automated metros - intelligent transport · 2016-12-06 · conventional metro lines into driverless...

www.eurotransportmagazine.com Issue 1 2014

JOIN US AT:European Bus Forum 2014

2 July 2014, Manchester, UKwww.europeanbusforum.com

German ProfileInfrastructure developments,

rolling stock and technology updates inBerlin, Frankfurt, Hamburg and Leipzig

Automated MetrosSuccess in Barcelona and Copenhagen

The security roleof front-line staff

Thomas Kritzer, Chairman, UITP Security Commission

Eurotransportwww.eurotransportmagazine.com 1 Volume 12, Issue 1, 2014

Technology and innovation is constantly growingand improving everywhere and the urban citypublic transport industry is committed to keepingup with demands for change. From the grow-ing use of mobile ticketing to the implementationof Wi-Fi on-board buses, technology is play-ing a huge part in giving passengers a morecomfortable and enjoyable journey.

But one particular industry-innovation to shinea spotlight on is one that is providing passengerswith a more punctual and safe service – driverlessmetro systems.

Also known as an ‘automated’ metro, thenumbers of these networks are growing around the world with construction of brand new lines, buttransport operators are also seeing the advantagesthat this mode can bring to operations by convertingconventional metro lines into driverless ones.

Our Automated Metros Supplement in thisissue showcases articles which highlight how twoexisting networks are working, plus a morestatistical article that provides information on howthe worldwide automated metro industry mightlook further down the line.

Those of you who have spotted that our artist-drawn front cover design is of an automated vehicleon the Barcelona metro network will be keen toread an article on page 24 from Ramón Malla,Manager of Automatic Lines at TransportsMetropolitans de Barcelona (TMB) who lets us in onhow the operator has coped with four years ofoperating three automated lines.

And on page 27, Chris Cox, Operations Manager of Metroselskabet, focuses on how theCopenhagen Metro system was designed plus other elements including safety certification andenergy consumption.

The article from Miryam Hernández – Managerof the Metro Division at UITP on page 30 – providesinformative statistics from the Observatory of Auto -mated Metros on how this impressive transportmode is growing around the world – but withEurope leading the way.

So, with the safety and efficiency advantagesthat automated metro systems provide passengersand transport operators, will conventional linesbecome a thing of the past and are we heading for adriverless future?

Elsewhere in this issue, we begin with a German

Profile (starting on page 10) bringing you articlesabout projects and developments in Berlin-Brandenberg, Frankfurt, Hamburg and Leipzig. Thepublic transport offering in the city of Frankfurt ismoving forward with the procurement of newvehicles and the construction of new lines, whilst inHamburg the public transport company is seekingto attract more passengers with a new corporatestrategy. Furthermore, there’s a new tram workshopin the city of Leipzig, plus the company that overseesoperations in Berlin-Brandenberg is focused onproviding reliable passenger information.

The topics of safety and security are alsopresented with an article that highlights how therole of front-line staff can improve passengersatisfaction from the Chairman of the UITP SecurityCommission and new Eurotransport EditorialBoard Member – Thomas Kritzer (page 57) and anarticle from the partners of the SECUREMETROproject (page 61).

I would also like to draw your attention to Eurotransport’s new-look website atwww.eurotransportmagazine.com. I suggest youbookmark our homepage so that you can access itquickly and easily to find daily updates on industrynews, information about future and past issues,plus keep up-to-date on details of the conferencesthat we will hold throughout 2014.

On the subject of our own organised confer -ences, big on the agenda is our European BusForum being held on 2 July 2014 in Manchester, UK.If you want to hear about the latest projects and developments from the experts within thissector, plus topics such as fleet management,funding and regulation, then I suggest you book a delegate position as soon as possible visitingwww.europeanbusforum.com.

As always, if you would like to contribute to afuture issue of Eurotransport with an end-user article or an informative news item, please do not hesitate to contact me via email [email protected]. Don’t forget youcan also join our groups on LinkedIn and Twitter –details are opposite.

INTRODUCTION

EDITORIAL BOARDThomas KritzerHead of Security & Service Department, Wiener Linienand Chairman of the UITP Security Commission

Mark CartwrightManaging Director, RTIG

Lindsay RobertsonChief Executive Officer, ITSO Ltd

Geoff DunmoreIndependent Passenger Transport Consultant

Dr. Fathi TaradaTunnel Safety Industry Expert, Mosen Ltd

Dave Gorshkov CEng FIET, CEO, Digital Grape Business Services Ltd

EUROTRANSPORTFounder Ian RussellManaging Director Vivien Cotterill-LeeEditor Craig WatersSenior PublicationsAssistant Karen HutchinsonGroup Sales Director Tim DeanSales Director –Rail & Urban Transport Division Ben HollidaySales Director Jamie PlayfordSenior Sales Manager Jude Marcelle-HoffbauerProduction Manager Brian ClokeFront Cover Artwork Steve Crisp

SUBSCRIPTIONEurotransport is published six times a year and isavailable by subscription for £90 for a year (six issues)which includes on-line membership access. Backissue copies can be requested at £15.00 per copy.

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CONTACTEurotransport: Published by Russell Publishing Ltd, Court Lodge, Hogtrough Hill, Brasted, Kent, TN16 1NU, UK Tel: +44 (0) 1959 563311 Fax: +44 (0) 1959 563123 email: [email protected]

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COPYRIGHTISSN 1478 – 8217 Copyright rests with the publishers. All rights reserved ©2014 Russell Publishing Limited

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No responsibility can be accepted by Russell Publishing Limited, the editor, staff or any contributors for action taken as a result of the information and other materials contained in ourpublications. Readers should take specific advice when dealing with specific situations. In addition, the views expressed in our publications by any contributor are not necessarily those of theeditor, staff or Russell Publishing Ltd. As such, our publications are not intended to amount to advice on which reliance should be placed. We therefore disclaim all liability and responsibilityarising from any reliance placed on such materials by any reader, or by anyone who may be informed of any of its contents. Published February 2014

Craig Waters Editor, Eurotransport

A driverlessfuture?


CONTENTS

1 INTRODUCTION A driverless future?Craig Waters, Editor, Eurotransport

5 FOREWORDThe KCEFM – your contact foreTicketing in North Rhine-Westphalia Nils Conrad, Manager, KCEFM

7 NEWS10 GERMAN PROFILE:

BERLIN-BRANDENBURGProviding reliable passenger informationHans-Werner Franz, Chief Executive Officer,Verkehrsverbund Berlin-Brandenburg GmbH

15 GERMAN PROFILE: HAMBURGHOCHBAHN seeks more passengers via new corporate strategyGünter Elste, Chief Executive Officer, Hamburger Hochbahn AG

19 GERMAN PROFILE: FRANKFURTNew lines and vehicles to improve Frankfurt’s offeringMichael Budig, Managing Director and Bernd Conrads, Director of Corporate Communications,Verkehrsgesellschaft Frankfurt am Main (VGF)

22 GERMAN PROFILE: LEIPZIGA new era for local transit in LeipzigRonald Juhrs, Managing Director of Technology andOperations, Leipziger Verkehrsbetriebe (LVB)

24 AUTOMATED METROS SUPPLEMENTTMB: four years of operating three automated linesRamón Malla, Manager of Automatic Lines, Transports Metropolitans de Barcelona (TMB)

27 AUTOMATED METROS SUPPLEMENTCopenhagen Metro: transforming city travelChris Cox, Operations Manager, Metroselskabet

30 AUTOMATED METROS SUPPLEMENTMetro automation: a proven and scalable solutionMiryam Hernández, Manager – Metro Division, UITP

34 SHOW PREVIEWIntertraffic Amsterdam 2014

39 STATIONSSEAM4US: research for sustainable metro stationsGiovanni Pescatori, Coordinator, SEAM4US and Michael Pellot, Director of Research, Development and International Affairs, Transports Metropolitans de Barcelona (TMB)

43 ROLLING STOCKIntroducing new rolling stock to Stockholm MetroJeremy Long, Chief Executive Officer – European Business, MTR Europe

48 TETRA SUPPLEMENTWhy TETRA for the European urban public transport market?Robin Davis, Chairman, TETRA + Critical CommunicationsAssociation (TCCA) Transportation Group

50 TETRA SUPPLEMENTTETRA evolution for future needsBernt Mattsson, TETRA Technical Officer, EuropeanTelecommunications Standards Institute (ETSI)

54 SHOW PREVIEWCritical Communications Europe 2014

57 SECURITYThe perfect front-line employee – the role of staff in public transport securityThomas Kritzer, Head of Security and Service Department, Wiener Linien

61 SECURITYSECUREMETRO: improving the blast resilience of rail vehiclesConor O’Neill, Research Engineer, NewRail and other project partners

COMING UP IN THE NEXT ISSUE…■ London Underground infrastructure upgrade

developments■ First Glasgow’s new £20m bus depot■ Safety & Security Supplement■ ITS & Traffic Management technology

Published April 2014. Don’t miss out on your copy by subscribing today. Visit www.eurotransportmagazine.com or contact Karen Hutchinson via email at [email protected]

GILGEN DOOR SYSTEMS

Gilgen Door Systems AGMarketing & Sales ADP

Freiburgstrasse 34

CH-3150 Schwarzenburg

Phone +41 31 734 41 11

Fax +41 31 734 43 24

[email protected]

www.gilgendoorsystems.com

Platform Screen Doors (PSD) full- and half-height

Your way to improve:

MétroLIGHT and MétroMEDIA allow the customer to refinance the investment.

both MétroCUBE.

Gilgen Door Systems AG -

The world leader in

PSD retrofit business

GILGEN DOOR SYSTEMS

Gilgen Door Systems AGMarketing & Sales ADP

Freiburgstrasse 34

CH-3150 Schwarzenburg

Phone +41 31 734 41 11

Fax +41 31 734 43 24

[email protected]


Upgrade your stations to Business Class

Your way to improve:

customer to refinance the investment.

spectacular exhibition both MétroCUBE.

Gilgen Door Systems AGMarketing & Sales ADPFreiburgstrasse 34CH-3150 Schwarzenburg

Phone +41 31 734 41 11Fax +41 31 734 43 [email protected]

Platform Screen Doors (PSD) full- and half- heightYour way to improve:

Gilgen Door Systems

Hong Kong

Shanghai

Beijing

StockholmParisNew York

This is the underlying concept of fiveCompetencecentres (CC) which were created bythe state of NRW. One of them is the Compe -tencecentre for Electronic Fare Management(KCEFM1), which acts as a consultancy andservice provider for client bodies and publictransport operators in North Rhine-Westphalia.The KCEFM is integrated into the administra-tive structures of the transport association of the Rhine-Ruhr area (VRR). Hence, it benefits from the joint expertise of the publictransport association and its transportoperators which service this area. This will allowus to process national projects by pooling our know-how.

The KCEFM, which was founded in 2002, hasbeen commissioned by the state of North Rhine-Westphalia with the co-ordination of thestate-wide electronic ticketing project.

The key role of the KCEFM is to support theintroduction of electronic fare management

systems on a state-wide level. As such, the centre acts as a consultant and project man-ager for transport companies and PTAs, inaddition to assisting industry partners. One suchexample is a recent project with the PublicTransport Association, VRR, where the KCEFMassists the VRR in setting-up an electronic faremanagement, level 3 (EFM3), by carrying out afeasibility study.

The KCEFM is always on top of new technicaldevelopments in the industry, testing theirpractical application in pilot projects andassisting its project partners with its technicalexpertise. In order for the NRW transportcompanies to be able to check the validity ofevery single eTicket, the KCEFM is in the processof co-ordinating the setting-up of a controllinginfrastructure, which acts as the Central Office forbarring tickets from use.

In conjunction with the CompetencecentreMarketing, which is located in the premises of the

PTA Rhein-Sieg, the KCEFM develops new pricingstructures for eTickets as well as new saleschannels for an NRW-wide tariff, in addition tosupporting their introduction.

Its work is not limited by the boundaries ofthe German state NRW. The KCEFM is also a partyto the standardisation of the electronic faremanagement across the whole of Germany bycontributing to the VDV-core applications and theintroduction of the (((eTicket Germany.

Reference1. KCEFM: Kompetenzcenter für Elektonisches

Fahrgeldmanagement – German Acronym forCompetencecentre for Electronic Fare Management;www.kcefm.de


FOREWORD

Nils ConradManager, KCEFM

The advent of new technologies in conjunction with changing mobility needs and safety conditions in publictransport has brought new challenges in its wake which, based on their significance, require nationalcoordination at an expert level as well as input from the state of North Rhine-Westphalia (NRW).

The KCEFM – your contact for eTicketing

in North Rhine-

Westphalia

What happens today is in your hands. Whether you’re faced with congestion, accidents or severe weather, it’s your job to keep the traffic moving. And it’s our job to help you. Our smart traffic monitoring solutions will take you straight to the heart of the action, so you can make the right move, at the right time – every time.

Make your next move now, visit www.axis.com/yourtraffic

Your Traffic.Your Move. Your TrYou


NEWS

Busworld Turkey’s 5th International Trade Fair

for the Bus & Coach Industry and Accessories

will be held in Hall 1 and 2 of Istanbul (CNR)

Expo Centre from 24-27 April 2014.

Istanbul, one of the fastest growing cities in

the world, is becoming more and more important

thanks to the new projects in transportation.

Being an intercontinental transit point and a trade

centre, Istanbul has maintained the world

standards with the recent infrastructure works.

Through road transportation, millions of people

are travelling from one point to another in short

and long distances and consequently, the demand

for public transportation vehicles is increasing

day-by-day. Therefore, Busworld Turkey has

become an important international event for the

industry, not just in Turkey, but also in its

neighbouring countries and regions.

www.busworldturkey.com

Busworld Turkey:a platform forthe industry

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Since 2008, the Swedish transport association

ÖstgötaTrafiken has processed its complete ticket sales

via the ATRON DEBAS System. Up to now, 350 buses,

22 trains and 20 trams have been equipped completely.

Now, ATRON has received an order to equip another

eight EMUs.

Each vehicle is equipped with the ticket

vending machine AFA 267, which was specifically

developed for rail vehicles, as well as an ATRON AFR

on-board computer. ACE 130 smartcard terminals

are set-up at every entrance, and mobile AMR 140

devices are used for mobile ticket inspection.

The complete hardware is connected online with the

central system ATRIES for accounting and data

provision as well as with the ATRON Internet sales

system WebTick.

The data and power supply of the ATRON

ticketing system is established during the set-up of the

trains in order to avoid complex adjustments later.

Thanks to numerous successfully completed projects in

rail traffic, ATRON has long-term experience with the

integration of proprietary technology during

the production process of the trains.

www.atron.com

IRMA MATRIX Passenger CounterIris-GmbH, leading supplier of sensors for Automatic

Passenger Counting (APC), will present their IRMA

MATRIX sensor at IT-Trans 2014.

This most recent generation of Iris’ APC sensors is

based on real 3D distance measurement and detects the

real contour of passengers enabling highly accurate and

reliable counting. This method makes counting

resistant to environmental conditions such as

temperature, ambient light from bright sunshine to

total darkness, floor colour, passengers’ clothing

surface, etc.

The distance and contour measurement principle

also enables the separate counting of adults and

children, distinguished by height. This allows

continuous gathering of reliable ridership data for

different tariff models or operation optimisation.

The sensor comes with a flush mount and a

surface mount IP65 housing version for smooth

mechanical integration in the door cover without

adjustment. Modern interfaces allow easy integration

to an on-board computer.

www.irisgmbh.de

Intertraffic’s new indoor navigation appAt Intertraffic Amsterdam 2014 an innovative

indoor navigation app will be introduced to help

visitors find their way around the show. This brand

new application will give access to all the uploaded

exhibitor information, a QR code-based precise

location and destination navigator and much more.

The app will become available for download in mid-

March 2014.

The app features: indoor navigation; detailed

information of exhibitors; interactive map with

compass; using QR codes for location; mark your

favourite seminars and workshops; multiple

languages; and offline availability.

Intertraffic is the world’s largest and

most influential trade event for infrastructure,

ITS traffic management, safety and parking.

It provides a comprehensive overview of the

very latest products, services and solutions

offered by suppliers, and also showcases the

latest industry trends and developments. Intertraffic

is intended for policymakers, specialists and

operational personnel from government author-

ities, engineering consultancies, and the industry

at large.

www.intertraffic.com/intertraffic-amsterdam

In Turku, Finland, INIT will implement an integrated

fleet management, real-time passenger information

and ticketing system – the first win for the company

in Finland.

Finland’s state-of-the-art public transport system

is currently under development in the country’s third-

largest metropolitan area. The transport authorities in

Turku have decided to geographically expand their

network and future plans include a more integrated

service with other transport operators and modes of

transport in the greater area. With INIT, Turku has

found the perfect partner as the Intermodal Transport

Control System MOBILE-ITCS will provide them

with a basis for cross-company public transport service.

It will afford the interoperability with other fleet

management and real-time passenger information

systems via standard interfaces – thereby improving

passenger information and connection protection.

Due to its multi-client capability, the system will also

allow Turku to integrate other transport providers

in future.

INIT will implement a particularly innovative fare

management system in Turku – ID-based ticketing.

This means that all information is stored and managed

in the back-office system – in real-time. The ticket

medium itself only contains a unique identification

number. This solution allows for a flexible and

inexpensive use of various ticket media (2D barcode,

proximity card, etc.) and offers more abuse protection

in case of card loss. At first, some 200 vehicles will be

connected to the system and fitted with the combined

on-board computer and ticket printer EVENDpc and

the self-service terminal PROXmobil2.

www.initag.com

INIT providesinnovativeticketing conceptfor Turku

ATRON receives another order to equip trains in Sweden

EurotransportVolume 12, Issue 1, 2014 8

NEWS

SISCOG, specialists in software solutions for

optimised planning and management of

resources in transportation companies, received

the ‘Innovative Enterprise’ Honourable Mention

during the 10th COTEC Innovation Meeting.

This is the second time SISCOG has been

recognised by COTEC Portugal, a business

association for innovation sponsored by

the Portuguese President, the first being the

‘Innovative Product’ award for its CREWS

Real-time Dispatcher, a tool that quickly

solves personnel dispatching issues on the

day of operation.

“It is a great honour to receive this

distinction considering it is in recognition of

SISCOG’s on-going performance,” said João

Pavão Martins, SISCOG’s CEO, adding that “our

growth and prosperity are the result of the same

characteristics COTEC acknowledges, namely

our innovative spirit and openness to change.”

For almost three decades, the resource

planning software specialist has been imple -

menting its innovative products in international

railway and metro companies, such as the

London Underground and Lisbon Metro.

These companies have enjoyed significant

savings on different levels while using their

systems, and have even been recognised for it,

such as the Lisbon Metro that received an award

at the IDC CIO Awards 2013. This modular,

integrated and optimisation system, based on the

SISCOG Suite, manages three types of resources

– time and track occupation (trains timetables),

vehicles and staff – covering the entire planning

process. Passenger demand analysis and

timetable creation, station or train staffing

and production of their working plans, as well

as disruption management on the day of

operation, are some of its capabilities.

www.siscog.pt

SISCOG winsinnovationaward

Bombardier will supply Linzwith more low-floor trams

More low-floor Bombardier trams to operate in LinzBombardier Transportation has received an order for

another six FLEXITY 100% low-floor trams for the city

of Linz in Austria. The contract is valued at

approximately €19 and the new vehicles will be used

on the tram extension to Traun.

Bombardier will manufacture the new FLEXITYtrams at its Vienna site and delivery of the first vehicles

is scheduled for mid-2015. This order is the fifth

occasion that the Linz Transport Authority has opted

for Bombardier trams.

The FLEXITY trams are 40m-long, 2.3m-wide and

able to accommodate 224 passengers. The functional

interior design elements of the new vehicle integrate

many years of day-to-day operational experience.

The vehicles are reliable and accessible for passengers

with reduced mobility.

BOMBARDIER and FLEXITY are trademarks ofBombardier Inc. or its subsidiaries.

www.bombardier.com

The Docklands Light Railway (DLR) has achieved

its highest scores for punctuality and performance in its

26-year history. The railway which is operated on

behalf of Transport for London (TfL) by Serco

Docklands, ran 99.67% of its trains on time during the

period 5 January to 1 February 2014 and also operated

99.77% of its scheduled services.

Transport for London’s Director of the DLR, Rory

O’Neill said: “The DLR continues to deliver to its

passengers one of the most reliable and punctual rail

services in Britain. This performance was made

possible by a continuous and sustained effort by all

staff and we will continue to strive to improve

performance even further.”

www.tfl.gov.uk

DLR performanceat record levels

London buses to go cashlessfrom mid-2014Transport for London (TfL) has announced that it is

to stop accepting cash fares on London buses from

summer 2014.

Since launching on the bus network in

December 2012, over eight million journeys have

now been made using a contactless payment card.

With the acceptance of contactless payment

cards to be extended to London Underground and

London Rail services from later this year, the use of

cash is expected to continue to fall; cash fares

make up 1% of bus journeys – down from around

25% a decade ago.

This change will not affect 99% of bus

passengers who already pay for their journeys

using Oyster, prepaid tickets, contactless payment

cards or concessionary tickets. The latter group

represents a third of passengers and includes

children and young people, older and disabled

people and the unemployed. Our research shows

this change is also unlikely to affect tourists as

the vast majority use a prepaid ticket, such as Oyster,

to get around the capital.

Leon Daniels, Managing Director for TfL

Surface Transport said: “The decision to stop

accepting cash fares on London buses reflects the

changing way that people pay for goods and services

in our city, including journeys on the bus network.

We are introducing a range of measures, including a

new ‘one more journey’ feature on Oyster cards,

which will ensure that people can still make a

journey and then top-up their card when they don’t

have the full fare. Paying with Oyster or a

contactless payment card is not only the cheapest

option, but also speeds-up boarding times at bus

stops and reduces delays. It costs £24 million a year

to accept cash on London’s buses and by removing

this option we will generate significant savings

which, like all of our income, will be reinvested in

improvements to the transport network.”

www.tfl.gov.uk

Cash fares will no longer beaccepted on London busesfrom summer 2014

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NEWS

Rail & Public TransportSafety & Security 20146 March 2014Location: London, UKTel: +44 (0) 1959 563 311Email: [email protected]: www.eurotransportmagazine.com/rptss

Critical CommunicationsEurope 201410-12 March 2014Location: Amsterdam, the NetherlandsTel: +44 (0) 20 7017 5289Email: [email protected]: http://criticalcommunicationseurope.com/

Intertraffic Amsterdam 201425-28 March 2014Location: Amsterdam, the NetherlandsTel: +31 (0) 20 549 12 12Email: [email protected]: www.intertraffic.com/intertraffic-amsterdam

Critical CommunicationsWorld 201420-22 May 2014Location: Marina Bay Sands, SingaporeTel: +44 (0) 20 7017 7878Email: [email protected] Web: http://criticalcommunicationsworld.com

Transports Publics 201410-12 June 2014Location: Paris, FranceTel: +33 (0) 1 48 74 04 82Email: [email protected]: www.transportspublics-expo.com/en

ITS European Congress 201416-19 June 2014Location: Helsinki, FinlandTel: +32 2 400 07 45Email: [email protected]: www.itsineurope.com

IFSEC 201417-19 June 2014Location: London, UKTel: +44 (0) 20 7921 5000Email: [email protected] Web: www.ifsec.co.uk

European Bus Forum 20142 July 2014Location: Manchester, UKTel: +44 (0) 1959 563 311Email: [email protected]: www.europeanbusforum.com

EVENTS

If you have a diary event you wish topublicise, send details to Martine Shirtcliff at:

[email protected]

GDS – the world leader in PSD retrofit businessMetro systems are capable of transporting more

passengers per hour than ever. However, without the

physical separation offered by a PSD (Platform Screen

Doors) system, the theoretical system capacity can, in

most cases, not be fully utilised. Meeting the need for

more safety, increased capacity, enhanced reliability

and improved convenience, is a challenge being met by

more-and-more metro operators with the installation of

PSD systems.

With more than 50 years of experience in door

automation and control technology and more than

20 years of experience in the PSD project business, GDS

(Gilgen Door Systems) is today one of the worldwide

leading manufacturers and suppliers of PSD systems.

With the successful installation and comm -

issioning of PSD half-height bijou® systems in all the

stations of the Parisian Metro Line 1, GDS has made a

significant contribution to an optimal automation of

this centenarian metro line. In the course of this project

implementation, GDS has once again demonstrated its

competences in international project management,

engineering, innovative and customised product

design, logistics, installation and maintenance of PSD

systems, which are indispensable for successfully

completing complex upgrading projects of this

magnitude. The fact that (between 2000 and 2007)

GDS had already implemented the world-wide first

PSD retrofit full-height project in Hong Kong

(subsequent installation of more than 3,000 PSD

systems for three metro lines) to the utmost satisfaction

of the customer, means that GDS distinguishes itself by

a unique competence in the field of PSD retrofit

business on a global level. GDS has also recently won

new PSD contracts in Hong Kong and Stockholm.


Eurotransport is delighted to welcome Thomas

Kritzer from Wiener Linien and Mark Cartwright

from RTIG as new Editorial Board members.

Thomas and Mark join four existing members

who have been selected to represent our core

subject areas.

On joining the Editorial Board, Thomas

Kritzer, who is Head of Wiener Linien’s Security

and Service Department, plus Chairman of the

UITP Security Commission, said: “Every issue of

Eurotransport covers interesting topics – it consists

of a good mixture of industry reports and articles on

current and new developments. Joining the Editorial

Board means I can contribute to the configuration of

an interesting magazine and supporting a place for

exchange of public transport experts.”

The second new member, Mark Cartwright

– Managing Director of RTIG (a community forum

for technology in passenger transport) is no stranger

to Eurotransport. He said: “We have worked with

Eurotransport now for several years, both on

the magazine and through associated events –

notably their annual highly successful Real-Time

Passenger Information conference. It’s time to take

the next step, and I am delighted to be joining the

Editorial Board.”

To view a full-list of our Editorial Board, please

visit our website where you can also find a daily

update on industry news plus information about

forthcoming Eurotransport conferences.

www.eurotransportmagazine.com

Thomas Kritzer Mark Cartwright

In a nine-month multi-million project by Transport for

Greater Manchester (TfGM), the Manchester Victoria

Metrolink stop will be completely redesigned and

expanded to provide additional platforms and tracks,

accommodating the new Second City Crossing and

wider network expansion – in conjunction with the

transformation of the railway station by Network Rail.

Peter Cushing, TfGM’s Metrolink Director, said:

“The Victoria project is incredibly exciting, it

complements the wider transformation of the station

but also plays an essential part of Metrolink’s Second

City Crossing development and on-going expansion of

the network.”

www.tfgm.com

Essential transformation ofManchester Victoria Metrolink stop

Eurotransport welcomes two newEditorial Board members

Latest passenger information –important for public transportAs the attractiveness of the overall publictransport system is largely based on reliablepassenger information, one of VBB’s main tasks is to ensure functioning company-wideelectronic timetable information for the entireregion. The Federal States of Berlin andBrandenburg have thus entrusted it to operatethe state public transport information systemand the ‘VBB-Fahrinfo’ timetable informationfacility (HAFAS / supplier: HaCon GmbH,Hannover) which provides users with con -temporary functions both on the Internet and

via apps on mobile devices. This service requiresVBB to act as a partner in the DELFI networkextending passenger information across thewhole country of Germany and offering itsinformation to international users as part of EU-Spirit.

Given customer expectations and the rapidly increasing use of mobile services, up-to-date information on disruptions andchanges is of great importance. This promptedVBB to create an association-wide concept at anearly stage, informing passengers and moni -toring connections through multiple operatorsbased on real-time data – an initiative which has

almost been implemented to its full extent inrecent years.

VBB-FahrinfoThe demand for information on the Internet andfrom apps is constantly growing, which is whyVBB is offering a contemporary informationservice through its VBB-Fahrinfo on the Internetand its Fahrinfo apps. In doing so, VBB-Fahrinfonot only provides timetables, maps and faredetails but also barrier-free information andnow even real-time information from 12 datasuppliers (transport companies/co-operationsof several companies). This real-time data is


Verkehrsverbund Berlin-Brandenburg GmbH (VBB) is Germany’s largest association in terms of area. It is amunicipal association owned by the federal states of Berlin and Brandenburg as well as the cities and districtsin Brandenburg. The 40 transport companies making up the association offer their transport services to theapproximately six million residents and visitors to the capital’s region in the form of approximately 1,100 trainand bus lines across an area of some 30,000km2. This all happens in a very diverse region – from the metropolisof Berlin with its dense and high-quality public transport network to the rural regions of Brandenburg, wherethe population density, in some cases less than 30 residents/km2, is making traditional public transport servicesincreasingly difficult.

Providing reliablepassenger information

GERMAN PROFILEBERLIN-BRANDENBURG

Hans-Werner Franz Chief Executive Officer,Verkehrsverbund Berlin-Brandenburg GmbH

© Sean Pavone / Shutterstock.com

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displayed on departure boards and is used tocalculate alternative routes in the event of adisruption (so-called ‘re-routing’). Moreover,disruption information is also increasingly beingtaken into account, which is collected andprovided by the transport companies via theHAFAS tool ‘HIM’ (HAFAS Information Manager).Due to the participation in the national andinternational information networks, DELFI and EU-Spirit information can also be providedin neighbouring regions, e.g. from the VBBregion to Poland.

The web version of VBB-Fahrinfo remains inkeeping with the design of the VBB’s mainwebsite1 and the latest technology enablesadditional information and special settingoptions to be minimised graphically. But userscan still find them very easily and expand them inorder to view and use the content.

In addition to the stationary and mobileInternet (currently launching: the HTML5version), apps for iPhone and AndroidSmartphones offering a wide range of typicalSmartphone functions are also available. TheVBB apps have now been downloaded over600,000 times, ensuring wide prevalence and arapidly increasing demand for information.

The displaying of maps, e.g. to viewfootpaths between the station and thedestination address, has recently also beensignificantly improved by introducing the ‘OpenStreet Map’ (OSM) which is managed by users andcontains much more detailed information and routes. This in turn improves footpath

calcula tions, as cul-de-sacs, laneways, parkpaths and pedestrian bridges/tunnels are alsoincluded in the footpath search.

Real-time data and VBB data hubWith the help of federal subsidies the largertransport companies in Berlin and Brandenburgbegan procuring and installing ITCS as early asthe 1990s. An initial phase saw these systemsserve purely as a means of monitoring and co-ordinating their own vehicle fleet. In furtherstages, interfaces were also set up for theassociation’s timetable facility, VBB-Fahrinfo,

and to monitor connections across multipleoperators from/to Deutsche Bahn AG. Theincreasing competition on the railways in recentyears has prompted several rail transportcompanies to render services within theassociation region. Direct interfaces straight tothe operator, Deutsche Bahn AG, are no longerhelpful to the transport companies if railwaylines are operated by another rail transportcompany. That’s why VBB set up a data hubenabling real-time data to be exchangedbetween a transport company and several other transport companies or VBB using theexisting interfaces. This means transportcompanies don’t have to worry about pur -

chasing expensive additional interfaces or thecomplex process of affiliating themselves withnew partner companies.

The ITCS of four transport companies wereconnected to the VBB data hub in late-2013, and2014 will see most transport companies withinthe VBB area being able to exchange real-timedata with other transport companies and the VBBthrough this data hub.

For example, the Dahme-Spreewald regionaltransport company (Regionale Verkehrsgesell -schaft Dahme-Spreewald – RVS) south of Berlinreceives punctuality forecasts from the DeutscheBahn AG, the Berlin city train (S-Bahn) and theEast German railway company (OstdeutscheEisenbahn – ODEG-) regarding the KönigsWusterhausen train station through the VBB datahub. The RVS control centre can react and hold itsbuses in the event of train delays, particularly inthe evening – a real benefit for the transportcompany and its customers.

Some transport companies have invested indynamic information displays for major transitstations and central bus stations. Beingconnected to the VBB data hub allows thesecompanies to display their own lines’ arrivals anddepartures as well as those of their partnercompanies, thereby providing customers with all the necessary timetable information – inreal-time.

Passenger information on displays Information displays are everywhere nowadays.Stationary displays connected to the Internet or



VBB coordinates theservices of the S-Bahn

‘‘One of VBB’s main tasks is to ensure functioning company-wideelectronic timetable information for

the entire region’’

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LAN can be found at train stations and stops andin the lobbies of public establishments such asauthorities, universities and museums. Privateenterprises such as hotels and tourism serviceproviders are also increasingly using indoor andoutdoor displays for advertising and informa -tion purposes.

VBB offers timetable information from itsdata pool to these providers through variousinterfaces. Data in HTML, XML and API formatswork particularly well. Data transfer through thestandard German interfaces VDV 453 and 454 isessentially reserved for the transport companiesequipped with ITCS.

Timetable information displays provided byVBB have today been fitted at train stations (e.g. Cottbus), airports (Berlin-Schönefeld),hospitals, the customer centres of manytransport companies and the lobbies ofuniversities (e.g. Viadrina Frankfurt/Oder), hotelsand youth facilities.

New: passenger information with real-time data on trainsPublic transport customers today expect toreceive up-to-date information on disruptionsand changes before and even during theirjourney. In summer 2013, VBB and Ostdeutsche

Eisenbahn GmbH (ODEG) took an importantstep forward in implementing the multi-operator passenger information and conn -ection synchronisation system based onreal-time data: monitors in the trains operatingon lines RE2, RE4, RB33, RB35 and RB51 display the connections of other intercity trains, suburban city trains (S-Bahn), subways (U-Bahn), trams and buses within the VBB areabefore the arrival at each stop.

For the first time in Germany, these screens

not only show the departure times andpunctuality forecasts for the line of the operatorbut also for other operators and transportservices providing travellers with up-to-dateinformation on all public transport connectionsdeparting from the train station, sometimes evenwith details on delays or malfunctions. Thesystem has been very well received and takespressure off train staff.

The ODEG decided to procure the on-boarddisplay data through VBB’s DFI interface. As the


An on-board display unit ofOstdeutsche Eisenbahn GmbH (OEDG)

VBB data hub was purely designed as a relay atthe start of the project, the ODEG could have onlyobtained planning and actual data from thetransport companies equipped with ITCS. Inorder to be able to send all timetable data to thirdparties through VDV interfaces 453 DFI and 454 AUS the functions of the VBB-Fahrinfo datahub were extended: if no actual data is sent toVBB from a transport company the VBB data hub uses the available timetable data in its VBB-Fahrinfo facility. After combining the targetand actual data the result is retrieved via the DFI interface of the ODEG ITCS and displayed onthe on-board monitors.

Successful for the passengers: co-operations with third partiesIn addition to its own information services, VBBis also very open to co-operating with thirdparties to reach out to as many (potential) publictransport users as possible. VBB has thus beenrunning an external interface (API) which allowsthird parties to programme their own applica -tions for services and to integrate publictransport information from VBB-Fahrinfo.Application users thus receive the sameconnection information as they would get from a VBB service request. The demand for (test) access is constantly growing whether it is for end-customer services, universityprojects or just as a trial. The partners using this facility include Nokia HERE and the Berlintraffic information centre (Verkehrsinformation -szentrale Berlin).

Other co-operations supported by VBB aretaking things one step further in terms of multi-modal information providing customerswith different services depending on the route.They can thus combine/select from car sharing,public transport, taxi and carpooling based onwhether they want the cheapest, fastest or‘greenest’ mode of transport. The servicesoffered by moovel (Daimler) and waymate areexamples of this.

As part of the open data initiative of thefederal state of Berlin, VBB timetable data is alsoavailable for general use as a ‘GTFS data set’under a CC BY 2.0 licence. This GTFS data issimilarly passed on to Google for use in GoogleMaps Transit.

Outlook: what remains to be doneIn light of the extensive innovations intro-duced in the recent past, VBB is curious to seehow customers will accept VBB services in thefuture. Initial reactions to the online changeshave been positive – especially in relation to the new OSM-based maps. The app ratings in the App Store and Google Play have also beenextremely pleasing.

Important extensions to VBB services in 2014will be mobile ticketing integrated into the VBB

apps, introduction of a so-called ‘Mobility Map’displaying the current locations of the publictransport vehicles, elevator disruptions incorpor -ated into the route calculation/ selection andmulti-modal routing which includes car sharingand bikes.

In terms of data used, VBB aims to displayline routes and access points as accurately aspossible. The precise location of stops is at thetop of the to-do list when it comes to furtherincreasing quality particularly for the apps. Andwith over 1,100 lines and more than 13,000 stopswithin the VBB area, it’s no mean feat ifinformation has also to be kept up-to-date. So there’s still a lot to do!

Reference1. www.vbb.de



Hans-Werner Franz studiedbusiness administration, politi -cal economics, sociology andjustice, and finished with adegree in economics. Activities indifferent professions followed, in which he collected extensive

experience from the transport, communicationsand management sectors. Hans-Werner workedas Marketing Manager at the Transport AuthorityRhine-Ruhr and as Head of Marketing and DeputyManaging Director at the Frankfurt TransportAuthority. As Managing Director of CubicTransportation Systems in Germany, he wasinvolved in solutions for the optimisation ofmodern sales systems in public transport.

Since November 2003, Hans-Werner has beenChief Executive Officer of VBB.

There are 40 transportcompanies making up theVBB transport offering

‘‘Public transport customers today expect to receive up-to-date information ondisruptions and changes before and even

during their journey’’


The trend of further increasing passengernumbers in Germany’s big cities – and thisapplies to Hamburg in particular – will continuein the future. Solid economic growth combinedwith new employment opportunities and thesteady trend to ‘urbanise’ will attract more andmore people to work and live in the cities. At thesame time, mobility requirements will alsoincrease, as people will require mobility aroundthe clock in the intra-urban environment, butalso outside the city.

Simultaneously, Hamburg faces majorenvironmental challenges, which can only bemet by means of an efficient, attractive andintensely used local public transport system.Compared to 1990, the CO2 emissions ofHamburg are supposed to decrease by 40% by2020 and 80% by 2050. Moreover, the EuropeanUnion has set high standards in terms of airpollution control. Parallel to this change offramework conditions, people’s expectations inthe quality of urban life likewise increase.Individual passenger vehicle utilisation oftenconflicts with these objectives. In addition, onlylimited street space is available, as traffic jams

and the search for a parking place turn into aburdensome day-to-day task.

Commitment to growthTherefore, the development of inner-citymobility is of outstanding significance to themetropolis of Hamburg. With its new, long-termcorporate strategy, HOCHBAHN has committeditself to the objective of sustainable growth interms of passenger numbers. In this context, weanticipate a further increase of passengernumbers to 525 million by 2020 and up to 600 million by 2030. Only on this basis can theambitious objectives of the Free and HanseaticCity of Hamburg be brought in line with therequirements of a rising urban and commuterpopulation. However, one would be mistaken tobelieve that those new passengers will comeautomatically. Instead, enormous efforts willhave to be made to convince both new andexisting passengers by means of a convenientservice package to refrain significantly moreoften from using their own passenger car or dowithout one altogether and switch to localpublic transport.

The systematic extension of transportservices is an integral part of our corporatestrategy, while taking into consideration that anysuch extension also needs to be economicallyprofitable. The economic success of HOCHBAHN,which is reflected – among other things – in oneof Europe’s highest cost coverage ratios (90%),remains an essential objective to be achieved notleast because of the tight public budgets. At thesame time, major future-oriented projects for anextension of the underground railway networkare in the planning stages for the next twodecades. To better develop large residentialsettlements, link new housing estates to the localpublic transport system and provide relief forroads and streets, about 30 variants are currentlyunder consideration. Still in the course of thisyear, various concepts are supposed to bepresented. As far as it proves possible, specificplans and schedules for the first new transportroutes shall get underway in 2015 after acorresponding decision has been taken by thepolitical decision-makers.

However, our company’s strategic agendadoes not only include the extension of our

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Günter Elste Chief Executive Officer, Hamburger Hochbahn AG

GERMAN PROFILEHAMBURG

HOCHBAHN seeks more passengersvia new corporatestrategySince 2006, the passenger numbers of Hamburger Hochbahn AG (HOCHBAHN) have increased by 2.5% on anannual average. At the same time, the absolute passenger numbers of Germany’s second-largest local publictransport company, which operates the underground railways of Hamburg and most of its bus lines and henceaccounts for around 55% of the city’s local public transport, rose by 18% overall from 373 million (2006) toapproximately 440 million (end-2013).

infrastructure or the ‘vehicle fleet’, so as to raisethe number of passengers. For after all, theattractiveness of local public transport and itsdegree of utilisation also depend essentially onthe ways in which the transition betweenindividual and public mobility is shaped.Therefore, we consider three projects inparticular as a top priority, deserving consistentexpedition in the framework of the HOCHBAHN2030 strategy.

Barrier-free stationsThe barrier-free extension of the largely 100-year-old underground system has receivedsignificant financial support from the incumb -ent Senate of Hamburg, which, however, is alsoassociated with very high requirements. By thebeginning of the next decade, all undergroundrailway stations are expected to provide barrier-free access. In this context, it must be taken intoconsideration that the share of barrier-freestations was only 40% in 2012. While, up to thattime, the city only funded the redevelopment of about one station each year, the new target is now at least five stations a year. Theresulting tasks (installation of lifts, platformelevations, installation of control systems etc.)in a 100-year-old system with minimal disturb -ance to the on-going transport operations areone of the greatest challenges currently facedby our engineers. Taking this consideration, it isextremely pleasing news that we are currentlyfully in line with the time and cost schedule ofthis project. Slightly less than two thirds of allstations are going to be barrier-free by 2015.

Enhancing high-speed railway station surrounding areasAnother important project for the next decade is the enhancement of the surrounding areas of Hamburg’s high-speed railway stations. In addition to the 91 underground railwaystations that belong to HOCHBAHN itself, theregional government also commissioned us toinclude the surrounding areas of the high-speedrailway stations (the high-speed railway systemis operated by a subsidiary of DB AG) in theproject, which therefore covers a total of morethan 150 stations. The objective is to makeaccess to local public transport not only moreattractive, but also more user-friendly by meansof enhancing the surrounding areas of thestations (cleanliness, brightness, structuralcondition etc.). This also includes the modern -isation of 11,000 existing and the creation of11,000 new bicycle parking places. The

enhanced appearance of local public transportenvironments will make it easier for people towaive the possession and use of an ownpassenger car. In this context, the role of thebicycle in the inner-city sections of the townmust not be underestimated. Parallel to this, weshall also re-engineer our park-and-ridestrategy, as we combine a considerablecapacity extension with a significant qualitativeupgrading of existing facilities.

Changing mobility habitsThe third project to be mentioned in this con-text provides evidence that HOCHBAHN isembracing the perceivable change of mobilityculture and applies new methods, which willserve as a role model as well for other localpublic transport companies. While possessionof a passenger car or even two or threepassenger cars used to be of high significance inthe past because of various reasons (prestigeetc.), the benefits analysis now shifts increas -ingly towards the fulfilment of mobilityrequirements. In short, this means ‘using ratherthan possessing’. In this context, the rising costsof passenger car possession and the increas -ingly scarce street space with traffic jams and ashortage of parking places play a major rolealongside the reduced prestige factor. For localpublic transport, this leads to increasedreadiness at least among city inhabitants to dowithout an own passenger car, provided theyare able to satisfy their mobility requirementsthrough other means of transport.

In the future, the bigger part of inner-citymobility requirements will continue to becovered by local public transport in the form ofrailways, buses and ferries. This trend issupported, among other things, by the relativelylow price in comparison to passenger cars, the



By the beginning of the next decade, allunderground railway stations are expectedto provide barrier-free access

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The first ‘switchh point’ was opened inlate-May 2013 at the high-speed railwayintersection Berliner Tor, providing localpublic transport customers withconvenient access to complementarymobility services

comfortable use (reduced stress factor) andavoidance of the individual costs of traffic jamsand parking place searches. However, theinhabitants of big cities also have mobilityrequirements that cannot be covered at all oronly insufficiently by local public transport – be itbig shopping trips in supermarkets or furniturestores in the countryside, or be it weekend visitsto relatives or family outings. Car sharing andrental vehicles may represent solutions to meetsuch mobility requirements without having touse an own passenger car.

Complementary mobility servicesFurther solutions can be added to thesecomplementary transport services such asrental bike systems which have been intro-duced very successfully in Hamburg and otherbig European cities, or taxi and other trans -portation services. These systems do notrepresent competition for us. On the contrary:comprehensive, low-priced and convenientcomplementary mobility services strengthenthe utilisation of local public transport, as they support the readiness among cityinhabitants to do without an own privatepassenger car as a permanent basic resource ofindividual mobility.

switchhFor that reason, we launched a mobility projectnamed switchh (the double ‘h’ standing for ‘Free and Hanseatic city Hamburg’) at the end ofMay 2013, which is unique thus far throughoutEurope. Together with initially two partners, theshort-time car leasing company car2go and the rental car provider Europcar, HOCHBAHNoffers its regular customers (subscriptioncustomers) attractive discounts for comple -mentary mobility services at an additional priceof €10 per month. switchh customers get thefirst 60 minutes of car2go utilisation free-ofcharge-and save €20 each time they hire aEuropcar anywhere in Germany. The car2godiscount alone represents a monetary value ofup to €17.40. Following online registration,every customer receives a switchh card, which provides access to the vehicles of car2goand, at the same time, works as a Europcarcustomer card.

Another important component of theswitchh service is the ‘switchh point’, whichprovides local public transport customers withvery convenient access to the complementarymobility services. The first switchh point was

opened in late-May 2013 at the high-speedrailway intersection Berliner Tor, which isfrequented by more than 100,000 passengersevery day. Here, the car2go and Europcarvehicles are made available for utilisation onspecial parking areas. Convenient parking placesfor private bikes, a large rental bike provider andprivate taxis on-site complement the service. The inclusion of the rental bike provider and the Hamburg taxi operators as regularproject partners is scheduled for the furthercourse of this year. In the coming years, up to 15 fixed switchh points, clearly visible in theurban landscape, are to be opened at highlyfrequented local public transport intersections.In addition, high residential and job density levelsand scarce parking space in the surroundingareas also constitute important factors for thechoice of locations.

Together with its employees and partnercompanies, HOCHBAHN has been the firsttransport company in Germany to develop amobility platform for the integration andconnection of complementary mobility servicesin local public transport. The mobility platformbrings together the various transport servicesand makes them available to customers via anapp or the Internet. The user receives multi-modal information about the services offered, i.e.gets a display of alternative options for theirspecific mobility requirements. They are able toselect the optimal service offered and reserve orbook this service directly, easily and convenientlywith only a few clicks.

Within the pilot project, scheduled until mid-2015 on the basis of a two-year term, weanticipate around 9,000 switchh customers. Thefirst months have already revealed massiveinterest in the project, which is likely to rise even

more as the level of public presence increases.Plans already go beyond the pilot project phase.Further partners with additional services offeredand even more locations are supposed to form anattractive package of local public transport andcomplementary mobility services and convinceas many citizens of Hamburg as possible of theirability to spare the possession of an ownpassenger car.

In our HOCHBAHN 2030 strategy, we have defined our new role as an ‘organiser of complementary mobility’. Even thoughHOCHBAHN itself does not wish to act as aprovider of complementary mobility services, wedo consider it our role and obligation to offer andorganise transport solutions, which are capableof covering the requirements of city inhabitantsand rise to the future challenges of our city.



In 1974, Günter Elste graduatedat the University of Hamburg inBusiness Management. Afterjoining the Planning Staff of theFree and Hanseatic City ofHamburg he became Head of Staff Administration and

Authorised Signatory in the Housing Industry. In1989 Günter was promoted to the position ofManaging Director of the Hamburger Gesellschaftfür Beteiligungsverwaltung – the holdingcompany of the state-owned enterprises of theFree and Hanseatic City of Hamburg. In 1996Günter was appointed Chairman of theHamburger Hochbahn AG, the second largestpublic transport company in Germany. Inaddition, from 1985 to 1997 he was Member of theParliament of the Free and Hanseatic City ofHamburg. Between 1989 and 1996 he was theParliamentary Party Chairman in the Parliamentof the Free and Hanseatic City of Hamburg(Bürgerschaft). From June 2003 until November2009 Günter was the elected Chairman of theAssociation of German Transport Companies,Verband Deutscher Verkehrsunternehmen (VDV).

Complementary rental bikesystems have been successfully

introduced in Hamburg

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Frankfurt’s ‘underground’ system – popularlyknown as the city’s backbone of publictransport – is different to the undergroundnetworks in London or New York because it isactually a ‘light-rail’ system which has under -ground sections within the city centre and alsosurface tracks in the city outskirts. Despite thisunusual offering, it is common in Frankfurt tocall the city’s light-rail network an ‘under -ground’ system.

Moving forwardIn Germany people say ‘standing still means

stepping back’ and this is especially true wherepublic transport for a modern city is concerned.Over time, tracks, stations and vehicles get olderand are heavily used by millions of passengersevery year. What was once new and ‘state-of-the-art’ will need refreshing and, in some cases,need complete reconstruction due to therapidly changing demands of passengers – i.e.the need for more or longer trains, to travel inair-conditioned vehicles, for surveillancecameras to be installed or to adhere to newenvironmental standards.

In order to move forward, VGF is committed

to continue its programme of extendingunderground and tram lines, of reconstructingolder stations and also replacing older rollingstock with new vehicles.

New linesSince the beginning of 2014, construction ofnew tracks to extend tram line 17 south of theriver Main have been underway. This project willcost €20 million and is expected to be inoperation by December 2014. The new route willbe approximately 1km-long with one new stopcalled S-Bahn Stresemannallee, where it will be

Verkehrsgesellschaft Frankfurt am Main (VGF) operates underground and tram lines in the city of Frankfurt – a city with more than 700,000 inhabitants and the fifth largest community of Germany. In 2003, the City ofFrankfurt decided to put the whole of Frankfurt’s bus transport system out to European-wide tender. VGF’s ownsubsidiary – In-der-City-Bus (ICB) – has to date won 50% of the city’s bus lines. Today, VGF operates nineunderground lines with a total length of 65km and nine tram lines with a length of around 67km. In 2013 these18 lines transported more than 167 million passengers, and taking the buses into consideration too, Frankfurt’spublic transport network carried more than 220 million passengers1.

GERMAN PROFILEFRANKFURT

Michael BudigManaging Director, VerkehrsgesellschaftFrankfurt am Main (VGF)

Bernd ConradsDirector of Corporate Communications, VerkehrsgesellschaftFrankfurt am Main (VGF)New lines and

vehicles to improveFrankfurt’s offering

possible to change from VGF tram lines toDeutsche Bahn’s S-Bahn services.

Extension of underground line U5Also in 2014, VGF will start its biggest and mostimportant project for years: the extension ofunderground line U5. Currently, the line –running from Preungesheim in the north of thecity via Konstablerwache and Dom/Römer –ends at Central Station. The track extension willleave the U4 tunnel under Platz der Republikturning to the west towards Europaviertel – anew developing district in Frankfurt north of theCentral Station. This area was once the centralfreight train station, but when complete will betransformed into a new district with apart -ments, shopping centres, offices, restaurantsand hotels. The whole area is close toFrankfurt’s well-known fair and exhibitioncentre and will, one day, house more than 3,000 apartments and create 30,000 jobs.

After turning to the west under Platz der Republik, the tracks will remain under-ground for 1.4km and will include one newunderground station called Güterplatz. Theremaining 1.3km will operate overground withthree new stations: Emserbrücke, Europagartenand Wohnpark. Between Europagarten andWohnpark terminal station, another tunnel forboth trains and automobiles will be constructedin order to keep the park area of the newEuropagarden untouched.

The costs for this project were estimated in December 2013 at €217 million and operationof U5 was projected to start in 2019. How-ever, following further examinations of the‘flowing-off’ of underground water, a revision ofthe construction of the tunnel section andGüterplatz station was made. Construction ofthe tubes was originally planned by injectingconcrete – a method considered necessary due of the depth of the building site, as theconnection to the U4 tunnel lies 27munderground, and Güterplatz station will be 20m-deep. Now a gigantic 140m-long drilling unit and a special hydro-shield will beused. The complete digging process will be performed without changing pressure oraffecting underground water. According to the Frankfurt Town Council, the project will not be stopped but it is now under reviewbecause an additional €50 million of funding isneeded. This of course impacts line U5’soperation start-date which is now not expecteduntil 2021 or 2022.

New vehicles orderedVGF opened new underground lines U8 and U9in 2010 and the new tram line 18 (connecting the district of Sachsenhausen, south of the river Main, with the new municipal districtFrankfurter Bogen) in 2011. New or extendedroutes and lines usually require new (or more)vehicles for operation. In December 2011, VGFordered another 78 light-rail trains – of type U5by Bombardier Transportation (BT) fromCanada – and nine new S-type trams, alsomanufactured by BT. Altogether this order wasworth more than €200 million. The delivery ofthe trams has been underway since summer2013; after which BT will start to bring the newU5 vehicles to Frankfurt.

In 2003, VGF began to renew its rolling stockby ordering 65 S-type trams from BT. And in 2008,

146 new U5-type light-rail trains were ordered,again from BT. VGF is to replace PtB, U2 and U3light-rail vehicles, some of which are more than45 years old. While the replacement of older Pt-tram-cars is finished, the R-type tram-cars andtype U4 light-rail trains – both in operation since1993/1995 – will be modernised in order to stay inservice for another 20 years.

Older infrastructure modernisedEqually important to improving a publictransport system by opening new lines and routes is the modernisation of olderinfrastructure such as tracks, tunnels andunderground stations, plus tram and bus stops.In Frankfurt, the first underground section – route ‘A’ – was opened in October 1968, which means that some stations and tunnels



A modified image to show what a U5-type trainleaving the tunnel in the new Europaviertel

district will look like in 2021 or 2022. Constructionof the U5 extension will start in February 2014.

are more than 45 years old; and that is whymaintenance of infrastructure is a vital part of VGF’s daily work.

VGF also has to prepare its system for thefuture as more and more customers will begin totravel with higher expectations; requiring fastertravelling speeds, more comfortable vehicles,efficient connections with trains and buses, andheightened levels of safety and security. That’sthe reason why a lot of the older surface andunderground stations in Frankfurt have beenprepared for the new U5-type vehicles, whichusually means heightening the platforms. In afew years Frankfurt will have a network of low-floor underground trains and trams.

These modernisation projects – with averag -ing costs of approximately €1 million or more perstation – will refresh the network’s infrastructure.In summer 2013, five stations along line U5 northof the city’s centre underwent reconstruction:Ronneburgstraße, Theobald-Ziegler-Straße,Sigmund-Freud-Straße, Gießener Straße andMarbachweg/Sozialzentrum, and VGF spent €10 million on this project. During the time ofconstruction buses replaced the undergroundtrains along the northern section of line U5. Each station is now ready for the BT trains, butthe old PtB-type trains will remain in operationwhile other stations along the line wait to bemodernised. The VGF will continue this workduring 2014 by reconstructing the overgroundstations Preungesheim, Hauptfriedhof andDeutsche Nationalbibliothek. This programme’s

work will be completed by 2015 along with the modernisation of Musterschule andGlauburgstraße stations. A new station will becreated at Neuer Jüdischer Friedhof, andEckenheimer Landstraße/Marbachweg will beclosed at the same time because it is too close toMarbachweg/Sozialzentrum.

Several tram stops are also underreconstruction: Dieselstraße, Daimlerstraße,Hugo-Junkers-Straße, Fechenheim Post,Ferdinand-Dirichs-Weg, Lokalbahnhof and Zoo.Ginnheim, the terminal station of undergroundlines U8 and U9 and tram line 16, was partiallyreconstructed in autumn 2013; VGF will finish this work by heightening the tram platforms insummer 2014.

In February 2014, VGF will start to rebuild the eastern entrance of Dom/Römer stationbecause of the project to redesign the historicalarea between the cathedral (Dom) and the Town Hall (Römer). Part of VGF’s rebuilding work is the installation of four new escalatorsand one new elevator. Work will be completed in 2015.

Elevators have been installed in several older stations over recent years, includingHolzhausenstraße, Grüneburgweg, Kirchplatzand Alte Oper. None of these stations hadelevators before and installing them turned outto be expensive and difficult. Since autumn 2013 works have been underway to installelevators in Miquel-/Adickes-Allee station and plans for elevators for Schweizer Platz

station are under further review. When theseworks are complete there will be only two olderstations – Eschenheimer Tor and Westend –without elevators.

With its commitment to improve andmodernise public transport, VGF will not face the danger of standing still.

Reference1. These figures do not include the S-Bahn (operated by

Deutsche Bahn AG0 which is another important publictransport element in Frankfurt.


Michael Budig holds anengineering degree and hasbeen one of the three ManagingDirectors of VGF since 1999, and in 2013 he was appointed to serve for a further five years.Michael’s list of previous em -

ployers includes Üstra in Hanover, StadwerkeOffenbach and Kölner KVB in Cologne. He is also aMember of the Steering Committee of the VDV(Association of German Transport Companies),Chairman of the Works Committee of VDV as wellas Chairman of the VDV group for the state of Hesse.

Bernd Conrads has been thePress Spokesman for VGF since2002. He trained as a journalistand following his studies and aperiod at Axel Springer School ofJournalism, he held variouseditorial posts including posi -tions at Die Welt, B.Z., Sat.1 and FrankfurterAllgemeine Zeitung before joining VGF. Since2005, Bernd has also held the position of Head ofCorporate Communications at VGF.


Construction of the new tram routein Stresemannallee. Constructionbegan in January 2014 and will lastuntil December 2014.

With its wooden exterior and glass walls to the front and back eleva-tions, the new workshop looks very high-tech. “This is truly the start of a new era,” said LVB’s Managing Director Ulf Middelberg proudly on avisit to the site.

From track layout to architecture, the new workshop, at the centre of a site the size of 60 football fields, is set-up for maximum processefficiency. However, it is also important to keep working conditions in mindand the workplace also doubles as a living space, and that is why plenty ofnatural light streams into the large space.

The new main workshop is laid out for minimum maintenancedistances. In the past an NGT-8 tram had to be moved backwards and

forwards 8.7 kilometres during the course of a major inspection. In the newworkshop, that distance has been halved to 4.3 kilometres.

Work takes place simultaneously on three levels. While work on theinner workings of the tram is carried out in ‘the cellar’ on platforms and onthe ground floor, work on the roof attachments can be made on the firstfloor. The maintenance track is rounded-out by a straitening unit and a 45m-long paint shop.

When the main workshop goes into operation at the end of the firststage of the technical centre development project in March 2014, but it won’tmean that all the workers, their tools and machines will move at once; themove will take place in a number of phases, and the official opening of the main workshop will be held in May 2014.


Leipzig’s trams have been repaired at the Heiterblick workshop since 1925 and of course, during that time thetechnology used in the vehicles has changed completely. Therefore, it was high time for the garage to beupdated, and after two years of construction, the 100m-long LVB maintenance centre now stands at the heart ofthe Heiterblick site.

A new era for localtransit in Leipzig

GERMAN PROFILELEIPZIG

Ronald Juhrs Managing Director of Technology and Operations, LeipzigerVerkehrsbetriebe (LVB)

Next stop: Moxa transportation solutions… please exit here for reliability,robustness and speed.

www.moxa.com/ITS

Stand 11.800

The new tram workshop for LVB is clad in woodwith glass walls to the front and back

Ronald Juhrs, a qualified transport engineer has worked atLeipziger Verkehrsbetriebe since 1978 and is currently theManaging Director of Technology and Operations.


SUPPLEMENT

TMB: four years ofoperating three

automated linesRamón Malla, Transports Metropolitans

de Barcelona (TMB)

Copenhagen Metro:transforming

city travelChris Cox, Metroselskabet

Metro automation: a proven and

scalable solutionMiryam Hernández, UITP

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MB

AUTOMATED METROS

SPONSORED BY:

A commitment to automationBarcelona’s automation journey began anumber of years ago, specifically around theearly-2000s. The idea of opting for an auto -mated line came along with the development ofthe construction project for a new line.However, this was not destined to be justanother line; its scale, covering a distance ofalmost 50km, would make it one of the longestmetro projects in the world. Its impact on theexisting metropolitan area transport networkwas also a significant consideration, as indefining the characteristics of the new line,Barcelona was actually deciding the future of its

metro service, since the line would account formore than half of the city’s entire network,which at that time was only 86km-long.

L9 and L10: two new automated linesThe new line would play a key role in the city’smobility due to its length, and also its route,which would need to connect key points withinthe city and therefore meet high transporta-tion demands (airport, trade fair, university,football stadiums, etc.), in addition to the factthat almost half its stations would haveconnections with other metro or railway lines. These characteristics clearly emphasised

an automated line’s flexibility in adaptingsupply to demand, and this was a crucial factorin the decision.

Moreover, the line was planned to have aunique route, passing from one side of the city tothe other, with the addition of two branch lines ateach end, which only added to the complexity ofthe operation – a complexity that automationwould be able to mitigate.

The L9-L10 is further characterised by aunique infrastructure, both in its tunnel and itsstations. The main length of the tunnel featurestwo levels for circulation separated by anintermediate cement floor with ramps conn -


In December 2009, Transports Metropolitans de Barcelona (TMB) began operating its first automated metroline, subsequently adding two more in the months that followed. The past four years have proved to be anexcellent experience for TMB as an operator, demonstrating that opting for automated lines as well as evolvingthe organisational model were absolutely the right decisions to improve customer satisfaction. This articleprovides a review of the four-year operational experience as a whole from various perspectives, starting with abrief introduction of Barcelona’s automated lines, continuing with a performance comparison to conventionallines, and subsequently moving on to analyse the service from a customer and employee perspective.

TMB: four yearsof operating threeautomated lines

Ramón MallaManager of Automatic Lines, TransportsMetropolitans de Barcelona (TMB)

AUTOMATED METROSSUPPLEMENT

ecting the two levels. In addition, the stations arevery deep, in some cases descending to almost70m. This project held other technologicalchallenges, such as being one of the first radio-based CBTC implementations for a heavy metroline, or a full-featured train SCADA system forreal-time monitoring and recovery of on-boarddisruptions, to name a few. As stated above, thislong automated line was commercially con -ceived as two different lines for easy customerreference: L9 and L10, which basically corre -sponded to each of the branches sharing acommon central section. Eleven kilometres of L9 and L10 are currently in operation, featuring12 stations, an automated depot area and anintegrated OCC for automated and conventionallines. Construction continues, albeit sloweddown by the economic crisis of recent years.

In summary, TMB not only faced thechallenge of fully automated operation, but also,because of its infrastructure, a new line concept.The criterion was, therefore, to understandautomation beyond the circulation of trains andalso address ‘station automation’ in order toenhance customer experience with moreefficient operation. This required a specificproject management methodology with aroadmap that would allow this broader vision tobe addressed.

L11 – a pioneering conversion projectTMB’s commitment to automation is deeplyrooted and extends beyond the addition of thenew L9 and L10 lines, with the city of Barcelonadeciding to take on a conventional lineconversion project at the same time. L11 alsobegan operating in automated mode inDecember 2009, just a few weeks after the firstsection of L9 was opened.

L11 is 2.3km-long and has five stations. In addition to it being short in length, L11 pro-vided the correct framework for a pioneeringconversion project that would act as a test-bed for future line conversions throughoutBarcelona’s metro network.

Since L11 was already in operation, therunning of the current service alongside the technical activities in progress whileminimising their impact was a big challenge. The installation of the platform screen doors wasvital in this regard, due to its notable impact onthe existing infrastructure and its effectiveness inmeeting the integration requirements for thesignalling and the train. Of course, the rigoroustesting, performed at night outside hours of

operation, was another one of the most difficultchallenges which had to be overcome.

The budget plans required to phase out theconversion project with a first stage of driverlessoperation (GOA3). The actual implementation infact exceeds the characteristics of a pure GOA3system, as the personnel on the train are totallyfocused on customer services and systemavailability, being freed from repetitive tasks,even at the time of boarding the train, when traindoors and platform screen doors are auto -matically closed without manual intervention.

A three-dimensional assessmentPerformanceAs a metro network operator with conventionaland automated lines, TMB is able to comparethe performance levels of both. Today, afterthree years, the automated line performance iswithout doubt superior to that of the con -ventional ones. The indicators of periods ofservice interruption provide impressive results,with the automated line concept’s high level ofreliability being unequivocally demonstrated.

It has also become clear in recent years thatthere are fewer technical incidents on anautomated line, although we must also acknowl -edge that the complexity of incident resolution

may be higher. To mitigate this potential com -plexity, first response recovery and accuratediagnosis is key, the new operational roles beinginstrumental here, both at the control centre and on the line itself. A new approach to mainten -ance is obviously required, especially on thosesystems related to driverless operation.According to TMB experience, integration andcoordination between maintenance experts and operations personnel in the field is crucial.

EmployeesTMB has been convinced since embarking onthis process that an automated line wouldrequire an appropriate organisational modelcapable of addressing the differences thatautomation would involve. A model that wouldmaximise the advantages that technology couldoffer on a driverless line.

Despite the current number of automatedlines in the world, there are still very fewconventional network operators that have gonedown the road of automated lines. That numberwas even less in the early-2000s. For a metronetwork operator wanting to add an automatedline, as was TMB’s case, it means initially drawing on previous experience from the con -ventional network.

One of the most complex challenges in anautomation project is the organisational aspect,and, conscious of this, TMB opted to face thathead-on from the start. The problem wasapproached like a change management process,requiring time – years, in fact – but the outcome



Platform screen doors of Line 10

‘‘There are fewer technical incidents on anautomated line, although we must also

acknowl edge that the complexity of incidentresolution may be higher’’

was a positive one. All areas of the company andthe unions were involved. The result was a neworganisational model, specific to TMB’s auto -mated lines.

The automated line was seen as an oppor -tunity to define TMB’s future metro serviceconcept and a broad approach covering allbusiness areas was therefore developed. This process of organisational reflection alsoacted to promote change in the conventionalnetwork and was instrumental in the evolution ofthe conventional network model.

TMB’s automated line model has a differentorganisational structure throughout all its levels.One common aspect worth mentioning given itscritical nature, however, is the fact that there is only one employee role being performed in thefield, that of ‘Operation Technician’. Besideshaving their own operational roles, theseemployees also have a high degree of technicalknowledge. Since the trains do not require on-board personnel, Operation Technicians’ are freeto move between stations and trains, ensuring anappropriate disruption response time.

The model has been consolidated over the past four years of operation. The positiveresults obtained regarding line availability aredue, in large part, to an efficient organisationresponse as a combination of immediate remote actions from the OCC with field tasksperformed by Operation Technicians, whenincidents occur. The indicators that illustratemotivation levels throw up some interesting facts– for example, the much reduced level ofabsenteeism on automated lines as compared to conventional ones.

CustomersA common concern in many of those cities forwhich an automated line is being proposed iswhat people’s perception will be of trains withno employees on-board. Long-term comm -unication activities were developed inBarcelona, as this was also one of the areas ofconcern. Any such doubts were dispelled in thefirst weeks of operation and the driverless lineswere fully accepted by the city’s residents. Now,three years later, we can categorically say that

the passengers have totally assimilated thesenew lines into their travel experience.

Again our privileged position of being able todraw comparisons between our conventionaland automated lines enables us to observe ahigher level of customer satisfaction on theautomated services. It is important to mentionthat this level of satisfaction was obtained undercircumstances where not only driverless trainswere in operation, but some of the stations alsofeatured a number of automated functions, such as ticketing, station opening and closure,and so on.

Moreover, the customer has a differentperception of the roles performed by employees.They see them moving around different parts of the line and this contributes to a sense ofproximity and availability with regard tocustomer service, which is crucial in obtainingthese positive results.

During the L11 conversion project pass -engers were affected by the installation of theplatform screen doors. This meant that our customers were involved in this process of transformation on a daily basis. Thatexperience certainly contributed to a morepositive reaction when the results could finally be seen and customers found that the train fulfilled all its functions without any staff intervention. Periodic surveys carried out over recent years have demonstratedcustomer satisfaction.

One aspect to emerge from TMB’s experi -ence is the importance of the passengerinformation systems. Customers seem to raisetheir expectations with regard to automatedlines and therefore the appropriate level oftechnical and operational capability is required

to meet them. That is especially true on the fewoccasions an incident occurs.

Finally, according to TMB automation know-how, in order to fulfil the goals for the threeperspectives presented, the project manage -ment for line development should integrate theoperational perspective from the very earlystages – an aspect that is commonly overlookedwhen only targeting the technical issues.

ConclusionThe past four years of operation have providedhighly positive results. We believe that TMB’sapproach as an operator is a key factor in this,understanding automation as a concept thatgoes beyond the technology, putting particularemphasis on the organisational aspect, with acomprehensive and integrated vision of thefunctionalities required from the differentsystems. In Barcelona we now cannot imaginethe future of a metro without the concept ofautomation, obviously not only on the newlines, but also and especially on thoseconventional lines that meet the appropriaterequirements for their conversion. Four years isa short period of time in the life of a metro linebut it has revealed enough to confirm that ourcommitment to automation was a gooddecision and to encourage us to continue.



Ramón Malla is the Manager ofAutomatic Lines at BarcelonaMetro, in charge of projects andoperations of this type of line.Regarding international activi -ties, Ramón is the ExecutiveCoordinator of the UITP

Observa tory Group of Automatic Metro Lines thatbrings together world experts in that field.

Passengers have embracedBarcelona Metro’s automated linesinto their travel experience

‘‘A common concern in many cities for whichan automated line is being proposed is whatpeople’s perception will be of trains with no

employees on-board’’


HistoryThe Copenhagen Metro concept goes back tothe early-1990s when the plans for a metroconstruction were being considered. Followingthe agreement on an overall master plan and aninternational tender process, ground wasbroken in 1997 and the first phase was openedto revenue service in 2002. Subsequent extens -ions were unveiled in the following yearsculminating with the opening of the airportservice in 2007 which marked the completion of the Metro project. The Metro now has 22 stations over 21km of line and a fleet of 34 vehicles each 39m-long. Initial 24/7 operationlimited to the weekends was extended to theentire week following a period of consolidationafter the opening of the last extension. Sincethen, the Metro has been providing a virtuallycontinuous service for Copenhageners with an‘always on’ concept, where the presumption byusers is they can just turn up, day or night, andexpect a reasonably short wait for the next train

without needing to consider timetables orschedules and have a consistently short journeytime. We currently operate a two minuteheadway service in peak times, three minutes inoff-peak times and 15 minutes (or thereabouts)during the night.

The Metro has additionally offered a catalystfor regeneration, opening-up an entirely newarea of the city to development and providing arapid connection with the city centre and othertransport hubs as well as major work and studycentres around the city.

DesignDenmark is justly famed for its designer’s skillsand for the value that is placed on good design.The Metro reflects this design emphasis. Thedeep station’s layout ensures that naturaldaylight (augmented with artificial lights) canreach the platform despite the compactdimensions needed to fit into Copenhagen’snarrow streets, particularly in the historic

centre. Architectural finishes have also beencarefully considered to provide a uniform andconsistent ambience. Exacting industrial designprinciples have extended to technical systemsand the trains to provide a uniformly highstandard to fit and finish further enhancing thepassengers travel experience. The success ofthis implementation may be judged by thenumber of other mini metro projects that havebeen inspired by the Copenhagen model.

A fundamental part of the concept was theidea of a small train offering a short headwayservice. Offering an ultimate design capacity of12,000 pphpd1, flexibility and responsivenesswere key criteria, so given the relatively highlabour costs in the developed world and with therailway supply industry heading towardincreasing automation, the choice was an easyone to adopt a driverless solution.

Operational reliability was also a criticalconsideration, so as far as was practicable a dualredundant design philosophy was adopted,

The Copenhagen Metro has been operating for over a decade and although still regarded as a young system, ithas had a sizable influence both within the capital and internationally as a model for other cities planningtransit systems. After winning several industry awards, we see the continuous focus on the passenger needs as being an essential ingredient for continued success and an emphasis on exploiting the available technologyto do this.


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Copenhagen Metro:transforming

city travelChris Cox Operations Manager, Metroselskabet

ensuring that in the event of an equipmentfailure, there was standby systems available toensure continued operation of the trains.

Safety certificationBecause there were no appropriate nationalstandards applicable for the design andoperation of such a system, the German light-rail standard BoStrab and the regulationsfor Driverless Operation (FÖF) together with other generally accepted rules of tech -nology were adopted. These, with the NFPA 130standard extant at the time covering fire safety in passenger rail systems formed thestandards basis.

As the first driverless system to be built inDenmark, safety considerations were naturallyparamount and there was a lot of focus on thesafety management from the initial design rightthrough to the operation. The (at the time)preliminary Cenelec standards were the basis forthe safety certification which was carried out byan independent safety assessor using a riskbased approach, in what has now become the standard model for new systems. All of the safety software for the signalling inter -lockings and Automatic Train Protectionequipment was developed or rewritten incompliance with EN 50128.

DriverlessSelection of the mini metro driverless solutionwas a daring decision given that this was amajor departure from the traditional forms ofrail transport already operating in Denmark.However, decoupling the staff from the trainsallows a flexible demand-driven and notresource-driven service level to be provided.This has been repeatedly demonstrated interms of augmenting, reforming, or econo -mising the service levels to align with thedemand level. Another advantage is that, for agiven level of staff, exposure to customers isincreased and the dehumanising effects ofemploying technology to operate the systemare offset.

With the absence of staff on the trains there isan increased reliance on the vehicle to performwell and minimise the frequency of staff having togo out to stalled trains to deal with technicalproblems because of the delays this causes.

OperationsApart from the driverless aspect, the operationsand maintenance organisation is configured in a

traditional way. Like other urban transitsystems, the pressure for track time to carry outmaintenance is considerable. Although thesystem operates on a 24/7/365 basis, bi-directional single-track operation allowssections of the railway to be maintained whilecontinuing to operate a 15 minute or soheadway. The advantages of driverlessoperation make this reconfiguration of theservice pattern easy and quick.

The operation and maintenance organisa -tion consists of approximately 90 stewards and asimilar number of technical staff. In additionthere is approximately 30 control room staff, withat least five on duty during the morning andafternoon peaks. Stewards are allocated asection of line for their shift, usually about threestations, within which to patrol and carry outcustomer assistance and ticket inspection.Proper positioning, avoiding congregations ofStewards is essential to ensure a short reactiontime of less than 10 minutes to reach the site of anincident, so careful dispersal particularly at shiftchangeover is critical.

Commissioning and start-upThe transition from testing to trial running to

revenue service with a driverless system is morechallenging because there are the addedcomplexities of managing Stewards, handlingfailures as well as dealing with learning how touse the technical systems effectively. During theinitial stages of revenue service, a decision wasmade to place Stewards on vehicles so thatpassengers would be confident that failurescould be quickly recovered. The serviceorganisation was boosted by additional Guideswho focused on Customer Service tasksrelieving the Stewards to focus on dealing withthe technical aspects of the job particularlyduring failure recovery. As the system beddeddown and reliability grew, the need for theGuides was reduced and the current configur -ation was adopted, nevertheless the processwas evolutionary and continuous evaluation ofthe performance of the organisa tion was carriedout to converge of the current arrangement.

Energy consumptionAlthough already comparatively energyefficient, the Metro electricity consumption isincreasingly under focus, as we are one of themajor consumers in the city. Driverless systemsoffer special advantages for saving on tractionpower since the vehicles are driven in a preciseand repeatable way, so there is a simple trade-off between travel time or capacity and energyconsumption. Inverters fitted at the stationsrecover traction power and return it to thenetwork, but because much of the recoveredpower is already transferred between vehicles,



The Copenhagen Metro has22 stations over 21km of line

and a fleet of 34 vehicles

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initial design right through to the operation’’

the actual recovery is a low 5%, so savings arerelatively limited.

The method of calculation of the serviceavailability is based upon a given headway for aparticular hour of the day. The service leveltransitions can result in an oversupply of capacitywhich can be considered wasted. Optimising the schedule to reduce as much as possible thenumber of scheduled empty train movementsnoticeably reduced the traction energy require -ment and highlights the benefit of having adriverless system so that capacity provision canbe adjusted to closely match the needed demandwithout other constraints.

Traction power is only half of the totalconsumption however; station power require -ments for escalators, elevators, lighting andventilation are considerable. We are currentlyinstalling energy recovery devices in the eleva -tors and ‘stop start’ on escalators as well asswitching to LED light sources to reduce ourenergy bill and contribute towards theCopenhagen Municipality target of being carbon neutral.

Service availabilityA standardised measure of the service quality isproduced daily by computer from the controlroom. The measure compares the achievedlevel of service against the planned level foreach three-minute interval and is issued as apercentage term for a given period. Much effortwas taken to ensure that the service availabilitynumber is a good representation of the travelexperience although admittedly it is difficult tosummarise this in the single measure.

Currently the system operates at over 98.5% availability though our ambition is to raise this further in the medium-term. To helpachieve this, the operator is provided withincentives to give as good a train operation aspossible, provide a clean and safe environmentand to ensure that passengers are well-informedabout their journey. An independently carriedout survey of passengers is used to verify this as well as evaluation of the output from thetechnical systems.

Combating obsolescenceTechnical systems containing electronic orcomputer devices seem to have a shorter lifethan originally anticipated and despite thedesire to get the specified life, in reality the economic life is often less. Although thereare significant advantages of using Commercial

off-the-shelf (COTS) components as part of thedelivery of technical systems, there is also the consequence that as the market for thisequipment changes, the availability of sparesbecomes a problem.

As an example, in July/August of 2013, thecontrol room ATC workstations and servers werereplaced. The original computers and net -working hardware had become obsolete andmaintenance was becoming more difficult and expensive as the supply of spares declined.However, advantage was taken in this oppor -tunity to improve the resilience of the network by revising the architecture using currenttechnology. As a result, we are now seeing thebenefits in the improved responsiveness of the system to the operators input due to thesuperior performance of the new equipment and improved availability.

Further developmentsThough the Metro is still relatively new, we arenevertheless seeking ways to improve theservice to customers as well as taking a criticalview of asset condition.

The existing Obstacle Detection System(ODS) which ensures that the train will bestopped should a person stray into the train’spath in the platform area of the above groundsections is very sensitive to false activations withthe consequences for service regularity. To allowa more intensive service without increasing theimpact of these false activations, the ODS is to bereplaced by automatic platform gates which will

form a barrier to the track. The project to installthese on 12 stations is currently on-going and isexpected to finish in 2015.

The Danish national emergency radionetwork is being extended into the Metro atpresent. This required a significant upgrade ofthe existing radio infrastructure to carry theadditional signals. This will allow a seamlessoperation of the emergency service radios aboveand below ground. Because of the changes, the opportunity was taken to upgrade the aboveground network at the same time. This isexpected to result in improved quality of radiofunction to the Stewards and the trains whichhave been affected by new building constructionalong the alignment.

There are many other areas in which we arecontinuously looking at how to protect the assetsand ensure that we get full value but the mainprinciple remains to be proactive in the approachto performance and condition.

Reference1. Passengers per hour per direction



Chris Cox is the OperationsManager of Metroselskabet, thedeveloper of the CopenhagenMetro and the Cityring Circle Linecurrently under construction.Chris is responsible for manage -ment of the O&M contract and

ensuring that the Copenhagen Metro per -formance continues to further improve. As asignalling systems engineer, Chris has spent over25 years in the construction, commissioning andoperation of railways in various countries.

Passenger satisfaction isan essential ingredient for

continued success

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In September 2013, when the new ‘Atlas ofAutomated Metros’ was published, there were674km of automated metro in operation, in 48 lines that together served 700 stations in 32 cities.

These figures are for Unattended TrainOperation (UTO) systems that provide a publictransport service and have a minimum capacityof 100 passengers per train2. There are also linesthat were designed as UTO lines but whichcurrently do not operate as such, and aretherefore not included in the Atlas.

In the 12 months before the publication ofthe report, four new lines joined the UTO club.Two in South Korea – U Line (in Uijeongbu) and

Everline (Yongin) – and two in Italy – Milan Line 5and Brescia Line 1.

Europe and Asia are the continents with the largest number of kilometres of automatedlines. However, automation is present world -wide. While France leads at country level, it issignificant to note that the three longestautomated networks – Dubai, Vancouver andSingapore – are not in Europe. The four topcountries in number of kilometres belong to fourdifferent continents. Behind France, we findKorea, the United Arab Emirates and Canada.

Train capacityThere has been a significant evolution from

mostly low capacity trains (<300 passengers) inthe pioneering lines to the recent incorporationof high capacity trains (>700 passengers).Currently, about half of lines run mid-capacitytrains (300-700 passengers).

The last five years show a clear increase inmid-capacity trains, whereas small and highcapacity trains follow a slower, but parallelprogression, demonstrating that UTO continuesto be employed to respond to very differentmobility needs.

It is worth noting that one of the mainadvantages of a UTO line is its capacity to offerincreased frequencies. This allows the use ofsmaller trains running at higher frequencies,


The UITP Observatory of Automated Metros1 recently released the 2013 edition of its Atlas of automated metros– a detailed overview of the metro automation landscape and an analysis of future trends. This article presentsa selection of the Atlas data, with a focus on technical trends.


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Metro automation: a proven and scalable solution Miryam Hernández

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instead of larger trains at longer headways. Forpassengers, this translates to a better level ofservice for the same capacity.

Line length and number of stationsA more detailed analysis at line level illustratesthe wide range of situations and solutionscovered by automated lines; be it in length, innumber or density of stations.

Some of the longest metro lines in the worldare actually automated, contradicting a pastassumption that automation was best suited for short lines. Lines range from 52km (the Dubai Red Line) to 3.5km (the Hong Kong Disney Resort Line). The average sits at 15km – a common value for conventional metro lines,particularly underground.

The longest lines are not necessarily the oneswith the largest number of stations. For example,

Dubai’s 52km-long Red Line has 27 stations, whileLille’s Line 2 is 31km-long and has 44 stations.

Constructive modelsThis diversity of line typology is confirmed bythe remarkably even significance of under -ground and elevated stations; although thenumber of exclusively underground lines is low, compared to that of fully elevated ormixed lines.

In terms of constructive models, an analysisof the trend confirms the current picture, withpractically equal growth levels on both elevatedand underground kilometres. However, con -sidering information for projects not yet in

operation, the Observatory foresees a futureincrease in the share of elevated lines.

A line’s constructive model has a significantimpact in many factors; in the case of UTO, it isparticularly relevant to consider passengerevacuation procedures, especially in tunnels.

Signalling and track protectionFor signalling, inductive loop remains, inabsolute terms, the leading technology in thelast five years (considering the number of newkilometres in operation). However, analysis ofthe Observatory data for new projects not yet inoperation shows a predominant trend for theuse of free propagation radio-based CBTCsystems in the near future.

Platform Screen Doors (PSDs) appear clearlyas the predominant trend for track protection,leaving ground for a reflection on the opportunityfor other detection technologies, considering thecosts of PSDs and the growing market.

ConversionsWhereas current data depict a very low number of cases of conversions (Nuremberg in2009 and Paris in 2012), the success of thesecomplex projects has demonstrated theviability of this option, opening the ground fornew conversions. The Observatory’s data for future projects point to strong growth in theyears to come.



Figure 1 Cities with automated metro lines (in 2013)

Figure 2 Growth curve and comparative growthrate for kilometres of UTO systems in the world

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Figure 3 Exponential growth rate to previous decade

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‘‘Europe and Asia are the continents with the largest number of kilometres

of automated lines’’

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Growth rate to triple in next 10 yearsThe Observatory of Automated Metros gathersinformation on all new UTO projects, as well asextensions for current lines in operation,allowing it to offer a projection for growth in thenumber of kilometres for UTO systems in the coming years.

The Observatory data for new projectshighlight a trend for exponential growth in metroautomation: in the next 10 years, the growth ratefor kilometres of fully automated lines isexpected to triple that of the current decade,reaching over 1,800km by 2025.

Data shows that each decade doubles atleast the growth rate in the previous one. In thefuture, this will increase, reaching 3.5 times the current growth rate.

Growth in all continents with Europe leadingIt is relevant to note that, geographically,between 2014 and 2025, Europe will lead interms of growth. Asia and the Middle East willconsolidate their strong presence in the UTOworld, while South America, following thesuccess of São Paulo, will continue to deploy

automated lines. It is also significant to notethat Australia will also join the UTO map.

The 2025 map of automated metro lines (seeFigure 4) clearly illustrates the global trend forautomation and the dynamism of the sector.

ConclusionsThe Observatory data presented in the Atlas ofAutomated Metros demonstrates that auto -mated lines are:● A proven solution – 30 years of experience

from the implementation of the first lines,

and with applications all over the world● A scalable solution – data confirms that UTO

is employed for very diverse lines in terms oflength or train capacity

● An adaptable solution – their implementa -tion in cities with very different mobilityneeds and demographic contexts demon -strate their adaptability.

It should be underlined that all the advantagesoffered by an automated line can be reapedonly if a project is approached in a holistic way.It would be a mistake to approach a UTO projectonly from the technological angle. Other keyaspects have to be taken into consideration,such as organisation and, of course, customerorientation. This can be summarised by sayingthat UTO requires a redefinition of theorganisation model.

Reference1. www.metroautomation.org

2. The Atlas criteria, as defined by the Observatory ofAutomated Metros.



Figure 4 The projected 2025 map of UTO lines

Further Reading…Miryam Hernández is a previous author for

Eurotransport, providing the article titled

‘Metro Automation: A leap ahead’ in Issue 2 2013.

To receive a back-issue copy of the magazine,

please contact Karen Hutchinson via email

at [email protected] or call

+44 (0) 1959 563 311.

Miryam Hernández joined theInternational Association forPublic Transport in 2006 and is responsible for all metroactivities within the Association,coordinating members’ work on the Metropolitan Rail-

ways Comm ittee and Division, its five Technical Subcommittees and the Observatoryof Automated Metros.

The UITP Observatory of Automated MetrosThe Observatory of Automated Metros is a UITP body composed of leading worldwide operators in this sector.

In the context of global growth of UTO lines, the Observatory aims to be a reference body favouring the

exchange of experience and dissemination of information on the advantages and applications of metro

automation. It does this through the organisation of a regular seminar, through participation in conferences and

through various publications.

The Observatory’s website1 includes informa tion on its work, on the Atlas and a regularly updated world

map of UTO systems.

‘‘Some of the longest metro lines in the world are actually automated, contradicting

a past assumption that automation was best suited for short lines’’

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Intertraffic Amsterdam 2014 will feature over800 exhibitors from around the world, who willdisplay their products and solutions on an areaof approximately 60,000m2 at the RAI Con -vention Centre. Visitors can gear up for thelargest sector overview of innovations, networkgatherings and learning opportunities. TheIntertraffic show lay-out is segmented into fivethemes: infrastructure, ITS traffic management,safety, parking, and smart mobility.

Visitors have the opportunity to:● Meet 800+ exhibitors from over

50 countries● Network with 25,000+ global traffic

professionals● Get up to speed with the latest trends

and innovations● Take part in educational theatre and

seminar sessions● Be inspired by the Smart Mobility Centre.

Smart Mobility CentreIn the Smart Mobility Centre in hall 9 numerousmobility solutions will be jointly presented anddemonstrated by public and private parties.Public authorities and knowledge institutes willcollaborate closely in order to further develop

the services required to provide road traffic/travel information and traffic management. The Smart Mobility Seminar, Theatre & Demon -stration Programme will offer an interestingmixture of public-private cooperation, supplyand demand of authorities, solutions in terms ofpolicy and technology and influencing mobilitybehaviour in order to improve traffic flow, safetyand quality of life.

Mobility trends1

Mobility denotes the transportation of objectsover a certain distance, in a certain environ -ment, the movement of people, their patterns oflife, work and recreation. Mechatronics, nano-electronics, interconnectivity and intelligentsoftware will increasingly play a role in people’s daily lives. These technologies affect allsocietal domains and will have a great impact


Traffic professionals visiting the 22nd edition of Intertraffic Amsterdam from 25-28 March 2014 can indulge in aworld of solutions for any traffic issue imaginable. Innovation is always key at the largest and most authoritativeinternational trade exhibition for traffic infrastructure, ITS traffic management, road safety, parking andmobility. Eleven halls will be crammed with the latest trends and technologies and the central theme ‘SmartMobility’ will introduce visitors to showcases focusing on urban accessibility and traffic flow, with a keen eye forliveability and the environment.

Indulge in a world of trafficand mobility solutions

SHOW PREVIEWINTERTRAFFIC AMSTERDAM 2014

Conference and seminar sessions at IntertrafficAmsterdam 2014 will give visitors the chance to hear

from experts within the industry about latestdevelopments and projects

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Discover our innovative visual display solutions for command & control

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Discover our innovative visual display solutions for command & control

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across all sectors of society. These develop -ments have an enormous effect on the attitudeand behaviour of human beings; interactionbetween technology and its users becomes anever more crucial factor in finding solutions for problems in any domain, including mobility.Hence, implementing new technologicalsolutions requires an integral approach fromdifferent disciplines.

Five trends as most relevant for futuretransportation needs for diverse future visionscan be identified as:

Urbanisation: the degree and manner ofurbanisation affect the transport patterns of people and goods.

Demographic developments: populationgrowth, increase in number of elderly citizens,relative decrease in number of young people – different age cohorts spend their timedifferently and hence have different transporta -tion patterns.

Individualisation: what effects will thegrowing dominance of each person’s needs ontransport be?

Informatisation: informatisation changesthe nature of services and the distances goodshave to travel.


Professional visualisation and intelligent networking in traffic control roomsFrom 25-28 March 2014 at Intertraffic in Amsterdam

at Booth 11.508, eyevis will present professional

displays and solutions for intelligent networking in

traffic control rooms. Additionally to the new high-

res LED modules with 2mm pixel pitch, eyevis will

show the new EPU LCD displays. In the EPU

displays all image processing electronics are

integrated into the display. In combination with the

new eyeCON MetaWall 2.0 concept the construction

and operation of virtually unlimited video walls and

display installations on the basis of standard IP

networks is possible.

The new seamless stackable 55’’ LCD display

from the XSN series stands out through a small bezel

of only 3.7mm. 24/7-ready display characteristics

paired with several new features for the electronics

make the new EYE-LCD-5500-XSN-LD a first

choice for modern video walls.

Furthermore, eyevis will present a 4K/ultra HD

display with 84’’ and the new netPIX 4900 graphics

controller. With new input and output cards the new

netPIX makes input and output processing of

4K/ultra HD signals possible.

www.eyevis.de

The eyevisnetPIX 4900graphicscontroller

Globalisation: the distance to be coveredhas an impact on the transportation mode used.

Focus areas of the Smart Mobility Seminar,Theatre & Demonstration Programme, include:● Efficient traffic and transport management

by optimising the use of the existing infra -structure with traffic-, event- and disaster-management in combination with in-carsystems, and encouraging companies andgovernment bodies to move to a higher levelof sustainability

● Encouraging multi-modality by reducing theuse of motorised vehicles in cities by takingup behavioural changes of car use andownership and move towards multi-modaltrip chains

● Encouraging modal shift and creating toolsfor managing travel for planned specialevents. Proactive and coordinated manage -ment of travel for planned special eventsalso yields numerous benefits to trans -

portation stakeholders and transportationsystem operations.

● Stimulating smart mobility services andticketing systems such as smartphone and web applications facilitating theprocesses of booking, ticketing, andorganisation of city logistics.

● Promoting the use of electro mobility bystimulating the development of commontechnologies and standards needed to makeelectric vehicles a practical reality and withtechnological solutions needed for theintegration into smart grids, battery rangeand alternative vehicle drive concepts.

Smart Mobility Seminar, Theatre & Demonstration Programme2

Tuesday 25 MarchKeeping road networks safe and accessibleand making journey time more reliable Main day theme: solutions for road networks:reliable travel times and safe trips. Subthemes:dynamic traffic management and solutions foroptimal use of road networks; traffic controlmanagement; monitoring and enforcement;incident management; congestion manage -ment; road charging and tolling; trafficinformation; multi-modal trip planning,combining transport modes ; car sharing, flexworking; and sustainable and environmentally-friendly solutions for construction andmaintenance of roads.

Wednesday 26 MarchKeeping urban areas accessible, safe and liveableMain day theme: solutions for urban areas:efficient traffic management, parking andimproving quality of life. Subthemes: efficienturban traffic and transport management; multi-modal trip chains; intelligent parking guidancesystems; traffic guidance at large events andaccidents in urban areas; park & ride, park-ing and multi-modal travel information;incident and event management; electricvehicles, charging infrastructure and smartgrids; sustainable travelling and alternativefuels; eco driving and coaching, applications for sustainable driving, sustainable routeplanning; sustainable logistics and urbandistribution; and environmental and noiseaspects: reduction of CO2 and fine dust, dynamicspeeds, air quality measuring.

Thursday 27 MarchGetting connected and realising innovative mobility solutionsMain day theme: solutions for the end-user:smart in-car services and applications.Subthemes: driver assistance systems;cooperative systems: vehicle-to-vehicle andvehicle-to-infrastructure communication;automated driving: platooning, temporaryauto-pilot, lane keeping, distance control; travel information systems: traffic and travelinformation apps, location-based services,multi-modal travel planners; intelligent park-ing systems: phone parking, pass parking, in-car systems for parking; integrated ticketing;



FLIR thermal imaging cameras for level crossing safety, tunnel safety and platform safetyFLIR Systems, a worldwide leader in thermal

imaging cameras, has been active in the security and

transportation markets for many years. Today,

the company is offering a range of solutions that

can support railway operators in safeguarding t

heir operations.

Thermal imaging cameras produce images of

invisible infrared or ‘heat’ radiation. Based on

temperature differences between objects, thermal

imaging produces a clear image in any lighting

condition, day or night. Thermal imaging cameras

will allow you, for example, to detect trespassers,

stopped cars on tracks, people falling from platforms

onto tracks, people walking in tunnels, etc.

FLIR thermal imaging cameras work perfectly

together with video analytics. Based on years of

proven performance in traffic projects around the

world, FLIR is now bringing the power of intelligent

video detection to the public transportation sector,

hereby ensuring the safety of people and assets in

tunnels, on platforms or at level crossings.

www.flir.com

FLIR thermal imaging camerascan detect trespassers

‘‘Intertraffic is the world’s most influentialportfolio of trade events for infrastructure,traffic management, safety, parking and

smart mobility in general’’

smart payment systems; and pay-as-you-driveand insure-as-you-drive.

Attending the Smart Mobility Seminar, Theatre& Demonstration Programme is free-of-chargefor all Intertraffic exhibitors and visitors. Pre-registration for specific sessions will befacilitated online from the end of February 2014.

Intertraffic Innovation AwardIntertraffic Amsterdam is a launching platformfor hundreds of new products and services,including some world firsts. The exhibition isrenowned for bringing the latest developmentsto the market. The Intertraffic Innovation Awardwas introduced in 2002 to encourage R&D and ispresented to the company with the mostinnovative product introduced at the exhibition.An international jury has selected a shortlist of products from the entries for the 2014competition. Sectoral awards are presented infive categories: Parking; ITS Traffic Manage -ment; Infrastructure; Safety; and SmartMobility. The winners of the individualcategories and the overall winner of theIntertraffic Innovation Award will be announcedduring the official opening on Tuesday 25 March2014. Information about all the nominees

can be found on the Intertraffic website. An overview of other new products is also avail -able online.

Intertraffic Amsterdam 2014 visitor-pass benefitsAn Intertraffic visitor-pass offers access to all 11 exhibition halls including the Smart MobilityCentre, the Smart Mobility Theatre, Seminar &Demonstration Programme, and the IntertrafficInnovation Lab for the duration of the show.Intertraffic visitors will be able to benefit fromfree Wi-Fi facilities and free/discounted publicrail transport as facilitated through the visitorregistration module. A complimentary cata -logue will be made available on-site. Allprofessional visitors can register free-of-chargevia the event website until 18 March 2014.

Opening hoursIntertraffic Amsterdam 2014 will be held in theRAI Convention Centre from Tuesday 25 Marchto Friday 28 March 2014. The exhibition will be

open from 10.00 to 18.00 on the Tuesday,Wednesday and Thursday, and from 10.00 to16.00 on the Friday. More information about theexhibition and accompanying activities isavailable on the event website.

About IntertrafficIntertraffic is the world’s most influentialportfolio of trade events for infrastructure,traffic management, safety, parking and smartmobility in general. Shows are staged inAmsterdam, Istanbul, Beijing, Shanghai andDelhi proving a comprehensive overview of thevery latest traffic technology products, services,solutions, trends and developments. Intertrafficis intended for policymakers, specialists andoperational personnel from governmentauthorities, engineering consultancies, and theindustry at large.

Reference1. Source: STT2. The preliminary programme will be published online

middle of February


Date: 25-28 March 2014Location: Amsterdam, the NetherlandsWebsite: www.intertraffic.com/intertraffic-amsterdam

Eurotech has over 10 years of experience inproviding people counting devices for a widevariety of applications all over the world. The purpose of this Webinar is to discuss themotivation and benefits of counting people andhighlight typical and unusual applications.

Knowing how many people are in, haveentered or have used a facility is interesting to most organisations and innovative comp -anies can now transform this information into knowl edge that improves their competi-tive advantage.

The ability to combine these people countswith other relevant information enrichesknowledge allowing better decisions to be made.Optimisation of services based on real usage –whether that is bus routes or cleaning rotas – canimprove customer satisfaction and reduce cost.

Having both real-time access to this informa -tion and historical trend analysis allows further

enhancements with dynamic updates that canbe delivered to personnel and customers.Imagine being able to advise your customers thatthe next train to London is full, but the one fiveminutes later is empty; better still send them adiscount voucher for the coffee shop while theywait if a service is oversubscribed. Alternatively,knowing that a large number of people have justentered a department within a retail store wouldallow the manager to deploy more staff to servethem, thus increasing sales and customersatisfaction without hiring more staff. The real-time effect of merchandising changes or instore promotions can also be monitored andadjusted accordingly.

This Webinar will discuss the generalprinciples involved in counting people with thebenefits and provide some examples of howcounting people has brought benefits to bothcustomers and service companies.


EUROTRANSPORT

Register now at: www.eurotransportmagazine.com/people-counting

Organised by: Supported by:

Speakers:

David Barrett-Hague,Head of UK Sales, Eurotech

Gavin LancasterHead of Fleet Consultancy,

MiX Telematics EU

Date: Thursday 27 March 2014Time: 15:00 GMT / 16:00 CETDuration: 1 Hour

© Mathias Rosenthal / Shutterstock.com

People Counting: Improve decision-making,optimise services and increasecustomer satisfaction

In underground transportation systems,traction is usually driven completely byelectricity. Electricity is also required forsignalling, passenger movement, communi -cation, air-conditioning and lightning, etc. In ametro’s typical underground section, covering13 stations and two lines, approximately 30% ofthe total electrical power required is needed forair conditioning and lightning.

Despite the huge impact of public under -ground spaces on electrical energy consumption,research on energy use and its trends forunderground spaces has not been extensive. In this perspective, the SEAM4US1 project –Sustainable Energy mAnageMent for Under -ground Stations – aims at reducing the energyconsumption required for operating under -ground stations’ sub-systems by at least 5% inone year. This is achieved through the develop -ment and the application of a methodological

and technological framework that supportsoptimal energetic control of metro stations andmid-term energy efficiency planning.

The SEAM4US project started on 1 October2012, has duration of 36 months and is funded bythe European Commission under the SeventhFramework Programme, 2011, ‘ICT EnergyEfficient Technology’ sub-programme whichaims at financing efficiency projects for public buildings.

Passeig de Gràcia – the metro station used asthe real pilot for implementing, testing andvalidating the management systems developedby the SEAM4US project – is one of the mostimportant and historic stations on Barcelona’smetro network. Taking into account that theannual energy consumption in all of Barcelona’smetro stations amounts to approximately 63.1 GWh, an energy saving of 5% in non-traction electricity consumption is equivalent

to the electricity consumed in more than 700 households in one year.

Creating a socio-economic and tech -nological framework for the optimal control of ametro station calls for a multidisciplinaryapproach that involves underground transpor -tation, building physics, modelling and ICTcompetences as well as on-the-field experiencepertaining to the large-scale realisation of energyefficient public spaces.

An international team was especially set-upfor carrying out the project which includeduniversities, research institutions and servicecompanies from six European countries includ -ing Italy, Spain, Germany, Netherlands, Finland, and Sweden. More specifically, nineEuropean companies are involved in theSEAM4US project, including:● TMB – Transports Metropolitans de

Barcelona – a major player in the field of


Underground transportation systems are big energy consumers and have significant impact on energyconsumption on a regional scale. For instance in India, the Delhi Metro Rail Corporation is the biggest consumerof electricity in the state of Delhi. Typical figures regarding the consumption of electricity in the state of Delhi areapproximately 300 TJ. In Europe, the London Underground is the single biggest consumer of electricity in theLondon metropolitan area and, it is one of the top 10 electricity consumers in the UK with a total annualconsumption of more than 1 TWh – which is enough electricity to power over 250,000 households for one year.

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SEAM4US:research forsustainable metro stations

Giovanni PescatoriCoordinator, SEAM4US

Michael PellotDirector of Research, Development and International Affairs, TransportsMetropolitans de Barcelona (TMB)

energy-efficient system management which

operates the metro network of Barcelona● Cofely Italia SpA – a service company and

leader in the energy-efficient systemmanage ment sector

● Università Politecnica delle Marche – anItalian engineering university participatingwith its Department of Building and Environ -mental Physics

● Universitat Politècnica de Catalunya – a Spanish engineering university partici -pating with its Department of BuildingConstruction

● FIT Fraunhofer Research Centre – a Germanresearch organisation participating with itsICT and middleware experts

● Universitat Kassel – a German universityparticipating with its experts in user andagent-based scheduling modelling

● VTT – Technical Research Centre of Finland – experts in sensor and communica -tion networks

● Almende B.V. (the Netherlands) – a companyspecialised in ICT applications

● CNET (Sweden) – a company participatingwith its system development and integra-tion experts.

The project’s objective – to optimise metrostations’ energy management – is achievedthrough the application of advanced modellingand intelligent technologies, which, throughpervasive sensor networks, are capable ofcreating rich representations of the environ -ment and of the usage profiles, so that optimaland adaptive policies for controlling sub-systems can be implemented.

Optimality is achieved by exploitingsynergies with the external environmentalclimate and end-users. The SEAM4US technologyis based on the ability to predict undergroundenvironments’ near-future states. This allows theimplementation of proactive control policies forenergy saving.

The SEAM4US technological frameworkenhances and integrates existing systems withenergy metering and sensor-actuator networks(e.g. surveillance, passenger information, trainscheduling), by means of middleware as anabstraction layer, to acquire grounded user,environmental and scheduling data. Thegathered data-set is used to update a set ofenergy consumption and behavioural modelswhich, in turn, support the metro station’soptimal energy control.

The project’s main outcomes are thecreation of technologies for optimised andintegrated energy management of metrostations, the implementation of a pilot at Passeigde Gràcia subway station, in Barcelona, and thedevelopment of a decision support system for the related mid-term investment planning.

The project is organised into five technicalwork packages which also represent the projectstages, including:

1. Requirements engineeringThis is the process for the definition of theprimary inputs for the system development andincludes a thorough analysis of the operationalcontext, the identification of technical regulationlimits and the identification of environmentaland end-user interface requirements.

2. Auditing and modellingThis stage includes the station’s energybehaviour diagnosis, the identification ofenergy inefficiencies and the development of models aimed at determining the controlpolicies to be integrated into the metro’smanagement system; that is, those which canefficiently configure the station in function of


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In India, the Delhi Metro RailCorporation is the biggest consumer

of electricity in the state of Delhi

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passenger flows, underground environmentand external climate.

3. System designing and developmentThis stage consists of designing the inte-grated energy management system andinvolves the development of the middleware,the sensor-actuator network and the agent-based control system.

4. System deploymentThis stage includes the deployment of theenergy and environmental monitoring networksused for the energy audit, the calibration ofmodels and the system’s final validation. It alsoincludes the integration of the sensor-actuatornetwork in the management system of thePasseig de Gràcia pilot station.

5. System validationThis stage involves the system’s final validationmeaning the final functional tests and checkingthe actual energy savings achievable by thesystem deployed. Furthermore, in this stage, the system’s influence on end-user behaviour isevaluated. A cost/benefit algorithm and abusiness model are designed in order to analysethe economic impact of the SEAM4US systemand its worth for metro network operators such as TMB.

The project’s first stage (requirementsengineering) has been successfully concluded,providing the full set of operational and systemrequirements that drove project design andimplementation. The second and third stages(auditing and modelling and system designingand development) are almost complete at theend of the second year of research. A detailedenergy audit confirmed that the annual energyconsumption of the pilot station is approxi -mately 600 MWh/year. Furthermore, the sameanalysis showed that approximately 60% of astation’s consumption is due to the lighting,ventilation and vertical transport sub-systems(basically, the escalators). In particular, lightingand ventilation sub-systems are the station’sfirst and the second largest power consumerswith a consumption percentage of, respectively,about 40% and 12.5%. This circumstance,together with the diagnosis of the technicalrequirements and preliminary simulations,which showed considerable inefficiencies andimportant saving potentials for the lighting,ventilation and vertical transport sub-systems,

oriented the project efforts towards thedevelopment of energy saving solutions for the three aforementioned sub-systems.

Therefore, the efficient control policiesdeveloped, analysed and deployed through the SEAM4US project concern, for instance, theautomatic control of lighting on the basis of the presence or absence of people in the metrostation or the management of the ventilationsub-system according to environmental con -ditions, crowding and train schedules. Thesecond stage included the development of astation simulator, capable of simulating theentire station; including station sub-systems,control loop, weather and passenger models.The simulator allows scenario analysis byproviding support for ‘what-if’ investigationsencompassing different technology set-ups andcontrol policies. Detailed simulation showed thatthe station’s energy savings vary depending on the control policy adopted but, in any case,the overall savings achievable through theSEAM4US project, related to lighting, ventilationand vertical transport sub-systems of the station,was estimated to be between 10-20%.

During the first and second year of theproject the energy and the environmentalmonitoring were designed, developed and fully integrated. These networks monitor and record the station’s energy consump-tion and internal and external environmentalparameters (e.g. temperature, pressure,humidity). The occu pancy detection module,used for the acquisition of passenger flow data,was also developed and deployed. Finally, the

fifth stage (system deployment) is in an advancedstate given that the actuator network and theend-user interfaces, already developed, areabout to be deployed.

Once the pilot is fully deployed, that is duringthe final months of the project’s third year, theSEAM4US system will be finally validated underreal metro operating conditions. This will finallydemonstrate the effectiveness and the worthi -ness of the SEAM4US project.

Reference1. www.seam4us.eu


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Giovanni Pescatori is res -ponsible for the recentlydeveloped ‘New Business Lines’– a department of Cofely ItaliaSpA since 2009. He has a degreein philosophy and a strongbackground in business, serv -

ices, and project management. Before joiningCofely, he was Director of National Services at AlesSpA, and was responsible for the commercialarea of Jacorossi SpA of the Jacorossi-FintermicaGroup, involved in energy services.

Michael Pellot has beenDirector of Research, Develop -ment and International Affairs atTransports Metropolitans deBarcelona (TMB) since 2007.Michael started his professionalcareer as an Engineer inCaracas, Vienna and Barcelona and has beeninvolved in the field of public transport since 1992,when he began working for TMB. He served asDirector of IT Software Developing in PC (1992-1994); Deputy of the CIO (1995-1997); Manager ofthe Metro Line 1 (1998-2003) and Director of NewBusiness Development and External Consultancy(2004-2006).

Underground transportationsystems are big energy consumers

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Illus

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Paris 10-11-12 June 2014

www.transportspublics-expo.comBOOK YOUR STAND

+33 (0) 1 40 24 04 [email protected]

+33 (0) 1 40 24 13 45 [email protected]

Organised by:

Support Committee:

Official partners:Media partner:

In collaboration with: With the support of:

The European exhibition for all key players in public transport

and sustainable transport solutions

Stockholm’s population is growing rapidly andto increase passenger capacity new rolling stockis being introduced to the Metro’s secondlongest line. The project is being run byStorstockholms Lokaltrafik (SL) – the Stockholmtransport authority – and MTR has beencontributing to the project by providing adviceon the introduction of the new Bombardier SL C30 trains to the network.

Stockholm’s rapid growthThe project is SL’s three-stage programme to

improve and increase the frequency of serviceson the Stockholm Metro’s Red Line. Thisinvolves introducing new rolling stock,replacing signalling and building a new depot.Stockholm’s Chamber of Commerce predictsthat its city will overtake London as the fastestgrowing city in Western Europe by 2030.Currently, the Chamber of Commerce estimatesthat around 30,000 people are moving to thecity each year. We therefore have a uniquechallenge in replacing the rolling stock in orderto meet passenger demand. The aim is to start

phasing in a new fleet of 96 trains into service in2017 with the aim of finalising the introductionof the new stock in 2020. This will increasepassenger capacity by approximately 30% andwe are working closely with SL to introduce thenew trains to the line.

Despite the inevitable challenges of intro -ducing new stock when they go into service, wehave an outstanding record of bringing newtrains into service, with a commitment tomaintaining and improving performance. Ourservice in Hong Kong runs with a punctuality level


MTR has a wealth of experience of successfully introducing new rolling stock around the world. In the UK, ourjoint venture LOROL (London Overground), oversaw the introduction of 244 new Bombardier vehicles between2009 and 2011. We have also consulted on introducing new stock to Rio de Janeiro’s metro in Brazil, and inSeptember 2013, the Hong Kong MTR also took delivery of a new set of 22 trains bought from China’s ChangchunRailway Vehicles Co Ltd. In fact, my colleagues in Hong Kong have brought over 800 new units into service in thelast 15 years. MTR has been operating, planning and maintaining the rolling stock in the Stockholm Metro since2009 and our latest challenge is to introduce new rolling stock to Stockholm Metro’s Red Line.

Introducing new rolling stock toStockholm Metro

ROLLING STOCK

Jeremy LongChief Executive Officer – European Business, MTR Europe

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of at 99.9% and on the London Overground, ourrecord stands at 96.6% PPM.

Any train operator will know that introducingnew rolling stock to a network is not easy. MTR iswell-practiced in rising to this challenge, havingdone so in several different countries. Over theyears, we have adapted our approach to suit the specific needs of each new city, with aconstant focus on minimising risk and delays.

The challenge for StockholmThe Stockholm Metro operates in a challengingenvironment where the summers are hot andthe winters are cold. Extreme weather can affect the reliability of rolling stock, so it needsto be able to withstand a climate that has arange of 50°C from -20°C to over 30°C. MTR andSL are working closely with the manufacturer toensure the trains are designed to withstandextreme weather conditions.

As mentioned, part of SL’s project alsoinvolves building a new depot at Norsborg – thestation at the end of the Red Line. However,Norsborg is a residential area, which meant thatthere was not much space to build a depot aboveground. The solution was to build it undergroundto avoid any disruption at ground level. Thedepot is due to be complete in 2016 and willinclude a maintenance depot with maintenancespace and offices at ground level, and washingfacilities for the trains, tracks, electricity, signalsystems and telecommunications at both groundlevel and underground.

Working closely with client authoritiesMTR is very experienced in working effectivelywith client authorities and other partners. In London, as co-owner of LOROL, we haveworked closely with Transport for London (TfL) for almost seven years. We have found that working in partnership with client auth -orities and having shared objectives isimportant. SL’s and our objectives are mutual:to introduce high quality, reliable and efficientrolling stock.

Throughout the project MTR has providedresources to SL and maintained constantdialogue to ensure that everyone is on the samepage each step of the way. For example, MTR’sfleet department has provided its knowledge onoperation and maintenance and how best to dealwith the impact the environment has on newrolling stock. MTR has also advised on opera -tional best practices, such as organising drivertraining to provide them with the skills needed to

drive the new stock as well as training for staff inthe Operations Control Centre.

By providing SL this level of know-how notonly helps them to ensure they have thefundamentals in place, but it also means that we,as the train operator, are close to the situationwhich in turn better prepares us for the deliveryof the trains when they arrive.

Working closely with the manufacturerWe are great believers in working collabora -tively with train manufacturers. Train operatorscannot just assume that new stock will runsmoothly when first put into service. To preparefor any possible challenges, SL invited thesupplier, Bombardier, to visit Stockholm earlyon in the project to get a solid understanding ofhow the Metro operates in the Scandinaviancity. For example, it is important for Bombardierto appreciate the harsh environmental factorsits trains would be exposed to all year round sothat it could adapt the design accordingly.

Testing and gradual introductionOnce the trains have been manufactured,testing will be carried out by the supplier at theirpremises in the first instance. In this case,Bombardier’s testing strategy is to run a5,000km test on the new stock at its premisesprior to delivery. We will work with SL toimplement the new signalling on the Red Linefor the new stock from 2015 onwards.

As with any new stock, there is always thetemptation to introduce the whole fleet in onego. However, given the various risk factorsinvolved, such as weather and new signallingsystems, our experience has taught us that it isbest practice to introduce new stock gradually. In 2011, new trains were introduced on the KwunTong line in Hong Kong one by one – initiallythrough test runs taking place just before theservice stopped for the night, then takingpassengers during off-peak times. This approachensures minimal disruption and delays shouldsomething go wrong during live service, whichsubsequently minimises the possibility ofupsetting paying passengers.

On-the-ground expertsFrom our experience, we would always

recommend that on-the-ground experts areavailable especially during the early stages ofthe live service. When MTR supported Metrô Rio(Concessão Metroviária do Rio de Janeiro SA)with its new CRC trains from China, we flew ourexpert team from Hong Kong so that they wereavailable to deal with any teething problems.With the team’s help, we successfully intro -duced 19 new six-car trains.

This is why we have built a team of localexperts in Stockholm who have been involvedfrom day one of the project, and who thereforetruly understand the new stock and the Red Line.

ConclusionThere are many different factors and thirdparties involved in this project. But, we believethat through strong communication, sharedobjectives and the willingness to share eachother’s experiences and knowledge, we are on track to introduce the new fleet of rollingstock to Stockholm Metro’s Red Line from 2017 onwards.

Rail ridership across the globe is increasing.Metro systems are becoming the transport ofchoice for urbanites. The developed world is busyincreasing capacity and upgrading its rollingstock whilst emerging markets are buildingentirely new routes.

Rolling stock introduction is undoubtedly anessential skillset for any train operator.


ROLLING STOCK

Jeremy Long is Chief ExecutiveOfficer – European Business atMTR Corporation. He wasformerly Managing Director ofFirstGroup Rail Division, thelargest portfolio of UK railbusiness, and was founder and

Chief Executive of GB Railways Group plc, anaward-winning passenger franchise, openaccess, and rail-freight operator.

About MTRMTR is a Hong-Kong headquartered international

railway and property company, which is regarded

as one of the foremost international railway

developers and operators. In recent years, MTR has

expanded internationally, with operations in

Europe, mainland China, and Australia. In Europe,

MTR are co-owners of the successful London

Overground concession operated for TfL, has

100% interest in Stockholm Metro concession and

jointly runs the Stockholm rolling stock main -

tenance company TBT. MTR is currently bidding

for the Essex Thameside, Thameslink, Crossrail

and ScotRail franchises in the UK.

‘‘Stockholm’s population is growing rapidlyand to increase passenger capacity new

rolling stock is being introduced to the Metro’s second longest line’’

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orumOPERATIONAL STRATEGY & VEHICLE SPECIFICATION

FOR BUS OPERATORS AND MANUFACTURERS


SUPPLEMENT

Why TETRA for theEuropean urban public

transport market?Robin Davis, TETRA + Critical Communications

Association (TCCA) Transportation Group

TETRA evolution for future needs

Bernt Mattsson, European Telecommunications

Standards Institute (ETSI)

Show Preview: Critical Communications

Europe 2014

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TETRA

SPONSORED BY:

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TETRA – the choice for urban transport market communicationsThe European Telecommunications StandardsInstitute (ETSI)’s digital trunked radio standard,TETRA (Terrestrial Trunked Radio) is today themost widely used open standard in its field inthe world. TETRA’s major strength is theprovision of highly resilient, functionally-richmission-critical voice and data for public safety,public transportation (including heavy railways,light-rail, metros, trams, buses, seaports andairports), utilities, oil & gas, industry, and anincreasing number of other sectors looking forthe best critical communications available.

The global TETRA market has grownexponentially year on year since the technology’searly successes in Europe. A large number ofequipment manufacturers and specialisedsolutions providers were attracted by the hugepotential of the TETRA market. They created avibrant ecosystem and made TETRA the de factoradio technology for the many markets that itserves today. For example, TETRA has allowedgovernments around the world to implementlarge-scale, nation- and region-wide sharedpublic safety systems which provide enormousbenefits to their societies.

Regarding the transport sector, the majority

of urban transport operators today will specifyTETRA as best meeting its operational, safety andsecurity requirements. In fact, although large-scale public safety projects drove TETRA’s earlyapplications development, the transportationsector has now overtaken the public safetymarket in terms of the number of individualnetworks deployed around the world. Thetransportation industry is playing a key role inthis new reality as the list of successes grows. Justa few examples of successfully deployed TETRAnetworks in Europe alone include:● London Underground● Madrid Metro● BKV – Budapest Public Transport● Several light railways in Spain (Alicante,

Tenerife, Parla)● Movia Public Transport, Denmark● STIB/MIVB – the Brussels public transport

company● BVG – Berlin Transport Services● Värmlandstrafik, the public transport

organisation for the Värmland region inwestern Sweden.

Why TETRA has been adopted for transport operationsIn looking at any new or replacement radio

communications network, today’s transportoperators need to consider a fully operationalend-to-end system, with easy integration andsecure features. Any communications systemdeployed on a transport system has to bereliable: failure to route buses or control trainscan be catastrophic, not just to the transportoperators but to the country, town or cityeconomy. The need for secure, reliable, feature-rich communications is therefore paramount.Any solution has to work, and it has to work24/7/365. The reliability, availability, securityand interoperability functions offered by TETRA are key reasons why TETRA is chosen.The added benefit of TETRA interoperability in the event of a major incident means thatpublic safety agencies such as police, fire andambulance services can instantly communicatewith transport staff.

TETRA offers a complete, totally secure,resilient, service-rich communications solutionfor the full range of professional user groupsacross both private and service provider-basedoperations. Predominantly IP-based infra -structure, a wide range of fixed units, mobile andhand-held devices (with integrated GPS), radio modems, dispatch facilities, large andsmaller-scale control centre functionality


Why is TETRA chosen for communications across urban public transport markets? This article takes a look at thereasons behind the technology choice for the bus, tram and metro sectors.

Why TETRA forthe European urbanpublic transportmarket?

TETRASUPPLEMENT

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Robin DavisChairman, TETRA + CriticalCommunications Association (TCCA)Transportation Group

and hundreds of applications tailored to specificindustry segments provide a rich, future-proof PMR communications environment forincreasingly demanding, security-consciouscustomers. TETRA also integrates seamlesslywith other existing and emerging IT andcommunications technologies to create a total communications solution.

In developing the TETRA standard to meetthe needs of traditional PMR user organisations,numerous services and facilities have beenprovided that clearly differentiate TETRA fromother wireless technologies. These include:

VoiceGroup calls; individual calls; emergency call(pre-emptive priority call); priority calling; busyqueuing; Dynamic Group Number Assignment(DGNA); ambience listening; area selection; lateentry; authentication; air interface & end-to-endencryption; direct mode operation (DMO); andterminal disable.

DataStatus messages; Short Data Service (SDS);circuit mode data; Packet Data Service (PDS);multi-slot packet data; and TETRA EnhancedData Service (TEDS).

Services such as group calling, direct modeoperation (DMO), packet data services and TETRAEnhanced Data Service (TEDS) are all integral tothe TETRA standard, having been seamlesslydesigned into the system core.

TETRA and wider integration with data systemsThe requirements for data across transportoperations have grown, but whilst some saythat TETRA’s data capability is limited, transportoperators have found that it is ideal for meetingtheir needs for machine-to-machine communi -cations systems and telemetry. That is not to saythat designing these critical communicationssystems is as easy as it sounds. From bus, tramand train fixed mobiles through to handhelds,voice and data, passenger information systems,telemetry and signalling, all modes of transportstatus information and alarm information isneeded. All this functionality contributes to avery complex set of requirements for the TETRAcommunications system. Reliability andsecurity is therefore essential for communi -cations in this environment.

The multi-functionality voice and datacapability of TETRA is ideal for urban trans-

port applications. Operations require high levels of safety and security for passengers,vehicles, rolling stock and staff. Informationdelivery to passengers and staff is vital fortimetables, passenger safety, operational and maintenance staff, and telemetry from andto the trains themselves. The trains, trams and buses have sophisticated control andmonitoring systems derived from on-boardcomputers interfaced to the TETRA comm -unications system.

A large number of transit operators areconsidering TETRA for safety-critical signallingapplications. This has been a subject of researchby the TCCA Transportation Group, with theresult that ETCS (European Train Control System)compliant signalling is now implemented overthe TETRA system.

Urban transport operators that haveadopted TETRA have found that it is able toprovide seamless and secure operations,ensuring smooth, reliable and efficient servicesboth in operational and passenger areas.

TETRA has proven that it is able to providetransport operators with all of the following:● Comprehensive, inherent, built-in PMR

(private mobile radio) functionality which isessential for railway operation

● Direct Mode Operation, for direct comm -unications outside the main radio network,essential for operations such as shunting

● Fast and consistent voice call set-up evenover wide area connections

● Flexibility in choice of frequency bands,

especially in UHF – e.g. 350-370, 380-400,410-430 and 450-470 MHz bands

● Improved spectrum efficiency (four timesmore channels for communications using an equivalent amount of spectrum) andreduced bandwidth requirements comparedwith 200kHz GSM-R channels

● Operation at the lower end of UHF band –resulting in better coverage and leading tofewer base stations to cover the same lengthof railway

● High-speed packet data services (multi-slotpacket data and TEDS) for mission-criticaland safety critical applications support

● Multi-vendor support and competition for the core system, subscriber radios and peripherals.


TETRASUPPLEMENT

Robin Davis is the Chairman ofthe TCCA Transportation Groupand a Project Director andManagement Consultant atActica Consulting based in theUK. Initially qualifying as a railwaysignalling engineer, Robin

went on to advise various government organisa -tions around the world on the specification,procurement and delivery of advanced ICTtechnology, mission critical control roomapplications and TETRA. Specific to transpor -tation, Robin has advised various transportationcompanies on the procurement of digital radiosystems, notable projects include the MalaysiaExpress Rail Link, one of the first TETRA systemsoperational in the region, and Taiwan High-Speedrail. In the UK Robin has advised various transportoperators, the Highways Agency, LondonUnderground and Transport for London.

TETRA is successfully deployedon the Berlin metro network

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In addition, TETRA also continues to bedeployed in many other traditional PMRmarkets, such as utilities, industrial, as well as inthe military sector for peace-keeping and othernon-tactical activities. Figure 1 (page 51) showsthe relative sizes of all current sectors.

Transportation is an ever-growing sector.TETRA finds application in this sector in a numberof areas, for example with buses where alongsidenormal voice communications and broadcasttraffic information, it can provide both real-timelocation information to its traffic control centre,

and update passengers with arrival anddeparture information that is made available viaintelligent roadside at-stop displays. Further -more the real-time location and capacityinformation can be used for intelligent trafficmanagement allowing better passenger fluidity.


ETSI’s Terrestrial Trunked Radio (TETRA) is today the most successful digital trunked radio standard forprofessional users. The initial goal was to create a digital wireless communications technology meeting thespecific requirements of emergency services, such as police, fire fighters and medical response units. The resulting specifications defined an exceptionally functional technology. By 2011, TETRA has been deployedin over 130 countries worldwide, of which half are outside Europe, with Asia Pacific and Africa being the fastestdeveloping regions1. Nationwide government-operated mission critical TETRA networks have been in operationin Europe for many years and many other governments outside Europe are also basing their Government RadioNetworks (GRN) on the TETRA standard. The largest market for TETRA continues to be national public safetyorganisations deploying TETRA for networks shared by its emergency services. However, the transport sectortoday present the second largest market segment.

TETRA evolution forfuture needs

Bernt MattssonTETRA Technical Officer, European TelecommunicationsStandards Institute (ETSI)

TETRASUPPLEMENT

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This in turn reduces time spent and hence bringseconomic gains.

In airports, the group call facilities of TETRAare ideal for co-ordinating communications andwork scheduling by flight number such that allthe relevant teams servicing and dispatching a flight can communicate together.

For taxis, applications have been devel-oped that allow traffic analysis and efficiency in deployment.

These aforementioned examples show theagility of the TETRA standard and suitability forinnovative system integrators to providecustomised operational solutions to meetcommunication challenges faced by modernpublic transport organisations. Data can, in a veryreliable manner, be transferred via TETRA asstatus messages, Short Data Service (SDS) or IPpacket data; in addition console display emula -tions can be built into computer applications totake full control of the radio for both voice anddata. Centralised control is the key for systemintegrators to be able to build intelligentsolutions – whether for management of pass -enger flows or vehicles.

With the move towards wideband TETRAand broadband solutions even a larger selectionof services can be offered which in turn results inhigher customer efficiency and satisfaction.These are important milestones at a time wheredata transmission capacity plays an ever greaterrole. The already existing wideband solutions arecapable of transmitting data, images and basicmoving video, while broadband solutions will beable to meet further demands for capacity – be itlarge amounts of data or streaming of highquality video like HD, 4K or 8K.

High quality video plays an important rolewhen considering safety related applications likereal-time surveillance video. These can often befound in the public transport, e.g. bus, metro andtrain and their passenger stations.

The technologyTETRA technology offers many advantages thatinclude fast call set-up time, excellent groupcommunication support, Direct Mode Operation(DMO) between radios, packet data and SDS,frequency economy, first-class voice quality andexcellent security features. TETRA uses TimeDivision Multiple Access (TDMA) technology withfour user channels on each 25 kHz of theallocated radio spectrum. This makes itinherently very efficient in the way that it usesthe frequency spectrum.

The TETRA trunking facility provides apooling of all radio channels which are thenallocated on demand to individual users, in bothvoice and data modes. By the provision ofnational and multi-national networks, nationaland international roaming can be supported, theuser being in constant seamless communicationswith his colleagues. The deployment of suchsystems i.e. TETRA ISI (Inter-System Interface)has already started.

TETRA supports point-to-point and point-to-multi-point communications both by the use ofthe TETRA infrastructure and by the use of DMOwithout infrastructure. TETRA is an inter -operability standard with support from manyvendors; compared with proprietary solutionsthis gives users considerable advantages in theform of greater choice and lower price.

TETRA release 2 includes various improve -ments like TETRA Enhanced Data Service (TEDS).Bit rates that can be supported with TEDS rangebetween 30 kbit/s and 400 kbit/s depending onchannel widths of 25 kHz, 50 kHz, 100 kHz and 150 kHz. TEDS will hence have a major positiveimpact on the long-anticipated move to dataintensive applications for mission critical usersand others.

Other improvements in TETRA release 2 arethe extension of the cell range from 58km to83km and the inclusion of a common protocolformat for positioning services, known as theLocation Information Protocol (LIP).

Whilst many of the aforementionedenhancements are primarily a response torequirements of TETRA’s mission-critical

users, they will of course benefit all the otherdemanding users as well.

Frequency allocationWireless communication systems inevitablyneed the use of radio spectrum, a scarce andvaluable resource. For emergency systems inEurope, the frequency bands 380-385 MHz and390-395 MHz have been allocated for use bydigital land mobile systems by the EuropeanCommunication Office. For civil systems inEurope the frequency bands 410-430 MHz, 450-470 MHz have been allocated for TETRA.

Furthermore, the frequency band 380 MHz to470 MHz has been allocated for wide band PublicProtection and Disaster Relief (PPDR) radioapplications. The decision on the harmonisationof frequency bands for the implementation ofdigital PPDR radio applications can be con -sidered as a clear indication of a commitment bythe European national administrations tosupport broadband wide area Public Safety andSecurity PPDR radio applications – a decision ofparticular importance for TEDS.

Work is currently in progress to meet futureneeds for critical broadband systems. Last yearthe ECC (Electronic Communications Committee)published their Report 199 on User requirementsand spectrum needs for future Europeanbroadband PPDR systems (Wide Area Networks).The report studies various PPDR scenarios and the corresponding envisaged spectrumneeds. The report generally concludes that a 2 x10 MHz bandwidth of spectrum will be needed inorder to ensure the services availablity. The battlefor dedicated frequencies for PPDR broadbandservices is however still far from being won.

TETRA and public safety standards development in ETSIThe production of the standards for TETRA and


TETRASUPPLEMENT

Figure 1 The relative sizes of different market segments, 2011 Credit: Courtesy of TCCA

‘‘With the move towards wideband TETRA andbroadband solutions even a larger selection

of services can be offered which in turn resultsin higher customer efficiency and satisfaction’’

its further evolution is the task of ETSI’s TCCE(TETRA and Critical Communications Evolution)Technical Committee. The work is performed inclose collaboration with the TETRA and CriticalCommunications Association, an industryorganisation representing users, manu -facturers, application providers, integrators,operators, test houses and telecommunicationagencies – in all, around 200 organisations fromall corners of the world. This collaborationensures that the standardised solutions meetthe current and emerging expectations of allparts of the TETRA and critical communicationscommunity, thus helping to future-proof theTETRA technology and its users.

Within the ETSI technical committee, over 150 technical specialists from ETSI member companies participate in workinggroups that focus on specific topics, such as user requirements, air interface, networkprotocols, high-speed data, voice coding,security and off-network services.

The TETRA technology continues to evolve and it is the task of the ETSI TCCEcommittee to evolve the TETRA and relatedstandards accordingly.

When it comes down to critical broadbanddata services, the TCCE committe has endorsed,as a working assumption, that the most likelysolution will be based on using LTE as the bearer

technology. The standardisation of LTE (oftenreferred to as 4G mobile) is taking place in 3GPP,the Third Generation Partnership Project – a jointproject between ETSI and five other regionalstandards bodies across the globe. As it stands,LTE as specified today is not capable of providingthe vast range of functionality that we are used toin current TETRA systems. Therefore it has beennatural for the TCCE committee, together with itspartner organisation as experts of PMR specificrequirements, to provide input to 3GPP to beused as a basis when developing functionalitycorresponding to that considered as funda -mental for PMR radio technology, such asefficient group call and direct mode operation. In


TETRASUPPLEMENT

The ETSI TCCE (TETRA and Critical Communications Evolution) organigram Copyright: ETSI 2013. All rights reserved.

TetraFlex® for rail and metro – reliable and scalable TETRA communication systemsThe DAMM TetraFlex® System is the most scalable

and intelligent IP-based digital TETRA radio

infrastructure available. It comes complete with

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and full Dispatch application.

The benefits of TetraFlex® include: ● Scalability in site and capacity expansion● Outdoor solution optimised for direct

installation in harsh environments● Unlimited 3rd party application integration

TetraFlex® provides reliable, fast and disruption-free

TETRA data and voice communication for mission

critical operations. The 100% IP-based distributed

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3GPP’s terminology these are called Proximity-based Services and Group CommunicationSystem Enablers for LTE. The standarddevelopment work on these features is underwayand initial systems aspects may be publiclyavailable during the latter part of 2014. However,it is generally believed that TETRA will be theprincipal technology for mission critical voice fordecades to come.

The work of the TETRA and Critical

Communi cations Evolution committee iscomplemented by other ETSI standards activitiesrelated to emergency response communications.ETSI’s EMTEL committee is responsible foridentifying and co-ordinating the operationaland technical requirements of those involved inthe provision of emergency communications. As an example, the ‘EU Alert’ service can bementioned – a specification of requirements for aEuropean public warning system (PWS) wherethe alert is being sent in the local language. ‘TotalConversation’ provides for the handling ofemergency calls placed by people with hearing orspeaking disabilities by combining video, real-time text and audio in a conversational call.

ETSI’s Satellite Emergency Communicationworking group within the SES (Satellite EarthStations and Systems) technical committeperforms standardisation in the area of satellite-based emergency management includingfunctional architectures, services for comm -unication and the supporting protocols. At this moment group is working on definingreference scenarios for emergency satellite-assisted telecommunication services in order tofacilitate the evaluation of needed comm -unication resources. One of the scenarios being

looked at in more details is the event of a masscasualty incident in public land transportation.This work can be expected to be published in early-2015.

All of this work relies on the involvement and feedback of users, operators, regulators andmanufacturers who are invited to participate inthe open standards process. ETSI producesglobally-applicable standards for Informationand Communications Technologies (ICT),including fixed, mobile, radio, converged,broadcast, vehicular, maritime, aeronautical andinternet technologies, and is officially recognisedby the European Union as a European StandardsOrganisation. ETSI is an independent, not-for-profit association whose over 750 members from62 countries and across five continentsdetermine its work programme and participatedirectly in its work.

Reference1. Statistics from 2011, source TETRA Association.


TETRASUPPLEMENT

Bernt Mattsson is a TechnicalOfficer at the European Tele -communications StandardsInstitute (ETSI) located in SophiaAntipolis, France. He hasextensive experience in thestandardisation projects of

various technologies and is currently involved instandards projects on TETRA and criticalcommunications evolution, safety, powerlinetelecommunications and satellite earth stationsand systems.

DAMM Cellular Systems A/S will be

exhibiting at Critical Communications

World 2014 in Singapore between 20 and

22 May. Learn more about why DAMM’s

TetraFlex® system was chosen by Moscow

Metro, the world’s second busiest rapid

transport system – please contact our sales

representative – Carsten Laursen,

[email protected]

TETRA is growing in the transportation sector

‘‘The TETRA technology continues to evolve and it is the task of the ETSI TCCE

committee to evolve the TETRA and relatedstandards accordingly’’

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Meet DAMM at Critical

Communications World 2014

For 16 years, TETRA World Congress (nowCritical Communications World) has been thefocal meeting point for key stakeholders in the field of mission critical communications.This has seen the event expand into a series ofsuccessful regional events, allowing forincreasingly tailored and focused learningopportunities for delegates.

In 2014, the series sees the launch of CriticalCommunications Europe. This event continuesthe tradition of bringing together the very best inthe field of critical communications under oneroof, but with attention entirely on Europe.

The event features a multi-streamedconference, presenting case studies, updates and

interactive sessions from the following organisa -tions: 3GPP; AGURRE; Airwave; Analysys Mason;ANFr; ASTRID; BDBOS; BlackBerry; CopenhagenPolice; Dutch Police; ECO; EE; ETSI; French MOI;Glasgow 2014 Commonwealth Games; Länsi-Uusimaa Dept For Rescue Services; Leicestershirefire and Rescue; LMO; LMT; London MetropolitanPolice Service; MSB; Norwegian Directorate ForEmergency Communication; OSPT Alliance;Reykjavik Energy; SFR; SmartSantander; STEDIN;STIB; Suomen Virveverkko Oy; TCCA; Telefónica;UK Cabinet Office; and Vodafone.

The conference will address the majorthemes in the field of critical communicationstoday, while taking a proactive stance at making

sure the industry is moving forward in a cohesivemanner. As always, you can expect end-user casestudies providing exemplary best practiceguidelines for all planned and unplannedcircumstances. These come from the transport,public safety and utilities sectors.

Day OneThe highlight of the first day of the mainconference is undoubtedly the opening panelsession ‘Updates From Europe’s Major TETRANetworks’, which will be of particular interest toanyone attending from Belgium, England,Finland, Germany, Norway, Sweden or theNetherlands. The session will be taking a


Critical Communications Europe will take place in Amsterdam from 10-12 March 2014 at the NH GrandKrasnapolsky. This event is an exceptional gathering of Europe’s leading operators, users and suppliers ofsecure radio infrastructure. The meeting will define and develop the future of critical communications throughnetworking, discussion and detailed case studies.

Define and developthe future of criticalcommunications

SHOW PREVIEW

strategic look at how these national networkshave developed and how they will have tocontinue to develop if they are to carry onmeeting changing user requirements.

The morning session is rounded out withpresentations from two of the most importantsuppliers in the industry – Airbus Defence & Space (formerly Cassidian) and MotorolaSolutions – giving their vision of the future ofcritical communications.

At first glance, it is easy to mistake this as aTETRA conference. However, the second half ofthe day one plenary session will look firmly aheadat developments around Mobile Broadband forCritical Communications. Following on fromupdates from the Critical CommunicationsBroadband Group and 3GPP, the transport sector

takes centre stage with ANFr and Hub Onepresenting details of the pilot LTE network atCharles de Gaulle airport in Paris.

The streamed format of the afternoon splitsthe conference to provide a more detailed focus.At this point delegates have the option to learnfrom and discuss case studies around publicsafety; or hear the latest on Spectrum includingarguments from the Cabinet Office (UK), SFR andthe European Communications Office.

The end of the day offers an opportunity tomeet and discuss with other attendees andspeakers at the networking drinks reception inthe main exhibition hall. This is alwaysremarkably lively and proves a fascinatingenvironment that lends itself very well toanimated discussions around the day’s themes.

Day TwoThe morning plenary session on day two of themain conference promises an extremelyfascinating look at how critical communicationsis already starting to change, rarely seen atindustry events. The session begins with a lookat the importance of secure and reliable voicecommunications as the backbone of any criticalcommunications network. Then, a topic of vitalimportance which is all too often over looked;DNK (Norwegian Directorate for EmergencyCommunication) will discuss the challenges incommunicating the need for specialised radiosystems in the political sphere. The first portionof the session returns the focus to transport andthe implementation and use of professional LTE networks in transport with Thomas Hervieuof AGURRE.

Following the coffee break, attendees will betreated to a captivating presentation from theSmartSantander project which is sure to exciteand capture the imagination as to not only whatwill be possible in the near future, but what ispossible right now.

Focus then switches back to serviceproviders. ASTRID will present their latest test


SHOW PREVIEWCRITICAL COMMUNICATIONS

EUROPE 2014

Conferences and seminarswill address the majorthemes in the field of criticalcommunications today

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‘‘The conference will address the majorthemes in the field of critical communications

today, while taking a proactive stance atmaking sure the industry is moving forward

in a cohesive manner’’

Critical CommunicationsEurope 2014 will take place

in the city of Amsterdam

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results from their MVNO project, and EE, LMT, SFR and Vodafone will be put under the spotlightto discuss how commercial networks operatorsare planning to provide and manage a realisticmission critical service.

As with day one, the second half of day twodivides into streams. The options here are toeither learn and understand how to bettermanage a multi-subscriber network and manageinter-country operability, or taking a moreextensive look at transport including case studiesand presentations from Analysys Mason, theEuropean Railway Agency, Joint Radio Company,OSPT Alliance & STIB.

Workshop seminarsFor those looking for a more comprehensivelearning experience, Critical CommunicationsEurope offers three full workshop seminarstaking place on Monday 10 March, on the dayprior to the main conference. These will giveattendees the chance to work through problemsand stay very much ahead of the curve.

The first of these sessions is run by the TETRA& Critical Communications Transport Group. This session will take an all-inclusive approach tocritical communications in transport from TETRAthrough to LTE with contributions from Airbus,Alcatel Lucent, STIB and P3 in addition to theTCCA. This session has consistently proveninvaluable to attendees in the past who are notonly looking at upgrading their own networks,but wanting to make sure that they are gettingthe most out of their current infrastructure.

The other two workshops are hosted byMotorola Solutions and Airbus Defence & Spacerespectively. Motorola Solutions will be givingattendees a holistic guide through the migrationprocess from TETRA to high-speed broadband.Airbus Defence & Space will be taking a similarapproach but with a specific focus on the MVNO(Mobile Virtual Network Operator) model forCritical Communication professionals.

ExhibitionComplementing the conference is the mainexhibition which is free to attend. This is where

conference meals and networking will takeplace. The exhibition maintains a vibrantatmosphere with visitors getting the chance toget their hands on the latest software andhardware. As well as product demonstrations,the exhibition also features its own agenda ofpresentations from several of the exhibitors,consultants, TCCA and the Dutch Police.

Exhibitors include: Airbus Defence & Space;Airwave; APD; ATDI; CONET; E.T.S.A.; Entropia;HubOne; Hytera; Iskratel; KPN; Mic Nordic;Motorola Solutions; Ranplan; Rohill; Sepura; StopNoise; and UlWiMo.

DetailsThe conference is almost exhaustive in

what it offers. If you are trying to network and make new contacts in the field this event offers those opportunities in abund-ance. If you are simply looking to find out more information on new products or services, the exhibition and workshops makethis a fully immersive experience. If you areeager to learn from your peers and get moreheavily involved in developing standards and making sure your needs a fairly repre -sented, then the main conference is the perfect platform.

There are various registration options giving you the opportunity to tailor yourexperience, with up to 70% off for criticalcommunications users.


SHOW PREVIEWCRITICAL COMMUNICATIONS

EUROPE 2014

Date: 10-12 March 2014 Location: Amsterdam, the Netherlands Website: www.criticalcommunicationseurope.com

Public transport solutions from SepuraSepura’s solutions for public transport are flexible

and scalable, support effective communication and

coordination helping to enhance safety, efficiency

and customer satisfaction.

Jonathan Hamill, Head of Marketing for Sepura

says: “We are fast becoming the supplier of choice

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in partnership with specialist system integrators,

we’ve enabled highly customised operational

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Sepura’s solutions are proving a winning

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Sepura plc will be exhibiting its portfolio of

rugged and reliable radios together with a full range

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Communications Europe. Come and see us on

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‘‘For those looking for a more comprehensivelearning experience, Critical CommunicationsEurope offers three full workshop seminars’’


What is the role of humans?As security perception is more important for theuser of a network than objective numbers or crime statistics, the ‘feeling’ of a securesurrounding is vital in public transport and staff,as a ‘human presence’, contributes to this. Evenin our modern technological era the human is important for the human. The role of staffranges from a contact point for travelinformation, customer service and beyond –and, concerning security, a guarantee for

passengers that they are ‘not alone’ in a stationor a vehicle.

Use of technology requires well-trained staffOperators must recognise their customer’s

demand for staff presence in their operationaland Human Resources (HR) strategy. Concern -ing the operational configuration and facilities,the (very valuable) technological tools forsupporting security issues have, over time,become more easily installable and accessible.Technology serves the operator to increasecustomer’s security – but it won’t work withouthumans. Staff are needed to use these tools anddevices, like CCTV systems, analysis software,etc. in control rooms, live on-site and in analysis

The public transport sector’s core business is a delivery of service. Service stands first for transportation fromone point to another, but – as every user will agree – it also includes many other aspects. A high quality serviceneeds well-trained staff to support operations and customers. In the field of public transport security, staff playa major additional role – the presence of staff is one of the key factors for customer perception during their useof public transport networks.

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The perfect front-lineemployee – the role of

staff in publictransport security

Thomas Kritzer Head of Security and ServiceDepartment, Wiener Linien, Chairman of the UITP Security Commission, andEurotransport Editorial Board Member

‘‘The ‘feeling’ of a secure surrounding is vitalin public transport and staff, as a ‘human

presence’, contributes to this’’

phases after incidents or during big events.Therefore, high-quality training for handlingthese tools is a necessity. Today, most of thetools are multi-functional, like CCTV systems,serving safety and security demands, and arebecoming more and more complex. Therefore

the user has to be well-trained and made an‘expert’ for efficient usage. The best effect onpublic transport security is achieved when theso-called three pillars of security – humans(staff), technology and procedures – interact infulfilling an operator’s security strategy.Procedures need to be established for humansto use technical devices in the most profitableway and to get the most out of the technicalsolutions available.

Challenge: the perfect front-line employeeAn even more important challenge for the HRstrategy and staff training is the ‘front-line’

work. The customer’s expectations on staff arehigh, and in highly frequented networks, canalso be challenging – for example, real-timeinformation and communication and theefficiency of reactions to incidents are essentialfor providing suitable security perception. The employee today – as an important ‘player’for customer’s guidance and information ontheir journey – should have knowledge of thetransport network and surroundings and alsobe well-trained on security issues and reactions

to guarantee a safe and secure travel-experience. An employee (and also train or busdrivers) should be seen as the ‘ambassadors’ ofthe operating company. This is not differentfrom other businesses, like tourism or retail. So the requirements for the recruiting pro -cedures are also challenging – service-mindedprofiles must be developed whilst not forgettingsecurity knowledge and adequate abilities to


Staff presence is important for customers

Technology, like CCTV,requires well-trainedstaff to operate

Thomas Kritzer will be speaking at

Rail & Public Transport Safety

& Security 2014

For details on other speakers, a list of topics on the agenda and

information on how to book your delegate position, visit:

www.eurotransportmagazine.com/rptss

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‘‘Operators must recognise their customer’s demand for staff presence

in their operational and Human Resources (HR) strategy’’

‘‘Major security incidents can often only be trained in model exercises or simulations, therefore thorough

preparations are necessary to reach a high-quality training level’’

react on incidents and threats. Threats can alsoescalate to bomb threats or terroristic threatsand need complex and well-consideredreactions, carried out by staff. The service duty –especially on how to react to ‘every day’ securityincidents with different challenges andsequences – has to be accurately trained for

employees to be prepared in difficult situations.Major security incidents can often only betrained in model exercises or simulations,therefore thorough preparations are necessaryto reach a high-quality training level. Computer-based training or simulations are important forsecurity exercises. These major incidents alsorequire good interaction with other stake -holders like the police and authorities – animportant goal in such training exercises.

It is becoming more and more necessary forsecurity staff to also serve and understand that

customers have differing needs and thereforemust be seen as a ‘one-stop-shop’ service. Intimes of budget-cuts and the economic crisis,finding adequate employees has been challeng -ing for some, but it proves even more that the roleof staff serving the customer for operational andsecurity issues has to be very efficient. Experiencehas proved that it doesn’t matter if a companysources its own staff or whether private securitystaff is enforced. The most effective staffassignment that operates to a first-class servicefor the customer must be the target. Creativityand new ideas on effectiveness, plus a mix oftechnical solutions supporting staff, can helpreach customer expectations.

Fulfilling customer demandsIt is important to understand what thecustomer’s needs are. A public transport userexpects fast, safe and secure travel. In their,often daily, use of systems – apart frompunctual transport service – their feeling ofbeing safe and secure is crucial. That meansadequate infrastructure, clear lighting andarchitecture, cleanliness of stations, and thepresence of real-time travel information are allvital elements. Security measures like CCTV oremergency devices are a common picture for

the customer. But despite the deployment ofmachines, the customer still expects humaninteraction. The ‘customer’ is not a uniformgroup – their demands range from expectingefficient travel information, help and support for people with disabilities, and generaloperational support and hav ing well-trainedstaff for security matters. Passengers today rate the ‘security feeling’ as one of the most important influences on their decision touse a public transport network. Security andservice employees raise the customer’sperception in the network, and their presence isvital for contributing to a successful publictransport system.

Thomas Kritzer is the Head ofWiener Linien’s Security andService Department. He wasresponsible for the opera-tional implementation of CCTVrecordings, the implementationof ‘HelpU’, a mixed de-escalating

patrol and the planning of Vienna’s metrooperations during the Euro 2008 footballtournament. Thomas has also been a member ofthe UITP Security Commission since 2008 andwas elected as its Chairman in April 2011. In January 2014, Thomas joined the EditorialBoard of Eurotransport.

SECURITY

‘‘Security and service employees raise the customer’s perception in the network, and their presence is

vital for contributing to a successful public transport system’’

Network online with your industry peers, visit:

http://linkd.in/EuroTransMagMembers and non-members are welcome to join the discussions

LET’S CONNECT!

Exchange information, ideas and opportunities


SECURITY

Improving the blastresilience of rail vehiclesIn recent years, terrorist attacks on metrosystems have noticeably increased, asillustrated for instance by the Paris, Madrid, andLondon attacks. These dramatic events haveraised concern regarding the ability to increasethe efficiency of the management of similarcrises in order to reduce the number and gravityof the victims, as well as easing the organisa -tional efficiency in order to resume servicequickly and avoid societal disruption. Indeed,several efforts aim at improving the resilience ofthe metro coaches to achieve the followingthree main goals:● Increase the resilience of vehicles to blast

through the selection of vehicle materialsand structural design in order to speed-upthe recovery following an attack, allow-ing the transport system to return to normaloperation quickly

● Increase the security against a firebombattack through fire barriers and firesuppression, while also contributing topassenger safety from accidental orvandalism fires

● Reduce the attractiveness of metro systemsas a target for attack by reducing the human,economic and organisational impacts ofsuch attacks.

Such efforts include the European-funded FP7SECUREMETRO project1, which reached itsconclusion in June 2013, and gathered thefollowing 11 partners from the United Kingdom,Spain, France and Italy: ● Academic and applied research: Newrail

(UK), Tecnalia (Spain), IFSTTAR (France),

Istituto Afari Internazionali (Italy), and theSpanish Railways Foundation (Spain)

● Underground operators: Metro de Madrid(Spain) and RATP (France)

● Industry: Bombardier (France), Maxam-Expal (Spain), Sunsundegui (Spain) andSTAM (Italy).

SECUREMETRO aimed at bringing solutions tomitigate the consequences of an internal blastin metro vehicles. It adds up to more con -ventional approaches to reduce the casualtiesand disruptions related to terrorist attacks,although its findings are also relevant toaccidental events. Among the efforts dedicatedto the terrorist threat, SECUREMETRO is original

in that it does not strive to mitigate thepossibility of an attack, but its consequences.These goals are achieved by using validatedmaterials and design strategies to build metrovehicles with intrinsic security features2.

Another important consideration is that theSECUREMETRO solutions are designed to beimplementable as a retrofit for the existing rollingstock. This both helps keeping the imple -mentation costs at an affordable level, andreducing the delay to introduce the improvementsince most existing rolling stock will not bereplaced for decades.

Terrorist threat on metro vehicles and its evolutionThe first step was an assessment of past attacksin order to identify the most likely and mostharmful types of attack. This analysis used theDatabase of Worldwide Terrorism Incidents of the Rand Corporation and the University ofMaryland’s Global Terrorism Database.

Over the last decades, the number ofterrorist attacks on rail-based transportation hasevolved in considerable proportions. During the1960-2010 period, 833 attacks killed approxi -mately 3,500 people and injured more than15,000. Moreover, figures for both attacks andvictims increased sharply around the 1980s (see Figure 1, page 62).

The perpetration tactic is of particularimportance to devise ways to mitigate the effectsof the attack. Out of the 833 attacks, bombs wereused as a weapon in 73% of the cases, followedby firearms (6%), firebombs (4%), and fires (4%).The other types of weapons are marginal.

Jean-Luc BruyelleResearcher, IFSTTAR

El-Miloudi El-KoursiResearch Director, IFSTTAR

Amaury FlancquartEngineer, IFSTTAR

Richard SeddonProject Manager, Tecnalia

Conor O’NeillResearch Engineer, NewRail

Antonio De Santiago LaporteR&D Coordinator, Metro de Madrid

‘‘In recent years, terrorist attacks on metro systems have noticeably increased,

as illustrated for instance by the Paris, Madrid, and London attacks’’

These proportions have not significantly evolvedduring the last decade.

This is confirmed by the number of victims,with 70% of the fatalities (2,541 out of 3,457) and77% of the injuries (7,832 out of 10,6823) causedby bombings during the considered period,making it the deadliest type of attack. The trendremains stable in the recent period, which leads to expect a continuing increase of thenumber of attacks and victims, with a vastmajority of bombings.

Findings from the analysis of existing attacksSECUREMETRO concentrated on specific caseschosen for their representativeness and theabundance and relevance of the documenta -tion. These cases are notably the bomb attacksin London (2005) and Madrid (2004), and fires inthe Daegu Metro (2003) and the KaprunFunicular (2001). Other related situations, suchas 9/11 or fires in high buildings and otherplaces from which evacuation is difficult, were also considered. The project found con -siderable insight in the previous work carriedout in these fields4,5,6.

An explosion causes damage throughseveral mechanisms, causing specific types ofdisruptions and calling for different mitigationmeasures. The primary effects are the shockwaveand the blast, as well as primary fragments fromthe bomb itself: pieces of its case and artefactssuch as nails. These effects are inherent to the

bomb and can only be alleviated by shielding ordampening measures to dissipate the blast andto prevent the propagation of fragments. Anothereffect is the creation of secondary fragments,caused by fragmentation of the inner structures,walls or windows, turned into shrapnel. The lastmechanical effect is the loss of structuralintegrity, causing collapse of overhead equip -ment or of the roof. Although it is impossible todesign a 100% infallible protection system, it ispossible to greatly improve the protection of thepassengers from falling debris which is a majorcause of head injuries.

It was found that non-incendiary bombs donot usually cause a fire, and that the current

EN45545 standard is adequate to prevent fire inthese conditions.

Although the inner structure of the vehiclewas mostly destroyed in the studied cases, theoverall structure, wheels, bogies and floor, wasmostly intact, allowing access and even towingaway. This observation, that holds true even with high explosive loads, motivated us toconsider resilience, both from the technical andorganisational points-of-view: if a bombedvehicle has surviving passengers and is still ableto operate, even in a very limited manner, it isdesirable to add resilience in the design to ease

and speed-up the rescue and the recovery of thesystem after the blast.

Designs improvementsParticular attention was paid to specific keysystems and components of the metro vehiclethat must be considered for the safety of thepassengers on a bombed train:

Windows/glazingWindows and glazing should be able to deform plastically, absorbing part of the energy of the blast and minimising the frag -


SECURITY

Figure 1 The evolution of the terrorist threat against rail-based vehicles in the 1960 to 2009 period

Figure 2 High-speed image of the trial with an existing Metro de Madrid carriage

‘‘An explosion causes damage throughseveral mechanisms, causing specific

types of disruptions and calling for differentmitigation measures’’

ments. High resilience and high plasticitymaterials should be employed to avoid glassshards. Appropri ately supported laminatedglass panels have far superior properties thatallow them to absorb energy with little or nofragmentation. Another important element isthe support system: particular attention waspaid to the connection between the windowand the frame, and between the frame and thecarriage structure.

WallsWalls should be able to deform plasticallywithout fragmenting or breaking into largepieces that could be projected inside by thenegative pressure following the blast wave.

External doorsCurrent rolling stock metro trains have slidingdoors, whose mechanism can be severelyaffected by a blast. External doors should not bethrown away.

Interlocking doorsResults from the RAILPROTECT project showthat internal walls can contain a blast, limitingits effect inside the carriage. Modern trainswithout interlocking doors can be improvedusing transparent transversal walls.

RoofThe roof breaks into large pieces under theeffect of the blast wave. The roof panels should not fall inside the carriage and injure the passengers. Mechanical systems, liketethered cables, should prevent the panels to bethrown inside.

SeatsThe most important issue concerning seating istheir connection with the vehicle structure,because the blast wave could tear them awayfrom the floor.

HVACHVAC and other heavy equipment are typicallylocated on the roof of the carriage. As a result they can fall inside the vehicle and hurt the passengers. They would be best placed under the floor, protected by the strongbogies structures.

Critical systemsSince the floor is little affected except at the location of the explosion, all the main

supply and critical systems may be protected by placing wires, pipes, etc., inside steel/aluminium cases and ducts placed beneath thefloor. A survivable driver’s cab could allowdriving the train to the closest station, whichwould dramatically ease rescue and evacuation.All this would increase the weight of the train, soattention should be paid to the mass of thecarriage components and to the materials used.

Cost considerationsThe modifications required to make a metrotrain blast safe could require a very highinvestment, which not everyone can afford. A possible solution is a sort of ‘blast-resilientcertification’ for metro lines. Cities where therisk of metro bombings is low may not beinterested in a large investment for blast

resistant trains. On the contrary, medium/high risk cities like London, Paris and Madrid could be interested in being certified as‘blast resilient’.

Experimental assessmentA full-size blast test was performed to assess theperformance of current rolling stock. This testwas carried out on a decommissioned Series5000 carriage given to the SECUREMETROproject by Metro de Madrid. This type of carriageis typical of the rolling stock built in the mid-70sand still in operation today. The trial consistedof detonating a charge similar to those used inthe London attacks, located at the centreline of the carriage.

As shown in Figure 2 (page 62), the two doorson both sides of the carriage, at the explosionpoint, became detached and landed 60m away.Several other passenger doors were removedfrom the carriage, while others were buckled andinoperable. All the windows on the right sidewithin the passenger area were shattered andtheir rubber seals dislodged from their frames. Inthe driver’s cab, all the windows and doors were dislodged, except the access door whichremained operable.

However, damage to the chassis was limitedto the rear heat exchanger pack being brokenfrom its mounts, while the central pack was onlybroken at its rear point. The air reservoirremained intact. Overall, the chassis fared well and the carriage could be towed away,confirming that improved resilience in thepassenger area would dramatically improve the security in case of blast.

Analysis of the effects, based on this test and


SECURITY

Table 1: Weapons used to perpetrate attacks againstrail-based vehicles

Percentage of all attacks

1960-2010 2000-2010

Weapon used period period

Bomb 73% 77%

Firearm 6% 4%

Firebomb-Molotov 4% 3%

Fire 3% 4%

Landmine 2% 2%

Grenade 1% 1%

Material obstacle 1% 1%

CRBN material 1% 0%

Rocket 1% 0%

Knife 0% 1%

Car-bomb 0% 0%

Other 1% 2%

Unknown 7% 5%

Figure 3 High-speed image of the trial with the demonstrator carriage

the case studies, identified several key areas forimprovement, mainly: windows; doors; inter -locking doors; components materials; joiningtechniques; information and communicationsystems; and evacuation system.

Computer simulation was performed to better understand the behaviour of the shock wave inside the carriage, identify the most stressed parts of the internal structure, and devise and select structuralimprovements to improve resilience. This led to a series of small-scale blast tests of unitarysamples to assess the improvement over existing materials.

The final step then consisted of integratingthese solutions in a demonstrator vehicle, andsubmitting it to the same blast test as the existingvehicle. The improvements brought to thedemonstrator consisted notably of:● Improved resistance of the windows

that cleanly separate from the body and do not shatter, thanks to protective film and bonding

● Improved resistance of the ceiling panelsand ceiling-mounted elements usingretaining cables to the main vehiclestructure: the ceiling does not fall on thepassengers, and does not cover the groundwith debris which would make walkingdifficult and hazardous

● Reinforced lighting using LEDs● Reinforced driver’s bulkhead● Use of flexible backing layer (polyurea) on

key elements of the secondary structure toimprove flexibility and avoid fragmentation.

As show in Figure 3 (page 63), in the blast testthe driver’s bulkhead failed, which thesimulation had not predicted. However, the pressure data close to the bulkhead allowedto determine the reasons of the failure, and topropose the necessary reinforcement.

The floor was punctured below the blastpoint but did not cause structural failure. Several window bonding solutions weresimultaneously tried, and none shattered except the unprotected (reference) windowwhich failed as expected. All the bondedwindows stayed in place. The emergencywindow, protected by film but not bonded to thestructure, was ejected in one piece: leaving theframe open but free from glass fragments,allowing safe egress.

The seating remained mostly intact, except the seats closest to the charge which

were fractured but did not generate second-ary fragments.

The ceiling panels attached by cables to themain vehicle structure remained attached anddid not fall, making walking in the carriage mucheasier and safer than in the unprotected carriage.Panels attached to secondary elements fell to the floor, showing the importance of tying to themain vehicle structure.

The prototype LED lighting worked through -out and also after the trial.

Overall, these results confirmed theimprovement to the resilience of the metrovehicle, passengers and staff. Another achieve -ment of SECUREMETRO is the design of a testingset-up that was an improvement over that usedduring the first trial.

Conclusion The outcome of the project is expected to yieldimprovements in the design of metro vehicles toimprove blast resilience, and their testing led to the design of measurement methodologiessuitable for the specific context of an explosioninside a carriage. It therefore appears that the raised issues, and the solutions found, areboth worthy of consideration by the stand -ardisa tion bodies.

AcknowledgementsThe authors would like to thank the EuropeanCommission for supporting the funding for the ‘SECUREMETRO – Inherently secure blast resistant and fire safe metro vehicles’project (Grant Agreement No. 234148), and also wish to thank all the partners of theSECUREMETRO project.

References1. http://securemetro.inrets.fr

2. ‘Improving the resilience of metro vehicles andpassengers for an effective emergency response to terrorist attacks’ (J.-L. Bruyelle, C. O’Neill, E.-M. El-Koursi, F. Hamelin, N.Sartori), Safety Science Journal, Safety Science, n° 62 (2014), pp. 37-45;http://www.sciencedirect.com/science/article/pii/S0925753513001720

3. Excluding the five fatalities and 5,205 casualties in the 1995 Tokyo gas attack which remains the only oneof its kind.

4. ‘The mass psychology of disasters and emergencyevacuations: a research report and implications for practice’ (J. Drury and C. Cocking, 2007);http://www.sussex.ac.uk/affiliates/panic/Disasters%20and%20emergenc y%20evacuations%20(2007).pdf

5. ‘To prevent ‘panic’ in an underground emergency: whynot tell people the truth?’ (G. Proulx and J.D. Sime), Proc.3rd int. symposium on fire safety science, pp. 843-852.Elsevier Applied Science, London, 1991.

6. ‘The nature of collective resilience: survivor reactions tothe 2005 London bombings’ (J. Drury, C. Cocking and S.Reicher) Int. Journal of Mass Emergency and Disasters,vol. 27, no. 1, pp. 66-95., 2009.

SECURITY


Jean-Luc Bruyelle received aPhD in Image-Processing in1994, and since then has been aResearcher in the domain oftransportation at the Universityof Lille, the Catholic Uni-versity of Louvain and IFSTTAR.

His main fields of expertise are safety, image-processing and assessment. Jean-Luc hasparticipated and coordinated work packages in ANR and European FP and Eureka pro-jects, including PROMETHEUS, CROMATICA,PRISMATICA, BOSS, PANSAFER, RESTRAIL and SECUREMETRO.

El-Miloudi El-Koursi is aResearch Director at IFSTTAR,with 30 years of experience in thefield of railways. His domains are safety, control/command,security and assessment.

Richard Seddon is a ProjectManager at Tecnalia Researchand Innovation. He has co -ordinated work packages andparticipated in several Europeanresearch projects focused on the development of composite

and hybrid materials for extreme con-ditions (EXTREMAT, KMM, AGAPAC, ADVITAC,ELECTRICAL and SECUREMETRO). Richard alsoacts as a technology transfer broker for theEuropean Space Agency.

Conor O'Neill joined NewRailas a Research Engineer focusingon light-weight materials andstructures. An aeronauticalengineering graduate of theUniversity of Limerick in Ireland,Conor has focused his career onthe manufacture and testing of compositematerials. He worked at Airbus for seven years inthe Composite R&D and Military TransportAircraft Test Departments. Conor is theCoordinator of two European FP7 projects –SecureMetro and FireResist.

Amaury Flancquart is anEngineer at the LEOST lab,IFSTTAR. His main work isrelated to the design anddevelopment of hardware and software architectures foraudio and video perception and

positioning systems. He has been involved inseveral experimentations in European researchprojects (PRISMATICA, LOCOPROL, BOSS,SATLOC and SECUREMETRO).

Antonio De Santiago Laporteis an Industrial TechnicalEngineer. After more than 12 years working for AT&TMicroelectronics, Lucent Tech -nologies Microelectronics Groupand Agere Systems, he finallyjoined Metro de Madrid in 2002. Initially involved inthe Fixed Installations Maintenance, Antonio hasbeen working since 2007 in the different R&DDepartments of the company, actually as the R&D Coordinator, dealing with the National and European projects in which Metro de Madrid is participating (VI and VII Frameworkprograms, Horizon2020).

Take the easy way. Our understanding of public transport helps us to make mobility easy. For the users of our systems as well as for passengers. Meanwhile, more than 400 customers worldwide rely on our integrated solutions to support them with their daily tasks

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and they also benefit from our proven service & maintenance support.

Would you also like to make public transport more attractive, faster and more efficient? Take the easy way and talk to us!

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