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Vilnius- OPPORTUNITIES FOR THE NEW MODES AND
MEANS OF PUBLIC TRANSPORT IN VILNIUS
WORKSHOP
25-26 MARCH 2010
Venue City Council Meeting Hall Vilnius City
Martin Knights President of the International Tunnelling and Underground Space AssociationLausanne
Use of the underground to meet infrastructure needs
International Tunnelling Association response to current urban
Infrastructure demands
wwwita-aitesorg
What l will talk about today---World events that shape my own worldabout ITA Examples of metros for `smaller cities
2
Welcome to my World
Safety
Security
Energy
Sustainability
Extreme WeatherFlooding
Resources
EducationTraining
Communication
Mobility
Aging population
Aging Infrastructure
Water resources
Global Contemporary IssuesDavos-UN-EU-WB
climate change
3
Perfect Storm
Banking Crisis
pound $ euro HK$ yen
4
G20March 2009 Banking Crisis
Dubai meltdown December 2009mdashGreece February 2010mdash where next
5
The future
ITA - AITESFounded in 1974
bull 55(60 )Member nations
Network of 20000
experts in the world
bull Conferences
Workshops and
Seminars around the
world on Underground
Technology
(USAIndiaChinaBrazil
UKCroatiaRussiaArge
ntinaCanadaVietnamA
bu
DhabiBahrainKSRNor
way)
bull Annual Congress--+1500
attendees
bull UN NGO
bull Education Foundation
bull Executive Committee
bull SecretariateSwitzerland
bull 13(+2) Working Groups
bull 3(4) Committees
6
ITA Aim Cities must be planned efficiently Urban space is precious
Briefly some of the current goals of ITA include
To encourage new uses of underground space
To encourage studies of underground alternatives to surface
construction
To stimulate the development of guidelines
To encourage the development of better and cheaper underground
structures
To improve training
To arrange international exchange
ITA-CUS
Inauguration in Amsterdam Jan`08
Promote use of Underground Space
Advance awareness of use of Underground
To provide tools information research and publications
for the community at large and policy and decision makers
United Nations
EU
Effective dialogue with Governments
Planning process needs adapting
We have to influence
Han Admiraal
7
Abu Dhabi-- World Class Urban Development
ldquoDesign our capitalrdquo
ldquoSustainably designed environmentrdquo
ldquoUPC with WEF will benchmark best practice
Cable tunnels in London
8
London 2012 Olympics Site
Association of Project Management Awards - Project of the Year 2009 winner ndash
Powerlines Undergrounding Project
South bypass Perspective
9
Station
Images
Crossrail
10
Amsterdam
11
Think UndergroundSeattleUSA
City waterfront
blighted
Aging
infrastructure
Revival needed
12
Solution
Web Site wwwita-aitesorg
13
A worldwide market1048782 15 of this global market is now open to competition
Mass transit a euro460 billion market
Mass transit a high growth marketIn 2016 mass transit market will represent euro750 bn
14
Metro`s
Four Cities in Europe
Dublin
Copenhagen
Turin
Toulouse
Conference in Zaghreb September 2009
Planning of Dublin Metro
ldquoNation Buildingrdquo
Martin Knights President of ITA
Zagreb 7th September 2009
15
DUBLIN
Zagreb
16
10 Comparisons
Croatia and Ireland have similar populations
+4m
Dublin amp Zagreb have similar populations
08m15m
Ireland member of EU
Dublin has eastern seacoastline Zagreb is
centrally land locked
Young populations
Predominantly catholic
Irelands boom economy in 1990lsquos to mid
2000lsquos
Public needs Better Transport
Infrastructure improving
Both are the leading Cities of each Country
-Dublin
-Zagreb
The Dublin Problem
17
Dublin Metro
Ireland
bull EU Influence
bull Population
bull Economic Growth of
8 pa 1996-2007
bull Financial downturn
bull Transport Problems
bull Dublin-cenric
bull Growth of car
ownership
bull Historical legacy
18
Dublin City is growing fast-historically poor public transport
Year 2006 Pop of Greater Dublin =16m21m(2021)
40 Irelands pop live within 100km radius of Dublin
Dublin is 5th richest city16th most expensivesecond highest wages
200 bus routes
5 main rail routes
2 tram-light rail-lines since 2004(3 more planned)
Heavy railmdashBay Rail
Busy Port and Airport
Poor road network-improving now
Public demand better public transport
19
The Dublin Area Rapid Transit (DART) is a
very fast and regular suburban railway
service in Dublin Ireland which runs along
the coastline of Dublin Bay
20
Tram System in Dublin 25
Railway Procurement Agency
Railway Procurement Agency ndash enabling agencylsquo
Transport (Railway Infrastructure) Act ndash 2001Procure and develop LRT and Metro
Enter PPP arrangements
Develop property at stationsbeside lines
Operate LRT and Metro systems (with private partners)
to provide and develop an integrated ticketing system
2006 ndash Euro 25bn
21
Metro North Procurement Activity
Pre-qualification
Invitation to Tender
Tender and PQQ Assessments
Output Specifications
Reference Design
Payment Mechanism
Public Sector Benchmark
Data Room
Metro North PPP
A public sector project undertaken by a private sector partner who
bull provides debt and equity finance
bull procures design amp construction
bull procures operation amp maintenance (eg 30 year concession)
bull receives a fixed income stream (based on performance criteria)
bull revenue repays debt and provides a return on equity
bull Asset returns to public sector at end of concession
22
Risk Transfer
Private Sector will
accept
Design risk
Construction risk
Opening date risk
Maintenance risk
Operational risk
Private Sector may not
accept
bull Land
bull Planning
bull Legislation
Beware
Client needs to get the contractspecificationpayment termsoperational requirements and performance and reliability andquality requirements correct from the beginning hellipor
The client wants this He gets thishellip
If we get the level of detail in the spec wrong
23
Not just airport - commuter link for North Dublin
Meeting planning objectives of GDA
Crucial to growth of Dublin airport
Reducing journey times
Integrated public transport solution
Frequent service4 minute headway peak service at opening
2 minute headway ultimate peak service
High capacityup to 20000 passengers per hour
gt40 million passengers per year on opening
Removing cars from the road100 million+ vehicle km per year
Dublin Metro North
Metro Concept
Mid-sized metro
Interoperable with Luas in future
Mixed runningFully segregatedsignalled in congested areas
Highly segregatedline of sight in outer suburban areas
High capacity
10000 passengers per hour per direction initially (4
minute headway)
Capable of growth up to 20000 passengers per hour
per direction
Approx 90m long vehicles (low floor)
Fast frequent reliable accessible
24
Belinstown
Lissenhall
Estuary
Seatown
Swords
Fosterstown
Airport
Dardistown
Northwood
Ballymun
DCU
Griffith Avenue
Drumcondra
Mater
Parnell Square
OrsquoConnell Bridge
St Stephenrsquos Green
Key FactsSt Stephenlsquos Green to Belinstown
18km total length
11 km in tunnel (City centre to Ballymun and Airport)
7 km in retained cut at-grade or elevated
17 stops (2 provisional)
9 underground stops from St Stephenlsquos Green to Ballymun and at Airport
8 surface stops
Twin bore tunnels internal diameter about 58m
Large underground crossover caverns spans in excess of 15m
Cross passages at 250m centres
Single ventilation intervention shaft
8 cut and cover stops (6 deep in city centre and the airport 2
shallow at DCU amp Ballymun)
1 mined stop (under river Liffey
4 year construction programme
Construction Methods
25
Key Issues
Fire Safety
Construction Impacts
Traffic Management
Architectural Impact
Ventilation
Land Requirements
Utilities
Environmental
Public Relations
bull Below grade cut amp cover stop with island
platform
bull Interchange with Irish Rail
Interconnector amp Luas Green Line
Specific Issues
bull Historical landscape elements
bull Temporary loss of recreational area
bull Architectural heritage
bull Launch site for future Metro South
bull Construction traffic
bull Local Business ndash Hotels amp Retail
St Stephenrsquos Green
26
OrsquoConnell Bridgebull Below grade mined stop
bull Vertical access via cut amp cover
structures
bull Access north and south of river Liffey
bull Temple Bar
bull Retail heart
bull Interchange with Luas Red Line
Specific Issues
bull AccessEgress
bull Construction Impacts
bull Working areas amp Traffic
bull Ventilation
bull Utilities
Airportbull Below grade cut amp cover stop with island
platform
Specific Issues
bull Tunnel Section
bull Airport Interface
bull Project timing
bull Transport hub
27
Typical stop design
Underground Station
bull At grade stop with island platform
located in the median of the R132
bull Accessed by signal controlled pedestrian
crossings at both platform ends
bull Integrated into plans for new Town
Centre
Surface Station-typical
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
2
Welcome to my World
Safety
Security
Energy
Sustainability
Extreme WeatherFlooding
Resources
EducationTraining
Communication
Mobility
Aging population
Aging Infrastructure
Water resources
Global Contemporary IssuesDavos-UN-EU-WB
climate change
3
Perfect Storm
Banking Crisis
pound $ euro HK$ yen
4
G20March 2009 Banking Crisis
Dubai meltdown December 2009mdashGreece February 2010mdash where next
5
The future
ITA - AITESFounded in 1974
bull 55(60 )Member nations
Network of 20000
experts in the world
bull Conferences
Workshops and
Seminars around the
world on Underground
Technology
(USAIndiaChinaBrazil
UKCroatiaRussiaArge
ntinaCanadaVietnamA
bu
DhabiBahrainKSRNor
way)
bull Annual Congress--+1500
attendees
bull UN NGO
bull Education Foundation
bull Executive Committee
bull SecretariateSwitzerland
bull 13(+2) Working Groups
bull 3(4) Committees
6
ITA Aim Cities must be planned efficiently Urban space is precious
Briefly some of the current goals of ITA include
To encourage new uses of underground space
To encourage studies of underground alternatives to surface
construction
To stimulate the development of guidelines
To encourage the development of better and cheaper underground
structures
To improve training
To arrange international exchange
ITA-CUS
Inauguration in Amsterdam Jan`08
Promote use of Underground Space
Advance awareness of use of Underground
To provide tools information research and publications
for the community at large and policy and decision makers
United Nations
EU
Effective dialogue with Governments
Planning process needs adapting
We have to influence
Han Admiraal
7
Abu Dhabi-- World Class Urban Development
ldquoDesign our capitalrdquo
ldquoSustainably designed environmentrdquo
ldquoUPC with WEF will benchmark best practice
Cable tunnels in London
8
London 2012 Olympics Site
Association of Project Management Awards - Project of the Year 2009 winner ndash
Powerlines Undergrounding Project
South bypass Perspective
9
Station
Images
Crossrail
10
Amsterdam
11
Think UndergroundSeattleUSA
City waterfront
blighted
Aging
infrastructure
Revival needed
12
Solution
Web Site wwwita-aitesorg
13
A worldwide market1048782 15 of this global market is now open to competition
Mass transit a euro460 billion market
Mass transit a high growth marketIn 2016 mass transit market will represent euro750 bn
14
Metro`s
Four Cities in Europe
Dublin
Copenhagen
Turin
Toulouse
Conference in Zaghreb September 2009
Planning of Dublin Metro
ldquoNation Buildingrdquo
Martin Knights President of ITA
Zagreb 7th September 2009
15
DUBLIN
Zagreb
16
10 Comparisons
Croatia and Ireland have similar populations
+4m
Dublin amp Zagreb have similar populations
08m15m
Ireland member of EU
Dublin has eastern seacoastline Zagreb is
centrally land locked
Young populations
Predominantly catholic
Irelands boom economy in 1990lsquos to mid
2000lsquos
Public needs Better Transport
Infrastructure improving
Both are the leading Cities of each Country
-Dublin
-Zagreb
The Dublin Problem
17
Dublin Metro
Ireland
bull EU Influence
bull Population
bull Economic Growth of
8 pa 1996-2007
bull Financial downturn
bull Transport Problems
bull Dublin-cenric
bull Growth of car
ownership
bull Historical legacy
18
Dublin City is growing fast-historically poor public transport
Year 2006 Pop of Greater Dublin =16m21m(2021)
40 Irelands pop live within 100km radius of Dublin
Dublin is 5th richest city16th most expensivesecond highest wages
200 bus routes
5 main rail routes
2 tram-light rail-lines since 2004(3 more planned)
Heavy railmdashBay Rail
Busy Port and Airport
Poor road network-improving now
Public demand better public transport
19
The Dublin Area Rapid Transit (DART) is a
very fast and regular suburban railway
service in Dublin Ireland which runs along
the coastline of Dublin Bay
20
Tram System in Dublin 25
Railway Procurement Agency
Railway Procurement Agency ndash enabling agencylsquo
Transport (Railway Infrastructure) Act ndash 2001Procure and develop LRT and Metro
Enter PPP arrangements
Develop property at stationsbeside lines
Operate LRT and Metro systems (with private partners)
to provide and develop an integrated ticketing system
2006 ndash Euro 25bn
21
Metro North Procurement Activity
Pre-qualification
Invitation to Tender
Tender and PQQ Assessments
Output Specifications
Reference Design
Payment Mechanism
Public Sector Benchmark
Data Room
Metro North PPP
A public sector project undertaken by a private sector partner who
bull provides debt and equity finance
bull procures design amp construction
bull procures operation amp maintenance (eg 30 year concession)
bull receives a fixed income stream (based on performance criteria)
bull revenue repays debt and provides a return on equity
bull Asset returns to public sector at end of concession
22
Risk Transfer
Private Sector will
accept
Design risk
Construction risk
Opening date risk
Maintenance risk
Operational risk
Private Sector may not
accept
bull Land
bull Planning
bull Legislation
Beware
Client needs to get the contractspecificationpayment termsoperational requirements and performance and reliability andquality requirements correct from the beginning hellipor
The client wants this He gets thishellip
If we get the level of detail in the spec wrong
23
Not just airport - commuter link for North Dublin
Meeting planning objectives of GDA
Crucial to growth of Dublin airport
Reducing journey times
Integrated public transport solution
Frequent service4 minute headway peak service at opening
2 minute headway ultimate peak service
High capacityup to 20000 passengers per hour
gt40 million passengers per year on opening
Removing cars from the road100 million+ vehicle km per year
Dublin Metro North
Metro Concept
Mid-sized metro
Interoperable with Luas in future
Mixed runningFully segregatedsignalled in congested areas
Highly segregatedline of sight in outer suburban areas
High capacity
10000 passengers per hour per direction initially (4
minute headway)
Capable of growth up to 20000 passengers per hour
per direction
Approx 90m long vehicles (low floor)
Fast frequent reliable accessible
24
Belinstown
Lissenhall
Estuary
Seatown
Swords
Fosterstown
Airport
Dardistown
Northwood
Ballymun
DCU
Griffith Avenue
Drumcondra
Mater
Parnell Square
OrsquoConnell Bridge
St Stephenrsquos Green
Key FactsSt Stephenlsquos Green to Belinstown
18km total length
11 km in tunnel (City centre to Ballymun and Airport)
7 km in retained cut at-grade or elevated
17 stops (2 provisional)
9 underground stops from St Stephenlsquos Green to Ballymun and at Airport
8 surface stops
Twin bore tunnels internal diameter about 58m
Large underground crossover caverns spans in excess of 15m
Cross passages at 250m centres
Single ventilation intervention shaft
8 cut and cover stops (6 deep in city centre and the airport 2
shallow at DCU amp Ballymun)
1 mined stop (under river Liffey
4 year construction programme
Construction Methods
25
Key Issues
Fire Safety
Construction Impacts
Traffic Management
Architectural Impact
Ventilation
Land Requirements
Utilities
Environmental
Public Relations
bull Below grade cut amp cover stop with island
platform
bull Interchange with Irish Rail
Interconnector amp Luas Green Line
Specific Issues
bull Historical landscape elements
bull Temporary loss of recreational area
bull Architectural heritage
bull Launch site for future Metro South
bull Construction traffic
bull Local Business ndash Hotels amp Retail
St Stephenrsquos Green
26
OrsquoConnell Bridgebull Below grade mined stop
bull Vertical access via cut amp cover
structures
bull Access north and south of river Liffey
bull Temple Bar
bull Retail heart
bull Interchange with Luas Red Line
Specific Issues
bull AccessEgress
bull Construction Impacts
bull Working areas amp Traffic
bull Ventilation
bull Utilities
Airportbull Below grade cut amp cover stop with island
platform
Specific Issues
bull Tunnel Section
bull Airport Interface
bull Project timing
bull Transport hub
27
Typical stop design
Underground Station
bull At grade stop with island platform
located in the median of the R132
bull Accessed by signal controlled pedestrian
crossings at both platform ends
bull Integrated into plans for new Town
Centre
Surface Station-typical
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
3
Perfect Storm
Banking Crisis
pound $ euro HK$ yen
4
G20March 2009 Banking Crisis
Dubai meltdown December 2009mdashGreece February 2010mdash where next
5
The future
ITA - AITESFounded in 1974
bull 55(60 )Member nations
Network of 20000
experts in the world
bull Conferences
Workshops and
Seminars around the
world on Underground
Technology
(USAIndiaChinaBrazil
UKCroatiaRussiaArge
ntinaCanadaVietnamA
bu
DhabiBahrainKSRNor
way)
bull Annual Congress--+1500
attendees
bull UN NGO
bull Education Foundation
bull Executive Committee
bull SecretariateSwitzerland
bull 13(+2) Working Groups
bull 3(4) Committees
6
ITA Aim Cities must be planned efficiently Urban space is precious
Briefly some of the current goals of ITA include
To encourage new uses of underground space
To encourage studies of underground alternatives to surface
construction
To stimulate the development of guidelines
To encourage the development of better and cheaper underground
structures
To improve training
To arrange international exchange
ITA-CUS
Inauguration in Amsterdam Jan`08
Promote use of Underground Space
Advance awareness of use of Underground
To provide tools information research and publications
for the community at large and policy and decision makers
United Nations
EU
Effective dialogue with Governments
Planning process needs adapting
We have to influence
Han Admiraal
7
Abu Dhabi-- World Class Urban Development
ldquoDesign our capitalrdquo
ldquoSustainably designed environmentrdquo
ldquoUPC with WEF will benchmark best practice
Cable tunnels in London
8
London 2012 Olympics Site
Association of Project Management Awards - Project of the Year 2009 winner ndash
Powerlines Undergrounding Project
South bypass Perspective
9
Station
Images
Crossrail
10
Amsterdam
11
Think UndergroundSeattleUSA
City waterfront
blighted
Aging
infrastructure
Revival needed
12
Solution
Web Site wwwita-aitesorg
13
A worldwide market1048782 15 of this global market is now open to competition
Mass transit a euro460 billion market
Mass transit a high growth marketIn 2016 mass transit market will represent euro750 bn
14
Metro`s
Four Cities in Europe
Dublin
Copenhagen
Turin
Toulouse
Conference in Zaghreb September 2009
Planning of Dublin Metro
ldquoNation Buildingrdquo
Martin Knights President of ITA
Zagreb 7th September 2009
15
DUBLIN
Zagreb
16
10 Comparisons
Croatia and Ireland have similar populations
+4m
Dublin amp Zagreb have similar populations
08m15m
Ireland member of EU
Dublin has eastern seacoastline Zagreb is
centrally land locked
Young populations
Predominantly catholic
Irelands boom economy in 1990lsquos to mid
2000lsquos
Public needs Better Transport
Infrastructure improving
Both are the leading Cities of each Country
-Dublin
-Zagreb
The Dublin Problem
17
Dublin Metro
Ireland
bull EU Influence
bull Population
bull Economic Growth of
8 pa 1996-2007
bull Financial downturn
bull Transport Problems
bull Dublin-cenric
bull Growth of car
ownership
bull Historical legacy
18
Dublin City is growing fast-historically poor public transport
Year 2006 Pop of Greater Dublin =16m21m(2021)
40 Irelands pop live within 100km radius of Dublin
Dublin is 5th richest city16th most expensivesecond highest wages
200 bus routes
5 main rail routes
2 tram-light rail-lines since 2004(3 more planned)
Heavy railmdashBay Rail
Busy Port and Airport
Poor road network-improving now
Public demand better public transport
19
The Dublin Area Rapid Transit (DART) is a
very fast and regular suburban railway
service in Dublin Ireland which runs along
the coastline of Dublin Bay
20
Tram System in Dublin 25
Railway Procurement Agency
Railway Procurement Agency ndash enabling agencylsquo
Transport (Railway Infrastructure) Act ndash 2001Procure and develop LRT and Metro
Enter PPP arrangements
Develop property at stationsbeside lines
Operate LRT and Metro systems (with private partners)
to provide and develop an integrated ticketing system
2006 ndash Euro 25bn
21
Metro North Procurement Activity
Pre-qualification
Invitation to Tender
Tender and PQQ Assessments
Output Specifications
Reference Design
Payment Mechanism
Public Sector Benchmark
Data Room
Metro North PPP
A public sector project undertaken by a private sector partner who
bull provides debt and equity finance
bull procures design amp construction
bull procures operation amp maintenance (eg 30 year concession)
bull receives a fixed income stream (based on performance criteria)
bull revenue repays debt and provides a return on equity
bull Asset returns to public sector at end of concession
22
Risk Transfer
Private Sector will
accept
Design risk
Construction risk
Opening date risk
Maintenance risk
Operational risk
Private Sector may not
accept
bull Land
bull Planning
bull Legislation
Beware
Client needs to get the contractspecificationpayment termsoperational requirements and performance and reliability andquality requirements correct from the beginning hellipor
The client wants this He gets thishellip
If we get the level of detail in the spec wrong
23
Not just airport - commuter link for North Dublin
Meeting planning objectives of GDA
Crucial to growth of Dublin airport
Reducing journey times
Integrated public transport solution
Frequent service4 minute headway peak service at opening
2 minute headway ultimate peak service
High capacityup to 20000 passengers per hour
gt40 million passengers per year on opening
Removing cars from the road100 million+ vehicle km per year
Dublin Metro North
Metro Concept
Mid-sized metro
Interoperable with Luas in future
Mixed runningFully segregatedsignalled in congested areas
Highly segregatedline of sight in outer suburban areas
High capacity
10000 passengers per hour per direction initially (4
minute headway)
Capable of growth up to 20000 passengers per hour
per direction
Approx 90m long vehicles (low floor)
Fast frequent reliable accessible
24
Belinstown
Lissenhall
Estuary
Seatown
Swords
Fosterstown
Airport
Dardistown
Northwood
Ballymun
DCU
Griffith Avenue
Drumcondra
Mater
Parnell Square
OrsquoConnell Bridge
St Stephenrsquos Green
Key FactsSt Stephenlsquos Green to Belinstown
18km total length
11 km in tunnel (City centre to Ballymun and Airport)
7 km in retained cut at-grade or elevated
17 stops (2 provisional)
9 underground stops from St Stephenlsquos Green to Ballymun and at Airport
8 surface stops
Twin bore tunnels internal diameter about 58m
Large underground crossover caverns spans in excess of 15m
Cross passages at 250m centres
Single ventilation intervention shaft
8 cut and cover stops (6 deep in city centre and the airport 2
shallow at DCU amp Ballymun)
1 mined stop (under river Liffey
4 year construction programme
Construction Methods
25
Key Issues
Fire Safety
Construction Impacts
Traffic Management
Architectural Impact
Ventilation
Land Requirements
Utilities
Environmental
Public Relations
bull Below grade cut amp cover stop with island
platform
bull Interchange with Irish Rail
Interconnector amp Luas Green Line
Specific Issues
bull Historical landscape elements
bull Temporary loss of recreational area
bull Architectural heritage
bull Launch site for future Metro South
bull Construction traffic
bull Local Business ndash Hotels amp Retail
St Stephenrsquos Green
26
OrsquoConnell Bridgebull Below grade mined stop
bull Vertical access via cut amp cover
structures
bull Access north and south of river Liffey
bull Temple Bar
bull Retail heart
bull Interchange with Luas Red Line
Specific Issues
bull AccessEgress
bull Construction Impacts
bull Working areas amp Traffic
bull Ventilation
bull Utilities
Airportbull Below grade cut amp cover stop with island
platform
Specific Issues
bull Tunnel Section
bull Airport Interface
bull Project timing
bull Transport hub
27
Typical stop design
Underground Station
bull At grade stop with island platform
located in the median of the R132
bull Accessed by signal controlled pedestrian
crossings at both platform ends
bull Integrated into plans for new Town
Centre
Surface Station-typical
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
4
G20March 2009 Banking Crisis
Dubai meltdown December 2009mdashGreece February 2010mdash where next
5
The future
ITA - AITESFounded in 1974
bull 55(60 )Member nations
Network of 20000
experts in the world
bull Conferences
Workshops and
Seminars around the
world on Underground
Technology
(USAIndiaChinaBrazil
UKCroatiaRussiaArge
ntinaCanadaVietnamA
bu
DhabiBahrainKSRNor
way)
bull Annual Congress--+1500
attendees
bull UN NGO
bull Education Foundation
bull Executive Committee
bull SecretariateSwitzerland
bull 13(+2) Working Groups
bull 3(4) Committees
6
ITA Aim Cities must be planned efficiently Urban space is precious
Briefly some of the current goals of ITA include
To encourage new uses of underground space
To encourage studies of underground alternatives to surface
construction
To stimulate the development of guidelines
To encourage the development of better and cheaper underground
structures
To improve training
To arrange international exchange
ITA-CUS
Inauguration in Amsterdam Jan`08
Promote use of Underground Space
Advance awareness of use of Underground
To provide tools information research and publications
for the community at large and policy and decision makers
United Nations
EU
Effective dialogue with Governments
Planning process needs adapting
We have to influence
Han Admiraal
7
Abu Dhabi-- World Class Urban Development
ldquoDesign our capitalrdquo
ldquoSustainably designed environmentrdquo
ldquoUPC with WEF will benchmark best practice
Cable tunnels in London
8
London 2012 Olympics Site
Association of Project Management Awards - Project of the Year 2009 winner ndash
Powerlines Undergrounding Project
South bypass Perspective
9
Station
Images
Crossrail
10
Amsterdam
11
Think UndergroundSeattleUSA
City waterfront
blighted
Aging
infrastructure
Revival needed
12
Solution
Web Site wwwita-aitesorg
13
A worldwide market1048782 15 of this global market is now open to competition
Mass transit a euro460 billion market
Mass transit a high growth marketIn 2016 mass transit market will represent euro750 bn
14
Metro`s
Four Cities in Europe
Dublin
Copenhagen
Turin
Toulouse
Conference in Zaghreb September 2009
Planning of Dublin Metro
ldquoNation Buildingrdquo
Martin Knights President of ITA
Zagreb 7th September 2009
15
DUBLIN
Zagreb
16
10 Comparisons
Croatia and Ireland have similar populations
+4m
Dublin amp Zagreb have similar populations
08m15m
Ireland member of EU
Dublin has eastern seacoastline Zagreb is
centrally land locked
Young populations
Predominantly catholic
Irelands boom economy in 1990lsquos to mid
2000lsquos
Public needs Better Transport
Infrastructure improving
Both are the leading Cities of each Country
-Dublin
-Zagreb
The Dublin Problem
17
Dublin Metro
Ireland
bull EU Influence
bull Population
bull Economic Growth of
8 pa 1996-2007
bull Financial downturn
bull Transport Problems
bull Dublin-cenric
bull Growth of car
ownership
bull Historical legacy
18
Dublin City is growing fast-historically poor public transport
Year 2006 Pop of Greater Dublin =16m21m(2021)
40 Irelands pop live within 100km radius of Dublin
Dublin is 5th richest city16th most expensivesecond highest wages
200 bus routes
5 main rail routes
2 tram-light rail-lines since 2004(3 more planned)
Heavy railmdashBay Rail
Busy Port and Airport
Poor road network-improving now
Public demand better public transport
19
The Dublin Area Rapid Transit (DART) is a
very fast and regular suburban railway
service in Dublin Ireland which runs along
the coastline of Dublin Bay
20
Tram System in Dublin 25
Railway Procurement Agency
Railway Procurement Agency ndash enabling agencylsquo
Transport (Railway Infrastructure) Act ndash 2001Procure and develop LRT and Metro
Enter PPP arrangements
Develop property at stationsbeside lines
Operate LRT and Metro systems (with private partners)
to provide and develop an integrated ticketing system
2006 ndash Euro 25bn
21
Metro North Procurement Activity
Pre-qualification
Invitation to Tender
Tender and PQQ Assessments
Output Specifications
Reference Design
Payment Mechanism
Public Sector Benchmark
Data Room
Metro North PPP
A public sector project undertaken by a private sector partner who
bull provides debt and equity finance
bull procures design amp construction
bull procures operation amp maintenance (eg 30 year concession)
bull receives a fixed income stream (based on performance criteria)
bull revenue repays debt and provides a return on equity
bull Asset returns to public sector at end of concession
22
Risk Transfer
Private Sector will
accept
Design risk
Construction risk
Opening date risk
Maintenance risk
Operational risk
Private Sector may not
accept
bull Land
bull Planning
bull Legislation
Beware
Client needs to get the contractspecificationpayment termsoperational requirements and performance and reliability andquality requirements correct from the beginning hellipor
The client wants this He gets thishellip
If we get the level of detail in the spec wrong
23
Not just airport - commuter link for North Dublin
Meeting planning objectives of GDA
Crucial to growth of Dublin airport
Reducing journey times
Integrated public transport solution
Frequent service4 minute headway peak service at opening
2 minute headway ultimate peak service
High capacityup to 20000 passengers per hour
gt40 million passengers per year on opening
Removing cars from the road100 million+ vehicle km per year
Dublin Metro North
Metro Concept
Mid-sized metro
Interoperable with Luas in future
Mixed runningFully segregatedsignalled in congested areas
Highly segregatedline of sight in outer suburban areas
High capacity
10000 passengers per hour per direction initially (4
minute headway)
Capable of growth up to 20000 passengers per hour
per direction
Approx 90m long vehicles (low floor)
Fast frequent reliable accessible
24
Belinstown
Lissenhall
Estuary
Seatown
Swords
Fosterstown
Airport
Dardistown
Northwood
Ballymun
DCU
Griffith Avenue
Drumcondra
Mater
Parnell Square
OrsquoConnell Bridge
St Stephenrsquos Green
Key FactsSt Stephenlsquos Green to Belinstown
18km total length
11 km in tunnel (City centre to Ballymun and Airport)
7 km in retained cut at-grade or elevated
17 stops (2 provisional)
9 underground stops from St Stephenlsquos Green to Ballymun and at Airport
8 surface stops
Twin bore tunnels internal diameter about 58m
Large underground crossover caverns spans in excess of 15m
Cross passages at 250m centres
Single ventilation intervention shaft
8 cut and cover stops (6 deep in city centre and the airport 2
shallow at DCU amp Ballymun)
1 mined stop (under river Liffey
4 year construction programme
Construction Methods
25
Key Issues
Fire Safety
Construction Impacts
Traffic Management
Architectural Impact
Ventilation
Land Requirements
Utilities
Environmental
Public Relations
bull Below grade cut amp cover stop with island
platform
bull Interchange with Irish Rail
Interconnector amp Luas Green Line
Specific Issues
bull Historical landscape elements
bull Temporary loss of recreational area
bull Architectural heritage
bull Launch site for future Metro South
bull Construction traffic
bull Local Business ndash Hotels amp Retail
St Stephenrsquos Green
26
OrsquoConnell Bridgebull Below grade mined stop
bull Vertical access via cut amp cover
structures
bull Access north and south of river Liffey
bull Temple Bar
bull Retail heart
bull Interchange with Luas Red Line
Specific Issues
bull AccessEgress
bull Construction Impacts
bull Working areas amp Traffic
bull Ventilation
bull Utilities
Airportbull Below grade cut amp cover stop with island
platform
Specific Issues
bull Tunnel Section
bull Airport Interface
bull Project timing
bull Transport hub
27
Typical stop design
Underground Station
bull At grade stop with island platform
located in the median of the R132
bull Accessed by signal controlled pedestrian
crossings at both platform ends
bull Integrated into plans for new Town
Centre
Surface Station-typical
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
5
The future
ITA - AITESFounded in 1974
bull 55(60 )Member nations
Network of 20000
experts in the world
bull Conferences
Workshops and
Seminars around the
world on Underground
Technology
(USAIndiaChinaBrazil
UKCroatiaRussiaArge
ntinaCanadaVietnamA
bu
DhabiBahrainKSRNor
way)
bull Annual Congress--+1500
attendees
bull UN NGO
bull Education Foundation
bull Executive Committee
bull SecretariateSwitzerland
bull 13(+2) Working Groups
bull 3(4) Committees
6
ITA Aim Cities must be planned efficiently Urban space is precious
Briefly some of the current goals of ITA include
To encourage new uses of underground space
To encourage studies of underground alternatives to surface
construction
To stimulate the development of guidelines
To encourage the development of better and cheaper underground
structures
To improve training
To arrange international exchange
ITA-CUS
Inauguration in Amsterdam Jan`08
Promote use of Underground Space
Advance awareness of use of Underground
To provide tools information research and publications
for the community at large and policy and decision makers
United Nations
EU
Effective dialogue with Governments
Planning process needs adapting
We have to influence
Han Admiraal
7
Abu Dhabi-- World Class Urban Development
ldquoDesign our capitalrdquo
ldquoSustainably designed environmentrdquo
ldquoUPC with WEF will benchmark best practice
Cable tunnels in London
8
London 2012 Olympics Site
Association of Project Management Awards - Project of the Year 2009 winner ndash
Powerlines Undergrounding Project
South bypass Perspective
9
Station
Images
Crossrail
10
Amsterdam
11
Think UndergroundSeattleUSA
City waterfront
blighted
Aging
infrastructure
Revival needed
12
Solution
Web Site wwwita-aitesorg
13
A worldwide market1048782 15 of this global market is now open to competition
Mass transit a euro460 billion market
Mass transit a high growth marketIn 2016 mass transit market will represent euro750 bn
14
Metro`s
Four Cities in Europe
Dublin
Copenhagen
Turin
Toulouse
Conference in Zaghreb September 2009
Planning of Dublin Metro
ldquoNation Buildingrdquo
Martin Knights President of ITA
Zagreb 7th September 2009
15
DUBLIN
Zagreb
16
10 Comparisons
Croatia and Ireland have similar populations
+4m
Dublin amp Zagreb have similar populations
08m15m
Ireland member of EU
Dublin has eastern seacoastline Zagreb is
centrally land locked
Young populations
Predominantly catholic
Irelands boom economy in 1990lsquos to mid
2000lsquos
Public needs Better Transport
Infrastructure improving
Both are the leading Cities of each Country
-Dublin
-Zagreb
The Dublin Problem
17
Dublin Metro
Ireland
bull EU Influence
bull Population
bull Economic Growth of
8 pa 1996-2007
bull Financial downturn
bull Transport Problems
bull Dublin-cenric
bull Growth of car
ownership
bull Historical legacy
18
Dublin City is growing fast-historically poor public transport
Year 2006 Pop of Greater Dublin =16m21m(2021)
40 Irelands pop live within 100km radius of Dublin
Dublin is 5th richest city16th most expensivesecond highest wages
200 bus routes
5 main rail routes
2 tram-light rail-lines since 2004(3 more planned)
Heavy railmdashBay Rail
Busy Port and Airport
Poor road network-improving now
Public demand better public transport
19
The Dublin Area Rapid Transit (DART) is a
very fast and regular suburban railway
service in Dublin Ireland which runs along
the coastline of Dublin Bay
20
Tram System in Dublin 25
Railway Procurement Agency
Railway Procurement Agency ndash enabling agencylsquo
Transport (Railway Infrastructure) Act ndash 2001Procure and develop LRT and Metro
Enter PPP arrangements
Develop property at stationsbeside lines
Operate LRT and Metro systems (with private partners)
to provide and develop an integrated ticketing system
2006 ndash Euro 25bn
21
Metro North Procurement Activity
Pre-qualification
Invitation to Tender
Tender and PQQ Assessments
Output Specifications
Reference Design
Payment Mechanism
Public Sector Benchmark
Data Room
Metro North PPP
A public sector project undertaken by a private sector partner who
bull provides debt and equity finance
bull procures design amp construction
bull procures operation amp maintenance (eg 30 year concession)
bull receives a fixed income stream (based on performance criteria)
bull revenue repays debt and provides a return on equity
bull Asset returns to public sector at end of concession
22
Risk Transfer
Private Sector will
accept
Design risk
Construction risk
Opening date risk
Maintenance risk
Operational risk
Private Sector may not
accept
bull Land
bull Planning
bull Legislation
Beware
Client needs to get the contractspecificationpayment termsoperational requirements and performance and reliability andquality requirements correct from the beginning hellipor
The client wants this He gets thishellip
If we get the level of detail in the spec wrong
23
Not just airport - commuter link for North Dublin
Meeting planning objectives of GDA
Crucial to growth of Dublin airport
Reducing journey times
Integrated public transport solution
Frequent service4 minute headway peak service at opening
2 minute headway ultimate peak service
High capacityup to 20000 passengers per hour
gt40 million passengers per year on opening
Removing cars from the road100 million+ vehicle km per year
Dublin Metro North
Metro Concept
Mid-sized metro
Interoperable with Luas in future
Mixed runningFully segregatedsignalled in congested areas
Highly segregatedline of sight in outer suburban areas
High capacity
10000 passengers per hour per direction initially (4
minute headway)
Capable of growth up to 20000 passengers per hour
per direction
Approx 90m long vehicles (low floor)
Fast frequent reliable accessible
24
Belinstown
Lissenhall
Estuary
Seatown
Swords
Fosterstown
Airport
Dardistown
Northwood
Ballymun
DCU
Griffith Avenue
Drumcondra
Mater
Parnell Square
OrsquoConnell Bridge
St Stephenrsquos Green
Key FactsSt Stephenlsquos Green to Belinstown
18km total length
11 km in tunnel (City centre to Ballymun and Airport)
7 km in retained cut at-grade or elevated
17 stops (2 provisional)
9 underground stops from St Stephenlsquos Green to Ballymun and at Airport
8 surface stops
Twin bore tunnels internal diameter about 58m
Large underground crossover caverns spans in excess of 15m
Cross passages at 250m centres
Single ventilation intervention shaft
8 cut and cover stops (6 deep in city centre and the airport 2
shallow at DCU amp Ballymun)
1 mined stop (under river Liffey
4 year construction programme
Construction Methods
25
Key Issues
Fire Safety
Construction Impacts
Traffic Management
Architectural Impact
Ventilation
Land Requirements
Utilities
Environmental
Public Relations
bull Below grade cut amp cover stop with island
platform
bull Interchange with Irish Rail
Interconnector amp Luas Green Line
Specific Issues
bull Historical landscape elements
bull Temporary loss of recreational area
bull Architectural heritage
bull Launch site for future Metro South
bull Construction traffic
bull Local Business ndash Hotels amp Retail
St Stephenrsquos Green
26
OrsquoConnell Bridgebull Below grade mined stop
bull Vertical access via cut amp cover
structures
bull Access north and south of river Liffey
bull Temple Bar
bull Retail heart
bull Interchange with Luas Red Line
Specific Issues
bull AccessEgress
bull Construction Impacts
bull Working areas amp Traffic
bull Ventilation
bull Utilities
Airportbull Below grade cut amp cover stop with island
platform
Specific Issues
bull Tunnel Section
bull Airport Interface
bull Project timing
bull Transport hub
27
Typical stop design
Underground Station
bull At grade stop with island platform
located in the median of the R132
bull Accessed by signal controlled pedestrian
crossings at both platform ends
bull Integrated into plans for new Town
Centre
Surface Station-typical
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
6
ITA Aim Cities must be planned efficiently Urban space is precious
Briefly some of the current goals of ITA include
To encourage new uses of underground space
To encourage studies of underground alternatives to surface
construction
To stimulate the development of guidelines
To encourage the development of better and cheaper underground
structures
To improve training
To arrange international exchange
ITA-CUS
Inauguration in Amsterdam Jan`08
Promote use of Underground Space
Advance awareness of use of Underground
To provide tools information research and publications
for the community at large and policy and decision makers
United Nations
EU
Effective dialogue with Governments
Planning process needs adapting
We have to influence
Han Admiraal
7
Abu Dhabi-- World Class Urban Development
ldquoDesign our capitalrdquo
ldquoSustainably designed environmentrdquo
ldquoUPC with WEF will benchmark best practice
Cable tunnels in London
8
London 2012 Olympics Site
Association of Project Management Awards - Project of the Year 2009 winner ndash
Powerlines Undergrounding Project
South bypass Perspective
9
Station
Images
Crossrail
10
Amsterdam
11
Think UndergroundSeattleUSA
City waterfront
blighted
Aging
infrastructure
Revival needed
12
Solution
Web Site wwwita-aitesorg
13
A worldwide market1048782 15 of this global market is now open to competition
Mass transit a euro460 billion market
Mass transit a high growth marketIn 2016 mass transit market will represent euro750 bn
14
Metro`s
Four Cities in Europe
Dublin
Copenhagen
Turin
Toulouse
Conference in Zaghreb September 2009
Planning of Dublin Metro
ldquoNation Buildingrdquo
Martin Knights President of ITA
Zagreb 7th September 2009
15
DUBLIN
Zagreb
16
10 Comparisons
Croatia and Ireland have similar populations
+4m
Dublin amp Zagreb have similar populations
08m15m
Ireland member of EU
Dublin has eastern seacoastline Zagreb is
centrally land locked
Young populations
Predominantly catholic
Irelands boom economy in 1990lsquos to mid
2000lsquos
Public needs Better Transport
Infrastructure improving
Both are the leading Cities of each Country
-Dublin
-Zagreb
The Dublin Problem
17
Dublin Metro
Ireland
bull EU Influence
bull Population
bull Economic Growth of
8 pa 1996-2007
bull Financial downturn
bull Transport Problems
bull Dublin-cenric
bull Growth of car
ownership
bull Historical legacy
18
Dublin City is growing fast-historically poor public transport
Year 2006 Pop of Greater Dublin =16m21m(2021)
40 Irelands pop live within 100km radius of Dublin
Dublin is 5th richest city16th most expensivesecond highest wages
200 bus routes
5 main rail routes
2 tram-light rail-lines since 2004(3 more planned)
Heavy railmdashBay Rail
Busy Port and Airport
Poor road network-improving now
Public demand better public transport
19
The Dublin Area Rapid Transit (DART) is a
very fast and regular suburban railway
service in Dublin Ireland which runs along
the coastline of Dublin Bay
20
Tram System in Dublin 25
Railway Procurement Agency
Railway Procurement Agency ndash enabling agencylsquo
Transport (Railway Infrastructure) Act ndash 2001Procure and develop LRT and Metro
Enter PPP arrangements
Develop property at stationsbeside lines
Operate LRT and Metro systems (with private partners)
to provide and develop an integrated ticketing system
2006 ndash Euro 25bn
21
Metro North Procurement Activity
Pre-qualification
Invitation to Tender
Tender and PQQ Assessments
Output Specifications
Reference Design
Payment Mechanism
Public Sector Benchmark
Data Room
Metro North PPP
A public sector project undertaken by a private sector partner who
bull provides debt and equity finance
bull procures design amp construction
bull procures operation amp maintenance (eg 30 year concession)
bull receives a fixed income stream (based on performance criteria)
bull revenue repays debt and provides a return on equity
bull Asset returns to public sector at end of concession
22
Risk Transfer
Private Sector will
accept
Design risk
Construction risk
Opening date risk
Maintenance risk
Operational risk
Private Sector may not
accept
bull Land
bull Planning
bull Legislation
Beware
Client needs to get the contractspecificationpayment termsoperational requirements and performance and reliability andquality requirements correct from the beginning hellipor
The client wants this He gets thishellip
If we get the level of detail in the spec wrong
23
Not just airport - commuter link for North Dublin
Meeting planning objectives of GDA
Crucial to growth of Dublin airport
Reducing journey times
Integrated public transport solution
Frequent service4 minute headway peak service at opening
2 minute headway ultimate peak service
High capacityup to 20000 passengers per hour
gt40 million passengers per year on opening
Removing cars from the road100 million+ vehicle km per year
Dublin Metro North
Metro Concept
Mid-sized metro
Interoperable with Luas in future
Mixed runningFully segregatedsignalled in congested areas
Highly segregatedline of sight in outer suburban areas
High capacity
10000 passengers per hour per direction initially (4
minute headway)
Capable of growth up to 20000 passengers per hour
per direction
Approx 90m long vehicles (low floor)
Fast frequent reliable accessible
24
Belinstown
Lissenhall
Estuary
Seatown
Swords
Fosterstown
Airport
Dardistown
Northwood
Ballymun
DCU
Griffith Avenue
Drumcondra
Mater
Parnell Square
OrsquoConnell Bridge
St Stephenrsquos Green
Key FactsSt Stephenlsquos Green to Belinstown
18km total length
11 km in tunnel (City centre to Ballymun and Airport)
7 km in retained cut at-grade or elevated
17 stops (2 provisional)
9 underground stops from St Stephenlsquos Green to Ballymun and at Airport
8 surface stops
Twin bore tunnels internal diameter about 58m
Large underground crossover caverns spans in excess of 15m
Cross passages at 250m centres
Single ventilation intervention shaft
8 cut and cover stops (6 deep in city centre and the airport 2
shallow at DCU amp Ballymun)
1 mined stop (under river Liffey
4 year construction programme
Construction Methods
25
Key Issues
Fire Safety
Construction Impacts
Traffic Management
Architectural Impact
Ventilation
Land Requirements
Utilities
Environmental
Public Relations
bull Below grade cut amp cover stop with island
platform
bull Interchange with Irish Rail
Interconnector amp Luas Green Line
Specific Issues
bull Historical landscape elements
bull Temporary loss of recreational area
bull Architectural heritage
bull Launch site for future Metro South
bull Construction traffic
bull Local Business ndash Hotels amp Retail
St Stephenrsquos Green
26
OrsquoConnell Bridgebull Below grade mined stop
bull Vertical access via cut amp cover
structures
bull Access north and south of river Liffey
bull Temple Bar
bull Retail heart
bull Interchange with Luas Red Line
Specific Issues
bull AccessEgress
bull Construction Impacts
bull Working areas amp Traffic
bull Ventilation
bull Utilities
Airportbull Below grade cut amp cover stop with island
platform
Specific Issues
bull Tunnel Section
bull Airport Interface
bull Project timing
bull Transport hub
27
Typical stop design
Underground Station
bull At grade stop with island platform
located in the median of the R132
bull Accessed by signal controlled pedestrian
crossings at both platform ends
bull Integrated into plans for new Town
Centre
Surface Station-typical
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
7
Abu Dhabi-- World Class Urban Development
ldquoDesign our capitalrdquo
ldquoSustainably designed environmentrdquo
ldquoUPC with WEF will benchmark best practice
Cable tunnels in London
8
London 2012 Olympics Site
Association of Project Management Awards - Project of the Year 2009 winner ndash
Powerlines Undergrounding Project
South bypass Perspective
9
Station
Images
Crossrail
10
Amsterdam
11
Think UndergroundSeattleUSA
City waterfront
blighted
Aging
infrastructure
Revival needed
12
Solution
Web Site wwwita-aitesorg
13
A worldwide market1048782 15 of this global market is now open to competition
Mass transit a euro460 billion market
Mass transit a high growth marketIn 2016 mass transit market will represent euro750 bn
14
Metro`s
Four Cities in Europe
Dublin
Copenhagen
Turin
Toulouse
Conference in Zaghreb September 2009
Planning of Dublin Metro
ldquoNation Buildingrdquo
Martin Knights President of ITA
Zagreb 7th September 2009
15
DUBLIN
Zagreb
16
10 Comparisons
Croatia and Ireland have similar populations
+4m
Dublin amp Zagreb have similar populations
08m15m
Ireland member of EU
Dublin has eastern seacoastline Zagreb is
centrally land locked
Young populations
Predominantly catholic
Irelands boom economy in 1990lsquos to mid
2000lsquos
Public needs Better Transport
Infrastructure improving
Both are the leading Cities of each Country
-Dublin
-Zagreb
The Dublin Problem
17
Dublin Metro
Ireland
bull EU Influence
bull Population
bull Economic Growth of
8 pa 1996-2007
bull Financial downturn
bull Transport Problems
bull Dublin-cenric
bull Growth of car
ownership
bull Historical legacy
18
Dublin City is growing fast-historically poor public transport
Year 2006 Pop of Greater Dublin =16m21m(2021)
40 Irelands pop live within 100km radius of Dublin
Dublin is 5th richest city16th most expensivesecond highest wages
200 bus routes
5 main rail routes
2 tram-light rail-lines since 2004(3 more planned)
Heavy railmdashBay Rail
Busy Port and Airport
Poor road network-improving now
Public demand better public transport
19
The Dublin Area Rapid Transit (DART) is a
very fast and regular suburban railway
service in Dublin Ireland which runs along
the coastline of Dublin Bay
20
Tram System in Dublin 25
Railway Procurement Agency
Railway Procurement Agency ndash enabling agencylsquo
Transport (Railway Infrastructure) Act ndash 2001Procure and develop LRT and Metro
Enter PPP arrangements
Develop property at stationsbeside lines
Operate LRT and Metro systems (with private partners)
to provide and develop an integrated ticketing system
2006 ndash Euro 25bn
21
Metro North Procurement Activity
Pre-qualification
Invitation to Tender
Tender and PQQ Assessments
Output Specifications
Reference Design
Payment Mechanism
Public Sector Benchmark
Data Room
Metro North PPP
A public sector project undertaken by a private sector partner who
bull provides debt and equity finance
bull procures design amp construction
bull procures operation amp maintenance (eg 30 year concession)
bull receives a fixed income stream (based on performance criteria)
bull revenue repays debt and provides a return on equity
bull Asset returns to public sector at end of concession
22
Risk Transfer
Private Sector will
accept
Design risk
Construction risk
Opening date risk
Maintenance risk
Operational risk
Private Sector may not
accept
bull Land
bull Planning
bull Legislation
Beware
Client needs to get the contractspecificationpayment termsoperational requirements and performance and reliability andquality requirements correct from the beginning hellipor
The client wants this He gets thishellip
If we get the level of detail in the spec wrong
23
Not just airport - commuter link for North Dublin
Meeting planning objectives of GDA
Crucial to growth of Dublin airport
Reducing journey times
Integrated public transport solution
Frequent service4 minute headway peak service at opening
2 minute headway ultimate peak service
High capacityup to 20000 passengers per hour
gt40 million passengers per year on opening
Removing cars from the road100 million+ vehicle km per year
Dublin Metro North
Metro Concept
Mid-sized metro
Interoperable with Luas in future
Mixed runningFully segregatedsignalled in congested areas
Highly segregatedline of sight in outer suburban areas
High capacity
10000 passengers per hour per direction initially (4
minute headway)
Capable of growth up to 20000 passengers per hour
per direction
Approx 90m long vehicles (low floor)
Fast frequent reliable accessible
24
Belinstown
Lissenhall
Estuary
Seatown
Swords
Fosterstown
Airport
Dardistown
Northwood
Ballymun
DCU
Griffith Avenue
Drumcondra
Mater
Parnell Square
OrsquoConnell Bridge
St Stephenrsquos Green
Key FactsSt Stephenlsquos Green to Belinstown
18km total length
11 km in tunnel (City centre to Ballymun and Airport)
7 km in retained cut at-grade or elevated
17 stops (2 provisional)
9 underground stops from St Stephenlsquos Green to Ballymun and at Airport
8 surface stops
Twin bore tunnels internal diameter about 58m
Large underground crossover caverns spans in excess of 15m
Cross passages at 250m centres
Single ventilation intervention shaft
8 cut and cover stops (6 deep in city centre and the airport 2
shallow at DCU amp Ballymun)
1 mined stop (under river Liffey
4 year construction programme
Construction Methods
25
Key Issues
Fire Safety
Construction Impacts
Traffic Management
Architectural Impact
Ventilation
Land Requirements
Utilities
Environmental
Public Relations
bull Below grade cut amp cover stop with island
platform
bull Interchange with Irish Rail
Interconnector amp Luas Green Line
Specific Issues
bull Historical landscape elements
bull Temporary loss of recreational area
bull Architectural heritage
bull Launch site for future Metro South
bull Construction traffic
bull Local Business ndash Hotels amp Retail
St Stephenrsquos Green
26
OrsquoConnell Bridgebull Below grade mined stop
bull Vertical access via cut amp cover
structures
bull Access north and south of river Liffey
bull Temple Bar
bull Retail heart
bull Interchange with Luas Red Line
Specific Issues
bull AccessEgress
bull Construction Impacts
bull Working areas amp Traffic
bull Ventilation
bull Utilities
Airportbull Below grade cut amp cover stop with island
platform
Specific Issues
bull Tunnel Section
bull Airport Interface
bull Project timing
bull Transport hub
27
Typical stop design
Underground Station
bull At grade stop with island platform
located in the median of the R132
bull Accessed by signal controlled pedestrian
crossings at both platform ends
bull Integrated into plans for new Town
Centre
Surface Station-typical
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
8
London 2012 Olympics Site
Association of Project Management Awards - Project of the Year 2009 winner ndash
Powerlines Undergrounding Project
South bypass Perspective
9
Station
Images
Crossrail
10
Amsterdam
11
Think UndergroundSeattleUSA
City waterfront
blighted
Aging
infrastructure
Revival needed
12
Solution
Web Site wwwita-aitesorg
13
A worldwide market1048782 15 of this global market is now open to competition
Mass transit a euro460 billion market
Mass transit a high growth marketIn 2016 mass transit market will represent euro750 bn
14
Metro`s
Four Cities in Europe
Dublin
Copenhagen
Turin
Toulouse
Conference in Zaghreb September 2009
Planning of Dublin Metro
ldquoNation Buildingrdquo
Martin Knights President of ITA
Zagreb 7th September 2009
15
DUBLIN
Zagreb
16
10 Comparisons
Croatia and Ireland have similar populations
+4m
Dublin amp Zagreb have similar populations
08m15m
Ireland member of EU
Dublin has eastern seacoastline Zagreb is
centrally land locked
Young populations
Predominantly catholic
Irelands boom economy in 1990lsquos to mid
2000lsquos
Public needs Better Transport
Infrastructure improving
Both are the leading Cities of each Country
-Dublin
-Zagreb
The Dublin Problem
17
Dublin Metro
Ireland
bull EU Influence
bull Population
bull Economic Growth of
8 pa 1996-2007
bull Financial downturn
bull Transport Problems
bull Dublin-cenric
bull Growth of car
ownership
bull Historical legacy
18
Dublin City is growing fast-historically poor public transport
Year 2006 Pop of Greater Dublin =16m21m(2021)
40 Irelands pop live within 100km radius of Dublin
Dublin is 5th richest city16th most expensivesecond highest wages
200 bus routes
5 main rail routes
2 tram-light rail-lines since 2004(3 more planned)
Heavy railmdashBay Rail
Busy Port and Airport
Poor road network-improving now
Public demand better public transport
19
The Dublin Area Rapid Transit (DART) is a
very fast and regular suburban railway
service in Dublin Ireland which runs along
the coastline of Dublin Bay
20
Tram System in Dublin 25
Railway Procurement Agency
Railway Procurement Agency ndash enabling agencylsquo
Transport (Railway Infrastructure) Act ndash 2001Procure and develop LRT and Metro
Enter PPP arrangements
Develop property at stationsbeside lines
Operate LRT and Metro systems (with private partners)
to provide and develop an integrated ticketing system
2006 ndash Euro 25bn
21
Metro North Procurement Activity
Pre-qualification
Invitation to Tender
Tender and PQQ Assessments
Output Specifications
Reference Design
Payment Mechanism
Public Sector Benchmark
Data Room
Metro North PPP
A public sector project undertaken by a private sector partner who
bull provides debt and equity finance
bull procures design amp construction
bull procures operation amp maintenance (eg 30 year concession)
bull receives a fixed income stream (based on performance criteria)
bull revenue repays debt and provides a return on equity
bull Asset returns to public sector at end of concession
22
Risk Transfer
Private Sector will
accept
Design risk
Construction risk
Opening date risk
Maintenance risk
Operational risk
Private Sector may not
accept
bull Land
bull Planning
bull Legislation
Beware
Client needs to get the contractspecificationpayment termsoperational requirements and performance and reliability andquality requirements correct from the beginning hellipor
The client wants this He gets thishellip
If we get the level of detail in the spec wrong
23
Not just airport - commuter link for North Dublin
Meeting planning objectives of GDA
Crucial to growth of Dublin airport
Reducing journey times
Integrated public transport solution
Frequent service4 minute headway peak service at opening
2 minute headway ultimate peak service
High capacityup to 20000 passengers per hour
gt40 million passengers per year on opening
Removing cars from the road100 million+ vehicle km per year
Dublin Metro North
Metro Concept
Mid-sized metro
Interoperable with Luas in future
Mixed runningFully segregatedsignalled in congested areas
Highly segregatedline of sight in outer suburban areas
High capacity
10000 passengers per hour per direction initially (4
minute headway)
Capable of growth up to 20000 passengers per hour
per direction
Approx 90m long vehicles (low floor)
Fast frequent reliable accessible
24
Belinstown
Lissenhall
Estuary
Seatown
Swords
Fosterstown
Airport
Dardistown
Northwood
Ballymun
DCU
Griffith Avenue
Drumcondra
Mater
Parnell Square
OrsquoConnell Bridge
St Stephenrsquos Green
Key FactsSt Stephenlsquos Green to Belinstown
18km total length
11 km in tunnel (City centre to Ballymun and Airport)
7 km in retained cut at-grade or elevated
17 stops (2 provisional)
9 underground stops from St Stephenlsquos Green to Ballymun and at Airport
8 surface stops
Twin bore tunnels internal diameter about 58m
Large underground crossover caverns spans in excess of 15m
Cross passages at 250m centres
Single ventilation intervention shaft
8 cut and cover stops (6 deep in city centre and the airport 2
shallow at DCU amp Ballymun)
1 mined stop (under river Liffey
4 year construction programme
Construction Methods
25
Key Issues
Fire Safety
Construction Impacts
Traffic Management
Architectural Impact
Ventilation
Land Requirements
Utilities
Environmental
Public Relations
bull Below grade cut amp cover stop with island
platform
bull Interchange with Irish Rail
Interconnector amp Luas Green Line
Specific Issues
bull Historical landscape elements
bull Temporary loss of recreational area
bull Architectural heritage
bull Launch site for future Metro South
bull Construction traffic
bull Local Business ndash Hotels amp Retail
St Stephenrsquos Green
26
OrsquoConnell Bridgebull Below grade mined stop
bull Vertical access via cut amp cover
structures
bull Access north and south of river Liffey
bull Temple Bar
bull Retail heart
bull Interchange with Luas Red Line
Specific Issues
bull AccessEgress
bull Construction Impacts
bull Working areas amp Traffic
bull Ventilation
bull Utilities
Airportbull Below grade cut amp cover stop with island
platform
Specific Issues
bull Tunnel Section
bull Airport Interface
bull Project timing
bull Transport hub
27
Typical stop design
Underground Station
bull At grade stop with island platform
located in the median of the R132
bull Accessed by signal controlled pedestrian
crossings at both platform ends
bull Integrated into plans for new Town
Centre
Surface Station-typical
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
9
Station
Images
Crossrail
10
Amsterdam
11
Think UndergroundSeattleUSA
City waterfront
blighted
Aging
infrastructure
Revival needed
12
Solution
Web Site wwwita-aitesorg
13
A worldwide market1048782 15 of this global market is now open to competition
Mass transit a euro460 billion market
Mass transit a high growth marketIn 2016 mass transit market will represent euro750 bn
14
Metro`s
Four Cities in Europe
Dublin
Copenhagen
Turin
Toulouse
Conference in Zaghreb September 2009
Planning of Dublin Metro
ldquoNation Buildingrdquo
Martin Knights President of ITA
Zagreb 7th September 2009
15
DUBLIN
Zagreb
16
10 Comparisons
Croatia and Ireland have similar populations
+4m
Dublin amp Zagreb have similar populations
08m15m
Ireland member of EU
Dublin has eastern seacoastline Zagreb is
centrally land locked
Young populations
Predominantly catholic
Irelands boom economy in 1990lsquos to mid
2000lsquos
Public needs Better Transport
Infrastructure improving
Both are the leading Cities of each Country
-Dublin
-Zagreb
The Dublin Problem
17
Dublin Metro
Ireland
bull EU Influence
bull Population
bull Economic Growth of
8 pa 1996-2007
bull Financial downturn
bull Transport Problems
bull Dublin-cenric
bull Growth of car
ownership
bull Historical legacy
18
Dublin City is growing fast-historically poor public transport
Year 2006 Pop of Greater Dublin =16m21m(2021)
40 Irelands pop live within 100km radius of Dublin
Dublin is 5th richest city16th most expensivesecond highest wages
200 bus routes
5 main rail routes
2 tram-light rail-lines since 2004(3 more planned)
Heavy railmdashBay Rail
Busy Port and Airport
Poor road network-improving now
Public demand better public transport
19
The Dublin Area Rapid Transit (DART) is a
very fast and regular suburban railway
service in Dublin Ireland which runs along
the coastline of Dublin Bay
20
Tram System in Dublin 25
Railway Procurement Agency
Railway Procurement Agency ndash enabling agencylsquo
Transport (Railway Infrastructure) Act ndash 2001Procure and develop LRT and Metro
Enter PPP arrangements
Develop property at stationsbeside lines
Operate LRT and Metro systems (with private partners)
to provide and develop an integrated ticketing system
2006 ndash Euro 25bn
21
Metro North Procurement Activity
Pre-qualification
Invitation to Tender
Tender and PQQ Assessments
Output Specifications
Reference Design
Payment Mechanism
Public Sector Benchmark
Data Room
Metro North PPP
A public sector project undertaken by a private sector partner who
bull provides debt and equity finance
bull procures design amp construction
bull procures operation amp maintenance (eg 30 year concession)
bull receives a fixed income stream (based on performance criteria)
bull revenue repays debt and provides a return on equity
bull Asset returns to public sector at end of concession
22
Risk Transfer
Private Sector will
accept
Design risk
Construction risk
Opening date risk
Maintenance risk
Operational risk
Private Sector may not
accept
bull Land
bull Planning
bull Legislation
Beware
Client needs to get the contractspecificationpayment termsoperational requirements and performance and reliability andquality requirements correct from the beginning hellipor
The client wants this He gets thishellip
If we get the level of detail in the spec wrong
23
Not just airport - commuter link for North Dublin
Meeting planning objectives of GDA
Crucial to growth of Dublin airport
Reducing journey times
Integrated public transport solution
Frequent service4 minute headway peak service at opening
2 minute headway ultimate peak service
High capacityup to 20000 passengers per hour
gt40 million passengers per year on opening
Removing cars from the road100 million+ vehicle km per year
Dublin Metro North
Metro Concept
Mid-sized metro
Interoperable with Luas in future
Mixed runningFully segregatedsignalled in congested areas
Highly segregatedline of sight in outer suburban areas
High capacity
10000 passengers per hour per direction initially (4
minute headway)
Capable of growth up to 20000 passengers per hour
per direction
Approx 90m long vehicles (low floor)
Fast frequent reliable accessible
24
Belinstown
Lissenhall
Estuary
Seatown
Swords
Fosterstown
Airport
Dardistown
Northwood
Ballymun
DCU
Griffith Avenue
Drumcondra
Mater
Parnell Square
OrsquoConnell Bridge
St Stephenrsquos Green
Key FactsSt Stephenlsquos Green to Belinstown
18km total length
11 km in tunnel (City centre to Ballymun and Airport)
7 km in retained cut at-grade or elevated
17 stops (2 provisional)
9 underground stops from St Stephenlsquos Green to Ballymun and at Airport
8 surface stops
Twin bore tunnels internal diameter about 58m
Large underground crossover caverns spans in excess of 15m
Cross passages at 250m centres
Single ventilation intervention shaft
8 cut and cover stops (6 deep in city centre and the airport 2
shallow at DCU amp Ballymun)
1 mined stop (under river Liffey
4 year construction programme
Construction Methods
25
Key Issues
Fire Safety
Construction Impacts
Traffic Management
Architectural Impact
Ventilation
Land Requirements
Utilities
Environmental
Public Relations
bull Below grade cut amp cover stop with island
platform
bull Interchange with Irish Rail
Interconnector amp Luas Green Line
Specific Issues
bull Historical landscape elements
bull Temporary loss of recreational area
bull Architectural heritage
bull Launch site for future Metro South
bull Construction traffic
bull Local Business ndash Hotels amp Retail
St Stephenrsquos Green
26
OrsquoConnell Bridgebull Below grade mined stop
bull Vertical access via cut amp cover
structures
bull Access north and south of river Liffey
bull Temple Bar
bull Retail heart
bull Interchange with Luas Red Line
Specific Issues
bull AccessEgress
bull Construction Impacts
bull Working areas amp Traffic
bull Ventilation
bull Utilities
Airportbull Below grade cut amp cover stop with island
platform
Specific Issues
bull Tunnel Section
bull Airport Interface
bull Project timing
bull Transport hub
27
Typical stop design
Underground Station
bull At grade stop with island platform
located in the median of the R132
bull Accessed by signal controlled pedestrian
crossings at both platform ends
bull Integrated into plans for new Town
Centre
Surface Station-typical
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
10
Amsterdam
11
Think UndergroundSeattleUSA
City waterfront
blighted
Aging
infrastructure
Revival needed
12
Solution
Web Site wwwita-aitesorg
13
A worldwide market1048782 15 of this global market is now open to competition
Mass transit a euro460 billion market
Mass transit a high growth marketIn 2016 mass transit market will represent euro750 bn
14
Metro`s
Four Cities in Europe
Dublin
Copenhagen
Turin
Toulouse
Conference in Zaghreb September 2009
Planning of Dublin Metro
ldquoNation Buildingrdquo
Martin Knights President of ITA
Zagreb 7th September 2009
15
DUBLIN
Zagreb
16
10 Comparisons
Croatia and Ireland have similar populations
+4m
Dublin amp Zagreb have similar populations
08m15m
Ireland member of EU
Dublin has eastern seacoastline Zagreb is
centrally land locked
Young populations
Predominantly catholic
Irelands boom economy in 1990lsquos to mid
2000lsquos
Public needs Better Transport
Infrastructure improving
Both are the leading Cities of each Country
-Dublin
-Zagreb
The Dublin Problem
17
Dublin Metro
Ireland
bull EU Influence
bull Population
bull Economic Growth of
8 pa 1996-2007
bull Financial downturn
bull Transport Problems
bull Dublin-cenric
bull Growth of car
ownership
bull Historical legacy
18
Dublin City is growing fast-historically poor public transport
Year 2006 Pop of Greater Dublin =16m21m(2021)
40 Irelands pop live within 100km radius of Dublin
Dublin is 5th richest city16th most expensivesecond highest wages
200 bus routes
5 main rail routes
2 tram-light rail-lines since 2004(3 more planned)
Heavy railmdashBay Rail
Busy Port and Airport
Poor road network-improving now
Public demand better public transport
19
The Dublin Area Rapid Transit (DART) is a
very fast and regular suburban railway
service in Dublin Ireland which runs along
the coastline of Dublin Bay
20
Tram System in Dublin 25
Railway Procurement Agency
Railway Procurement Agency ndash enabling agencylsquo
Transport (Railway Infrastructure) Act ndash 2001Procure and develop LRT and Metro
Enter PPP arrangements
Develop property at stationsbeside lines
Operate LRT and Metro systems (with private partners)
to provide and develop an integrated ticketing system
2006 ndash Euro 25bn
21
Metro North Procurement Activity
Pre-qualification
Invitation to Tender
Tender and PQQ Assessments
Output Specifications
Reference Design
Payment Mechanism
Public Sector Benchmark
Data Room
Metro North PPP
A public sector project undertaken by a private sector partner who
bull provides debt and equity finance
bull procures design amp construction
bull procures operation amp maintenance (eg 30 year concession)
bull receives a fixed income stream (based on performance criteria)
bull revenue repays debt and provides a return on equity
bull Asset returns to public sector at end of concession
22
Risk Transfer
Private Sector will
accept
Design risk
Construction risk
Opening date risk
Maintenance risk
Operational risk
Private Sector may not
accept
bull Land
bull Planning
bull Legislation
Beware
Client needs to get the contractspecificationpayment termsoperational requirements and performance and reliability andquality requirements correct from the beginning hellipor
The client wants this He gets thishellip
If we get the level of detail in the spec wrong
23
Not just airport - commuter link for North Dublin
Meeting planning objectives of GDA
Crucial to growth of Dublin airport
Reducing journey times
Integrated public transport solution
Frequent service4 minute headway peak service at opening
2 minute headway ultimate peak service
High capacityup to 20000 passengers per hour
gt40 million passengers per year on opening
Removing cars from the road100 million+ vehicle km per year
Dublin Metro North
Metro Concept
Mid-sized metro
Interoperable with Luas in future
Mixed runningFully segregatedsignalled in congested areas
Highly segregatedline of sight in outer suburban areas
High capacity
10000 passengers per hour per direction initially (4
minute headway)
Capable of growth up to 20000 passengers per hour
per direction
Approx 90m long vehicles (low floor)
Fast frequent reliable accessible
24
Belinstown
Lissenhall
Estuary
Seatown
Swords
Fosterstown
Airport
Dardistown
Northwood
Ballymun
DCU
Griffith Avenue
Drumcondra
Mater
Parnell Square
OrsquoConnell Bridge
St Stephenrsquos Green
Key FactsSt Stephenlsquos Green to Belinstown
18km total length
11 km in tunnel (City centre to Ballymun and Airport)
7 km in retained cut at-grade or elevated
17 stops (2 provisional)
9 underground stops from St Stephenlsquos Green to Ballymun and at Airport
8 surface stops
Twin bore tunnels internal diameter about 58m
Large underground crossover caverns spans in excess of 15m
Cross passages at 250m centres
Single ventilation intervention shaft
8 cut and cover stops (6 deep in city centre and the airport 2
shallow at DCU amp Ballymun)
1 mined stop (under river Liffey
4 year construction programme
Construction Methods
25
Key Issues
Fire Safety
Construction Impacts
Traffic Management
Architectural Impact
Ventilation
Land Requirements
Utilities
Environmental
Public Relations
bull Below grade cut amp cover stop with island
platform
bull Interchange with Irish Rail
Interconnector amp Luas Green Line
Specific Issues
bull Historical landscape elements
bull Temporary loss of recreational area
bull Architectural heritage
bull Launch site for future Metro South
bull Construction traffic
bull Local Business ndash Hotels amp Retail
St Stephenrsquos Green
26
OrsquoConnell Bridgebull Below grade mined stop
bull Vertical access via cut amp cover
structures
bull Access north and south of river Liffey
bull Temple Bar
bull Retail heart
bull Interchange with Luas Red Line
Specific Issues
bull AccessEgress
bull Construction Impacts
bull Working areas amp Traffic
bull Ventilation
bull Utilities
Airportbull Below grade cut amp cover stop with island
platform
Specific Issues
bull Tunnel Section
bull Airport Interface
bull Project timing
bull Transport hub
27
Typical stop design
Underground Station
bull At grade stop with island platform
located in the median of the R132
bull Accessed by signal controlled pedestrian
crossings at both platform ends
bull Integrated into plans for new Town
Centre
Surface Station-typical
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
11
Think UndergroundSeattleUSA
City waterfront
blighted
Aging
infrastructure
Revival needed
12
Solution
Web Site wwwita-aitesorg
13
A worldwide market1048782 15 of this global market is now open to competition
Mass transit a euro460 billion market
Mass transit a high growth marketIn 2016 mass transit market will represent euro750 bn
14
Metro`s
Four Cities in Europe
Dublin
Copenhagen
Turin
Toulouse
Conference in Zaghreb September 2009
Planning of Dublin Metro
ldquoNation Buildingrdquo
Martin Knights President of ITA
Zagreb 7th September 2009
15
DUBLIN
Zagreb
16
10 Comparisons
Croatia and Ireland have similar populations
+4m
Dublin amp Zagreb have similar populations
08m15m
Ireland member of EU
Dublin has eastern seacoastline Zagreb is
centrally land locked
Young populations
Predominantly catholic
Irelands boom economy in 1990lsquos to mid
2000lsquos
Public needs Better Transport
Infrastructure improving
Both are the leading Cities of each Country
-Dublin
-Zagreb
The Dublin Problem
17
Dublin Metro
Ireland
bull EU Influence
bull Population
bull Economic Growth of
8 pa 1996-2007
bull Financial downturn
bull Transport Problems
bull Dublin-cenric
bull Growth of car
ownership
bull Historical legacy
18
Dublin City is growing fast-historically poor public transport
Year 2006 Pop of Greater Dublin =16m21m(2021)
40 Irelands pop live within 100km radius of Dublin
Dublin is 5th richest city16th most expensivesecond highest wages
200 bus routes
5 main rail routes
2 tram-light rail-lines since 2004(3 more planned)
Heavy railmdashBay Rail
Busy Port and Airport
Poor road network-improving now
Public demand better public transport
19
The Dublin Area Rapid Transit (DART) is a
very fast and regular suburban railway
service in Dublin Ireland which runs along
the coastline of Dublin Bay
20
Tram System in Dublin 25
Railway Procurement Agency
Railway Procurement Agency ndash enabling agencylsquo
Transport (Railway Infrastructure) Act ndash 2001Procure and develop LRT and Metro
Enter PPP arrangements
Develop property at stationsbeside lines
Operate LRT and Metro systems (with private partners)
to provide and develop an integrated ticketing system
2006 ndash Euro 25bn
21
Metro North Procurement Activity
Pre-qualification
Invitation to Tender
Tender and PQQ Assessments
Output Specifications
Reference Design
Payment Mechanism
Public Sector Benchmark
Data Room
Metro North PPP
A public sector project undertaken by a private sector partner who
bull provides debt and equity finance
bull procures design amp construction
bull procures operation amp maintenance (eg 30 year concession)
bull receives a fixed income stream (based on performance criteria)
bull revenue repays debt and provides a return on equity
bull Asset returns to public sector at end of concession
22
Risk Transfer
Private Sector will
accept
Design risk
Construction risk
Opening date risk
Maintenance risk
Operational risk
Private Sector may not
accept
bull Land
bull Planning
bull Legislation
Beware
Client needs to get the contractspecificationpayment termsoperational requirements and performance and reliability andquality requirements correct from the beginning hellipor
The client wants this He gets thishellip
If we get the level of detail in the spec wrong
23
Not just airport - commuter link for North Dublin
Meeting planning objectives of GDA
Crucial to growth of Dublin airport
Reducing journey times
Integrated public transport solution
Frequent service4 minute headway peak service at opening
2 minute headway ultimate peak service
High capacityup to 20000 passengers per hour
gt40 million passengers per year on opening
Removing cars from the road100 million+ vehicle km per year
Dublin Metro North
Metro Concept
Mid-sized metro
Interoperable with Luas in future
Mixed runningFully segregatedsignalled in congested areas
Highly segregatedline of sight in outer suburban areas
High capacity
10000 passengers per hour per direction initially (4
minute headway)
Capable of growth up to 20000 passengers per hour
per direction
Approx 90m long vehicles (low floor)
Fast frequent reliable accessible
24
Belinstown
Lissenhall
Estuary
Seatown
Swords
Fosterstown
Airport
Dardistown
Northwood
Ballymun
DCU
Griffith Avenue
Drumcondra
Mater
Parnell Square
OrsquoConnell Bridge
St Stephenrsquos Green
Key FactsSt Stephenlsquos Green to Belinstown
18km total length
11 km in tunnel (City centre to Ballymun and Airport)
7 km in retained cut at-grade or elevated
17 stops (2 provisional)
9 underground stops from St Stephenlsquos Green to Ballymun and at Airport
8 surface stops
Twin bore tunnels internal diameter about 58m
Large underground crossover caverns spans in excess of 15m
Cross passages at 250m centres
Single ventilation intervention shaft
8 cut and cover stops (6 deep in city centre and the airport 2
shallow at DCU amp Ballymun)
1 mined stop (under river Liffey
4 year construction programme
Construction Methods
25
Key Issues
Fire Safety
Construction Impacts
Traffic Management
Architectural Impact
Ventilation
Land Requirements
Utilities
Environmental
Public Relations
bull Below grade cut amp cover stop with island
platform
bull Interchange with Irish Rail
Interconnector amp Luas Green Line
Specific Issues
bull Historical landscape elements
bull Temporary loss of recreational area
bull Architectural heritage
bull Launch site for future Metro South
bull Construction traffic
bull Local Business ndash Hotels amp Retail
St Stephenrsquos Green
26
OrsquoConnell Bridgebull Below grade mined stop
bull Vertical access via cut amp cover
structures
bull Access north and south of river Liffey
bull Temple Bar
bull Retail heart
bull Interchange with Luas Red Line
Specific Issues
bull AccessEgress
bull Construction Impacts
bull Working areas amp Traffic
bull Ventilation
bull Utilities
Airportbull Below grade cut amp cover stop with island
platform
Specific Issues
bull Tunnel Section
bull Airport Interface
bull Project timing
bull Transport hub
27
Typical stop design
Underground Station
bull At grade stop with island platform
located in the median of the R132
bull Accessed by signal controlled pedestrian
crossings at both platform ends
bull Integrated into plans for new Town
Centre
Surface Station-typical
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
12
Solution
Web Site wwwita-aitesorg
13
A worldwide market1048782 15 of this global market is now open to competition
Mass transit a euro460 billion market
Mass transit a high growth marketIn 2016 mass transit market will represent euro750 bn
14
Metro`s
Four Cities in Europe
Dublin
Copenhagen
Turin
Toulouse
Conference in Zaghreb September 2009
Planning of Dublin Metro
ldquoNation Buildingrdquo
Martin Knights President of ITA
Zagreb 7th September 2009
15
DUBLIN
Zagreb
16
10 Comparisons
Croatia and Ireland have similar populations
+4m
Dublin amp Zagreb have similar populations
08m15m
Ireland member of EU
Dublin has eastern seacoastline Zagreb is
centrally land locked
Young populations
Predominantly catholic
Irelands boom economy in 1990lsquos to mid
2000lsquos
Public needs Better Transport
Infrastructure improving
Both are the leading Cities of each Country
-Dublin
-Zagreb
The Dublin Problem
17
Dublin Metro
Ireland
bull EU Influence
bull Population
bull Economic Growth of
8 pa 1996-2007
bull Financial downturn
bull Transport Problems
bull Dublin-cenric
bull Growth of car
ownership
bull Historical legacy
18
Dublin City is growing fast-historically poor public transport
Year 2006 Pop of Greater Dublin =16m21m(2021)
40 Irelands pop live within 100km radius of Dublin
Dublin is 5th richest city16th most expensivesecond highest wages
200 bus routes
5 main rail routes
2 tram-light rail-lines since 2004(3 more planned)
Heavy railmdashBay Rail
Busy Port and Airport
Poor road network-improving now
Public demand better public transport
19
The Dublin Area Rapid Transit (DART) is a
very fast and regular suburban railway
service in Dublin Ireland which runs along
the coastline of Dublin Bay
20
Tram System in Dublin 25
Railway Procurement Agency
Railway Procurement Agency ndash enabling agencylsquo
Transport (Railway Infrastructure) Act ndash 2001Procure and develop LRT and Metro
Enter PPP arrangements
Develop property at stationsbeside lines
Operate LRT and Metro systems (with private partners)
to provide and develop an integrated ticketing system
2006 ndash Euro 25bn
21
Metro North Procurement Activity
Pre-qualification
Invitation to Tender
Tender and PQQ Assessments
Output Specifications
Reference Design
Payment Mechanism
Public Sector Benchmark
Data Room
Metro North PPP
A public sector project undertaken by a private sector partner who
bull provides debt and equity finance
bull procures design amp construction
bull procures operation amp maintenance (eg 30 year concession)
bull receives a fixed income stream (based on performance criteria)
bull revenue repays debt and provides a return on equity
bull Asset returns to public sector at end of concession
22
Risk Transfer
Private Sector will
accept
Design risk
Construction risk
Opening date risk
Maintenance risk
Operational risk
Private Sector may not
accept
bull Land
bull Planning
bull Legislation
Beware
Client needs to get the contractspecificationpayment termsoperational requirements and performance and reliability andquality requirements correct from the beginning hellipor
The client wants this He gets thishellip
If we get the level of detail in the spec wrong
23
Not just airport - commuter link for North Dublin
Meeting planning objectives of GDA
Crucial to growth of Dublin airport
Reducing journey times
Integrated public transport solution
Frequent service4 minute headway peak service at opening
2 minute headway ultimate peak service
High capacityup to 20000 passengers per hour
gt40 million passengers per year on opening
Removing cars from the road100 million+ vehicle km per year
Dublin Metro North
Metro Concept
Mid-sized metro
Interoperable with Luas in future
Mixed runningFully segregatedsignalled in congested areas
Highly segregatedline of sight in outer suburban areas
High capacity
10000 passengers per hour per direction initially (4
minute headway)
Capable of growth up to 20000 passengers per hour
per direction
Approx 90m long vehicles (low floor)
Fast frequent reliable accessible
24
Belinstown
Lissenhall
Estuary
Seatown
Swords
Fosterstown
Airport
Dardistown
Northwood
Ballymun
DCU
Griffith Avenue
Drumcondra
Mater
Parnell Square
OrsquoConnell Bridge
St Stephenrsquos Green
Key FactsSt Stephenlsquos Green to Belinstown
18km total length
11 km in tunnel (City centre to Ballymun and Airport)
7 km in retained cut at-grade or elevated
17 stops (2 provisional)
9 underground stops from St Stephenlsquos Green to Ballymun and at Airport
8 surface stops
Twin bore tunnels internal diameter about 58m
Large underground crossover caverns spans in excess of 15m
Cross passages at 250m centres
Single ventilation intervention shaft
8 cut and cover stops (6 deep in city centre and the airport 2
shallow at DCU amp Ballymun)
1 mined stop (under river Liffey
4 year construction programme
Construction Methods
25
Key Issues
Fire Safety
Construction Impacts
Traffic Management
Architectural Impact
Ventilation
Land Requirements
Utilities
Environmental
Public Relations
bull Below grade cut amp cover stop with island
platform
bull Interchange with Irish Rail
Interconnector amp Luas Green Line
Specific Issues
bull Historical landscape elements
bull Temporary loss of recreational area
bull Architectural heritage
bull Launch site for future Metro South
bull Construction traffic
bull Local Business ndash Hotels amp Retail
St Stephenrsquos Green
26
OrsquoConnell Bridgebull Below grade mined stop
bull Vertical access via cut amp cover
structures
bull Access north and south of river Liffey
bull Temple Bar
bull Retail heart
bull Interchange with Luas Red Line
Specific Issues
bull AccessEgress
bull Construction Impacts
bull Working areas amp Traffic
bull Ventilation
bull Utilities
Airportbull Below grade cut amp cover stop with island
platform
Specific Issues
bull Tunnel Section
bull Airport Interface
bull Project timing
bull Transport hub
27
Typical stop design
Underground Station
bull At grade stop with island platform
located in the median of the R132
bull Accessed by signal controlled pedestrian
crossings at both platform ends
bull Integrated into plans for new Town
Centre
Surface Station-typical
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
13
A worldwide market1048782 15 of this global market is now open to competition
Mass transit a euro460 billion market
Mass transit a high growth marketIn 2016 mass transit market will represent euro750 bn
14
Metro`s
Four Cities in Europe
Dublin
Copenhagen
Turin
Toulouse
Conference in Zaghreb September 2009
Planning of Dublin Metro
ldquoNation Buildingrdquo
Martin Knights President of ITA
Zagreb 7th September 2009
15
DUBLIN
Zagreb
16
10 Comparisons
Croatia and Ireland have similar populations
+4m
Dublin amp Zagreb have similar populations
08m15m
Ireland member of EU
Dublin has eastern seacoastline Zagreb is
centrally land locked
Young populations
Predominantly catholic
Irelands boom economy in 1990lsquos to mid
2000lsquos
Public needs Better Transport
Infrastructure improving
Both are the leading Cities of each Country
-Dublin
-Zagreb
The Dublin Problem
17
Dublin Metro
Ireland
bull EU Influence
bull Population
bull Economic Growth of
8 pa 1996-2007
bull Financial downturn
bull Transport Problems
bull Dublin-cenric
bull Growth of car
ownership
bull Historical legacy
18
Dublin City is growing fast-historically poor public transport
Year 2006 Pop of Greater Dublin =16m21m(2021)
40 Irelands pop live within 100km radius of Dublin
Dublin is 5th richest city16th most expensivesecond highest wages
200 bus routes
5 main rail routes
2 tram-light rail-lines since 2004(3 more planned)
Heavy railmdashBay Rail
Busy Port and Airport
Poor road network-improving now
Public demand better public transport
19
The Dublin Area Rapid Transit (DART) is a
very fast and regular suburban railway
service in Dublin Ireland which runs along
the coastline of Dublin Bay
20
Tram System in Dublin 25
Railway Procurement Agency
Railway Procurement Agency ndash enabling agencylsquo
Transport (Railway Infrastructure) Act ndash 2001Procure and develop LRT and Metro
Enter PPP arrangements
Develop property at stationsbeside lines
Operate LRT and Metro systems (with private partners)
to provide and develop an integrated ticketing system
2006 ndash Euro 25bn
21
Metro North Procurement Activity
Pre-qualification
Invitation to Tender
Tender and PQQ Assessments
Output Specifications
Reference Design
Payment Mechanism
Public Sector Benchmark
Data Room
Metro North PPP
A public sector project undertaken by a private sector partner who
bull provides debt and equity finance
bull procures design amp construction
bull procures operation amp maintenance (eg 30 year concession)
bull receives a fixed income stream (based on performance criteria)
bull revenue repays debt and provides a return on equity
bull Asset returns to public sector at end of concession
22
Risk Transfer
Private Sector will
accept
Design risk
Construction risk
Opening date risk
Maintenance risk
Operational risk
Private Sector may not
accept
bull Land
bull Planning
bull Legislation
Beware
Client needs to get the contractspecificationpayment termsoperational requirements and performance and reliability andquality requirements correct from the beginning hellipor
The client wants this He gets thishellip
If we get the level of detail in the spec wrong
23
Not just airport - commuter link for North Dublin
Meeting planning objectives of GDA
Crucial to growth of Dublin airport
Reducing journey times
Integrated public transport solution
Frequent service4 minute headway peak service at opening
2 minute headway ultimate peak service
High capacityup to 20000 passengers per hour
gt40 million passengers per year on opening
Removing cars from the road100 million+ vehicle km per year
Dublin Metro North
Metro Concept
Mid-sized metro
Interoperable with Luas in future
Mixed runningFully segregatedsignalled in congested areas
Highly segregatedline of sight in outer suburban areas
High capacity
10000 passengers per hour per direction initially (4
minute headway)
Capable of growth up to 20000 passengers per hour
per direction
Approx 90m long vehicles (low floor)
Fast frequent reliable accessible
24
Belinstown
Lissenhall
Estuary
Seatown
Swords
Fosterstown
Airport
Dardistown
Northwood
Ballymun
DCU
Griffith Avenue
Drumcondra
Mater
Parnell Square
OrsquoConnell Bridge
St Stephenrsquos Green
Key FactsSt Stephenlsquos Green to Belinstown
18km total length
11 km in tunnel (City centre to Ballymun and Airport)
7 km in retained cut at-grade or elevated
17 stops (2 provisional)
9 underground stops from St Stephenlsquos Green to Ballymun and at Airport
8 surface stops
Twin bore tunnels internal diameter about 58m
Large underground crossover caverns spans in excess of 15m
Cross passages at 250m centres
Single ventilation intervention shaft
8 cut and cover stops (6 deep in city centre and the airport 2
shallow at DCU amp Ballymun)
1 mined stop (under river Liffey
4 year construction programme
Construction Methods
25
Key Issues
Fire Safety
Construction Impacts
Traffic Management
Architectural Impact
Ventilation
Land Requirements
Utilities
Environmental
Public Relations
bull Below grade cut amp cover stop with island
platform
bull Interchange with Irish Rail
Interconnector amp Luas Green Line
Specific Issues
bull Historical landscape elements
bull Temporary loss of recreational area
bull Architectural heritage
bull Launch site for future Metro South
bull Construction traffic
bull Local Business ndash Hotels amp Retail
St Stephenrsquos Green
26
OrsquoConnell Bridgebull Below grade mined stop
bull Vertical access via cut amp cover
structures
bull Access north and south of river Liffey
bull Temple Bar
bull Retail heart
bull Interchange with Luas Red Line
Specific Issues
bull AccessEgress
bull Construction Impacts
bull Working areas amp Traffic
bull Ventilation
bull Utilities
Airportbull Below grade cut amp cover stop with island
platform
Specific Issues
bull Tunnel Section
bull Airport Interface
bull Project timing
bull Transport hub
27
Typical stop design
Underground Station
bull At grade stop with island platform
located in the median of the R132
bull Accessed by signal controlled pedestrian
crossings at both platform ends
bull Integrated into plans for new Town
Centre
Surface Station-typical
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
14
Metro`s
Four Cities in Europe
Dublin
Copenhagen
Turin
Toulouse
Conference in Zaghreb September 2009
Planning of Dublin Metro
ldquoNation Buildingrdquo
Martin Knights President of ITA
Zagreb 7th September 2009
15
DUBLIN
Zagreb
16
10 Comparisons
Croatia and Ireland have similar populations
+4m
Dublin amp Zagreb have similar populations
08m15m
Ireland member of EU
Dublin has eastern seacoastline Zagreb is
centrally land locked
Young populations
Predominantly catholic
Irelands boom economy in 1990lsquos to mid
2000lsquos
Public needs Better Transport
Infrastructure improving
Both are the leading Cities of each Country
-Dublin
-Zagreb
The Dublin Problem
17
Dublin Metro
Ireland
bull EU Influence
bull Population
bull Economic Growth of
8 pa 1996-2007
bull Financial downturn
bull Transport Problems
bull Dublin-cenric
bull Growth of car
ownership
bull Historical legacy
18
Dublin City is growing fast-historically poor public transport
Year 2006 Pop of Greater Dublin =16m21m(2021)
40 Irelands pop live within 100km radius of Dublin
Dublin is 5th richest city16th most expensivesecond highest wages
200 bus routes
5 main rail routes
2 tram-light rail-lines since 2004(3 more planned)
Heavy railmdashBay Rail
Busy Port and Airport
Poor road network-improving now
Public demand better public transport
19
The Dublin Area Rapid Transit (DART) is a
very fast and regular suburban railway
service in Dublin Ireland which runs along
the coastline of Dublin Bay
20
Tram System in Dublin 25
Railway Procurement Agency
Railway Procurement Agency ndash enabling agencylsquo
Transport (Railway Infrastructure) Act ndash 2001Procure and develop LRT and Metro
Enter PPP arrangements
Develop property at stationsbeside lines
Operate LRT and Metro systems (with private partners)
to provide and develop an integrated ticketing system
2006 ndash Euro 25bn
21
Metro North Procurement Activity
Pre-qualification
Invitation to Tender
Tender and PQQ Assessments
Output Specifications
Reference Design
Payment Mechanism
Public Sector Benchmark
Data Room
Metro North PPP
A public sector project undertaken by a private sector partner who
bull provides debt and equity finance
bull procures design amp construction
bull procures operation amp maintenance (eg 30 year concession)
bull receives a fixed income stream (based on performance criteria)
bull revenue repays debt and provides a return on equity
bull Asset returns to public sector at end of concession
22
Risk Transfer
Private Sector will
accept
Design risk
Construction risk
Opening date risk
Maintenance risk
Operational risk
Private Sector may not
accept
bull Land
bull Planning
bull Legislation
Beware
Client needs to get the contractspecificationpayment termsoperational requirements and performance and reliability andquality requirements correct from the beginning hellipor
The client wants this He gets thishellip
If we get the level of detail in the spec wrong
23
Not just airport - commuter link for North Dublin
Meeting planning objectives of GDA
Crucial to growth of Dublin airport
Reducing journey times
Integrated public transport solution
Frequent service4 minute headway peak service at opening
2 minute headway ultimate peak service
High capacityup to 20000 passengers per hour
gt40 million passengers per year on opening
Removing cars from the road100 million+ vehicle km per year
Dublin Metro North
Metro Concept
Mid-sized metro
Interoperable with Luas in future
Mixed runningFully segregatedsignalled in congested areas
Highly segregatedline of sight in outer suburban areas
High capacity
10000 passengers per hour per direction initially (4
minute headway)
Capable of growth up to 20000 passengers per hour
per direction
Approx 90m long vehicles (low floor)
Fast frequent reliable accessible
24
Belinstown
Lissenhall
Estuary
Seatown
Swords
Fosterstown
Airport
Dardistown
Northwood
Ballymun
DCU
Griffith Avenue
Drumcondra
Mater
Parnell Square
OrsquoConnell Bridge
St Stephenrsquos Green
Key FactsSt Stephenlsquos Green to Belinstown
18km total length
11 km in tunnel (City centre to Ballymun and Airport)
7 km in retained cut at-grade or elevated
17 stops (2 provisional)
9 underground stops from St Stephenlsquos Green to Ballymun and at Airport
8 surface stops
Twin bore tunnels internal diameter about 58m
Large underground crossover caverns spans in excess of 15m
Cross passages at 250m centres
Single ventilation intervention shaft
8 cut and cover stops (6 deep in city centre and the airport 2
shallow at DCU amp Ballymun)
1 mined stop (under river Liffey
4 year construction programme
Construction Methods
25
Key Issues
Fire Safety
Construction Impacts
Traffic Management
Architectural Impact
Ventilation
Land Requirements
Utilities
Environmental
Public Relations
bull Below grade cut amp cover stop with island
platform
bull Interchange with Irish Rail
Interconnector amp Luas Green Line
Specific Issues
bull Historical landscape elements
bull Temporary loss of recreational area
bull Architectural heritage
bull Launch site for future Metro South
bull Construction traffic
bull Local Business ndash Hotels amp Retail
St Stephenrsquos Green
26
OrsquoConnell Bridgebull Below grade mined stop
bull Vertical access via cut amp cover
structures
bull Access north and south of river Liffey
bull Temple Bar
bull Retail heart
bull Interchange with Luas Red Line
Specific Issues
bull AccessEgress
bull Construction Impacts
bull Working areas amp Traffic
bull Ventilation
bull Utilities
Airportbull Below grade cut amp cover stop with island
platform
Specific Issues
bull Tunnel Section
bull Airport Interface
bull Project timing
bull Transport hub
27
Typical stop design
Underground Station
bull At grade stop with island platform
located in the median of the R132
bull Accessed by signal controlled pedestrian
crossings at both platform ends
bull Integrated into plans for new Town
Centre
Surface Station-typical
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
15
DUBLIN
Zagreb
16
10 Comparisons
Croatia and Ireland have similar populations
+4m
Dublin amp Zagreb have similar populations
08m15m
Ireland member of EU
Dublin has eastern seacoastline Zagreb is
centrally land locked
Young populations
Predominantly catholic
Irelands boom economy in 1990lsquos to mid
2000lsquos
Public needs Better Transport
Infrastructure improving
Both are the leading Cities of each Country
-Dublin
-Zagreb
The Dublin Problem
17
Dublin Metro
Ireland
bull EU Influence
bull Population
bull Economic Growth of
8 pa 1996-2007
bull Financial downturn
bull Transport Problems
bull Dublin-cenric
bull Growth of car
ownership
bull Historical legacy
18
Dublin City is growing fast-historically poor public transport
Year 2006 Pop of Greater Dublin =16m21m(2021)
40 Irelands pop live within 100km radius of Dublin
Dublin is 5th richest city16th most expensivesecond highest wages
200 bus routes
5 main rail routes
2 tram-light rail-lines since 2004(3 more planned)
Heavy railmdashBay Rail
Busy Port and Airport
Poor road network-improving now
Public demand better public transport
19
The Dublin Area Rapid Transit (DART) is a
very fast and regular suburban railway
service in Dublin Ireland which runs along
the coastline of Dublin Bay
20
Tram System in Dublin 25
Railway Procurement Agency
Railway Procurement Agency ndash enabling agencylsquo
Transport (Railway Infrastructure) Act ndash 2001Procure and develop LRT and Metro
Enter PPP arrangements
Develop property at stationsbeside lines
Operate LRT and Metro systems (with private partners)
to provide and develop an integrated ticketing system
2006 ndash Euro 25bn
21
Metro North Procurement Activity
Pre-qualification
Invitation to Tender
Tender and PQQ Assessments
Output Specifications
Reference Design
Payment Mechanism
Public Sector Benchmark
Data Room
Metro North PPP
A public sector project undertaken by a private sector partner who
bull provides debt and equity finance
bull procures design amp construction
bull procures operation amp maintenance (eg 30 year concession)
bull receives a fixed income stream (based on performance criteria)
bull revenue repays debt and provides a return on equity
bull Asset returns to public sector at end of concession
22
Risk Transfer
Private Sector will
accept
Design risk
Construction risk
Opening date risk
Maintenance risk
Operational risk
Private Sector may not
accept
bull Land
bull Planning
bull Legislation
Beware
Client needs to get the contractspecificationpayment termsoperational requirements and performance and reliability andquality requirements correct from the beginning hellipor
The client wants this He gets thishellip
If we get the level of detail in the spec wrong
23
Not just airport - commuter link for North Dublin
Meeting planning objectives of GDA
Crucial to growth of Dublin airport
Reducing journey times
Integrated public transport solution
Frequent service4 minute headway peak service at opening
2 minute headway ultimate peak service
High capacityup to 20000 passengers per hour
gt40 million passengers per year on opening
Removing cars from the road100 million+ vehicle km per year
Dublin Metro North
Metro Concept
Mid-sized metro
Interoperable with Luas in future
Mixed runningFully segregatedsignalled in congested areas
Highly segregatedline of sight in outer suburban areas
High capacity
10000 passengers per hour per direction initially (4
minute headway)
Capable of growth up to 20000 passengers per hour
per direction
Approx 90m long vehicles (low floor)
Fast frequent reliable accessible
24
Belinstown
Lissenhall
Estuary
Seatown
Swords
Fosterstown
Airport
Dardistown
Northwood
Ballymun
DCU
Griffith Avenue
Drumcondra
Mater
Parnell Square
OrsquoConnell Bridge
St Stephenrsquos Green
Key FactsSt Stephenlsquos Green to Belinstown
18km total length
11 km in tunnel (City centre to Ballymun and Airport)
7 km in retained cut at-grade or elevated
17 stops (2 provisional)
9 underground stops from St Stephenlsquos Green to Ballymun and at Airport
8 surface stops
Twin bore tunnels internal diameter about 58m
Large underground crossover caverns spans in excess of 15m
Cross passages at 250m centres
Single ventilation intervention shaft
8 cut and cover stops (6 deep in city centre and the airport 2
shallow at DCU amp Ballymun)
1 mined stop (under river Liffey
4 year construction programme
Construction Methods
25
Key Issues
Fire Safety
Construction Impacts
Traffic Management
Architectural Impact
Ventilation
Land Requirements
Utilities
Environmental
Public Relations
bull Below grade cut amp cover stop with island
platform
bull Interchange with Irish Rail
Interconnector amp Luas Green Line
Specific Issues
bull Historical landscape elements
bull Temporary loss of recreational area
bull Architectural heritage
bull Launch site for future Metro South
bull Construction traffic
bull Local Business ndash Hotels amp Retail
St Stephenrsquos Green
26
OrsquoConnell Bridgebull Below grade mined stop
bull Vertical access via cut amp cover
structures
bull Access north and south of river Liffey
bull Temple Bar
bull Retail heart
bull Interchange with Luas Red Line
Specific Issues
bull AccessEgress
bull Construction Impacts
bull Working areas amp Traffic
bull Ventilation
bull Utilities
Airportbull Below grade cut amp cover stop with island
platform
Specific Issues
bull Tunnel Section
bull Airport Interface
bull Project timing
bull Transport hub
27
Typical stop design
Underground Station
bull At grade stop with island platform
located in the median of the R132
bull Accessed by signal controlled pedestrian
crossings at both platform ends
bull Integrated into plans for new Town
Centre
Surface Station-typical
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
16
10 Comparisons
Croatia and Ireland have similar populations
+4m
Dublin amp Zagreb have similar populations
08m15m
Ireland member of EU
Dublin has eastern seacoastline Zagreb is
centrally land locked
Young populations
Predominantly catholic
Irelands boom economy in 1990lsquos to mid
2000lsquos
Public needs Better Transport
Infrastructure improving
Both are the leading Cities of each Country
-Dublin
-Zagreb
The Dublin Problem
17
Dublin Metro
Ireland
bull EU Influence
bull Population
bull Economic Growth of
8 pa 1996-2007
bull Financial downturn
bull Transport Problems
bull Dublin-cenric
bull Growth of car
ownership
bull Historical legacy
18
Dublin City is growing fast-historically poor public transport
Year 2006 Pop of Greater Dublin =16m21m(2021)
40 Irelands pop live within 100km radius of Dublin
Dublin is 5th richest city16th most expensivesecond highest wages
200 bus routes
5 main rail routes
2 tram-light rail-lines since 2004(3 more planned)
Heavy railmdashBay Rail
Busy Port and Airport
Poor road network-improving now
Public demand better public transport
19
The Dublin Area Rapid Transit (DART) is a
very fast and regular suburban railway
service in Dublin Ireland which runs along
the coastline of Dublin Bay
20
Tram System in Dublin 25
Railway Procurement Agency
Railway Procurement Agency ndash enabling agencylsquo
Transport (Railway Infrastructure) Act ndash 2001Procure and develop LRT and Metro
Enter PPP arrangements
Develop property at stationsbeside lines
Operate LRT and Metro systems (with private partners)
to provide and develop an integrated ticketing system
2006 ndash Euro 25bn
21
Metro North Procurement Activity
Pre-qualification
Invitation to Tender
Tender and PQQ Assessments
Output Specifications
Reference Design
Payment Mechanism
Public Sector Benchmark
Data Room
Metro North PPP
A public sector project undertaken by a private sector partner who
bull provides debt and equity finance
bull procures design amp construction
bull procures operation amp maintenance (eg 30 year concession)
bull receives a fixed income stream (based on performance criteria)
bull revenue repays debt and provides a return on equity
bull Asset returns to public sector at end of concession
22
Risk Transfer
Private Sector will
accept
Design risk
Construction risk
Opening date risk
Maintenance risk
Operational risk
Private Sector may not
accept
bull Land
bull Planning
bull Legislation
Beware
Client needs to get the contractspecificationpayment termsoperational requirements and performance and reliability andquality requirements correct from the beginning hellipor
The client wants this He gets thishellip
If we get the level of detail in the spec wrong
23
Not just airport - commuter link for North Dublin
Meeting planning objectives of GDA
Crucial to growth of Dublin airport
Reducing journey times
Integrated public transport solution
Frequent service4 minute headway peak service at opening
2 minute headway ultimate peak service
High capacityup to 20000 passengers per hour
gt40 million passengers per year on opening
Removing cars from the road100 million+ vehicle km per year
Dublin Metro North
Metro Concept
Mid-sized metro
Interoperable with Luas in future
Mixed runningFully segregatedsignalled in congested areas
Highly segregatedline of sight in outer suburban areas
High capacity
10000 passengers per hour per direction initially (4
minute headway)
Capable of growth up to 20000 passengers per hour
per direction
Approx 90m long vehicles (low floor)
Fast frequent reliable accessible
24
Belinstown
Lissenhall
Estuary
Seatown
Swords
Fosterstown
Airport
Dardistown
Northwood
Ballymun
DCU
Griffith Avenue
Drumcondra
Mater
Parnell Square
OrsquoConnell Bridge
St Stephenrsquos Green
Key FactsSt Stephenlsquos Green to Belinstown
18km total length
11 km in tunnel (City centre to Ballymun and Airport)
7 km in retained cut at-grade or elevated
17 stops (2 provisional)
9 underground stops from St Stephenlsquos Green to Ballymun and at Airport
8 surface stops
Twin bore tunnels internal diameter about 58m
Large underground crossover caverns spans in excess of 15m
Cross passages at 250m centres
Single ventilation intervention shaft
8 cut and cover stops (6 deep in city centre and the airport 2
shallow at DCU amp Ballymun)
1 mined stop (under river Liffey
4 year construction programme
Construction Methods
25
Key Issues
Fire Safety
Construction Impacts
Traffic Management
Architectural Impact
Ventilation
Land Requirements
Utilities
Environmental
Public Relations
bull Below grade cut amp cover stop with island
platform
bull Interchange with Irish Rail
Interconnector amp Luas Green Line
Specific Issues
bull Historical landscape elements
bull Temporary loss of recreational area
bull Architectural heritage
bull Launch site for future Metro South
bull Construction traffic
bull Local Business ndash Hotels amp Retail
St Stephenrsquos Green
26
OrsquoConnell Bridgebull Below grade mined stop
bull Vertical access via cut amp cover
structures
bull Access north and south of river Liffey
bull Temple Bar
bull Retail heart
bull Interchange with Luas Red Line
Specific Issues
bull AccessEgress
bull Construction Impacts
bull Working areas amp Traffic
bull Ventilation
bull Utilities
Airportbull Below grade cut amp cover stop with island
platform
Specific Issues
bull Tunnel Section
bull Airport Interface
bull Project timing
bull Transport hub
27
Typical stop design
Underground Station
bull At grade stop with island platform
located in the median of the R132
bull Accessed by signal controlled pedestrian
crossings at both platform ends
bull Integrated into plans for new Town
Centre
Surface Station-typical
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
17
Dublin Metro
Ireland
bull EU Influence
bull Population
bull Economic Growth of
8 pa 1996-2007
bull Financial downturn
bull Transport Problems
bull Dublin-cenric
bull Growth of car
ownership
bull Historical legacy
18
Dublin City is growing fast-historically poor public transport
Year 2006 Pop of Greater Dublin =16m21m(2021)
40 Irelands pop live within 100km radius of Dublin
Dublin is 5th richest city16th most expensivesecond highest wages
200 bus routes
5 main rail routes
2 tram-light rail-lines since 2004(3 more planned)
Heavy railmdashBay Rail
Busy Port and Airport
Poor road network-improving now
Public demand better public transport
19
The Dublin Area Rapid Transit (DART) is a
very fast and regular suburban railway
service in Dublin Ireland which runs along
the coastline of Dublin Bay
20
Tram System in Dublin 25
Railway Procurement Agency
Railway Procurement Agency ndash enabling agencylsquo
Transport (Railway Infrastructure) Act ndash 2001Procure and develop LRT and Metro
Enter PPP arrangements
Develop property at stationsbeside lines
Operate LRT and Metro systems (with private partners)
to provide and develop an integrated ticketing system
2006 ndash Euro 25bn
21
Metro North Procurement Activity
Pre-qualification
Invitation to Tender
Tender and PQQ Assessments
Output Specifications
Reference Design
Payment Mechanism
Public Sector Benchmark
Data Room
Metro North PPP
A public sector project undertaken by a private sector partner who
bull provides debt and equity finance
bull procures design amp construction
bull procures operation amp maintenance (eg 30 year concession)
bull receives a fixed income stream (based on performance criteria)
bull revenue repays debt and provides a return on equity
bull Asset returns to public sector at end of concession
22
Risk Transfer
Private Sector will
accept
Design risk
Construction risk
Opening date risk
Maintenance risk
Operational risk
Private Sector may not
accept
bull Land
bull Planning
bull Legislation
Beware
Client needs to get the contractspecificationpayment termsoperational requirements and performance and reliability andquality requirements correct from the beginning hellipor
The client wants this He gets thishellip
If we get the level of detail in the spec wrong
23
Not just airport - commuter link for North Dublin
Meeting planning objectives of GDA
Crucial to growth of Dublin airport
Reducing journey times
Integrated public transport solution
Frequent service4 minute headway peak service at opening
2 minute headway ultimate peak service
High capacityup to 20000 passengers per hour
gt40 million passengers per year on opening
Removing cars from the road100 million+ vehicle km per year
Dublin Metro North
Metro Concept
Mid-sized metro
Interoperable with Luas in future
Mixed runningFully segregatedsignalled in congested areas
Highly segregatedline of sight in outer suburban areas
High capacity
10000 passengers per hour per direction initially (4
minute headway)
Capable of growth up to 20000 passengers per hour
per direction
Approx 90m long vehicles (low floor)
Fast frequent reliable accessible
24
Belinstown
Lissenhall
Estuary
Seatown
Swords
Fosterstown
Airport
Dardistown
Northwood
Ballymun
DCU
Griffith Avenue
Drumcondra
Mater
Parnell Square
OrsquoConnell Bridge
St Stephenrsquos Green
Key FactsSt Stephenlsquos Green to Belinstown
18km total length
11 km in tunnel (City centre to Ballymun and Airport)
7 km in retained cut at-grade or elevated
17 stops (2 provisional)
9 underground stops from St Stephenlsquos Green to Ballymun and at Airport
8 surface stops
Twin bore tunnels internal diameter about 58m
Large underground crossover caverns spans in excess of 15m
Cross passages at 250m centres
Single ventilation intervention shaft
8 cut and cover stops (6 deep in city centre and the airport 2
shallow at DCU amp Ballymun)
1 mined stop (under river Liffey
4 year construction programme
Construction Methods
25
Key Issues
Fire Safety
Construction Impacts
Traffic Management
Architectural Impact
Ventilation
Land Requirements
Utilities
Environmental
Public Relations
bull Below grade cut amp cover stop with island
platform
bull Interchange with Irish Rail
Interconnector amp Luas Green Line
Specific Issues
bull Historical landscape elements
bull Temporary loss of recreational area
bull Architectural heritage
bull Launch site for future Metro South
bull Construction traffic
bull Local Business ndash Hotels amp Retail
St Stephenrsquos Green
26
OrsquoConnell Bridgebull Below grade mined stop
bull Vertical access via cut amp cover
structures
bull Access north and south of river Liffey
bull Temple Bar
bull Retail heart
bull Interchange with Luas Red Line
Specific Issues
bull AccessEgress
bull Construction Impacts
bull Working areas amp Traffic
bull Ventilation
bull Utilities
Airportbull Below grade cut amp cover stop with island
platform
Specific Issues
bull Tunnel Section
bull Airport Interface
bull Project timing
bull Transport hub
27
Typical stop design
Underground Station
bull At grade stop with island platform
located in the median of the R132
bull Accessed by signal controlled pedestrian
crossings at both platform ends
bull Integrated into plans for new Town
Centre
Surface Station-typical
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
18
Dublin City is growing fast-historically poor public transport
Year 2006 Pop of Greater Dublin =16m21m(2021)
40 Irelands pop live within 100km radius of Dublin
Dublin is 5th richest city16th most expensivesecond highest wages
200 bus routes
5 main rail routes
2 tram-light rail-lines since 2004(3 more planned)
Heavy railmdashBay Rail
Busy Port and Airport
Poor road network-improving now
Public demand better public transport
19
The Dublin Area Rapid Transit (DART) is a
very fast and regular suburban railway
service in Dublin Ireland which runs along
the coastline of Dublin Bay
20
Tram System in Dublin 25
Railway Procurement Agency
Railway Procurement Agency ndash enabling agencylsquo
Transport (Railway Infrastructure) Act ndash 2001Procure and develop LRT and Metro
Enter PPP arrangements
Develop property at stationsbeside lines
Operate LRT and Metro systems (with private partners)
to provide and develop an integrated ticketing system
2006 ndash Euro 25bn
21
Metro North Procurement Activity
Pre-qualification
Invitation to Tender
Tender and PQQ Assessments
Output Specifications
Reference Design
Payment Mechanism
Public Sector Benchmark
Data Room
Metro North PPP
A public sector project undertaken by a private sector partner who
bull provides debt and equity finance
bull procures design amp construction
bull procures operation amp maintenance (eg 30 year concession)
bull receives a fixed income stream (based on performance criteria)
bull revenue repays debt and provides a return on equity
bull Asset returns to public sector at end of concession
22
Risk Transfer
Private Sector will
accept
Design risk
Construction risk
Opening date risk
Maintenance risk
Operational risk
Private Sector may not
accept
bull Land
bull Planning
bull Legislation
Beware
Client needs to get the contractspecificationpayment termsoperational requirements and performance and reliability andquality requirements correct from the beginning hellipor
The client wants this He gets thishellip
If we get the level of detail in the spec wrong
23
Not just airport - commuter link for North Dublin
Meeting planning objectives of GDA
Crucial to growth of Dublin airport
Reducing journey times
Integrated public transport solution
Frequent service4 minute headway peak service at opening
2 minute headway ultimate peak service
High capacityup to 20000 passengers per hour
gt40 million passengers per year on opening
Removing cars from the road100 million+ vehicle km per year
Dublin Metro North
Metro Concept
Mid-sized metro
Interoperable with Luas in future
Mixed runningFully segregatedsignalled in congested areas
Highly segregatedline of sight in outer suburban areas
High capacity
10000 passengers per hour per direction initially (4
minute headway)
Capable of growth up to 20000 passengers per hour
per direction
Approx 90m long vehicles (low floor)
Fast frequent reliable accessible
24
Belinstown
Lissenhall
Estuary
Seatown
Swords
Fosterstown
Airport
Dardistown
Northwood
Ballymun
DCU
Griffith Avenue
Drumcondra
Mater
Parnell Square
OrsquoConnell Bridge
St Stephenrsquos Green
Key FactsSt Stephenlsquos Green to Belinstown
18km total length
11 km in tunnel (City centre to Ballymun and Airport)
7 km in retained cut at-grade or elevated
17 stops (2 provisional)
9 underground stops from St Stephenlsquos Green to Ballymun and at Airport
8 surface stops
Twin bore tunnels internal diameter about 58m
Large underground crossover caverns spans in excess of 15m
Cross passages at 250m centres
Single ventilation intervention shaft
8 cut and cover stops (6 deep in city centre and the airport 2
shallow at DCU amp Ballymun)
1 mined stop (under river Liffey
4 year construction programme
Construction Methods
25
Key Issues
Fire Safety
Construction Impacts
Traffic Management
Architectural Impact
Ventilation
Land Requirements
Utilities
Environmental
Public Relations
bull Below grade cut amp cover stop with island
platform
bull Interchange with Irish Rail
Interconnector amp Luas Green Line
Specific Issues
bull Historical landscape elements
bull Temporary loss of recreational area
bull Architectural heritage
bull Launch site for future Metro South
bull Construction traffic
bull Local Business ndash Hotels amp Retail
St Stephenrsquos Green
26
OrsquoConnell Bridgebull Below grade mined stop
bull Vertical access via cut amp cover
structures
bull Access north and south of river Liffey
bull Temple Bar
bull Retail heart
bull Interchange with Luas Red Line
Specific Issues
bull AccessEgress
bull Construction Impacts
bull Working areas amp Traffic
bull Ventilation
bull Utilities
Airportbull Below grade cut amp cover stop with island
platform
Specific Issues
bull Tunnel Section
bull Airport Interface
bull Project timing
bull Transport hub
27
Typical stop design
Underground Station
bull At grade stop with island platform
located in the median of the R132
bull Accessed by signal controlled pedestrian
crossings at both platform ends
bull Integrated into plans for new Town
Centre
Surface Station-typical
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
19
The Dublin Area Rapid Transit (DART) is a
very fast and regular suburban railway
service in Dublin Ireland which runs along
the coastline of Dublin Bay
20
Tram System in Dublin 25
Railway Procurement Agency
Railway Procurement Agency ndash enabling agencylsquo
Transport (Railway Infrastructure) Act ndash 2001Procure and develop LRT and Metro
Enter PPP arrangements
Develop property at stationsbeside lines
Operate LRT and Metro systems (with private partners)
to provide and develop an integrated ticketing system
2006 ndash Euro 25bn
21
Metro North Procurement Activity
Pre-qualification
Invitation to Tender
Tender and PQQ Assessments
Output Specifications
Reference Design
Payment Mechanism
Public Sector Benchmark
Data Room
Metro North PPP
A public sector project undertaken by a private sector partner who
bull provides debt and equity finance
bull procures design amp construction
bull procures operation amp maintenance (eg 30 year concession)
bull receives a fixed income stream (based on performance criteria)
bull revenue repays debt and provides a return on equity
bull Asset returns to public sector at end of concession
22
Risk Transfer
Private Sector will
accept
Design risk
Construction risk
Opening date risk
Maintenance risk
Operational risk
Private Sector may not
accept
bull Land
bull Planning
bull Legislation
Beware
Client needs to get the contractspecificationpayment termsoperational requirements and performance and reliability andquality requirements correct from the beginning hellipor
The client wants this He gets thishellip
If we get the level of detail in the spec wrong
23
Not just airport - commuter link for North Dublin
Meeting planning objectives of GDA
Crucial to growth of Dublin airport
Reducing journey times
Integrated public transport solution
Frequent service4 minute headway peak service at opening
2 minute headway ultimate peak service
High capacityup to 20000 passengers per hour
gt40 million passengers per year on opening
Removing cars from the road100 million+ vehicle km per year
Dublin Metro North
Metro Concept
Mid-sized metro
Interoperable with Luas in future
Mixed runningFully segregatedsignalled in congested areas
Highly segregatedline of sight in outer suburban areas
High capacity
10000 passengers per hour per direction initially (4
minute headway)
Capable of growth up to 20000 passengers per hour
per direction
Approx 90m long vehicles (low floor)
Fast frequent reliable accessible
24
Belinstown
Lissenhall
Estuary
Seatown
Swords
Fosterstown
Airport
Dardistown
Northwood
Ballymun
DCU
Griffith Avenue
Drumcondra
Mater
Parnell Square
OrsquoConnell Bridge
St Stephenrsquos Green
Key FactsSt Stephenlsquos Green to Belinstown
18km total length
11 km in tunnel (City centre to Ballymun and Airport)
7 km in retained cut at-grade or elevated
17 stops (2 provisional)
9 underground stops from St Stephenlsquos Green to Ballymun and at Airport
8 surface stops
Twin bore tunnels internal diameter about 58m
Large underground crossover caverns spans in excess of 15m
Cross passages at 250m centres
Single ventilation intervention shaft
8 cut and cover stops (6 deep in city centre and the airport 2
shallow at DCU amp Ballymun)
1 mined stop (under river Liffey
4 year construction programme
Construction Methods
25
Key Issues
Fire Safety
Construction Impacts
Traffic Management
Architectural Impact
Ventilation
Land Requirements
Utilities
Environmental
Public Relations
bull Below grade cut amp cover stop with island
platform
bull Interchange with Irish Rail
Interconnector amp Luas Green Line
Specific Issues
bull Historical landscape elements
bull Temporary loss of recreational area
bull Architectural heritage
bull Launch site for future Metro South
bull Construction traffic
bull Local Business ndash Hotels amp Retail
St Stephenrsquos Green
26
OrsquoConnell Bridgebull Below grade mined stop
bull Vertical access via cut amp cover
structures
bull Access north and south of river Liffey
bull Temple Bar
bull Retail heart
bull Interchange with Luas Red Line
Specific Issues
bull AccessEgress
bull Construction Impacts
bull Working areas amp Traffic
bull Ventilation
bull Utilities
Airportbull Below grade cut amp cover stop with island
platform
Specific Issues
bull Tunnel Section
bull Airport Interface
bull Project timing
bull Transport hub
27
Typical stop design
Underground Station
bull At grade stop with island platform
located in the median of the R132
bull Accessed by signal controlled pedestrian
crossings at both platform ends
bull Integrated into plans for new Town
Centre
Surface Station-typical
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
20
Tram System in Dublin 25
Railway Procurement Agency
Railway Procurement Agency ndash enabling agencylsquo
Transport (Railway Infrastructure) Act ndash 2001Procure and develop LRT and Metro
Enter PPP arrangements
Develop property at stationsbeside lines
Operate LRT and Metro systems (with private partners)
to provide and develop an integrated ticketing system
2006 ndash Euro 25bn
21
Metro North Procurement Activity
Pre-qualification
Invitation to Tender
Tender and PQQ Assessments
Output Specifications
Reference Design
Payment Mechanism
Public Sector Benchmark
Data Room
Metro North PPP
A public sector project undertaken by a private sector partner who
bull provides debt and equity finance
bull procures design amp construction
bull procures operation amp maintenance (eg 30 year concession)
bull receives a fixed income stream (based on performance criteria)
bull revenue repays debt and provides a return on equity
bull Asset returns to public sector at end of concession
22
Risk Transfer
Private Sector will
accept
Design risk
Construction risk
Opening date risk
Maintenance risk
Operational risk
Private Sector may not
accept
bull Land
bull Planning
bull Legislation
Beware
Client needs to get the contractspecificationpayment termsoperational requirements and performance and reliability andquality requirements correct from the beginning hellipor
The client wants this He gets thishellip
If we get the level of detail in the spec wrong
23
Not just airport - commuter link for North Dublin
Meeting planning objectives of GDA
Crucial to growth of Dublin airport
Reducing journey times
Integrated public transport solution
Frequent service4 minute headway peak service at opening
2 minute headway ultimate peak service
High capacityup to 20000 passengers per hour
gt40 million passengers per year on opening
Removing cars from the road100 million+ vehicle km per year
Dublin Metro North
Metro Concept
Mid-sized metro
Interoperable with Luas in future
Mixed runningFully segregatedsignalled in congested areas
Highly segregatedline of sight in outer suburban areas
High capacity
10000 passengers per hour per direction initially (4
minute headway)
Capable of growth up to 20000 passengers per hour
per direction
Approx 90m long vehicles (low floor)
Fast frequent reliable accessible
24
Belinstown
Lissenhall
Estuary
Seatown
Swords
Fosterstown
Airport
Dardistown
Northwood
Ballymun
DCU
Griffith Avenue
Drumcondra
Mater
Parnell Square
OrsquoConnell Bridge
St Stephenrsquos Green
Key FactsSt Stephenlsquos Green to Belinstown
18km total length
11 km in tunnel (City centre to Ballymun and Airport)
7 km in retained cut at-grade or elevated
17 stops (2 provisional)
9 underground stops from St Stephenlsquos Green to Ballymun and at Airport
8 surface stops
Twin bore tunnels internal diameter about 58m
Large underground crossover caverns spans in excess of 15m
Cross passages at 250m centres
Single ventilation intervention shaft
8 cut and cover stops (6 deep in city centre and the airport 2
shallow at DCU amp Ballymun)
1 mined stop (under river Liffey
4 year construction programme
Construction Methods
25
Key Issues
Fire Safety
Construction Impacts
Traffic Management
Architectural Impact
Ventilation
Land Requirements
Utilities
Environmental
Public Relations
bull Below grade cut amp cover stop with island
platform
bull Interchange with Irish Rail
Interconnector amp Luas Green Line
Specific Issues
bull Historical landscape elements
bull Temporary loss of recreational area
bull Architectural heritage
bull Launch site for future Metro South
bull Construction traffic
bull Local Business ndash Hotels amp Retail
St Stephenrsquos Green
26
OrsquoConnell Bridgebull Below grade mined stop
bull Vertical access via cut amp cover
structures
bull Access north and south of river Liffey
bull Temple Bar
bull Retail heart
bull Interchange with Luas Red Line
Specific Issues
bull AccessEgress
bull Construction Impacts
bull Working areas amp Traffic
bull Ventilation
bull Utilities
Airportbull Below grade cut amp cover stop with island
platform
Specific Issues
bull Tunnel Section
bull Airport Interface
bull Project timing
bull Transport hub
27
Typical stop design
Underground Station
bull At grade stop with island platform
located in the median of the R132
bull Accessed by signal controlled pedestrian
crossings at both platform ends
bull Integrated into plans for new Town
Centre
Surface Station-typical
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
21
Metro North Procurement Activity
Pre-qualification
Invitation to Tender
Tender and PQQ Assessments
Output Specifications
Reference Design
Payment Mechanism
Public Sector Benchmark
Data Room
Metro North PPP
A public sector project undertaken by a private sector partner who
bull provides debt and equity finance
bull procures design amp construction
bull procures operation amp maintenance (eg 30 year concession)
bull receives a fixed income stream (based on performance criteria)
bull revenue repays debt and provides a return on equity
bull Asset returns to public sector at end of concession
22
Risk Transfer
Private Sector will
accept
Design risk
Construction risk
Opening date risk
Maintenance risk
Operational risk
Private Sector may not
accept
bull Land
bull Planning
bull Legislation
Beware
Client needs to get the contractspecificationpayment termsoperational requirements and performance and reliability andquality requirements correct from the beginning hellipor
The client wants this He gets thishellip
If we get the level of detail in the spec wrong
23
Not just airport - commuter link for North Dublin
Meeting planning objectives of GDA
Crucial to growth of Dublin airport
Reducing journey times
Integrated public transport solution
Frequent service4 minute headway peak service at opening
2 minute headway ultimate peak service
High capacityup to 20000 passengers per hour
gt40 million passengers per year on opening
Removing cars from the road100 million+ vehicle km per year
Dublin Metro North
Metro Concept
Mid-sized metro
Interoperable with Luas in future
Mixed runningFully segregatedsignalled in congested areas
Highly segregatedline of sight in outer suburban areas
High capacity
10000 passengers per hour per direction initially (4
minute headway)
Capable of growth up to 20000 passengers per hour
per direction
Approx 90m long vehicles (low floor)
Fast frequent reliable accessible
24
Belinstown
Lissenhall
Estuary
Seatown
Swords
Fosterstown
Airport
Dardistown
Northwood
Ballymun
DCU
Griffith Avenue
Drumcondra
Mater
Parnell Square
OrsquoConnell Bridge
St Stephenrsquos Green
Key FactsSt Stephenlsquos Green to Belinstown
18km total length
11 km in tunnel (City centre to Ballymun and Airport)
7 km in retained cut at-grade or elevated
17 stops (2 provisional)
9 underground stops from St Stephenlsquos Green to Ballymun and at Airport
8 surface stops
Twin bore tunnels internal diameter about 58m
Large underground crossover caverns spans in excess of 15m
Cross passages at 250m centres
Single ventilation intervention shaft
8 cut and cover stops (6 deep in city centre and the airport 2
shallow at DCU amp Ballymun)
1 mined stop (under river Liffey
4 year construction programme
Construction Methods
25
Key Issues
Fire Safety
Construction Impacts
Traffic Management
Architectural Impact
Ventilation
Land Requirements
Utilities
Environmental
Public Relations
bull Below grade cut amp cover stop with island
platform
bull Interchange with Irish Rail
Interconnector amp Luas Green Line
Specific Issues
bull Historical landscape elements
bull Temporary loss of recreational area
bull Architectural heritage
bull Launch site for future Metro South
bull Construction traffic
bull Local Business ndash Hotels amp Retail
St Stephenrsquos Green
26
OrsquoConnell Bridgebull Below grade mined stop
bull Vertical access via cut amp cover
structures
bull Access north and south of river Liffey
bull Temple Bar
bull Retail heart
bull Interchange with Luas Red Line
Specific Issues
bull AccessEgress
bull Construction Impacts
bull Working areas amp Traffic
bull Ventilation
bull Utilities
Airportbull Below grade cut amp cover stop with island
platform
Specific Issues
bull Tunnel Section
bull Airport Interface
bull Project timing
bull Transport hub
27
Typical stop design
Underground Station
bull At grade stop with island platform
located in the median of the R132
bull Accessed by signal controlled pedestrian
crossings at both platform ends
bull Integrated into plans for new Town
Centre
Surface Station-typical
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
22
Risk Transfer
Private Sector will
accept
Design risk
Construction risk
Opening date risk
Maintenance risk
Operational risk
Private Sector may not
accept
bull Land
bull Planning
bull Legislation
Beware
Client needs to get the contractspecificationpayment termsoperational requirements and performance and reliability andquality requirements correct from the beginning hellipor
The client wants this He gets thishellip
If we get the level of detail in the spec wrong
23
Not just airport - commuter link for North Dublin
Meeting planning objectives of GDA
Crucial to growth of Dublin airport
Reducing journey times
Integrated public transport solution
Frequent service4 minute headway peak service at opening
2 minute headway ultimate peak service
High capacityup to 20000 passengers per hour
gt40 million passengers per year on opening
Removing cars from the road100 million+ vehicle km per year
Dublin Metro North
Metro Concept
Mid-sized metro
Interoperable with Luas in future
Mixed runningFully segregatedsignalled in congested areas
Highly segregatedline of sight in outer suburban areas
High capacity
10000 passengers per hour per direction initially (4
minute headway)
Capable of growth up to 20000 passengers per hour
per direction
Approx 90m long vehicles (low floor)
Fast frequent reliable accessible
24
Belinstown
Lissenhall
Estuary
Seatown
Swords
Fosterstown
Airport
Dardistown
Northwood
Ballymun
DCU
Griffith Avenue
Drumcondra
Mater
Parnell Square
OrsquoConnell Bridge
St Stephenrsquos Green
Key FactsSt Stephenlsquos Green to Belinstown
18km total length
11 km in tunnel (City centre to Ballymun and Airport)
7 km in retained cut at-grade or elevated
17 stops (2 provisional)
9 underground stops from St Stephenlsquos Green to Ballymun and at Airport
8 surface stops
Twin bore tunnels internal diameter about 58m
Large underground crossover caverns spans in excess of 15m
Cross passages at 250m centres
Single ventilation intervention shaft
8 cut and cover stops (6 deep in city centre and the airport 2
shallow at DCU amp Ballymun)
1 mined stop (under river Liffey
4 year construction programme
Construction Methods
25
Key Issues
Fire Safety
Construction Impacts
Traffic Management
Architectural Impact
Ventilation
Land Requirements
Utilities
Environmental
Public Relations
bull Below grade cut amp cover stop with island
platform
bull Interchange with Irish Rail
Interconnector amp Luas Green Line
Specific Issues
bull Historical landscape elements
bull Temporary loss of recreational area
bull Architectural heritage
bull Launch site for future Metro South
bull Construction traffic
bull Local Business ndash Hotels amp Retail
St Stephenrsquos Green
26
OrsquoConnell Bridgebull Below grade mined stop
bull Vertical access via cut amp cover
structures
bull Access north and south of river Liffey
bull Temple Bar
bull Retail heart
bull Interchange with Luas Red Line
Specific Issues
bull AccessEgress
bull Construction Impacts
bull Working areas amp Traffic
bull Ventilation
bull Utilities
Airportbull Below grade cut amp cover stop with island
platform
Specific Issues
bull Tunnel Section
bull Airport Interface
bull Project timing
bull Transport hub
27
Typical stop design
Underground Station
bull At grade stop with island platform
located in the median of the R132
bull Accessed by signal controlled pedestrian
crossings at both platform ends
bull Integrated into plans for new Town
Centre
Surface Station-typical
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
23
Not just airport - commuter link for North Dublin
Meeting planning objectives of GDA
Crucial to growth of Dublin airport
Reducing journey times
Integrated public transport solution
Frequent service4 minute headway peak service at opening
2 minute headway ultimate peak service
High capacityup to 20000 passengers per hour
gt40 million passengers per year on opening
Removing cars from the road100 million+ vehicle km per year
Dublin Metro North
Metro Concept
Mid-sized metro
Interoperable with Luas in future
Mixed runningFully segregatedsignalled in congested areas
Highly segregatedline of sight in outer suburban areas
High capacity
10000 passengers per hour per direction initially (4
minute headway)
Capable of growth up to 20000 passengers per hour
per direction
Approx 90m long vehicles (low floor)
Fast frequent reliable accessible
24
Belinstown
Lissenhall
Estuary
Seatown
Swords
Fosterstown
Airport
Dardistown
Northwood
Ballymun
DCU
Griffith Avenue
Drumcondra
Mater
Parnell Square
OrsquoConnell Bridge
St Stephenrsquos Green
Key FactsSt Stephenlsquos Green to Belinstown
18km total length
11 km in tunnel (City centre to Ballymun and Airport)
7 km in retained cut at-grade or elevated
17 stops (2 provisional)
9 underground stops from St Stephenlsquos Green to Ballymun and at Airport
8 surface stops
Twin bore tunnels internal diameter about 58m
Large underground crossover caverns spans in excess of 15m
Cross passages at 250m centres
Single ventilation intervention shaft
8 cut and cover stops (6 deep in city centre and the airport 2
shallow at DCU amp Ballymun)
1 mined stop (under river Liffey
4 year construction programme
Construction Methods
25
Key Issues
Fire Safety
Construction Impacts
Traffic Management
Architectural Impact
Ventilation
Land Requirements
Utilities
Environmental
Public Relations
bull Below grade cut amp cover stop with island
platform
bull Interchange with Irish Rail
Interconnector amp Luas Green Line
Specific Issues
bull Historical landscape elements
bull Temporary loss of recreational area
bull Architectural heritage
bull Launch site for future Metro South
bull Construction traffic
bull Local Business ndash Hotels amp Retail
St Stephenrsquos Green
26
OrsquoConnell Bridgebull Below grade mined stop
bull Vertical access via cut amp cover
structures
bull Access north and south of river Liffey
bull Temple Bar
bull Retail heart
bull Interchange with Luas Red Line
Specific Issues
bull AccessEgress
bull Construction Impacts
bull Working areas amp Traffic
bull Ventilation
bull Utilities
Airportbull Below grade cut amp cover stop with island
platform
Specific Issues
bull Tunnel Section
bull Airport Interface
bull Project timing
bull Transport hub
27
Typical stop design
Underground Station
bull At grade stop with island platform
located in the median of the R132
bull Accessed by signal controlled pedestrian
crossings at both platform ends
bull Integrated into plans for new Town
Centre
Surface Station-typical
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
24
Belinstown
Lissenhall
Estuary
Seatown
Swords
Fosterstown
Airport
Dardistown
Northwood
Ballymun
DCU
Griffith Avenue
Drumcondra
Mater
Parnell Square
OrsquoConnell Bridge
St Stephenrsquos Green
Key FactsSt Stephenlsquos Green to Belinstown
18km total length
11 km in tunnel (City centre to Ballymun and Airport)
7 km in retained cut at-grade or elevated
17 stops (2 provisional)
9 underground stops from St Stephenlsquos Green to Ballymun and at Airport
8 surface stops
Twin bore tunnels internal diameter about 58m
Large underground crossover caverns spans in excess of 15m
Cross passages at 250m centres
Single ventilation intervention shaft
8 cut and cover stops (6 deep in city centre and the airport 2
shallow at DCU amp Ballymun)
1 mined stop (under river Liffey
4 year construction programme
Construction Methods
25
Key Issues
Fire Safety
Construction Impacts
Traffic Management
Architectural Impact
Ventilation
Land Requirements
Utilities
Environmental
Public Relations
bull Below grade cut amp cover stop with island
platform
bull Interchange with Irish Rail
Interconnector amp Luas Green Line
Specific Issues
bull Historical landscape elements
bull Temporary loss of recreational area
bull Architectural heritage
bull Launch site for future Metro South
bull Construction traffic
bull Local Business ndash Hotels amp Retail
St Stephenrsquos Green
26
OrsquoConnell Bridgebull Below grade mined stop
bull Vertical access via cut amp cover
structures
bull Access north and south of river Liffey
bull Temple Bar
bull Retail heart
bull Interchange with Luas Red Line
Specific Issues
bull AccessEgress
bull Construction Impacts
bull Working areas amp Traffic
bull Ventilation
bull Utilities
Airportbull Below grade cut amp cover stop with island
platform
Specific Issues
bull Tunnel Section
bull Airport Interface
bull Project timing
bull Transport hub
27
Typical stop design
Underground Station
bull At grade stop with island platform
located in the median of the R132
bull Accessed by signal controlled pedestrian
crossings at both platform ends
bull Integrated into plans for new Town
Centre
Surface Station-typical
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
25
Key Issues
Fire Safety
Construction Impacts
Traffic Management
Architectural Impact
Ventilation
Land Requirements
Utilities
Environmental
Public Relations
bull Below grade cut amp cover stop with island
platform
bull Interchange with Irish Rail
Interconnector amp Luas Green Line
Specific Issues
bull Historical landscape elements
bull Temporary loss of recreational area
bull Architectural heritage
bull Launch site for future Metro South
bull Construction traffic
bull Local Business ndash Hotels amp Retail
St Stephenrsquos Green
26
OrsquoConnell Bridgebull Below grade mined stop
bull Vertical access via cut amp cover
structures
bull Access north and south of river Liffey
bull Temple Bar
bull Retail heart
bull Interchange with Luas Red Line
Specific Issues
bull AccessEgress
bull Construction Impacts
bull Working areas amp Traffic
bull Ventilation
bull Utilities
Airportbull Below grade cut amp cover stop with island
platform
Specific Issues
bull Tunnel Section
bull Airport Interface
bull Project timing
bull Transport hub
27
Typical stop design
Underground Station
bull At grade stop with island platform
located in the median of the R132
bull Accessed by signal controlled pedestrian
crossings at both platform ends
bull Integrated into plans for new Town
Centre
Surface Station-typical
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
26
OrsquoConnell Bridgebull Below grade mined stop
bull Vertical access via cut amp cover
structures
bull Access north and south of river Liffey
bull Temple Bar
bull Retail heart
bull Interchange with Luas Red Line
Specific Issues
bull AccessEgress
bull Construction Impacts
bull Working areas amp Traffic
bull Ventilation
bull Utilities
Airportbull Below grade cut amp cover stop with island
platform
Specific Issues
bull Tunnel Section
bull Airport Interface
bull Project timing
bull Transport hub
27
Typical stop design
Underground Station
bull At grade stop with island platform
located in the median of the R132
bull Accessed by signal controlled pedestrian
crossings at both platform ends
bull Integrated into plans for new Town
Centre
Surface Station-typical
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
27
Typical stop design
Underground Station
bull At grade stop with island platform
located in the median of the R132
bull Accessed by signal controlled pedestrian
crossings at both platform ends
bull Integrated into plans for new Town
Centre
Surface Station-typical
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
28
Belinstown Depot
Dublin Metro North Project Status
Tenders returned(4) and tender assessment complete
Two tenderers selected for BAFO
Metro Express
Global via Infraestructuras Macquarie Capital Group Limited
Bombardier Transportation (Holdings) UK Allied Irish Banks FCC
Transdev RATP
Celtic Metro Group
Mitsui amp Co Grupo Soares da Costa Obrascon Huarte Lain
(OHL) Barclays Private Equity Iridium Concesiones de
Infraestructuras Construcciones y Auxiliar de Ferrorcarriles MTR
Corporation
Oral Hearing commenced April 2009 and will reconvene early in 2010
BAFO Documents Issued in 2010
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
29
Key features
Impact on the City during Construction
Can tunnel industry resource project
Benefits to the City and Country
Political support
Financial situation in Ireland
Planning takes time
Operations needs front end involvement
Public support
Media and information
Metro in CopenhagenFrom vision to operation
Soslashren Degn Eskesen
Chief Project Manager
COWI Denmark
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
30
Oslashrestad
Airport
City Centre Main Railw St
Malmoslash
Bored Tunnel
490 m diam
070 m
walkway
Closed face
TBM
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
31
Deep Station
Longitudinal
section
Cross section
Stations
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
32
Stations
Stations
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
33
TURIN DRIVERLESS
METRO
LINE 1
ZAGREB METRO ROUND TABLE 7 September 2009
Piergiorgio GRASSO
ITA Vice President
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
34
900000 INHABITANTS
1500000 INHABITANTS
TRANSPORT SYSTEM AREA OF INFLUENCE
UNDERGROUND AS OPPORTUNITY TO TRANSFORM THE CITY
WITHOUT TRAFFIC HISTORICAL CENTRE IS NOW MORE
ATTRACTIVE FOR PEOPLE
Via Lagrange with and without tram on surface
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
35
The VAL operating standards set for Turin are
bull 208m-wide and 52m-long 4-
cars train completely re-
engineered with a maximum
passenger capacity of 440
people (6 passm2)
bull peak transport capacity of 13900 passh per
direction with a 114 minimum headway (69
at full capacity for the first and the second
section)
bull Maximum Speed 80 kmh
VAL SYSYTEM
METRO A SAFE PLACE
Video surveillance system in the
station on train and in the tunnel
Private security
operators in line
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
36
Turin Driverless Metro ndash Line 1
Turin Automatic Metro Line 1
The platform edge doors
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
37
PASSANTE underground rail crossing
CONSTRUCTION SITES METRO
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
38
THE PERMANENT WAY
Lining
the universal ring
Excavation diameter 780 m ndash 800 m
Internal diameter 690 m ndash 700 m
Lining universal ring
Thickness 30 cm -35 cm
Total length
constructed
13 km
Length constructed by
use of TBM
11 km
Minimum radius of
curvature along
alignment
180 m
Normal depth of
tunnel crown
12 m
Maximum depth of
tunnel crown
24 m
Number of tracks in
the tunnel
2
Number of TBMs 4
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
39
Fluvial-glacial and fluvial deposits (Quaternary period)
bull gravel sand and cobbles in a silty matrix
bull horizontal and vertical discontinuous levels (lens) with different grain size
distribution and varying degrees of cementation
bull levels with greatest cementation (conglomerate levels) are known as ―puddinga
formations
The first superficial water table is variable from 10 to 30 m below the ground surface
with strata consisting of coarse deposits
GEOLOGY AND HYDROGEOLOGY
Turin Driverless Metro ndash Line 1
CHOICE OF TBM
Design prescribed employment of a TBM capable of tunnel face
support leaving to the contractor freedom of choice between
Earth Pressure Balance or Slurry Shield machines The 4 Joint
Ventures in the 4 lots which included tunneling all chosed an
Earth Pressure Balance TBM (2 Lovats 1 Herrenknecth and 1
NFM) daily advance rate 12-24m
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
40
Turin Driverless Metro ndash Line 1
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
41
A Metro in ToulouseReasons for this choice
Key factors
Olivier Vion ndash ITA Executive Director
Toulouse
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
42
Toulouse Metro - Chronology
1980 Project of a urban transport system
In 1980 the SMTC decided to built up a urban tranport
network with a specific infrastructure to solve the trafic
problems
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
43
Toulouse Metro - Chronology
1980-1985 Feasibility study - visit of several towns
with VAL or tramways
Toulouse Metro - Chronology
1984 decision of the
SMTC to build a urban
transport system In any
case downtown will be
built underground
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
44
Toulouse Metro - Chronology
1985 Vote choice of a metro system VAL (light metro)
Detailed studies
Alignment modification after public consultation
Stations 15 to serve all areas each station is
designed by a team of architects Each is a
laquo artwork raquo
Transport System VAL from Matra
Cost and financing Concession
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
45
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
46
Construction methods
Lot 3 Slurry Shield machine (FCBKawasaki) Oct
1989 ndash March 1991
Oslash 765m
Section 1 1533m
Section 2 1592 m
Average rate metresmonth
155 190
Maximum rate metresmonth
355 300
Toulouse Metro - Chronology
1996 the SMTC decided to buy back the concession
after only 3 years of operation because they estimate
that this system cost money and because at the same
time the concessionaire was earning money
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
47
Consequences of this success
Prolongation of Line A
In 2003 the line has
been lenghtened by 5
km and 3 new stations
Consequences of this success
Between 2001 and 2007 line B has been built 15 km
20 stations
Cost 970 million euros
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
48
Ligne B
Future
Prolongation of metro line
For the rest of the network it
has been decided to build
tram lines
1 in construction
2 in project
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
49
Success factors for building metros
Good political sponsorship
Appoint a dynamic independant project team
Public consultation and modification of the alignment listen to comments by public
Good Planning
Good Procurement
Get funding right
Good Station architecture
Good communications
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
50
The past and the futurehelliphelliptoday we are the link
wwwita-aitesorg
Baltic States should consider becoming member nations of ITA
