in Brus-sels. Ansaldo STS was awarded a sig-nalling contract, and CAF is supplying 43 six-car trainsets worth €353m under a 12-year framework contract that in-cludes options for up to 47 more.

Berlin transport operator BVG placed an order for 27 more metro trains from Stadler Pankow.

The largest metro car order of 2016 was for Chicago, where CTA ordered 490 cars from CRRC.



Two Italian cities placed metro car orders in 2016. The 15 Leonardo train-sets that ATM has ordered for the Milano metro form an option on a contract signed with AnsaldoBreda in 2012. Napoli chose CAF to supply its latest metro rolling stock.

North AmericaThe largest metro car order in terms

of volume was for Chicago. This was a long time coming: an invitation to ten-der was issued in 2013, but the two bids — from Bombardier and a Sumitomo-Nippon Sharyo consortium — were re-jected the following year. However, two months later Mayor Rahm Emanuel announced that the procurement would restart ‘shortly’.

The framework contract includes a firm order for 400 cars with options for up to 446 more, which is slightly fewer

Table I. Metro car orders reported in 2016

City Cars SupplierDate order announced

Value Remarks

Guiyang n/a CRRC Nanjing Puzhen Rail Transport Co January 4 1·28bn yuan Line 1

Manila 108 Hyundai Rotem January 22 530bn wonThree-car sets for Line 7. Value includes signalling and electrification

Kolkata 84 BEML February 29 Rs9bn Six-car sets for the east-west line

Glasgow 68 Stadler March 4 £200m Four-car sets. Value includes signalling from Ansaldo STS

Chicago 490 CSR Sifang America March 9 $772·5m Option for up to 356 more cars.

Busan 320 Hyundai Rotem March 14 52·8bn won Line 1. 40 trainsets

Noida 76 CRRC Nanjing March 17 Rs8bn Four-car sets

Milano 90 Hitachi Rail Italy March 29 €109m Six-car sets for Line M2. Option on contract signed in 2012

Istanbul 300 Hyundai Rotem April 25 US$316m Six-car sets for Line M7

Buenos Aires 60 Alstom May 2 €60m Six-car sets for Line D

Kuala Lumpur 232Hyundai Rotem, Posco Engineering, Apex Communications

May 12 1·62bn ringgitFour-car sets for Klang Valley Line 2. Value includes depot equipment

Bangkok 88 Siemens, Bozankaya May 23 n/a Four-car sets

Bangkok 96 CRRC Changchun May 23 n/a Four-car sets

Napoli 60 CAF June 20 n/a Six-car sets, option for 10 more. Line 1

Taipei 58 Hitachi June 21 n/a Two-car sets for the Sanying Line in New Taipei City

Kharkiv 5 KVSZ June 21 199m hryvnya One five-car set

Suzhou n/a CRRC Nanjing Puzhen Rail Transport Co June 23 1·88bn yuan Line 3

Hangzhou n/a CRRC Nanjing Puzhen Rail Transport Co June 23 640m yuan Line 2 Phase 2

Berlin 108 Stadler July 7 €140m Option, four-car sets

Quito 108 CAF July 15 $183m Six-car sets

Lima 139 Alstom July 27 €200m 20 six-car sets plus 19 cars to lengthen existing trainsets

Brussels 258 CAF August 2 €353m 43 sets with options for 47

Mexico City 90 CAF August 16 €164m Line 1. Nine-car sets

St Petersburg 162 Transmashholding September 8 13·4bn roubles Six-car sets

Esfahan n/a CRRC Nanjing Puzhen October 4 n/a Part of an order for 215 cars for three cities

Shiraz n/a CRRC Nanjing Puzhen October 4 n/a Part of an order for 215 cars for three cities

Tabriz n/a CRRC Nanjing Puzhen October 4 n/a Part of an order for 215 cars for three cities

Nagpur 69 CRRC October 7 Rs8·51bn Three-car sets

Dubai 250 Alstom October 10 €1·3bnContract signed on this date. Value includes fit-out and fare collection. Five-car sets.

Lyon 60 Alstom October 26 €140m Two-car sets. Options for 18 more sets.

Nanjing n/a CRRC Nanjing Puzhen Rail Transport Co November 16 1·22bn yuan

Shanghai n/a CRRC Nanjing Puzhen Rail Transport Co November 16 1·37bn yuan

St Petersburg 40 Transmashholding December 6 19bn roubles Eight-car sets

Paris 120 Alstom December 7 €163m Six-car MP14 sets for Line 4. Option

Boston 120 CRRC MA Corp December 12 $277m Red Line

Seoul 32 Hyundai Rotem December 13 44bn won Line 9

Vancouver 28 Bombardier December 16 C$93m Contract signed on this date

Santiago 20 CAF December 21 n/a Five-car sets; follow-on order

Medellín 6 CAF December 21 n/a Three-car sets; follow-on order

than the original tender for up to 854. Chicago Transit Authority went with the lowest bidder, CSR Sifang America JV. If all options are exercised, the order would be worth $1·3bn, considerably less than the $2bn originally predicted.

CTA subsequently decided to pur-chase 90 more cars. The order for 490 cars is worth $772·5m, which is being partly covered by a $255m low-interest Tifia loan that is secured against future fare revenue. Grants from the Federal Transit Authority and CTA sales tax bonds will also contribute.

The 7000 Series cars would resemble the 5000 Series vehicles, according to the CTA, with stainless steel bodies, LED lighting and information displays and AC traction equipment, as well as a mix of transverse and longitudinal seating.

Prototype cars are expected to be completed for testing in 2019, ahead of

entry into service in 2020. They are to be assembled at a new plant in Chicago on which CSR Sifang America broke ground in March 2017.

If this narrative sounds familiar, it is because it echoes a recent procure-ment in Boston. Subsidiaries of what is now CRRC were selected in 2014 for a $566m contract to supply 284 metro cars. The contract required 60% US domestic content, and so a $95m final assembly plant and test track are being built at the former Westinghouse site in Springfield. Completion of this facility is expected in September, with manufacturing to begin in April 2018. In December Massachusetts Bay Trans-portation Authority approved the pur-chase of 120 additional cars for $277m. This latest order will provide work for the plant through to 2023.

Springfield will also be the site for

200£m

CONTRACT AWARDED TO STADLER AND ANSALDO STS TO SUPPLY 17 TRAINS

AND SIGNALLING FOR GLASGOW METRO



assembly of metro cars for Los Ange-les. At the start of December the board of Los Angeles County Metropoli-tan Transportation Authority selected CRRC MA Corp to supply 64 metro cars for the Red and Purple lines for $178·4m, with options for up to 218 more. A notice to proceed was eventu-ally issued in March. CRRC intends to manufacture the car bodies in Chang-chun in China, with final assembly tak-ing place in Springfield. Propulsion and HVAC equipment would come from a factory in Los Angeles.

The third order from North America last year came from TransLink in Van-couver, which signed a C$93m contract for Bombardier Transportation to sup-ply 28 SkyTrain Mark III light metro cars for use on the Expo and Millen-nium elevated metro lines.

Latin AmericaOne of the larger orders in Latin

America is for a new metro. Construc-tion of the first line in Quito officially began on January 19, and in July CAF announced that it is to supply 18 six-car trainsets. A credit agreement between Spain’s Instituto de Crédito Oficial and Ecuador’s Ministry of Finance covers the US$183m order, as well as depot equipment. The depot and control cen-tre will be situated at Quitumbe at the southern end of Line 1.

Another large order was placed in Lima, this time with Alstom. The €200m contract covers 20 six-car Me-tropolis trainsets, in addition to 19 cars to lengthen from five to six cars the ex-isting trainsets which Alstom delivered in 2011. As with the original build, the fleet will be manufactured in Barcelona. The extra rolling stock is expected to increase the capacity of Line 1 from 20 000 passengers/h to 48 000. Rider-ship has been growing and now stands at 320 000 passengers per day.

Alstom also won a contract to supply 10 six-car trainsets to operate on Line D of the Buenos Aires metro. These are due to be delivered from Alstom’s Lapa plant in Brazil this year, and the supplier will be responsible for mainte-nance during the trains’ first two years of operation.

Alstom trains have recently entered service on Line H, which has been fit-ted with Siemens CBTC equipment. Commissioning of an initial batch of 36 cars from a total order of 120 began in July.

Two Latin American operators ap-proved follow-on orders from CAF late in the year. Metro de Santiago’s four additional driverless trainsets form an add-on to a €160m order signed in late 2013 that covers the supply of 37 five-car trainsets for lines 3 and 6 along with 20 years of maintenance. So far CAF has delivered 20 sets.

The Medellín metro has ordered two extra trains as a follow-on to a €89m July 2015 contract for 20 three-car units which are currently being built. CAF also won an order to supply 10 nine-car rubber-tyred metro trainsets for Line 1 in Mexico City, with deliveries due to begin in the first half of 2018.

Future trendsAlthough predictions (about any-

thing) are notoriously unreliable, we remain confident that China will con-tinue to drive the metro car market on both the supply and demand side. At the start of 2017 CRRC Nanjing Pu-zhen Rail Transport Co announced that it had won orders from Changzhou and Xuzhou. All 27 operational networks in the country have plans to expand, with new metros being developed in many more cities. With international suppli-ers reportedly blocked from bidding, it seems likely that rolling stock in main-land China will stay in the hands of lo-cal suppliers.

Meanwhile, CRRC is making in-roads into markets around the world. Its three US orders could be joined by a fourth. Reports have surfaced that the company is prepared to build a factory in New York were it to win an order for up to 1 025 cars for the New York Subway.

In December China Daily reported that CRRC plans to increase its over-seas business to 35% of total sales by 2025 from 7% in 2015. It is unclear how much of this would come from the metro segment, but it will surely form a significant part. Former Deputy Chair-man Zheng Changhong was quoted as saying that ‘opportunities come from surging demand in both developed and developing countries’.

One developing country in which CRRC already has a metro presence is India, with rolling stock supplied or on order for Nagpur, Noida, Kolkata, Navi Mumbai, Gurgaon and Mumbai. As plans firm up for metros in more Indian cities, it is safe to assume that CRRC will continue to bid for rolling stock contracts. Its recent contract win in Bangkok also puts CRRC in a good position to bid for other projects in the Thai capital.

While the Klang Valley metro lines serving Kuala Lumpur continue to at-tract attention, a slightly smaller project is moving ahead in that city. Civil works on the 37·7 km LRT3 line are due to begin this year, with completion expect-ed in 2020. A fleet of six-car trains is envisaged, running at peak headways of 2 min using CBTC.

Meanwhile in Iran, ‘significant steps’ are being taken towards establishing a domestic urban rail supply chain, ac-cording to Tehran Urban & Suburban Railway Operation Co’s Chief Execu-tive Dr Ahmadi Bafandeh. Speaking at the inaugural conference of the Iranian metro supply industry, Bafandeh em-phasised that the aim was to enhance the domestic supply sector’s specialist knowledge, but localisation ‘does not mean we want to disconnect from the world and strictly meet our demands though domestic production only’. Tusroc said Iran had reached 50% self-sufficiency in the supply of frequently-used parts for DC rolling stock fleets, and 49% for AC fleets.

Orders for metro cars could also come from Uzbekistan. The country’s only metro, in the capital Toshkent, is to be extended. At the start of this year the government announced plans to build an 8 km elevated line, which would be completed in 2020. This followed a

‘Although predictions are notoriously unreliable, we remain confident that China will continue to drive the metro car market on both the supply and demand side’

‘‘

Vancouver's Evergreen Line is to receive more rolling stock from Bombardier.

64cars

TO BE SUPPLIED BY CRRC MA CORP FOR LOS ANGELES METRO RED AND

PURPLE LINES



presidential order issued in September for work to resume on the Yunusobod Line extension.

Elsewhere in the CIS, many op-erators are choosing to refurbish rather than replace ageing rolling stock. In many cases the refurbishments are quite extensive, with very little remaining of the original vehicle. Refurbishment is still cheaper than purchasing new ve-hicles, however, so cash-strapped cities are likely to keep this option in mind. Where new orders are placed, they are likely to be with Russian suppliers. It was therefore interesting to note that Stadler Minsk CEO Philipp Brunner told local media at the start of 2017 that Stadler had been selected to supply 10 trainsets for the Minsk metro.

Stadler’s follow-on order in Berlin puts it in a good position to bid for fur-ther orders in the German capital. BVG has called tenders for up to 346 small-profile and 704 large-profile cars as part of a €3·1bn fleet renewal programme that also includes the purchase of up to 117 trams. The metro trains would enter service from 2021 and mostly be used to replace older rolling stock, with around one-fifth needed to provide additional capacity.

Bids were submitted in September for London Underground’s Deep Tube

Upgrade Programme, formerly known as New Tube for London (MR 6.14 p13). Transport for London expects to award a contract in late 2017. The base order would cover rolling stock for the Pic-cadilly Line, with options for the other three lines covered by the programme.

Metro Warszawskie intends to issue a tender soon for 45 six-car metro trains. Some of these will be used on Line 2, which is being extended, and others

will replace the oldest rolling stock on Line 1. New rolling stock will also be required to operate the driverless Line M3 in Brussels, construction of which could start in 2019.

Construction of the Bogotá metro is scheduled to start in 2018, following the approval of government funding for the project. The 25·3 km Line 1 is to be built in two phases, the first of which is due to open in 2022. n

Metro Warszawskie is to call tenders for 45 six-car trainsets, which will replace the oldest rolling stock, which dates from the opening of the metro in the mid-1990s.

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MARKET Turkey


Turkish rolling stock suppliers get a leg up

The Turkish urban rail market is booming, as local suppliers increase their success at home and abroad. Semih Demirkoparan and Türker Ahi report.

Demand for urban rail in Turkey is constantly in-creasing. Several large projects are planned to be

completed by 2023, with a combined value of around €13bn. This period could see the purchase of around 7 000 urban rail vehicles.

To date, around €6·1bn has been spent on more than 2 000 trams, metro trains and light rail vehicles (Table I). In the fast-growing cities of Turkey, urban rail has already become the most im-portant investment item in recent years, and is set to grow as the government targets a 50% share for transport in the budget in 2023.

Government tenders for rail vehicles favour local producers, because of a re-quirement for 51% of components to be manufactured domestically. Wheelsets,

traction motors, inverters, batteries and braking systems are still imported, but several manufacturers have assembly plants in Turkey. Trams from Bozan-kaya and Durmazlar have the highest proportion of local content: the under-frame, bodyshells, interiors and soft-ware are produced and designed in Tur-key. Two other suppliers have assembly plants in Turkey that produce urban rail vehicles: the Eurotem joint venture of

South Korean Hyundai Rotem and lo-cal company Tüvasaş, and the Chinese group CRRC.

Local content requirementThe Ministry of Science, Industry

& Technology’s intention to purchase 7 000 trams and metro trainsets by 2023 is a great opportunity for local manufacturers. However, Bozankaya and Durmazlar have been able to

Turkish cities planning to open light rail lines by 2023

TrabzonMersinMalatyaAfyonDenizliAydınKahramanmaraşHataySakarya

RizeŞanlıurfaElazığIspartaErzurumDiyarbakırÇanakkaleKarabükBalıkesir

Bozankaya has developed a 100% low-floor tram.

Durmazlar's light rail vehicles include the Panorama.

Turkey MARKET


take on only a few orders compared with larger foreign suppliers. As the municipalities generally prefer differ-ent brands, the Turkish market has become complex, owing to different servicing arrangements, spare parts, infrastructure needs and maintenance schedules. This has in turn restricted development of domestic production and know-how. The introduction of a local content requirement in recent tenders has helped some domestic firms to win orders, and they are start-ing to compete with the larger foreign companies.

Bozankaya developed its first 100% low-floor tram following extensive R&D activities. Deliveries of the bidi-rectional 35 m long five-module vehi-cles to Kayseri started in 2016. Partly as a result of this order, Frost & Sullivan recognised Bozankaya as its European Company of the Year in 2015.

Bozankaya won its first rail export order last year. Bangkok Mass Transit System Public Co ordered 22 four-car metro trainsets from a consortium of Siemens and Bozankaya. Siemens will supply bogies, traction equipment, brakes and auxiliary systems, and it will be responsible for project management and final assembly, which will take place at Bozankaya’s factory in Ankara. The contract includes technology transfer to Bozankaya. Deliveries are due to take place in 2018-19, and the rolling stock is intended for the Skytrain el-evated metro, which is being extended. Siemens will maintain the trainsets for 16 years.

Bozankaya is also working with Bombardier, this time on high speed trains. A memorandum of understand-ing signed last year aims to strengthen the strategic partnership between the two companies, combining Bombar-dier’s engineering and technology

Table I. Urban rail fleets in Turkish cities

Supplier Number of vehicles

AdanaHyundai Rotem 36

AnkaraAnsaldoBredaBombardierCSR Zhuzhou1

33108324

AntalyaCAFHyundai RotemDuewag

16186

BursaDurmazlar1

GothaSiemensBombardier

726

4830

EskişehirBombardierŠkoda Transportation1

3314

GaziantepDuewag-TülomsaşAlstom

3628

IstanbulABBAlstomHyundai RotemCAFBombardierGothaDuewagMitsubishiCRRCKTASiemens

105149126144553

132175326

IzmirABBCSR ZhuzhouCRRC Tangshan1

Hyundai RotemCAF

4532553899

KayseriAnsaldoBredaBozankaya1

3830

IzmitDurmazlar1 12

KonyaDuewagŠkoda Transportation

6060

SamsunDurmazlar1

CSR ZhuzhouAnsaldoBreda

85

16

Total 2 0351. Order not yet completed.

expertise and Bozankaya’s experience in manufacturing vehicles locally. Bombardier will invest US$100m in technology transfer for high speed train production. The partners aim to bid for 80 high speed trainsets; national rail-way TCDD is expected to call tenders soon.

Durmazlar is targeting the global market with its Durmaray brand, and it too co-operates with foreign suppliers. Durmazlar produced the bodies for the Avenio trams that Siemens is supplying to München, and it supplies bogies for Alstom’s inter-city trains.

On the domestic market, Durmazlar is currently producing trams for Bursa, Izmit and Samsun. Its Ipekbocegi tram, in service in Bursa, has already made a tremendous impact, and its Panorama tram and Green City LRV were dis-played at the InnoTrans trade fair in Berlin in 2016.

Tightening safetyIn November 2015 the Directorate

General of Railway Regulation extend-ed the scope of the European railway safety directive to include ‘suburban mass transport operators’ — trams, light rail and suburban rail. Opera-tors and infrastructure managers must pay TL50 000 for a safety certificate, which is valid for five years. Operators have until November 2018 to fulfil the safety requirements and, where appli-cable, TSI and EN standards. This dif-fers from the EU approach, which does not cover light rail operations under the same safety standards as main line railways.

This requirement arose because of some instances where light rail vehicles operate on main line infrastructure. In addition, a standardised audit of safety-critical components is needed as more suppliers win contracts. n

Edirne Kırklareli

Tekirdağ Istanbul

Yalova

Kocaeli (Izmit)

SakaryaDüzce

Zonguldak

Karabük

KastamonuSinop

Samsun

AmasyaÇorum

Çankır

Kirikkale

Ankara

Kırşehir

Nevşehir

Aksaray

Giresun TrabzonRize

Artvin Ardahan

Kars

Iğdir

Ağrı

MuşBingölTunceli

Elâzığ Van

Gümüşhane BayburtErzurum

ErzincanSivasYozgat

Tokat

Bitlis

SiirtHakkariŞırnak

MardinŞanlı Urla

Kilis

Adıyaman

MalatyaKayseri

Kahraman Maraş

Gazi AntepOsmaniye

İçel (Mersin)

AdanaKaramanAntalya

IspartaBurdur

Denizli

Mugla

Aydin

Izmir

Manisa

Balikesir

Çanakkale

Uşak Afyon

Kütahya Eskişehir

BilecikBursa

Konya Nigde

Hatay Antakya

BatmanDiyarbakır

Ordu

Bartın

Bolu

Integrated factoryManufacturing, mounting, welding, testing etcCRRC, Bozankaya

Operational urban rail networks with vehicle suppliersUrban rail planned or under construction

Assembly workshopEurotem, Bozankaya, Durmazlar

Supply and demand of urban rail in Turkey.

7 000URBAN RAIL

VEHICLES COULD BE PURCHASED IN TURKISH CITIES BY

2023

TECHNOLOGY Signalling


Conversion of Line B to driverless operation and replacement of the automation equipment on Line D will raise capacity on the Lyon metro by up to 30%.

Metro Line B currently runs with drivers, but will be upgraded to driverless operation as part of the Avenir Metro 2020 programme.

Alstom is to supply 30 trainsets as part of the Avenir Metro 2020 project.

The French city of Lyon is predicting a 30% increase in patronage on its four metro lines by 2025. With this in

mind, transport authority Sytral has launched the Avenir Metro 2020 pro-ject in a bid to ensure that the network can cope with future demand. At the moment capacity on lines A, B and D ranges from around 7 500 to 10 000 passengers/h per direction; Line C, partly operated as a rack railway, carries 33 000 passengers a day.

The Avenir Metro project includes expansion of the metro fleet and con-version of Line B from manual driving to driverless running, plus renewal of the automation equipment on Line D.

Line D was built from the outset for driverless operation, although techni-cal problems prevented the launch of running without drivers when the first 8 km section opened between Gorge de Loup and Grange Blanche in Sep-tember 1991. Operations had to be launched with drivers, requiring modifi-cations to the 15 trainsets that had been built for the line.

Testing of the automation equip-ment continued on the remaining 4 km section of the line between Grange

More automation on the Lyon metro

Blanche and Vénissieux, and sufficient progress had been made by August 31 1992 to allow the first 8 km to switch to driverless operation before the second section opened.

Line D was the first application of the Maggaly automatic train operating system developed by Matra Transport, GEC Alsthom and CSEE in paral-lel with the Sacem ATP system used on RER Line A in Paris. The auto-matic train protection function used a variable-length moving block, which is calculated on board the trains using

various inputs. Vital data about line oc-cupation and the movement of other trains is transmitted by coded data mes-sages by a continuous cable in the track.

Under a €91m contract, Alstom is supplying its CBTC-based Urbalis 400 equipment to replace the Maggaly au-tomation system on Line D. Urbalis 400 will also be installed on Line B, which will be converted from manual to driverless operation.

Alstom says that Urbalis signal-ling has been deployed on more than 1 000 route-km of metro lines around the world, with the first CBTC ver-sion installed in 2003; the majority of installations use the Urbalis 400 version. The equipment has been updated in line with technical advances, and Alstom says Lyon ‘will benefit from a proven and continually enriched system’ that will offer ‘over 99% availability’ and im-provements in operations and reliability.

Alstom has also been awarded a contract worth €140m covering sup-ply of 30 two-car rubber-tyred train-sets. The company says that they ‘will benefit from the latest technological

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Signalling TECHNOLOGY


Line D is already driverless, but will have its signalling replaced.

Like Line B, Line D will benefit from an increase in capacity.

developments to increase availability and accessibility’. The trains will be de-signed for ease of maintenance and will feature an advanced passenger informa-tion system.

New trains in 2019The first major milestone in the mod-

ernisation programme for Lines B and D will come at the end of 2019 when the first four new-generation trainsets operating with the new signalling sys-tem will be commissioned on Line B. The line will then be operated using a mixed fleet of the existing manually driven trains and the four new trainsets. The rest of the new trains will enter ser-vice progressively in 2020-23.

In mid-2023 Line D will switch over entirely to the new signalling, us-ing a mix of new stock and existing trains modified by Alstom for the new automation equipment. All of the pre-sent fleet will be retained and will in fu-ture be able to operate in multiple with the new rolling stock. The Line D trains are currently undergoing refurbishment at Bagnères de Bigorre under a €23m contract awarded to CAF that started in 2015.

The 30 trainsets ordered under the firm part of Alstom’s contract and 18 in a contract option are intended for use on either Line B or Line D. The total number of trains allows for the planned future extension of Line B to the South Hospital complex. When the new trains have been delivered the existing stock on Line B will be redeployed to increase capacity on Line A.

Longer trainsPart of the capacity increase on Lines

B and D will be achieved by operating the new trains in multiple, increasing train length to 72 m. The platforms are already designed to accept trains of this length, and operator Keolis Lyon has been carrying out tests together with Sytral using the existing fleet on Line D since 2015. Each of the new trains will be able to accommodate 325 passengers,

of which 64 will be seated, giving a max-imum of 650 with two sets operating in multiple. Design capacity of Line B will increase from 7 031 passengers/h per direction to 7 875 in 2020 and 11 331 in 2030. For Line D the corresponding figures are 9 596, 11 071 and 12 414.

It will be possible to couple and un-couple trains remotely, allowing con-trollers to add or reduce capacity to suit peak or off-peak demand.

Thanks to the new signalling, head-ways will be reduced to a theoretical 75 sec on both lines. At the moment the operational headway on Line B is 190 sec and on Line A 90 sec.

Challenges ahead The project presents Alstom with two

main challenges. One is a timeframe of just three years to develop, install and commission the automation equipment on Line B without disrupting services.

The second challenge is ‘appropria-tion of the technical data, the function-ing and particularities of the existing system’ on Line D to ensure that the interface with the new equipment is as

seamless as possible. This will allow ‘the two generations of trains and automa-tion systems to operate in a comple-mentary and parallel fashion’. Installa-tion and testing will take place mainly at night so as not to disrupt commercial services. The changeover period in 2023 is planned to coincide with the sum-mer holiday, when service levels can be halved with minimal effect.

No platform screen doorsIn contrast to most other driverless

metros, Line D does not have platform screen doors but relies on an infrared obstacle detection system in stations that would bring a train to a halt should someone fall off the platform. This will be retained on Line D and will also be deployed on Line B. Nevertheless, there will be an option to install platform screen doors in the future if required.

Alstom has previously worked on renewal of train control equipment on Lines 1, 2 and 3 in São Paulo with Ur-balis 400 and on Line 2 in Beijing. It is currently working on the Amsterdam metro, which will include driverless operation. nPh

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Photo: Sytral

TECHNOLOGY Bogies


Documenting bogie repairsA two-year programme to refurbish bogie frames on London’s Docklands Light Railway is underway.

Sulzer's Avonmouth service centre is refurbishing bogie frames for 76 DLR trainsets.

A two-year project to repair and extend the original service life of bogies used on light metro vehicles in

London has just passed its half-way point. Work on 63 of the 228 had been completed by the end of February, and the pace is now accelerating.

Since its opening in 1987, the Dock-lands Light Railway automated light metro in east London has grown re-markably. The train fleet has expanded from an initial 11 cars, which are no longer in service, to no fewer than 149, and many trains now run in three-car formations. The KeolisAmey Dock-lands 70:30 joint venture has been responsible for operations and rolling stock maintenance since December 7 2014. Its contract runs until April 2021, with an optional extension until 2023.

The oldest operational rolling stock dates from 1991. Regular inspections revealed that some of the bogie sub-frames on the older cars were devel-oping cracks. This led to the start of a refurbishment programme to repair the cracks and to extend the service life of the bogies. Inspection and maintenance is being carried out on 228 bogie frames from 76 of the 91 vehicles built between 1991 and 2002.

In February 2016 KeolisAmey Dock-lands awarded Sulzer a two-year con-tract to undertake the work. The first bogies were delivered for inspection and repair the following month.

The importance of documentationEach vehicle has one trailer and two

motor bogies, which must be stripped down and rebuilt within the 14 days that the vehicle is out of service for a heavy overhaul. Sulzer is undertaking the work at its Avonmouth service cen-tre in Bristol. Transport of the bogies by road takes two days, so that Sulzer has 12 days to turn around all three bogies.

Sulzer receives 48 h notice of each arrival. The bogies are initially steam-cleaned and shot-blasted. Each frame is then inspected to ensure that it has not become twisted during operation.

After the initial inspection, all the welds in the frame are checked. After a visual inspection, any weld that is con-sidered sub-standard is excavated and rewelded. The frame is then inspected again, using liquid penetrative and mag-netic particle methods.

Once the welds have been checked and repaired, the bogie frame undergoes another dimensional check to ensure the welding has not led to distortion.

Bogies TECHNOLOGY


Overhaul of the bogie frames must be co-ordinated with work on the vehicles at DLR's Beckton depot.

Three 'gyroscope' frames have been made for easy access to the bogie frames.

According to KeolisAmey Dock-lands Head of Technical Services (Roll-ing Stock) Donald Macpherson, the project requires ‘almost forensic record maintenance’. At every stage of the process photographs are taken and test results are recorded. Quality assurance documentation and photographs are required for every bogie. The documen-tation includes a ‘weld map’, explains Avonmouth service centre General Manager Darren Colley, which shows details of all processes and repairs.

Sulzer says that the very specific quality assurance processes and docu-mentation have benefitted its UK ser-vice network and widened the compa-ny’s existing accreditations. Extensive experience within Sulzer’s mechanical service centre at York was instrumen-tal in proving that the company had the necessary qualifications for the contract.

Machining and streamliningAfter the welding has been com-

pleted, the frame passes to the machin-ing department. Each bogie has eight pads that hold the suspension units in position. These pads are measured and a calculated amount of material is removed to allow a 3 mm shim to be installed, bringing the overall pad thickness back to its original specifica-tion. The pads are drilled and tapped so that the shims can be attached with countersunk bolts.

After machining, the bogies are painted. Again, all the process details are recorded and returned to the cus-tomer with the final quality assurance documentation.

Each bogie frame weighs around

750 kg, making it difficult to handle and awkward to gain access to the weld locations. To ensure easy access, the ser-vice centre has fabricated three bespoke ‘gyroscope’ frames that hold the frame and allow it to be rotated.

Another issue lies in determining how long each frame will take to repair. Some may be almost beyond economic repair and will spend several days in the welding facility; others need only minor repairs. This disparity requires consider-able flexibility in working hours, with the welders sometimes working shifts in order to complete each set of frames on time.

The importance of bogie repairs to the vehicle refurbishment programme means that strict timeframes must be met. Were this not challenge enough, KeolisAmey Docklands has expressed an interest in speeding up the process in order to complete the refurbish-ment of the fleet more quickly. Sulzer

re-examined its workflow and is now looking to accept a second set of three bogies six days after the initial ship-ment, instead of two weeks. In this way the first batch should have cleared the welding stage and be in the ma-chining section when the second set arrives. n

‘Inspection and maintenance is being carried out on 228 bogie frames’‘‘

BECAUSE THEY RELY ON YOUHASTUS-RAIL SOFTWARE FOR EFFICIENT PLANNING AND OPERATIONS

SOFTWARE SOLUTIONS

TECHNOLOGY Fare Collection


Keeping up with ticketing technology

As transport ticketing technology moves ahead at a rapid pace, Alon Levy examines some similarities and differences in cities around the world.

Photo: martinho Smart / Shutterstock.com

The past few years have seen an explosion in public transport fare payment technology. Most visibly, smartphones are

offering options that did not exist before. The earliest smart cards, such as Hong Kong’s Octopus and Seoul’s Upass, date from the 1990s, and this technology has recently become more widespread, with features that were not available 15 years ago. Services are increasingly integrated through online payment and via links between smart cards and credit cards.

It took several years for the previous generation of advances in smart card technology to catch on. If the early adopters had not included former Brit-ish colony Hong Kong, it is likely that London would have taken longer to de-velop its Oyster card.

Today technology is advancing in many cities, but this tends to take place in isolation with cities apparently reluctant to adopt common systems. The features detailed below are all useful, and in most cases can work together, but an innovator in one aspect can be a laggard in adopt-ing another. Each feature alone helps to make the process of fare payment more seamless, but taken together the different features can simplify and enhance the experience of paying for public transport.

In London the Oyster card does not

require passengers to decide in advance whether to buy a day pass or pay for each trip separately, as the software automati-cally calculates the fare based on what is favourable to the passenger. This works on the basis of a daily cap applied ret-roactively rather than a daily pass pur-chased in advance. There is also a weekly cap, but no monthly cap. In contrast, Paris plans to implement a monthly cap in two to three years. In Paris there is currently no cap — in fact, its Navigo smart card can only load passes, not stored value for pay-as-you-go travel.

Topping up stored-value cards can be cumbersome or time-consuming. At the busiest stations there may not be enough top-up machines to deal with the number of passengers in peak hours. Some transport agencies re-spond by giving incentives for bigger purchases. New York MTA, which still uses a magnetic card, used to give a 20% discount for every purchase of $10 or more, which at the time meant giving passengers six journeys for the price of five. This has been whittled down to 5% with recent fare rises. The bonus is sub-stantially larger in Paris: a single ticket costs €1·90, a carnet of 10 costs €14·50.

However, a more advanced technology exists to eliminate queues: home top-up. In Singapore consumer devices that cost

about S$50 allow passengers to top up their anonymous EZ-Link smart cards at home with a credit card and an internet connection. In London Oyster cards reg-istered with a name and credit card num-ber allow online top-up. In both cities it is possible to set up automatic top-up.

Automatic payment can even be done with paper tickets. Some German cities sell discounted annual passes, with pas-sengers paying in monthly instalments using a bank standing order. Like the more advanced technology in Singa-pore, the auto-pay system in Germany cuts down on peak ticket vending ma-chine usage, allowing smaller stations to be equipped with just one machine, or even to move the TVMs on-board on lightly-used lines.

Multiple ways to payA more involved question is how to

integrate smart cards with other forms of payment. The Hong Kong Octopus card and Japanese smart cards such as JR East’s Suica are licensed for use as electronic money. They can be used to pay at vending machines, shops, lockers and taxis. This began in the late 1990s and early 2000s, when credit card pen-etration in Hong Kong and Japan was far from 100%. The transaction fees are lower than for credit cards: 1% for Octopus, compared with about 2% for US credit cards. As the market share of public transport in Tokyo and Hong Kong is very large, nearly the entire population owns a smart card.

Some cities prefer to do things the other way round: use credit and debit cards as contactless travel smart cards, with the usual fees. London, Chicago and Salt Lake City offer this option, and Par-is is planning to introduce it after 2020. However, transitioning to full credit card or smartphone use in lieu of a smart card is difficult, as not all passengers own ei-ther. This is true in the USA in particular. In 2015 only about half of public trans-port users in Los Angeles owned a smart-phone, and a sizable minority owned no phone at all. New York found this out the hard way in its long-term plans to imple-ment a fare collection system based on credit cards, and Chicago and Salt Lake City both have traditional smart cards in addition to credit card payment options.

Open payment using credit cards has the advantage of easier integration, as there is no need for a new card in every city. In Japan public transport services are run by regional private companies, and each company or local consortium has its own card; integration is achieved with bilateral agreements. However, even with a smart card, nationwide in-tegration is possible, as shown by the Netherlands with its OV-chipkaart.

While most technological ticketing

Hong Kong's Octopus card was one of the earliest transport smart cards.

Fare Collection TECHNOLOGY


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innovations involve smart card payment, some use mobile phones. Helsinki, Stock-holm and Praha offer payment for tickets by text message, although in Stockholm these are more expensive than smart card fares. This is old technology, from the 2G era. Helsinki and Praha have proof-of-payment, so passengers can show receipt of the SMS to fare inspectors; in Stock-holm ticket gates at metro stations can be opened by scanning the SMS.

All three cities also offer smartphone apps that allow ticket purchases. In Stockholm the fare is again higher than the lowest pay-as-you-go smart card fare. The USA lagged behind in 2G mobile technology and SMS, but is a leader in 3G and smartphone technolo-gy. There, some transport agencies have moved directly to smartphone apps, such as in Chicago.

Horses for coursesImplementation of these technolo-

gies depends on other choices that each city or region makes about its transport fares. SMS payment is easier to imple-ment on metros with flat fares or only a few zones, such as in Helsinki, Praha or Stockholm. Passengers can send by SMS a simple code for flat fares;

distance-based fares might require pas-sengers to send a more complex SMS, making mistakes more likely.

Anonymous smart cards typically have strict limits on how much mon-ey they can store. Suica is limited to ¥20 000, for example. This makes it harder to implement a monthly cap in areas where monthly passes are expen-sive, such as London.

Most cities can still implement all or nearly all of these features, subject to some questions. The big decision is whether to use credit cards as a form of open payment, or to use an internal card but then license it as anonymous elec-tronic money for small purchases.

However, most cities only implement a few features. This is because of limited dialogue about best practice. The two centres of public transport innovation in the world are Western Europe and the high-income countries of East Asia. They rarely talk to each other, so Europe takes a long time to implement Asian innovations and East Asia (especially Japan) takes a long time to implement European ones. The USA tends to be unfamiliar with innovations abroad, London excepted.

However, forward-looking transport

agencies can turn the disadvantage of limited dialogue into an advantage. There is a wealth of innovations in fare payment, and most have already been extensively tested somewhere. A city that wishes to implement these features can simply emulate what works else-where. New technology can be painful to adopt, with cost and schedule over-runs, and imitation means getting a technology that is already debugged. It is thus possible to expand fare payment technology almost for free, by synthe-sising the features that are already suc-cessful around the world. n

Praha is one of the cities that has adopted SMS ticketing.

TECHNOLOGY Fare Collection


INDIA

Cashless stationsAn initial 10 Delhi Metro stations went over to fully cashless payment on January 1, as part of the government’s vision to transform India into a cashless economy.

Token and smart card purchase and top-up is now done through the Paytm mobile app using a QR code displayed at Token Counters and Customer Care Centres, with the passenger being sent an SMS message with a code number which is given to the staff who issue tokens and sell or top up smart cards.

The stations were selected for the pilot on the basis of having adequate mobile connectivity and where 70% or more of existing passengers were using smart cards, meaning cash transactions were already lower than elsewhere. Payment through debit and credit cards will also be gradually introduced at ticket vending machines. n

AUSTRIA

Smart card testing simulatorLater this year Austrian company Arsenal Testhouse is to launch a soft-ware-based simulator which will enable the functionality of smart cards and other payment systems to be tested to see whether a new product would be likely to pass formal validation against technical standards.

While full verification would still be required before a smart card is certified as being standards-compliant, pre-test-ing with the simulator would be much quicker and cheaper, providing smart card developers with greater confidence that their new technology would be likely to pass when submitted for for-mal verification.

The simulator could also be useful for testing payment systems where wider in-teroperability is not required, but testing could highlight potential problems. n

UK

Mobile ticketing is ‘only the start’The Nevis Technologies joint venture of Ram-bus Ecebs and Strathclyde Partnership for Transport is using the Glasgow Subway to pilot Rambus Ecebs’ latest mobile ticketing product.

‘Simply replacing a paper ticket is only the start’, according to Rambus Ecebs Managing Director Russell McCullagh. ‘Smartphones are redefining public transport, providing ease-of-use, security and convenience to travel seam-lessly from train to bus’.

Rambus Ecebs is to provide SPT with its

Host Card Emulation Ticket Wallet and HCE Ticketing App, as well as HCE cloud-based payments technology developed by sister com-pany Rambus Bell ID. These will enable pas-sengers to load ‘virtual smart cards’ onto NFC-enabled smartphones, which can then be used to buy, store and use tickets.

A remote ticket download option means passengers would not need to visit a ticket machine. ‘Travellers can securely select, pur-chase, download and use a ticket, anytime and

anywhere, on a mobile device’, said McCullagh.Rambus Ecebs’ white label app offers a flex-

ible interface and can be custom branded. It is integrated with Rambus Ecebs’ suite of smart ticketing products, has APIs ready to connect with third-party systems, and can be used as the basis for providing passengers with access to additional services such as trip histories, account-based ticketing and journey planning.

In addition to helping public transport agen-cies transition from the use of physical smart card media to virtual cards stored on a custom-er’s own device, the app enables the collection of passenger data. n

INTERNATIONAL

Bluetooth-enabled ticket gatesMetro Report International attended a demon-stration of Bluetooth Low Energy fare valida-tion technology at Thales UK’s Crawley offices on February 9. Organised by rail standards body RSSB, this showed how Bluetooth could be used to improve the flow of passengers through a ticket gateline at busy stations.

Among the applications being considered are Bluetooth-enabled wide access gates for mobility-impaired passengers, who could benefit from not needing to physically present a ticket, a ‘frequent user’ lane for peak hour commuters, or a priority gate for first class passengers on long-distance trains.

Branded Keypass, the demonstrator combines a commercially available 3D camera with an ar-ray of sensors able to detect mobile devices where an m-ticket has been activated. These sensors could ‘listen’ via Bluetooth for valid m-tickets, as-sociate them with a given individual approaching the gateline, and open the gates to allow the pas-senger through. RSSB believes that this could in-crease station throughput as passengers would pass through the gateline without breaking stride, and without needing to physically present a ticket or device at a fare collection reader.

The Bluetooth detection, customer location and back-office software has been developed by Byte-Token, the UK subsidiary of m-ticketing technol-ogy specialist Bytemark. The demonstrator uses a

novel ticket gate designed by Thales which features a gantry-mounted 3D camera to track passengers through the gate. Thales believes this technology is more reliable than conventional sensor arrays, which struggle to detect the form of people passing through a gate. This in turn raises concerns about safety if the gate closes on passengers carrying large items of luggage for example. Thales is currently tri-alling the camera-enabled gate on the Delhi metro network and plans to install them on Amsterdam’s Noord-Zuid metro line, where conventional sen-sors often miss bicycles being taken through fare gates because of the gaps between wheel spokes.

David Colgan, Project Manager for Keypass at ByteToken, says that advances in software mean that 3D cameras and Bluetooth can be combined to detect passengers approaching a gate to a high degree of accuracy. The demonstration showed how multiple passengers could pass through the gate together, and how the system could differentiate between a pair of passengers passing through the gateline where only one m-ticket has been activated.

An important achievement in the development process is the ability to differentiate between a pas-senger with an active ticket passing through the gate and one walking adjacent to it.

For the demonstrator, both Bluetooth and wi-fi transmission were enabled on the handsets, plus an active m-ticket loaded via an app. ByteToken is optimistic that in future the data packets trans-mitted from the handset to confirm location could be handled by the Bluetooth protocol rather than wi-fi. The scope of the demonstration covers only the functional aspects of the location array and the gateline; fare collection and back-office ticketing processes are not included.

Colgan says that more work is being undertaken to refine the detection system; a particular chal-lenge surrounds crowd management where, for example, one passenger in a crowd of 20 passes through a gateline without a valid ticket. In this case, an audio-visual alert would currently only be raised as the last passenger passed through, making it harder for revenue collection staff to intervene.

Nevertheless, ByteToken and Thales have had initial discussions with operators regarding a proof-of-concept trial in a live environment. n

Fare Collection TECHNOLOGY


INTERNATIONAL

London goes globalCubic Transportation Systems ‘inevitably learned a lot about the processes of the payment indus-try’ through working with Transport for London on the roll-out of contactless payment, John Hill, Managing Director Europe, told Metro Report In-ternational at the Transport Ticketing Global 2017 conference, and such experience means deploy-ment ‘becomes easier the next time’.

TfL owns the intellectual property rights for its contactless payment system, and Cubic TS has signed a non-exclusive licensing agreement allow-ing it to incorporate the technology into its own worldwide ticketing platforms.

The first deployment outside London is expected to be in Miami, with Cubic TS selecting the elements of TfL’s systems which it requires for local needs.

Hill said ‘everyone sees contactless payment as part of the solution’ for transport networks. Visitors who are unfamiliar with a city have tra-ditionally been ‘high maintenance’ for transport operators, often requiring individual help at ticket offices, but with contactless they ‘can now just turn up and travel’, taking a burden off the operator.

TfL’s contactless payment system has now been used by 18 million different bank cards from more than 100 countries since it was launched in 2012,

with more than 800 million contactless journeys made and around 5 million regular users.

TfL meanwhile has renewed Barclaycard’s con-tract to provide transaction processing services for contactless payment. The merchant acquirer con-tract runs for seven years, with an option for a fur-ther three years.

Contactless payment was rolled out across TfL services in September 2014, and now accounts for 39% of pay-as-you-go journeys across the network.

‘Contactless payments have completely trans-formed the way people pay for travel in London, with more than 800 million journeys already made and around 1·8 million journeys being made every day’, said TfL Chief Technology Officer Shashi Verma. n

SINGAPORE

Contactless ticketing pilotSingapore Land Transport Authority and Mastercard have launched an account-based fare payment pilot. This allows passengers to use contactless credit and debit cards for fare payments on the metro and buses.

LTA and Mastercard signed a partnership agreement for the pilot last year, and hope to attract at least 100 000 participants. It is open to anyone with a Singapore-issued Mastercard contactless card, who can register their interest through a dedicated website if they have not already been pre-registered by their bank. Users will be able to track their journey and fare history via a mobile app or web portal.

‘Singapore is one of the first few cities in the world to test this fare payment system for public transport’, said LTA Chief Executive Ngien Hoon Ping. ‘LTA is committed to leveraging technology advancements to provide more convenience to commuters. Account-based ticketing using contactless credit or debit cards will add another option to how commuters can pay for their public transport rides.’ n

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GERMANY

Mastering complexity

Quality must underpin DB’s

technical development, says

Dr Heike Hanagarth

PAGE 44

FREIGHT

Bold moves neededEuropean rail freight needs

behavioural change to

achieve modest growth

PAGE 74

INNOTRANS 2014

The global gathering

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industry comes together in

Berlin this month

PAGE 128

www.railwaygazette.com

September 2014

Serving the customer

MARKET Innovations


MAINTENANCE

Innovative track drainageLanes Rail has won a contract for drainage maintenance services on the Sub-Surface Lines and the Bakerloo, Central and Victoria lines of the Lon-don Underground.

The five-year contract, with an esti-mated value of £10m, takes effect on April 1 and covers CCTV and acoustic surveying, in addition to track drainage maintenance and catch-pit cleaning services.

Lanes Rail will ‘explore innovative ways to enhance track drainage’, which will include the use of new CCTV technology to speed up asset condition surveys. n

DRIVER ASSISTANCE

Automatic speed control softwareThree prototype Škoda 15T trams equipped with automatic speed control have entered service on the Praha network. Together with onboard track lubrication equipment, this aims to minimise wheel squeal and track wear and improve pas-senger comfort. If the trial proves successful, the equipment would be fitted to 22 more 15T trams.

Last year tram operator DP Praha used a track recording trailer to create a detailed map of the

city’s network, which is used by the onboard soft-ware. This automatically adjusts the speed of the tram for the track section if necessary.

The three trams are also equipped with rail lubrication units. The complex nature of the net-work makes traditional trackside flange greas-ing devices unfeasible, so onboard rail lubrica-tion has been DP Praha’s preferred solution. Its first lubrication tram was introduced in January 2015. n

TRACK MAINTENANCE

Grinder upgradesThe VIA Verkehrsgesellschaft joint venture of the Essen and Mülheim transport authorities has selected Vossloh Kiepe to upgrade its two Windhoff SF 60 rail grinders.

The 1 435 mm and 1 000 mm gauge grinders entered ser-vice in 1999-2000 and their traction equipment is becoming obsolete. Vossloh Kiepe will replace the traction converters with ones based on its DPU 103 design.

The work will take place at the Talbot Services in Aachen, between early 2018 and mid-2018. n

CLEANING

New York Subway sucksNew York Metropolitan Transportation Authority has been testing two proto-type track vacuum cleaners from Neu Railways as part of its Track Sweep ini-tiative to reduce the amount of litter on metro tracks.

Tests took place on sections of the Subway network in Manhattan and Queens, with more cleaners to be ordered if the prototypes prove successful.

Powered by lithium iron phosphate batteries, the cleaners can be operated from platforms and moved between sta-tions on a conventional train.

MTA launched Track Sweep in June with the implementation of a new cleaning schedule. It has ordered three track vacuum trains, which are due to arrive in 2017-18, and is to purchase 27 refuse cars to move debris out of the system more quickly. n

COMMUNICATIONS

LTE-R pilotPilot operation of what supplier SK Telecom says is the first deployment of LTE-R communications began on Busan metro Line 1 on February 9, with full operation planned to go live in April.

In August 2015 operator Busan Transportation Corp awarded SK Telecom a contract to provide LTE-R for the 40·5 km Line 1 with 40 stations, using a 10 MHz bandwidth in the 700 MHz fre-quency band.

Migration from VHF and TRS networks which only support voice communications is expected to enhance safety and convenience, with LTE-R enabling control room, station and onboard staff and emergency responders to share information

instantly in multiple ways, including real-time im-age and video file sharing, group calling and text messaging.

Any employee with an LTE-R device can make announcements within a train or station, and receive alerts when a train approaches a maintenance work-site. In the event of an emergency, real-time video of a train taken by an employee can be transmitted to all other staff, including at the control room and on other trains, as well as to related agencies.

‘With the technological expertise and know-how gained through the rollout of LTE-R in Bu-san, SK Telecom will promote the replacement of outdated analogue communications network with LTE-R in an early manner so as to improve the safety and convenience of railway’, said Shim Sang-soo, Senior Vice-President at SK Telecom. n

Casablanca tram operator Casa Transport has selected Engie Ineo and Engie Cofely Morocco to supply signalling, telcoms, CCTV and fire detection equipment for Line 2 and an extension of Line 1. Engie will also install its Navineo passenger information control system.

Corys is to supply two training simulators to New Jersey Transit ahead of the introduction of Positive Train Control on the operator’s 12 routes. The two desk simulators form part of a $225m PTC overhaul that will integrate ACSES II.

ABB has installed an Enviline wayside energy recovery system on Istanbul metro Line M2.

Saft is supplying back-up batteries for the 20 four-car Metropolis trainsets that Alstom is supplying for the Lucknow metro.

Harsco Rail company Protran Technology is to supply its onboard Roadway Worker Protection System and wayside Collision Avoidance System to Denver RTD.

CRRC Times Electric is supplying platform screen doors for São Paulo metro Line 17.

Alstom has awarded Corys a contract to upgrade and maintain the three driver training simulators used on London Underground’s Northern Line.

Nokia has supplied a mission-critical IP/MPLS communications network to systems integrator LG CNS for the SBK Line in Kuala Lumpur.

Sepura Group company PowerTrunk is expanding the TETRA radio network for the Toronto Transit Commission.

IVU is to supply planning and dispatching software to Karlsruhe light rail operator AVG.

Weighwell has supplied a PTW2 500X static train weigher for Hitachi Rail Italy’s factory in Miami and one for its Pittsburg plant.

PRODUCTS IN BRIEF

Innovations MARKET


COMPONENTS

Macau HVAC contractMitsubishi Heavy Industries has awarded HollySys subsidiary Concord a US$17·2m contract for the supply of HVAC and electrical equipment for the rolling stock that will be used to operate the light metro under construction in Macau.

MHI is supplying 158 Crystal Mover rubber-tyred cars, ordered in two batches, to operate on the driverless Macau Light Rapid Transit line.

The 21 km line is due to open between Taipa Island and the border with mainland China at Zhuhai in May 2018. n

MAINTENANCE

Prototype snow-clearing tramMoscow tram operator Mosgortrans began testing a proto-type maintenance vehicle designed to clear snow from tram tracks on February 13. Testing is to continue for one year.

The 10·5 m long bidirectional vehicle, branded Rost, has been supplied by Tikhoretsk-based TMZV. It is equipped with a rotating brush at each end, which can be used for clear-ing snow or other debris.

It is stationed at Krasnopresnenskoye depot, which serves an isolated section of the capital’s tram network. n

Warszawa suburban railway WKD officially inaugurated a new passen-ger information system and CCTV network on February 9, following the completion of several months of testing.

Comp has supplied 101 real-time passenger information platform dis-plays, 86 CCTV cameras and informa-tion/emergency contact posts.

The 5·8m złoty cost was partly fund-ed by the Swiss-Polish Co-operation Programme, which provided 2·7m złoty. n

DEPOTS

Biometric clock systemKeolis Commuter Services has rolled out a biometric time clock system at three of its maintenance facilities serving the MBTA commuter rail network in Boston.

Around 550 Keolis employees in the Boston Engine Ter-minal, Readville Repair Facility and Southampton Street Yard no longer use badges to clock in and out, instead scan-ning their fingerprints and entering a personalised PIN.

‘This new programme, widely used by many businesses around the world, will enable Keolis to bring a modern ap-proach to tracking time and attendance, freeing our staff to focus their time getting locomotives and coaches back into ser-vice more quickly to ensure our passengers get where they need to go’, said Acting Chief Mechanical Officer Ernest Piper. n

JOURNEY PLANNING

Taking a regional approachThe Syndicat Mixte Intermodal Ré-gional de Transports grouping of trans-port authorities in northern France has become the first organisation to deploy Conduent’s Mobility Companion Plat-form. The journey planner aims to sim-plify and encourage the use of public transport across the region.

The passpass.fr website enables door-to-door journey planning across mul-tiple modes of the 14 authorities in Smirt. Alongside bus and train services, users also have access to carpooling and bicycle hire, as well as options from pri-vate and public partners.

‘Until now passengers that wished to use several types of public transport network found only partial travel infor-mation’, said Smirt President Gérald Darmanin. ‘With passpass.fr all this information can be accessed.’ Conduent says that the planner takes a broader

regional approach to mobility, relying on systems already being used by opera-tors and local authorities.

Passengers can set criteria for a jour-ney including cost, carbon footprint, maximum walking time and number of connections. Conduent intends to add more options to future versions, such as cycling routes, car sharing and cross-Channel ferry links. Taxis and Lille Lesquin Airport flight schedules are also being considered.

Conduent intends to develop a smartphone app version, and aims to incorporate its ticketing technology by mid-2018 to create a single smart ‘PassPass’ travelcard that passengers can use across the entire network. Real-time information will also be in-tegrated into the route planner to alert users to delays and suggest alternative routes. n

VEHICLE MAINTENANCE

Wheel lathe installationCairn Cross Civil Engineering has installed a TUP 650 underfloor wheel lathe supplied by Koltech at Manchester Metrolink’s Trafford depot.

Cairn Cross provided structural modifications to an existing maintenance pit, whose floor had to be raised by 1·5 m. Reinforced concrete plinths were installed to seat the lathe, and a 1·5 tonne jib crane working at a 6 m radius has been installed to service it. Mechan will be responsible for maintenance.

The lathe is interlocked with the depot’s overhead lines and existing rail-road shunter. It includes a fume and dust extraction system, internal axle box supports to fix the trams to the machine, and a swarf crusher and conveyor to remove all waste metal produced during the turning process.

Safety features include a lone worker alarm and emergency lighting that can provide up to 3 h of light in the event of a depot power failure. n

PASSENGER INFORMATION

Real-time information


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