issue 4 2014 france & italy · 44 light-rail all change for metro to benefit future generations...

www.eurotransportmagazine.com Issue 4 2014

ScandinavianLight-Rail DemandLars Nordstand, Chairman, Keolis Nordic AB

Safety & SecurityOperational Control Room technology,

exploring security methods by transport operators, and a SECUR-ED project update

France & ItalyParis metro developments, Keolis operations in France, and Milan’s first fully-automateddriverless metro line

InnoTrans 2014Show Preview

JOIN US AT:Real-Time Passenger

Information Conference 201426 November 2014, 30 Euston Square, London

www.rtpiconference.com

Today’s challenge is to create integrated public transport solutions in urban areas. The rapid growth

of population within regions, districts and cities places hefty demands on public transport operators

to move large volumes of passengers effectively, efficiently and safely. Many cities have opted to

extend their current underground rail networks and above-ground light-rail routes, so that services

can be expanded to reach a wider number of people. But development and construction of these

modes can be very expensive. A lower cost alternative still capable of transporting large numbers is

Bus Rapid Transit (BRT) systems.

A growing number of cities are beginning to realise the benefits that BRT systems can bring:

capable of moving large numbers of people; construction and implementation costs kept to a

minimum; can be environmentally-friendly when using sustainable vehicles; achieves reduced journey

times by avoiding congested main-roads; to name just a few.

To showcase developments in the area of BRT systems, this edition of Eurotransport features a

special supplement (page 52) to highlight some of the key benefits and reasons behind

implementing these networks.

We start on page 54 with an article from Gavin Booth at Bus Users Scotland who believes that

BRT networks tick all the right boxes for passengers – but do they need to operate on guided

busways or will standard bus-only routes work just as efficiently? He says, “My experience as a

passenger on several busways on mainland Europe suggests that the extra cost of providing the

‘track’ for a guided busway is not always justified.” However, Gavin goes on to highlight that some

networks are designed from the outset to become a tramway – these are called ‘rubs’ and when

passenger numbers on the BRT route stack-up, the infrastructure can be converted to a tramway to

provide even more efficiency to an already-established service. Gavin highlights some of the latest

BRT schemes to be seen in the UK – including the Cambridgeshire guided busway, the

Luton–Dunstable guided busway, and the Fareham–Gosport unguided busway.

In stark contrast to the UK, the second article in our BRT Supplement on page 60 comes from

Arno Kerkhof at the UITP who focuses on the networks in Brazil – a country where BRT networks are

very popular, and Arno is keen to express that Brazil ‘leads the way’ with this mode of transportation.

He says, “The implementation of BRT systems in Brazilian cities is undoubtedly one of the most

important steps for urban passenger transportation to be really efficient and in line with the

expectations of the population.” Arno goes on to highlight how Rio de Janeiro is focusing on

transforming its BRT network ahead of the 2016 Olympic and Paralympic Games.

BRT from the point-of-view of an Industry Consultant is given on page 66 by Doug Jack who

states that the mode is simply ‘the flexible option’. Doug takes a more technical look at some of the

buses in operation around the world including options from Volvo, Mercedes-Benz and Van Hool.

So, does Bus Rapid Transit have a promising future? Its success will come down to infrastructure

budgets, cost of vehicles, cost of infrastructure, how quick systems can be installed, operating

frequent services, the ability to move high numbers of passengers per direction per hour, operat-

ing with minimal emissions, and of course its attraction to passengers.

As always, if you would like to contribute to a future issue of Eurotransport with an

end-user article or an informative news item, please do not hesitate to contact me via

email at [email protected]. Please also bookmark our website at

www.eurotransportmagazine.com where you can find details of past, current and future issues,

industry news and conference details. Don’t forget you can also join our

groups on LinkedIn and Twitter – details are opposite.

INTRODUCTION

EurotransportV O L U M E 1 2 , I S S U E 4 , 2 0 1 4

S U B S C R I B E O N L I N E A T:

www.eurotransportmagazine.com 1

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

Mark CartwrightManaging Director, RTIG

Lindsay RobertsonChief Executive Officer, ITSO Ltd

Geoff DunmoreIndependent Passenger Transport Consultant

Dr. Fathi TaradaTunnel Safety Industry Expert, Mosen Ltd

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

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

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

Subscription enquires to Karen Hutchinson:Email: [email protected]: +44 (0) 1959 563 311

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

Registered Office as above. Russell Publishing Ltd, is registered as a Limited Company in England, Number 2709148. VAT Number GB 577 8978 47

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

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

Craig WatersEditor, Eurotransport

Meeting thechallenge of movinglarge numbers of people

www.siscog.pt | T. +351 967 098 827 | [email protected]

Long-term strategic planning

to real-time dispatching

and post-operation analysis

Proven strong optimisation

expertise

Modular, flexible,

integrated solutions,

that interface easily

with other systems

Disruption management

capabilities

Resource scaling

for network / franchise bidding

your timetable, rolling stock and staff

planning and dispatching

Systems running continuously for several years in:London Underground | Lisbon Metro

Danish Railways | Dutch Railways | Finnish Railways

Norwegian Railways | Suburban Trains of Copenhagen

OPTIMISING THE RESOURCES OF THE WORLD

CONTENTS




1 INTRODUCTIONMeeting the challenge of moving largenumbers of peopleCraig Waters, Editor, Eurotransport

5 FOREWORDSecurity – an essential part of a good mobility serviceThomas Kritzer, Chairman – UITP Security Commission

7 NEWS

12 FRANCE & ITALY: PARISA vision for the 21st century metroChristian Galivel, Deputy Chief Executive Officer inCharge of Projects, Engineering & Investments, RATP

16 FRANCE & ITALY: FRANCEFrance is still number oneFrédéric Baverez, CEO, Keolis France

22 FRANCE & ITALY: MILANA driverless decision for Milan’s metro Line 5Carlo Bianco, Operations Director for Automatic Metro Lines, ATM

25 URBAN DEVELOPMENTPublic transport as thebackbone of Vienna’s urban developmentMaria Vassilakou, Deputy Mayor of Vienna

29 SHOW PREVIEWInnoTrans 2014

44 LIGHT-RAILAll change for Metro to benefit future generationsRaymond Johnstone, Director of Rail & Infrastructure, Nexus

49 LIGHT-RAILScandinavia’s trams are rolling againLars Nordstrand, Chairman, Keolis Nordic AB

73 TICKETINGOpportunities and trends for contactless ticketing technologyClaude Tetelin, Chief Technical Officer, CNRFID; andOlivier Chavrier, Deputy Managing Director, SCS Cluster

80 Innovative securitytechnology at the heart of city transportJames Kelly, Chief Executive, BSIA

83 Developments in Operational Control Roomtechnologies and access to‘crowd source’ imagesDave Gorshkov, Chairman, APTA CCTV Standards Committee

87 Learning from SECUR-EDAndrea Soehnchen, Project Coordinator, UITP

SAFETY & SECURITY SUPPLEMENT

54 BRT ticks all the right boxesfor bus passengersGavin Booth, Director, Bus Users Scotland

57 Show Preview: Euro Bus Expo 2014

60 Brazilian BRT networks lead the wayArno Kerkhof, Head of the Bus Division, UITP

64 Show Preview: IAA 201466 Bus Rapid Transit:

the flexible optionDoug Jack, Industry Consultant

69 Show Preview: UITPInternational Bus Conference

BUS RAPID TRANSIT SUPPLEMENT

A NEW WORLD OF PASSENGER INFORMATION & ON-BOARD ENTERTAINMENT

Luminator Technology Group

Your solution with our knowledge

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COME AND VISIT US AT INNOTRANS HALL 2.1 / BOOTH 305 TO DISCOVER THE LATEST DEVELOPMENTS OF OUR SUCCESSFUL TEAM.

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Security – anessential part of agood mobility service

Perception is keyFeeling anxious or uncomfortable might be the biggest concern of a

public transport user when thinking about their personal security – far

more than the fear of a huge attack. The customer’s perception is

influenced not only by actual and objective threats but a lot more by their

daily experience of using trains or buses. Public transport operators

invest a lot of resources in the protection of their system, customers, and

not to forget vehicles and infrastructure. More features than just the

presence of security guards or visible surveillance measures like CCTV

are necessary to build up an integrated security system.

Presence of humans is essential Another field of concern for security where a lot of technical solutions

and devices are used, is the aspect of human presence which remains

extremely important for the customer’s perception. Human presence

has an important preventive effect in recognising security incidents.

Customers expect staff to be available for their needs, whether for a

security issue or for them to be available to provide information

or service news. Due to the ever-increasing customers need for a

‘one-stop-shop’, security and service roles are very often combined.

Employees are often the first ‘contact’ for customers, so they need

to be seen as the ‘ambassador’ of the operator. Therefore, staff

education and training is a necessity. New developments in computer-

based training, and tailor-made exercise scenarios for incidents are the

results of projects such as SECUR-ED, and help to improve staff training

and their capabilities.

Fighting vandalism, metal theft and graffitiA lot of operators suffer from a high volume of vandalism and graffiti

incidents. Vandalism occurs in the ‘public’ areas and contributes to low

customer perception. Areas where vandalism or graffiti are visible give

the customer an uncomfortable feeling; the area could be seen as being

unsafe and not under ‘control’. Also, due to the so-called ‘broken

windows’ theory – experienced by a lot of operators – areas that give an

‘uncontrolled’ appearance cause more security incidents and crime.

Operators need to take care of such developments and act with

preventive measures i.e. revitalising critical areas or introducing a staff

presence or installation of surveillance measures.

These incidents often occur in non-public areas like depots or on

the tracks (or other infrastructure areas) and can cause delay and

operational disturbances, due to vehicles being taken out of service

and sections of infrastructure being unsafe. Metal theft is a relatively

new challenge for the sector, but one that causes huge damage and

major delays, as often vital functions of the network like supply or

transmission cables are affected. Protection of infrastructure is one

activity, but operators normally face the huge challenge of needing to

protect large areas with preventive surveillance measures. To meet this

challenge, excellent collaborations with the police forces and

authorities have proved to be useful in fighting this criminal activity.

New technology, like acoustic track monitoring systems or thermal/

infrared surveillance measures, are used to good effect.

‘Cyber security’ – the new unknown?One aspect that is becoming more and more of a challenge is, as in other

business sectors, the necessary protection of IT systems. In the public

transport sector, various IT systems are used, from signalling systems to

online ticket shops or social networks. These systems are facing various

cyber threats from the outside world. Tailor-made protection is

extremely important; approaches should be risk-based in connection

with IT experts and industry suppliers. Different solutions need to include

physical protection like adequate safeguards for IT architecture or

intrusion detection systems. Also, a big issue is protection against the

‘man in the middle’: various analyses showed that a threat via an internal

staff member needs to be taken into account, being even more probable

than an attack ‘from outside cyberspace’.

Security is an important and very dynamic field for the public

transport sector and its customers – good cooperation between

operators, the supplier industry, plus research and security authorities

is essential in realising a professional approach to fighting various

security incidents.

Security measures in public transport are of great importance for passengers, operators and other involvedstakeholders, writes Thomas Kritzer – Chairman of the UITP Security Commission. Mobility on mass transit ismore than just bringing people from A to B. As a sector, understanding itself as the mobility service sector, moreand more connected to the daily lives of people and integrated in our urban or rural communities, it is essentialto understand customer needs concerning security issues in their travel experience.

FOREWORD




Thomas Kritzer joined Wiener Linien in 2004 and is the Head of theSecurity and Service Department which is, together with other specialists,responsible for security issues concerning customers, staff, operations andinfrastructure, as for strategic security developments. Within theDepartment, Thomas is also responsible for ticket inspection, CCTVanalysis, documentation of security incidents and preventive awarenesstraining for customers. He has been a Member of the UITP SecurityCommission since 2008, was its Vice-Chairman between 2009 and 2011,and was elected as Chairman of the UITP Security Commission in April2011. In January 2014, Thomas joined the Editorial Board of Eurotransport.

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

Planning & Dispatching

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Analysing & Optimising

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

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

www.initag.com | [email protected]

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Berlin | 23 – 26 September 2014

Visit us:

Hall 2.1 | Booth 314

First Aberdeen will take delivery of 26 Micro-Hybrid vehicles like the ones pictured

NEWS




Formula 1 technology to drive new buses at First AberdeenBus operator, First Aberdeen, recently revealed that passengers are set to benefit from brand new, state-of-the-art buses which feature unique Formula 1 technology.

First has invested approximately £4.3 million in 26 Micro-Hybrid Streetlite vehicles, one of theworld’s most fuel-efficient buses which come equipped with leather seats, free Wi-Fi for customersand extra room for wheelchairs and passengers with buggies.

Each new vehicle is fitted with the latest energy saving technology including a braking powersystem similar to that used on Formula 1 racing cars, which re-uses energy to power other parts of thebus. The Micro-Hybrid buses are also lighter than a conventional single-deck bus and, together withadvanced engine technology, are around 30% more fuel-efficient.

www.firstaberdeen.com

Keolis AmeyDocklandsnamed as newDLR operator

Vossloh Kiepe traction technologyfor Hamburger Hochbahn busesHamburger Hochbahn AG has placed an orderfor battery fuel cell buses from Solarisequipped with Vossloh Kiepe tractiontechnology. The two 18m Urbino 18.75 electricbuses operate with the combination of batteryand fuel cells, which serve as range extenders.The two new articulated vehicles are scheduledfor delivery to Hochbahn by the end of 2014.

Vossloh Kiepe will supply the completeelectric traction system, including the 240 kWmotors and power management componentsfor these new zero-emission vehicles.

The use of fuel cells as an energy sourcegives these modern battery-powered vehiclesan exceptionally long range. In addition to the energy stored in the batteries, the electricenergy generated in the fuel cells is sufficient tocover the average energy consumption. The new buses will be fuelled with hydrogenwhen they return to the depot in the eveningand the batteries will be charged overnight. The time at which energy is stored in the form

of hydrogen is also independent of its time ofuse. This approach opens up new possibilitiesfor storage and flexible energy use in thecontext of the current energy revolution. This concept enables a daily driving range of approximately 250km along a flexible route structure.

In addition to the positive environmentalimpact of emissions consisting purely of watervapour rather than exhaust gases, the use of fuelcell technology also means that these vehiclesemit very low levels of noise and vibrations dueto the lack of a combustion engine.

Over the last few years, Vossloh Kiepe andSolaris have jointly implemented variousinnovative projects in the area of electricmobility, for which they received the 2012EBUS Award. Solaris electric buses fitted withtraction technology from Vossloh Kiepe arealready in operation in Braunschweig,Klagenfurt and shortly in Düsseldorf.

www.vossloh-kiepe.comThe DLR has 45 stations, 38km of trackand 149 carriages

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Transport for London (TfL) has namedKeolis Amey Docklands as the newfranchisee of the Docklands Light Railway(DLR) to operate and maintain the networkuntil April 2021, with an option for this to beextended until 2023.

Around 100 million passenger journeysare made on the DLR network annually andthis new contract, with a value in excess of£700 million, will commence on 7 December2014, and will see Keolis Amey Docklandswork with TfL to ensure that passengerscontinue to see improvements to theirservice. The DLR is already one of thehighest performing networks in the countrywith train punctuality regularly above 99%.The focus for the new franchise will thereforebe to maintain this performance in thecontext of delivering more services to meetgrowing demand in east London.

TfL’s Managing Director of LondonUnderground and Rail, Mike Brown, said:“The DLR is a rail network that continues tosupport regeneration across a huge area ofLondon and the economic growth of the cityas a whole. Its connectivity with the rest ofthe transport network, and its potential toconnect jobs and unlock opportunities, is also set to increase further when we start tooperate the Crossrail services that willinterchange with it in a few years’ time. Thedecision to appoint Keolis Amey Docklandswas reached after a thorough and competitiveprocurement process, which will ensure theDLR continues to deliver an ever-improvinghigh quality, value-for-money service forLondoners well into the future.”

www.tfl.gov.uk

NEWS



www.eurotransportmagazine.com8

The 42nd ETC comes to FrankfurtNow in its 42nd year, ETC is a European forumpromoting the exchange of ideas betweenacademia, political decision-makers, trans-port practitioners and advisers from thetransport sector. The 2014 event will take placeat the Goethe University, Frankfurt between 29 September and 1 October.

KeynotesJohanna Zmud from the RAND Corporationwill be kicking off this year’s ETC byintroducing the impending changes in the worldof mobility. Covering the hot industry topic ofautomated driving, her keynote speech will lookat the technical, social and traffic planningimplications of this transport revolution.

With cycling becoming increasingly

influential across the world, this topic will takethe focus of discussions on the second day of the event. Questions will be raised aroundcycling’s contribution to the functioning of the urban landscape and how bicycle traffic can be organised and integrated to optimise its efficiency.

On the third day we will be discussing thesustainability of the movement of freight.Jeroen Eijsink, CEO of DHL Germany, willintroduce the topic of Green Logistics in his

keynote speech which will continue to bediscussed in further sessions.

Other key themes include: managing traffic in urban areas; big data and conventionaldata; resilience towards climate change;transport investment; latest transport modell-ing technologies; rail networks and high-speed rail; plus a Young Practitioners’ andResearchers’ Forum.

Furthermore, there will be a technical cisitto Fraport on Wednesday 1 October 2014 whichwill include the airfield and logistics centre andis limited to 50 places only.

For further information please [email protected] or call +44 (0) 1564793 552.

www.etcproceedings.org

As part of the ‘EcoTram’ research project, Wiener Linien’s energy-savingtram was used on Line 62 in Vienna until the beginning of May 2014.During its 10 months in operation, the EcoTram collected valuable data onits power requirement in passenger service. The result: it saved up to 4,200 kilowatt hours (kWh) of energy, more than 13%, on heating,ventilation and air conditioning. That is roughly equal to the energyconsumed annually by an average household in Austria.

Since 2009, the Viennese tram operator Wiener Linien has beenworking together with its partners Rail Tec Arsenal (RTA), SCHIG mbh,Siemens, TU Wien and Vossloh Kiepe on this project, supported by the Climate and Energy Fund. The first phase of the project involved thecollection of data using a series-produced Ultra Low Floor (ULF) tram in aclimatic wind tunnel and in regular line service. This data was used todevelop efficiency improvement measures, which were subsequently

incorporated in a prototype vehicle – the EcoTram. After further testing inthe climatic wind tunnel, the Ecotram was deployed in passenger service.

The test tram benefits from a wide range of energy-saving features suchas a cooling and heating system with predictive control, CO2 sensors toensure an optimal supply of fresh air, a multi-stage cooling system andspecial sunlight-inhibiting window foils. Furthermore, it was also the firsttime that a heat pump had been installed in a tram to make use of theambient heat and cold for energy-efficient heating and cooling.

“In the past five years we’ve been able to gain valuable insights into theenergy-saving potentials of trams, and also test new technologies in regularline service,” reports

Günter Steinbauer, General Manager of Wiener Linien, enthusiasticallyabout the successful completion of the research project.

www.siemens.com

The EcoTram in operation in Vienna

‘EcoTram’ research project successfully completed

The Stockholm subway will build a new route from Odenplan to Arenastaden – the city’s newcommercial and entertainment district

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NEWS




EIB financesextension ofParis T3tramway line On 17 July 2014, a €128 million financecontract was signed by Julien Bargeton,Deputy Mayor of Paris with responsibilityfor finance, semi-public companies, publicprocurement and concessions, and Philippede Fontaine Vive, Vice-President of the European Investment Bank (EIB), in thepresence of Christophe Najdovski, DeputyMayor of Paris with responsibility fortransport, roads, travel and public space, tofinance the extension of the T3 tramway linein Paris to provide users with an enhanced,efficient transport service accessible to all.

This EU loan serves to raise thenecessary finance to extend the T3 line onwhich works are beginning. This project aimsto substantially improve the service for theinner suburbs and the connections betweenParis and neighbouring municipalitiesbetween Porte de la Chapelle and Ported’Asnières, a densely-populated area wheremajor employment centres are concentrated.This T3 line extension is 4.3km-long and willhave eight new stations.

This loan is vital to further expand thepublic transport network in Île-de-France,helping to meet strong demand from theregion’s inhabitants in terms of both capacityand time savings. The number of dailyjourneys on this new extension of the T3 lineis estimated at nearly 88,000, which willincrease total daily passenger numbers on theT3 line to over 190,000 – making it one ofFrance’s busiest lines.

www.eib.org

Consortium signs contract forDenmark’s first LRT systemA consortium of Ansaldo STS and Stadler has signed a contract with Aarhus LightRail for the delivery of a complete Light Rail Transit (LRT) system for the secondlargest city of Denmark.

Ansaldo STS will provide the infrastructure, while Stadler will deliver the rollingstock which will be split between Variobahn-type trams and Tango-type tram-trainsdesigned for speeds of 80km/h and 100km/h respectively. The vehicles will be of thesame type already in operation in cities like Bergen (Norway), Croydon (England)and Lyon (France). In addition to delivering the vehicles, Stadler will also provide themaintenance of the fleet for six plus three years.

Ansaldo STS will supply the infrastructure such as permanent way, powersupply, catenary and signalling systems as well as a control and maintenance centre.Ansaldo STS already has a strong track-record in Denmark where it has successfullysupplied infrastructure for the Copenhagen Metro.

“I am confident that the consortium will provide solid and well-proventechnology for Aarhus Light Rail,” says Claus Rehfeld Moshøj, CEO of Aarhus LightRail – the public company responsible for the realisation of the LRT system. “The fact that we have now chosen the suppliers of the infrastructure and rollingstock is an important milestone for this ambitious project. With the contract in place,the work of constructing the first light-rail system in Denmark can really take off.”

www.ansaldo-sts.comwww.stadlerrail.com

Aarhus in Denmark will soon have Variobahn-type tramslike the one shown already in operation in Bergen (Norway)

Stockholm awards metroextension contractWSP has been appointed to design a new subwayroute from Odenplan to Arenastaden –Stockholm’s new commercial and entertain-ment district.

Established by the Stockholm CountyCouncil, the client is the administrative bodytasked to lead the planning, design andimplementation of the subway expansionprogramme. The Odenplan–Arenastaden stretchis a part of this programme, which is scheduled tobe completed by 2022.

Magnus Meyer, Managing Director, WSP in Sweden, is proud of the extension ofconfidence in WSP’s abilities demonstrated bythis appointment.

“This is going to be a challenging project

both from a technical and planning perspective. Itwill necessitate good cooperation with all theparties involved, including the StockholmCounty Council, the City of Stockholm and themunicipality of Solna,” explains Magnus.

“This is the first of a number of majorcontracts involving the expansion ofStockholm’s subway route. With this project, wesee opportunities for creating more synergies andwinning additional work. At WSP, we are proudto contribute to Stockholm’s sustainabledevelopment. We have high aspirations toparticipate in more railway and subway systemsexpansions and continue to make great efforts toremain in the lead,” concludes Magnus.

www.wspgroup.com

NEWS




EVENTS

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

[email protected]

CCExpo 20149-11 September 2014Location: Leipzig, GermanyEmail: [email protected]: www.ccexpo.de

Bus innovation –how green can buses be?17 September 2014Location: London, UKEmail: [email protected]: www.theiet.org/events/local/202221.cfm

ITS & Road SafetyForum 201421-23 September 2014Location: Doha, QatarEmail: [email protected]: www.itsroadsafetyqatar.com

InnoTrans 201423-26 September 2014Location: Berlin, GermanyEmail: [email protected]: www.innotrans.de

FIVE – Fires In Vehicles 20141-2 October 2014Location: Berlin, GermanyEmail: [email protected]: www.firesinvehicles.com

TRANSEXPO 20148 OctoberLocation: Kielce, PolandEmail: [email protected]: www.transexpo.pl

Euro Bus Expo 20144-6 November 2014Location: Birmingham, UKEmail: [email protected]: www.eurobusxpo.com

UITP International Bus Conference5-7 November 2014Location: Rio de JaneiroEmail: [email protected]: www.uitp.org/tags/bus-conference

PMRExpo 201425-27 November 2014Location: Cologne, GermanyEmail: [email protected]: www.pmrexpo.de/en

Real-Time PassengerInformation 201426 November 2014Location: London, UKEmail: [email protected]: www.rtpiconference.com

Trial of bus sensor technology inLondon to improve road safetyTransport for London (TfL) recently confirmed that trials of detection software to enhance busdriver awareness of pedestrians and cyclists will soon start as part of a continued drive to improveroad safety in the capital.

Four buses will be fitted with brand new pedestrian and cyclist detection software as part of asix-week trial. The technology directly alerts bus drivers when pedestrians and cyclists are movingclose to their vehicles, helping to reduce collisions.

TfL is trialling two systems ‘CycleEye’ from Fusion Processing Limited and ‘Cycle SafetyShield’ from Safety Shield Systems Limited.

CycleEye is advanced cyclist detection technology which uses both radar and opticaltechnology to detect cyclists in close proximity to vehicles and the system audibly alerts the busdriver to their presence. Cycle Safety Shield is able to detect pedestrians, cyclists or motorcyclistsin close proximity to vehicles, giving a visual warning and then an audible alert to the driver.

The bus routes, which run between Oxford Street and Ilford via Mile End (route 25) andVictoria to Stoke Newington via Oxford Circus and Kings Cross (Route 73), have been specificallychosen for the trial because of the high number of pedestrians and cyclists that use these bus routes.A report detailing the findings of the trial and suggested next steps will be available later in 2014.

www.tfl.gov.uk

One of Lothian Buses’ first Euro 6 vehicles. A total of 25 new Wrightbus Gemini 3 double-deck buseswith Volvo B5TL Euro 6 chassis are being supplied to the Edinburgh-based transport operator

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Wrightbus, working closely with Volvo Bus, has recently been awarded a significant contract to supplythe first Euro 6 double-deck buses into the Lothian Buses fleet. Following a two month trial with anevaluation vehicle, a total of 25 new Gemini 3 double-deck buses with Volvo B5TL Euro 6 chassishave been ordered by the Edinburgh-based transport operator.

Optimised for the particular requirements of operation in and around the Scottish capital, each buswill be built to an overall length of 11.4m with a passenger capacity of 90. They have been specifiedto Lothian’s exacting standards including dedicated wheelchair and buggy areas, coloured LEDdestination information display equipment, Wi-Fi and a CCTV system. Other aesthetic features arespecial Edinburgh landmark seating fabric and full-length glass used on the exterior of the staircase.

The new Gemini 3 is the result of three years’ close development and collaboration betweenWrightbus and Volvo Bus, with the design teams carefully considering every aspect of its Euro 5predecessor to achieve a gross weight saving of around a metric tonne on the previous model. By switching to a smaller engine at Euro 6, the new vehicle loses nothing in terms of performance. The engine has a maximum torque of 918Nm at 1200-1600rpm and has been matched to a new,specially adapted variant of the ZF Ecolife transmission.

Compliance with the latest Euro 6 emission standards has been achieved by a combination ofSelective Catalytic Reduction (SCR) and Exhaust Gas Recirculation (GR) technology. Volvo’sExhaust After-treatment System (EATS) includes a Diesel Particulate Filter (DPF) with automaticregeneration, which does not interfere with the operation of the new bus while in service.

Electro-hydraulic power steering is featured in the B5TL. The power assistance is hydraulic, butthe pump is driven by an electric motor. As well as being more efficient, there is now no need forhydraulic pipes to run the length of the vehicle and more importantly, there is no hydraulic pumprequired on the engine, thus there is no hydraulic oil in the engine compartment.

Access to all key components has also been carefully considered to make ongoing maintenancerequirements simpler and straightforward. The main wiring harnesses throughout the vehicle havebeen upgraded, to ensure the wires stay in place. In addition the Engine ECU has been repositioned,separated from the engine to provide greater protection.

www.wrightbus.com

Lothian orders first Euro 6 double-deckers from Wrightbus

HOCHLEISTUNG I PRÄZISION I ZUVERLÄSSIGKEIT

www.plassertheurer.com

“Plasser & Theurer“, “Plasser“ and “P&T“ are internationally registered trademarks

Rail-borne commuter traffic forms the backbone of urban transport

systems as a safe, reliable and environmentally friendly means of

transport. Plasser & Theurer offers a complete range of machinery and

equipment for maintenance of the track in the field of underground

networks and light rail systems. On the urban transport sector, where

there is often restricted space and a limited amount of time, innovative

track maintenance technology made by Plasser & Theurer has become

an indispensable feature of modern track maintenance.

City sized.

HIGH-CAPACITY I PRECISION I RELIABILITY

A vision for the 21st century metro

RATP has developed the ability to adapt its organisation and network at

all times to the most stringent service quality standards.

The latest and perhaps the most striking example is without doubt

the transformation of Paris network’s oldest metro line – metro line 1 –

into a driverless line, which was achieved without major service

interruption and without any compromises in passenger safety. Line 1,

which was designed and built in the 19th century, offers its daily 750,000

passengers a service worthy of the 21st century. The full automation of

line 1 resulted in a 7% increase in reliability at peak-times, which is now

close to its 100% production target and with very short headway

(95 seconds with the technical capacity to go as low as 85 seconds).

The success of this experience prompted RATP in 2013 to pursue the

challenge and launch studies to migrate line 4, the second busiest in

Paris in terms of patronage, to driverless automation.

Even so, improving service to passengers cannot solely rely on

changing the train control system. RATP is also gradually renewing all

metro rolling stock with the prime objective of improving passenger

comfort (reducing noise and vibration experienced by passengers,

introducing refrigerated ventilation, installation of audio and video

passenger information), enhancing equipment and therefore

operations reliability (significantly reducing mean time between failure

rates), and in particular cutting down energy consumption whilst

Each day, RATP transports over five million passengers on its Paris region metro network along with 1.7 millionpassengers on its two, high-capacity, regional express train lines – RER A and RER B. The technical conditions tooperate these lines are particularly demanding with train frequency at peak hours pushing the technical capacityof the latest systems to their limits. Passenger service and reception conditions in transport facilities that are, inparts, over 100 years old are also extremely demanding given the high flows of passengers carried by RATP. For Eurotransport, Christian Galivel – RATP’s Deputy Chief Executive Officer in Charge of Projects, Engineeringand Investments, explains why RATP has deployed innovative approaches to organise and optimise variouspassenger movements in transport areas, ensure fluid access controls and provide modern services in its facilitiessuch as 3G connectivity, LED lighting and high-quality multi-modal information.

FRANCE & ITALY: PARIS




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confidence moves the world

InnoTrans Berlin

Hall 5.2, stand n#528

offering additional services. One example is the renewal of rolling

stock on metro lines 2, 5 and 9, which will be replaced by next-

generation trains that will save the energy consumption of an

entire metro line by 2017 despite adding new services on the

trains such as refrigerated ventilation.

Another major objective in improving customer service is a

fully modernised service in public facilities. Transport service

performance alone is no longer enough for passengers.

Passengers expect to have a better experience during their stay in

transport hubs. They want to remain connected to the Internet

during their trip; they want pro-active passenger information that

allows them to respond and adapt to an occasional operating

problem or to optimise their journey. RATP has therefore

committed to equipping its entire infrastructure with a 3G/4G

mobile telecommunications network by the end of 2016. Three

thousand multi-modal information screens will also be deployed in

public areas. Passengers will also be informed about events or

service disruptions on the network by customisable alerting

systems and via social networks. Signage is also changing; more

visible and intuitive ‘hyper-signs’ are being deployed to facilitate

passenger orientation and make journeys more fluid. New, more

efficient access controls with a smaller footprint and a larger

passageway are also being installed in recently renovated stations.

Many new customer services are being phased in, such as

interactive touch-screen information panels, season pass renewals

via the Internet at home, and video-telephony terminals for

remote interaction with the customer. Renovated stations

also have a new layout design and new fittings. Lighting has

been enhanced for greater comfort, whilst use of the latest

LED technologies has also cut energy consumption in half.



www.eurotransportmagazine.com

New signage and multi-modal information screens have beeninstalled on the RATP network to improve customer service

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Stations are also being gradually adapted to better cater to persons

with sensorial disabilities.

Trying to improve each day an existing network is clearly

challenging given the constraints of century-old infrastructure and the

requirement to ensure passenger safety and uninterrupted service.

However, RATP has developed the skills to reconcile history and the

future in offering passengers the best possible service, in an

environment and infrastructure that retain their distinctive and historical

identity and constraints. These are both a precious legacy from the

network’s 100 year-old history and an

inspiration for stimulating challenges for

our engineers.

The projects that have already been

launched offer food for thought about what

the metro system will look like in 2020 and

2025. It goes without saying that projecting

over the longer term is more hazardous.

The exercise is an interesting one, but must

be undertaken with modesty and caution.

Let us begin by plunging into the urban

metro world by 2050 before considering

ambience and services.

In the Paris Region, the Nouveau Grand

Paris network will be in operation. RATP will

have completed construction of line 14, the

backbone of the Nouveau Grand Paris

network connecting the multi-modal hub of

Saint-Denis Pleyel to Orly airport. The

‘Société du Grand Paris’ will have completed construction of line 15 in

conjunction with the Greater Paris Transport Authority (‘Syndicat des

transports d’Ile-de-France’ – STIF). Line 15 will serve as an orbital rail link

around Paris and will facilitate suburb-to-suburb travel and the

robustness of a network finally interlinked on the scale of the entire

Greater Paris region. Lines 16, 17 and 18 will connect the major

economic, university and residential hubs around the Paris region with

tailored capacity metro facilities. Some lines of the current network will

be extended to ensure connections with the new metro infrastructures.





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Converting line 1 of the Paris metro resulted in a 7% increase in reliability. RATP are now also pursuing studies to migrate line 4 to driverless automation

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The network will feature between 70 and 100 additional stations and

over 200km of additional double-tracks (i.e., doubling the current

network), all of which recently designed. RATP will provide technical

management services for these infrastructures and will have signifi-

cantly participated in designing infrastructure and transport systems

for these infrastructures either directly or through its SYSTRA

engineering subsidiary.

In emerging countries, major cities will have continued to expand

unchecked by 2050. Urban congestion and atmospheric pollution

problems will have prompted authorities to implement accelerated

infrastructure development programmes for high-capacity, urban

public transport systems that in all probability will feature driverless

metro solutions.

In short, there will be much larger and more numerous metro

networks, and driverless metro lines will significantly increase in length

to become the transport mode that sets the standard for dense and

sustainable cities in the 21st century.

What will such metro systems look like? The requirement of

unconditional passenger safety will, of course, remain the absolute

priority in the distant future for new and modernised infrastructures.

Reliability will be predicated on careful design and the use of innovative,

high-performance preventive maintenance technologies. Network

density and inter-operability with other forms of transport (surface and

soft modes of transport, etc.) will be ensured by carefully planned inter-

modality to round out overall service robustness with alternatives to

occasional service disruptions in the transport system. Citizens

will therefore be able to give up one or all of their private vehicles

with full confidence.

Awareness of environmental considerations will have prompted

authorities and industrial groups to find new technical solutions to

improve the metro system’s overall energy consumption from stations

to rolling stock and to integrate them in the urban energy grids.

Driverless metro solutions will be designed for optimal operation

flexibility and immediate adaptation to patronage to ensure equal

passenger comfort levels over time. Integrated design of rolling stock

and transport facilities will prevent any discontinuity between metro

systems and the city. Passenger services will be designed to ensure safe

public transport usage that naturally uses the latest technologies and

mobile connectivity tools.

On a more general level, tomorrow’s metro will ensure end-to-end

customer support and handling with seamless integration of city and

transport infrastructure that will operate even more closely together

and in an even more integrated fashion than they do today.

Needless to say, it is all too easy to offer such promises today.

The aforementioned description may seem a pipe dream. With that

said, most of the technologies that can deliver such promises are not

too far from maturity at the moment. They have not yet been applied to

the urban rail transport industry, but they do not raise any technical

challenge than cannot be resolved. The premises of tomorrow’s metro,

as imagined by RATP, can already be glimpsed today in some

achievements. Innovative passenger information and customer support

tools are already being developed. Train operation is already being

optimised to save energy. Stations integrating geothermal solutions are

already being designed and interfaced with the energy requirements of

buildings constructed at station ground level. Some of the game-

changing breakthroughs needed in rolling stock and infrastructure

reliability have already been made.

The main challenge is probably to find men and women with the

motivation and abilities to share, to build bridges between disciplines,

to ensure that the designers of rolling stock and transport systems

dialogue with civil engineers, infrastructure maintenance specialists,

operators, urban development experts and designers, and so forth. In

short, the major challenge for the future is to round-out our integration

know-how to design transport systems that are not merely a series of

basic, independent components, but the culmination of globally

optimised system operations bringing into the rail industry all the

innovations from various technical fields. The technology already

exists, as is very often the case, but successful implementation will

depend on the quality and open-mindedness of the people addressing

these projects. It is quite clear that our firm trust in the skills and

motivation of our staff makes us very confident that we can make

this dream come true.

Christian Galivel started his career at RATP in 1982 asProject Manager for the development and implementationof a speed-control system on the RER A (Paris regional railsystem) which entered into service in 1989. Christian thenworked on several engineering and maintenance missionsuntil 2003, when he was appointed Head of Maintenancefor RER Equipment. In 2006, Christian became SeniorVice-President for Equipment Maintenance and Transport

Environments. From July 2009 to July 2013, he was Senior Vice-Presidentfor Rail Rolling Stock. Since July 2013, Christian has been RATP’s DeputyChief Executive Officer in Charge of Projects, Engineering and Investmentsfor the Greater Paris Project, and he is also a Member of the ExecutiveCommittee at RATP.

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RATP is committed to equipping its infrastructure with 3G/4G mobile telecommunications network by the end of 2016 so thatpassengers can remain connected to the Internet and be informed of network problems immediately

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France is still number one

In urban transport, Keolis operates in close to 90 French cities, including

Lyon, Lille, Bordeaux, Rennes, Orleans, Dijon, Tours, Caen, Angers, Lens

and Brest. In 2013, revenues from urban networks increased 6.4% and

the company retained 99% of its urban contracts.

Keolis is also acting as technical advisor for publicly-owned

operating companies in Strasbourg, Metz, Le Mans and Pau. It should

be noticed that Keolis is also France’s leading hybrid bus operator.

In intercity transport, Keolis has a 20% market share, operating

regional bus lines and school bus services in 75 of 96 departments

in France.

Opportunities and challengesKeolis’ history dates back 100 years. Its domestic focus so far has been

to develop its expertise operating urban and intercity services outside

Keolis is the largest public transport operator in France, its home country, boasting the highest market share inurban transportation with 45% of the trips on the open market. Although its international activities areexpanding, France still generates Keolis’ largest share of revenue. In 2013, 54% (€2.7 billion) of total global revenues of €5.1 billion were generated at home. The 14 other countries where the company now operates generated 46% (€2.4 billion). Despite being proud of its fast-growing international activities,exclusively for Eurotransport, Frédéric Baverez – CEO of Keolis France – explains why the transport operator’sbiggest market remains France.

FRANCE & ITALY: FRANCE




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Phone +41 71 858 48 48

[email protected]

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of the Paris region, a market that is still under

monopoly regime. But the scheduled

opening-up of the transport market in this

region (by 2024 for the existing services and

from now on for new services) will present

Keolis with major new opportunities.

The company’s unique expertise in

operating driverless metros gives it legiti -

macy on projects such as the Grand Paris

Express, an extensive rapid transport

network for the Greater Paris area, home to

12 million inhabitants. Construction of the

project is expected to begin in 2015.

Topmost among the challenges Keolis is

facing is the increasing expectation by

French public transport authorities for higher

quality transport solutions at lower costs.

Ridership continues to grow in France, but

the share of costs assumed by the pass-

enger is constantly falling. Only 31.7% of

operating costs today are covered by

commercial revenues.

In response, Keolis is building revenue

by providing new services to increase

passenger traffic, creating transport offers

that are adapted to new travel patterns,

developing tailor-made customer relation -

ships to build loyalty, and opening new or

extending existing tram, bus and metro

networks. To follow are some of the most

recent developments.

Strong expertise in launching new tram networksKeolis now operates 11 tram networks in

France following the opening in August

2013 of an entirely new tram system for the

city of Tours. The Tours system creates a

high-capacity, non-polluting north-south

corridor to complement the existing bus

network which has also been redesigned.

Tours’ transportation system has been

revolutionised with a state-of-the-art

ticketing system, new areas served,

improved passenger information, and a

mobile site delivering information to

passengers in real-time.

In terms of tram extensions, Keolis

Lyon launched a 2.1km-long extension on

one the city’s busiest tram lines in February 2014. The new section links

two of the southeastern city’s most dynamic neighbourhoods via a new

bridge reserved for the tram, bicycles and pedestrians. Four new

stations also opened, allowing travellers to connect to the city’s metro,

train stations and intermodal centres.

Also, work began in February 2014 on the construction of the first

tram line linking France and Germany. The extension from Strasbourg

(France) to Kehl (Germany) is the first cross-border tram project in

Europe. The tram will be extended by 6.6km by 2017 and will have

three new stations in Strasbourg and three in Kehl.

In September 2014, the city of Le Mans in northwest France will

inaugurate a second tram line, extending the existing network by 3.km.

The first line was launched in November 2007.

More services on buses and BRTs Keolis currently operates nearly 16,000 buses and coaches in France

and is constantly upgrading its networks and adding new services to

attract and retain passengers.

In October 2013, for example, the city of Metz launched a

Bus Rapid Transit (BRT) system with two lines totalling 18km and

37 stations. The buses are environmentally-friendly thanks to a

hybrid propulsion system which reduces emissions and fuel con -

sumption by 15% to 20%.

Improved safety was an important focus in Metz. For example,

alternate traffic flow was set up on some narrow sections of the routes.

And while the Metz BRT system is not required to meet the same safety

standards as a guided transport system, Keolis nevertheless is making





The buses of the Metz BRT system are environmentally-friendly thanks to a hybrid propulsionsystem which reduces emissions and fuel consumption by 15-20%

Keolis now operates 11 tram

networks in Francefollowing the openingin August 2013 of an

entirely new tramsystem for the

city of Tours

this network come very close to complying with the same requirements

as for a light-rail.

Keolis’ growing expertise in BRT was a significant factor in the 2013

renewal of its contract with the city of Nimes for 10 years. Launched in

September 2012, Nimes’ BRT is part of Keolis’ commitment to

modernise the city’s transport network to attract 15.3 million

passengers annually by 2022.

Similarly, setting up two BRT lines was part of the Keolis

commitment when Cherbourg decided to renew its contract with

Keolis in June 2014. Over the term of the six-year-plus re-

newal, Keolis’ objective is to increase ridership by 19.9%, overhaul the

fee schedule for youth, increase

kilometres by 9.5%, and deploy a

revamped customer website.

BRTs are playing a winning role in

the intercity market as well. Since

September 2013, Keolis’ Lila Premier

BRT intercity express coach service has

been providing daily service between

Nantes and surrounding communities.

The new generation buses offer more

frequent and direct routes, low-floors

for better accessibility, real-time

passenger information and, for the first

time in French transport, free 4G

wireless internet.

For people working odd hours

and days, being able to get to work

on time is critical. The opening of a

ninth on-demand bus line called Fileo was a welcome develop-

ment for workers at Charles de Gaulle airport northeast of Paris in

May 2014. The new line serves the Val d’Oise area north of Paris

and allows employees to get to work and back home at any time


Keolis currentlyoperates nearly

16,000 buses andcoaches in Franceand is constantly

upgrading itsnetworks and adding

new services to attract and

retain passengers

The tram network in Tours creates a high-capacity, non-pollutingnorth-south corridor to complement the existing bus network

or on any day of the week. A tenth line is

scheduled to launch by the end of 2014.

Metro operationsKeolis operates metros in Lille, Rennes, at

Charles de Gaulle airport, and in Lyon where

a 1.8km-long extension of line B of the city’s

metro network opened in December 2013.

The extension has transformed a formerly

neglected area of the city into a vibrant

business and residential centre combining

metro, bus station and parking for cars and

bicycles, with an information centre and a

main line SNCF railway station.

This project required nearly four years of

construction including the building of a new

tunnel under the Rhone River. Passengers

have been quick to adopt the service.

A month after its opening, the extension

was already carrying nearly 20,000 pass -

engers daily.

Innovate to anticipate new passenger needsFour trends have impacted passenger

behaviour – real-time information, social

media and crowd-sourcing, the spread of

collaborative consumption, and the advent

of the ‘Digital City’. In response, Keolis has carried out many initiatives

to anticipate evolving passenger needs and provide solutions that

answer those changes.

In Caen for example, Keolis launched the first full near field

communications (NFC) ticketing system in France. The smartphone

application allows passengers to buy

tickets and validate them directly on the

bus using their smartphone. New mobility

solutions have also been launched, such

as journey planning applications, real-time

infor mation or multi-modal information

for a smooth door-to-door journey.

Provide optimal connectionsWith four metro lines, five tram lines, two

funiculars and more than 100 bus and

trolleybus lines, Lyon has the largest urban

transport network in Europe delegated to a private operator and is a

showcase for inter-modality.

Its transport network has several interconnection points and 90% of

trips require no more than two changes. Five tram lines connect the

metropolitan area’s main hubs, and 120 bus lines serve Lyon and its

neighbouring suburbs. Four metro lines cover 31.5km and cross the

city’s nine districts.

Based on its experience in Lyon, Keolis offers its expertise in inter-

modality to other cities. In Vichy for example, Keolis opened an

inter-modal exchange hub in February 2014 at the city’s train station.

The 80m2 space, dubbed the ‘gazebo’, provides travel information and

ticket sales for city buses, coaches and regional train service. Travellers

arriving at the station can find real-time travel information as well as

80 bicycles for rent, and secure bicycle parking.

The Vichy project was the result of the combined efforts of the local

PTA, Keolis and its parking subsidiary EFFIA – France’s second largest

car parking operator. EFFIA has activities in 220 cities in France and

operates more than 125,000 parking spaces both on- and off-street.

In Greater Paris, it has 26 car parks with more than 30,000 spaces.

As part of its inter-modality expertise, Keolis has also become the

second largest operator in France for on-demand bike services, with

very successful experience in Lille, Bordeaux, Rennes or Orleans.

This bike expertise reflects the aim of Keolis to develop a compre -

hensive mobility offer taking into account each mode of transport.





Frédéric Baverez is a graduate of the Mines School ofEngineering in Paris. From 1988 to 1991 he worked for theAlsace region’s prefect, and then from 1991 to 1995 wasRapporteur to the Inter-Ministerial Committee forIndustrial Restructuring (CIRI) at the French Ministry ofFinance. After two years as Technical Adviser to thecabinet of the French Transport Minister, in 1997 Frédéricwas appointed Chairman and CEO of SITA IDF – a waste

management company in the Greater Paris region. He was then namedDeputy Managing Director of Suez Environnement and then Director ofCost Management and Procurement for the entire Suez Group. In 2005,Frédéric became Senior Vice President of Keolis France, in charge ofOperations, Projects and Innovation. In 2008, he became Senior VicePresident in charge of Eastern France. In 2011, Frédéric was appointed CEOof EFFIA. As of 1 January 2014, Frédéric was appointed CEO France inaddition to his role as CEO of EFFIA.

Keolis operatesmetros in Lille,

Rennes, at Charlesde Gaulle airport,

and in Lyon

Keolis operates the metro network in Lyon where a 1.8km-long extension to line B opened in December 2013




Lille Metro’s Authorities (Lille Métropole Communauté Urbaine) relied

on Faiveley Transport’s expertise in the retrofit of half-height Platform

Screen Doors to manage, for the first time in the world, a retrofit project

on existing full-height Platform Screen Doors. Faiveley Transport’s

know-how is based on its 25 years of worldwide experience in the

management of Platform Screen Door projects, with 80 projects in

more than 25 countries with an installed base of over 215km of Platform

Screen Doors and Gates. This experience has been key to conceive a

turnkey and innovative solution to fully meet Lille Metro Authorities’

requirements for this unique project.

A challenging project with complex interface requirementsThe project presented a number of challenges to be overcome to

ensure a smooth execution. Since the stations of Line 1 were in

operation, the traffic could not be interrupted and installation had to be

carried out at night. Working on platforms equipped over 20 years ago

with pneumatic Platform Screen Doors, Faiveley Transport also had to

ensure that both old pneumatic and new electrical door systems could

work seamlessly side-by-side during the transitory period. Managing

the façade electrical insulation, as well as the refurbishment and reuse

of the existing civil interfaces, were also some of the other key interface

requirements that had to be addressed in order to ensure that every

night of installation could be achieved in a safe and timely manner.

A fully-customised solution to meet Lille Metro Authorities’ requirements After due consideration of all key aspects of the project, and taking into

account the short schedule to retrofit all 28 stations of Line 1, Faiveley

Transport designed a product aimed at guaranteeing the shortest

installation time. While on typical new line projects Platform Screen

Doors are installed and assembled in sequence on-site, the integrated

solution devised by Faiveley Transport is based on fully pre-assembled

and pre-tested door modules which are erected in a dedicated

workshop in Lille. To complement this modular design, a purpose-built

work wagon was designed in order to enable the delivery of the pre-

assembled façade modules to the platforms as well as their precise

positioning on the platform edge.

This unique process allowed Faiveley Transport to deliver to its

customer a time-and-cost-optimised solution suited to the three hours

of installation available every night.

With over 25 years of experience on Platform Screen Door

projects, Faiveley Transport contributed all of its expertise to

design, manufacture, pre-assemble and install French-made Platform

Screen Doors within the stringent parameters and requirements

set out by the Lille Metro Authorities. Designed as plug-and-play

modules, tailor-made for a swift installation on site, Faiveley Transport

Platform Screen Doors are designed to meet both the end-user’s

expectations of higher security and comfort, and the operators’

requirements for low impact on traffic and revenue, short period of

installation and cost-effectiveness.

ADVERTORIAL

www.faiveleytransport.comInstallation of Platform Screen Doors on the Lille Metro had to beperformed at night so that traffic was not disrupted

Lille Metro Authorities relied on Faiveley Transport’s expertise in theretrofit of half-height Platform Screen Doors

Faiveley Transport – an experienced and reliable partnerFaiveley Transport has once again pushed the state-of-the-art forward and has achieved the world’s first retrofit project on operating full-height Platform Screen Doors in Lille, France.

A driverless decision for Milan’smetro Line 5Established in 1931, the ATM Group (Azienda Trasporti Milanesi)

manages the public transport network in Milan, serving an area with a

population of 2.6 million people. With 760 million annual passengers,

covering 170 million kilometres per year and with approximately 9,300

employees, ATM represents 10% of the local public transport in Italy.

ATM operates a wide range of different transport services: four

metro lines with 941 vehicles; 19 tramway lines with 553 trams; 120 bus

lines with 1,434 buses; and four trolleybus lines with 164 vehicles.

Furthermore, ATM manages 21 interchange parking spaces

(SostaMilano), the car sharing system (GuidaMi), the bike sharing

system (BikeMi) and the Como-Brunate funicular railway near

Lake Como.

ATM is also present on an international scale: the ATM Group,

through the subsidiary company ‘Metro Service A/S’(a joint venture

owned 51% by ATM SpA and 49% by Ansaldo STS), has, since 2008,

managed the Copenhagen driverless metro – one of the first European

fully-automated metro systems. This Metro, serving the Danish capital,

originally opened in 2002 and now runs along two lines with 22 stations.

In 2013, in collaboration with ‘Metro 5 SpA’ – the Concessionary

company for the design, construction and operation of the metro Line

5 in Milan – and Metropolitana Milanese – the Engineering company of

the Municipality of Milan, in charge of the project supervision – ATM

inaugurated Line 5, the first fully-automated driverless metro line in

Milan, called the ‘Lilla Line’ for its characteristic lilac colour.

Line 5 is the first example of project financing for metros in Italy:

the new line was designed and constructed by the consortium

Metro 5 SpA, which has appointed ATM for the operations and

maintenance of the line for 29 years.

The impact of a new driverless line has long since been very clear

among ATM’s management. For this reason the strategic decision to

‘emigrate’ to Denmark to operate the Copenhagen Metro was taken.

This line, based on the same technology as Line 5, has permitted to

The first two sections of Milan’s first fully-automated driverless metro line (Line 5) are now operational. Carlo Bianco – Operations Director for Automatic Metro Lines at ATM – explains the reasons behind goingdriverless, the technology operating the trains and safeguarding passengers, plus future line expansion details.

FRANCE & ITALY: MILAN








ATM managers and technicians to gain familiarity with

driverless operations and its technology.

The Copenhagen metro has received some very

important awards such as the ‘World’s Best Metro’ award

in 2008 and 2010, plus the ‘World’s Best Driverless Metro’

award in 2008, 2009 and 2010.

And the investment has paid back: Line 5 opened its

first stage in February 2013 (from the northern Bignami

terminus to Zara station (4.1km) with seven stations and

a six-minute headway), achieving from the beginning a

service availability close to 100% thanks to the important

know-how and experience gained in Copenhagen.

The second section of metro Line 5 from Zara

to Garibaldi opened in March 2014, adding the two

new stations of Isola and Garibaldi. The 2km-long new

extension provides a connection at Garibaldi station with

metro line M2, the Garibaldi railway station, including the city tunnel,

and several tramways. The new Garibaldi hub also allows interchanges

with suburban and regional trains, with high-speed trains (Frecciarossa,

Italo and TGV) and the Malpensa Express (airport shuttle), making the

new Porta Nuova/Garibaldi district one of Europe’s best-connected

hubs, with a forecast of more than 25 million annual travellers. The new

extension also connects the old neighbourhood of Isola – a historic

district once inhabited by the working class – which is now facing a

complete re-qualification with the installation of pedestrian and cycling

areas, new parks and cultural centres. The connection with metro line

M3 was already provided at Zara station.

With the opening of the new extension of the Lilla Line 5, trains now

run every three minutes during peak times and from four to six minutes

in off-peak times. Revenue service runs from 6:00 to 24:00, as it is on the

whole metro network operated by ATM. Daily ridership increased by

more than 60%, carrying more than 50,000 passengers per day (from

the previous 30,000 per day).

The final stage of Line 5 will open in 2015, reaching altogether

13km and 19 stations. The extension will connect San Siro Stadium and

provide a connection with metro line M1 in

Lotto and with the suburban trains

in Domodossola.

Line 5 is equipped with an ATC system

enabling a fully-driverless operation,

supervised by a centralised control room,

and stations are equipped with plat-

form screen doors. Trains can carry up to

536 persons, with 72 seats and two spaces

for wheelchairs. The system enables to

carry more than 10,000 passengers per

hour per direction (pphpd). Stewards are

located along the line with customer

service tasks and aid recovery systems in case of incidents. The UTO

(Unattended Train Operation) driverless system allows the completely

automated operation of the whole line and the safe control of all sub-

systems (i.e. trains, signalling systems, switches, power supply, platform

screen doors, station equipment etc.).

Line 5 was designed and built in compliance with the latest

European regulations, granting the highest

safety standards to passengers. The system allows

both the optimisation of the headway, according

to the transport demand, and the reduction of

costs and impacts.

All platforms are separated from the tracks and

trains with the use of platform screen doors which

open only when the train has stopped in the station.

Platform screen doors interact constantly with the

trains: in case of failure of a platform screen door,

the system prevents the opening of the correspond -

ing train door and vice versa. Any unexpected

opening of a platform screen door stops the train

running along the track.

Cameras and intercoms have been installed on-

board all trains and in all stations, making it possible

to both supervise the whole line from the control

room, and for passengers to communicate directly

with ATM staff.

Each station is monitored by 42 cameras (14 on

Once the final stage of Line 5 is opened in 2015, the network will be 13km-long andcover 19 stations

The driverless metro vehicles are spacious, and each train is monitored by eight CCTV cameras to maximise passenger safety

Trains nowrun every three

minutes during peaktimes and from

four to six minutesin off-peak time

the platforms, nine in the mezzanine and 19 between the hall and the

exits): all platforms, gates, elevators, escalators, corridors, vending

machines and toilets are constantly monitored through the use of a

CCTV system. Each train is monitored by eight cameras in order to

ensure the maximum passengers’ security and to intervene promptly in

case of emergency.

Once the whole Lilla Line is open, it will be possible to carry

between 15,000 and 18,000 pphpd, with an average demand of 6,500

to 7,500 pphpd. The theoretical minimum headway is 90 seconds,

which can become 75 along the line. This is revolutionising the travelling

times in the city: only nine minutes from Bicocca to Garibaldi;

11 minutes from Piazzale Lotto (future interchange station with M1 line)

to Garibaldi. It will only take 26 minutes to cover the whole line from

Bignami to San Siro, passing through many important areas in Milan,

such as the Porta Nuova/Garibaldi district, the Isola neighbourhood, the

Bicocca University, Corso Sempione, the new CityLife area and, last but

not least, the well-known 80,000 seated San Siro Stadium.

Line 5 helps also the environment: it is estimated that, at full

capacity, the M5 line will lead to a reduction of 15 million private cars

trips per year and, therefore, a considerable decrease of pollutants. It is

also envisaged a saving of 8,470 tonnes of petroleum per year and a

decrease of 260 city road accidents per year.

With the latest opening of the metro Line 5 and other relevant

extensions of the metro lines M2 and M3, Milan’s metro network

increased in the last three years from 88 to 103 stations and from 70km

to 86km, confirming the recent great development of the metro

network. Milan and ATM are therefore ready to face significant

increases in ridership during Expo 2015, which will be held in Milan from

May to October 2015, offering a widespread and efficient network, an

example of best praxis to show also during the June 2015 UITP World

Congress and Exhibition at the new conference centre in the Milan’s fair.

As far as its extension is concerned, Milan’s transport network

confirms its excellence on an international level too: in fact, it is among

the first 10 of the +40 European operating networks and it stands in the

top 20% of the worldwide public transport networks, followed by

important cities such as Vienna, Lisbon, Oslo, Boston, Dubai, Toronto,

Los Angeles, San Paolo, Tianjin and Nagoya.





All platforms are separated from the tracks and trains by platformscreen doors

Line 5 is equipped with an ATC system enabling a full-driverless operation, supervised by a centralised control room

Carlo Bianco is an experienced metro operation executivewith over 28 years of experience. He developed his careerinto ATM group, the operator of Public Transport in thecity of Milan, Italy. Carlo recently focused his activity ondriverless metro operations and for five years has beenOperations Manager for the Copenhagen Metro inDenmark – currently operated by ATM. In 2011, Carlo wasresponsible for the start-up of the automatic people mover

of Princess Noura University in Riyadh, Saudi Arabia. In 2012 he returnedto Milan to take responsiblilty for the start-up of the new driverless line 5 which started commercial operations in February 2013. Carlo is currentlyOperations Director for Automatic Metro Lines at ATM.

Urban growthIn the coming decades, cities all over the world will grow by leaps and

bounds. 2010 was the first year in history when more people were living

in cities than in rural areas. By 2050, the share of urbanites will have

increased to fully 70% of the world’s population.

In Vienna, too, the urbanisation trend is prominently visible. Vienna

is currently the fastest-growing city in the German-speaking region, and

there is every indication that this dynamic process will continue in the

coming years. By 2025, current forecasts suggest that Vienna will have

more than 1.9 million inhabitants, reaching the two-million mark by

2030. This rapid growth obviously brings a number of challenges,

e.g. continued affordability of life in the city and corresponding

infrastructure standards. However, it should not be forgotten that urban

growth also harbours enormous opportunities, such as variety,

openness and economic growth.

Urban Development Plan 2025 – urban development and mobilityOver the past two years, the City of Vienna has given a great

deal of attention to its development, the predicted population growth

and related opportunities and challenges. The Urban Development

Plan 2025 was compiled in the context of a communicative

editing process. The fields of urban development and mobility were

covered jointly, and concrete initiatives were outlined. The Urban

Development Plan 2025 was adopted by the Vienna City Council

in June 2014.

In the foreseeable future, Vienna will continue to systematically

promote eco-friendly means of transport (walking, cycling and public

transport). In modal split terms, the objective is ‘80-20’, i.e. the Viennese

should take 80% of all trips within the city with public transport, by bike

or on foot, while the mode-share of motorised individual traffic is to

URBAN DEVELOPMENT




Public transport as thebackbone of Vienna’surban developmentIn recent years, Vienna has been characterised by a notable trend towards public transport: today, as much as39% of all trips made by the Viennese are by public transport; as a result, Vienna is one of the internationalleaders in this respect. Cycling, too, is on a steady rise, as more than 6% of all trips within the city use the bike asa means of transport. The share of pedestrians remains stable at a remarkable 28%. Correspondingly, traffic loadsalong important arteries in densely built-up zones of the city have decreased. These positive trends arejuxtaposed by a number of challenges that, due to the population growth forecast for Vienna, are likely toincrease over coming years. The ‘public transport package’ is a response to this challenge and Maria Vassilakou– Deputy Mayor of Vienna, explains more.

drop to 20% by 2025. Public transport is and

remains the backbone of Vienna’s mobility.

‘Public transport package’ –optimisation and stepping-up of public transportThe already highly efficient public transport

system within the city and metropolitan

region needs additions and service improve -

ments to cope with rising passenger volumes

on the one hand and to ensure high-quality,

affordable mobility in Vienna on the other

hand. Service improvements of the S-Bahn

(suburban commuter train) and Underground

networks remain a key pillar of this objective.

However, at the same time, it must be

ensured that the networks of trams and

buses, too, will remain capillary and that the

quality of links within the city and between

city and environs will be improved. In this

context, the public transport network must

be viewed as one interconnected system.

On 27 June 2014, together with my

fellow Deputy Mayor of Vienna – Ms. Renate

Brauner – we presented the ‘public transport package’. In addition to

extending the U2 line and constructing the new U5 line, the tram

network will be extended by approximately 18km over the next few

years. The bus and S-Bahn networks will also be improved.

Expansion of Vienna’s Underground network –intersection of U2/U5 linesIn the course of drafting the Urban Development Plan 2025, it became

evident that an easing of the inner-city network was needed.

The intersection of the U2/U5 lines will relax the pressure on heavily

trafficked sections of Vienna’s Underground network and equally

crowded tram lines – such as the 43 line – as well as all inner-

city Underground hubs in a reliable and lasting fashion. The existing

U2 Underground line is to be divided into two separate lines at

Vienna City Hall. From this point, the new U2 line will extend in the

southern direction, while the ‘old’ U2 route from Karlsplatz Square to

Vienna City Hall will become the core of the new U5 line, which will

continue to the west.

In 2018, U2 extension works will begin from Vienna City Hall

via Neubaugasse (U3 line) and Pilgramgasse (U4 line) to the

Matzleinsdorfer Platz S-Bahn station; likewise, construction of the first

U5 section from Vienna City Hall to Frankhplatz will be undertaken in

the same period. The two new sections are scheduled for inauguration

in late-2023.

The short first construction stage for the U5 line will be continued

with a second phase in the western direction only a few years later.

Thus a U5 station near Arne-Carlsson-Park will provide a connection to

the Underground network for one of Vienna’s biggest tram hubs with

seven tram lines (5, 33, 37, 38, 40, 41 and 42). Vienna’s biggest hospital,

Vienna General Hospital, will be reached via another Underground line.

The Elterleinplatz station will markedly improve the connectivity of the

17th municipal district Hernals.

The third stage of the U2/U5 intersection project will concern a

further extension of the U2 line beyond Matzleinsdorfer Platz.

A dynamic urban development zone will be reached via the

Gussriegelstrasse station on Wienerberg Hill.

Expansion of Vienna’s tram and bus networksBy linking high-level radial lines, the creation of new, tangential tram

and bus lines in consultation with the urban development departments

is a second focus of public transport upgrading in

Vienna. The need to act is manifest above all to the

south and northeast of Vienna.

Tram projects must be closely interwoven with

urban development areas to offer high-level

attractive connections from the moment when the

first residents arrive. The plans for the biggest urban

development zones of coming years (Vienna Main

Station, aspern Vienna’s Urban Lakeside, the

Northern and Northwestern Railway Station sites and

Donaufeld) already take account of new tram lines.

URBAN DEVELOPMENT




To cope with increased passenger demand in the future, the intersection of Vienna’s U2/U5 lines willrelax pressure on heavily trafficked sections of the city’s underground network

The modal choice in Vienna. By 2025, it is hoped that 80% of journeys will be made bypublic transport. Source: Wiener Linien; Darstellung: MA18.

URBAN DEVELOPMENT




The ‘public transport package’ comprises the

following concrete projects:

2015: connections to Media Quarter MarxAs per January 2015, the 80A bus line will go from

U1/U2 (Praterstern) via U3 (Schlachthausgasse)

directly to Media Quarter Marx.

Wienerberg bypass road: bus corridor for15A line from 2017 onwardA better, continued bus corridor for the 15A line will

result in noticeable improvements for passengers. In

case of correspondingly intense urban develop-

ment, the busway will then be transformed into a

carriageway for the new 15 tram line.

2018: extension of O line to NorthernRailway Station site Access will be provided to the urban development

zone on the former Northern Railway Station grounds.

2019: extension of D line to Gudrunstrasse Extension of tram line from Vienna Main Station urban development

zone to Gudrunstrasse.

Northern and Northwestern Railway StationFurther accessibility of the Northern and Northwestern Railway Station

sites will be provided by another extension of the O line or a new

combination of the 2 and 5 lines.

The 67 line The 67 line is to be extended via Reumannplatz and Monte Laa to the

Siedlung Süd-Ost housing zone.

The 25 lineIt is planned to extend the 25 line through aspern Vienna’s Urban

Lakeside to the U2 Aspern Nord station.

The Donaufeld bypassThe Donaufeld bypass (Fultonstrasse – U1 Kagran) is to provide access

to the Donaufeld area and to link the 21st and 22nd municipal districts.

In addition to constructing new facilities, investments in the

optimisation of existing tram and bus lines continue as well.

The extension and optimisation of new bus lines will ensure excellent

accessibility of the nearest public transport hubs and centres even for

newly developed zones not situated along tram axes.

Improvement of Vienna’s S-Bahn servicesAs a prospering economic centre, Vienna is an attractive place to study

and work for hundreds of thousands of people from the entire eastern

part of Austria and beyond; at the same time, more and more Viennese

work in the metropolitan region, beyond Vienna’s city limits. Every day,

around 205,000 people commute to Vienna for work or study. At the

moment, traffic across municipal boundaries between Vienna and its

environs is still dominated by cars with a mode-share of 79%.

The S-Bahn system handles the major share of public transport

across Vienna’s municipal borders. In addition, the inner-city tangential

S-Bahn lines (above all S45) ideally complement the radial Underground

network; together, both create an efficient inner-city network of fast rail-

bound connections within Vienna.

For commuter traffic from and to Lower Austria, the S-Bahn lines

and regional trains of ÖBB (Austrian Federal Railways) will remain the

core element. At the same time, the S-Bahn trunk line remains equally

important for locals’ trips within Vienna’s boundaries. For this reason,

the S-Bahn network will gradually (shorter intervals, faster service, new

rolling stock, higher customer friendliness) come to reflect the traits of

the Underground system. Improvements of accessibility by means

of new stations will be another objective.

Maria Vassilakou started her political career as SecretaryGeneral of the Austrian Students’ Union. In November1996 she became Member of the Vienna ProvincialParliament and in 2004 Head of the Parliamentary Groupof the Green Party. Since November 2010 Maria has beenDeputy Mayor of Vienna and Executive City Councillorfor Urban Planning, Traffic & Transport, ClimateProtection, Energy and Public Participation. Maria is the

first Executive City Councillor with a migration background. She was bornin Greece and sees Vienna as an open, modern and diverse city.

The already highly efficient public transport system in Vienna needs additions and service improvements to cope with rising passenger volumes

In 2025, in is estimated that Vienna will have more than 1.9 millioninhabitants, reaching the two-million mark by 2030

Rugged communications for railways




Welcome to Eurotransport’s Show Preview of

Eurotransport is pleased to support the following InnoTrans 2014 exhibitors…

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Showcasing futuretechnology of the global publictransport industry

Bigger than everInnoTrans 2014 features more exhibitors and products than ever before.

This year, at the leading international trade fair for public transportation

technology, more than 2,600 companies will be exhibiting products and

services capable of making public transport safer, more efficient

and environmentally-friendly. Over 100,000 trade visitors are expected

in Berlin, where they will gain a comprehensive overview of the market.

Rolling stock, vehicle interiors as well as passenger information systems

and tunnel construction technology are just a few of the topics featured

at InnoTrans. Be it prototypes or market-ready rail and light-rail systems,

the entire value chain will be on show.

Official opening ceremonyMore than 1,000 leading representatives of industry, science and

politics from Germany and abroad are expected at the opening event

of InnoTrans 2014 to be held at the Palais am Funkturm in Berlin on

Mobility is the defining aspect of the 21st century, and the foundation upon which freedom and wealth, socialprogress and prospering economies are built. Major global developments, such as climate change, dwindlingresources, urbanisation and demographic change are influencing the future of mobility – and present the public transport industry with big challenges. From 23 to 26 September 2014, the international public transport industry will be displaying the products designed to confront these developments at InnoTransin Berlin, Germany.

SHOW PREVIEW: INNOTRANS 2014




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BLOW AWAY

THE PAST.

The Athenia E range puts both electric and hybrid buses at the head of the pack, using the latest technology and Thermo King’s relentless customer care to keep you rolling 24/7/365. europe.thermoking.com/bus

23 September 2014 at 10:00am to 12:00pm. The European

Commissioner for Transport, the German Federal Minister of Transport

Alexander Dobrindt and numerous international transport ministers as

well as executives from around the world representing the public

transport industry will attend the opening ceremony of the world’s

leading trade fair for public transportation technology.

Officials expected to make speeches and presentations plus be part

of a big panel discussion at the opening ceremony include: Dr. Christian

Göke, CEO of Messe Berlin GmbH; the European Commissioner for

Transport from the European Commission; Alexander Dobrint, Federal

Minister of Transport and Digital Infrastructure; Dr. Rüdiger Grube, CEO

of Deutsche Bahn AG; Jürgen Fenske, President of the Association of

German Transport Companies (VDV); Henri Poupart-Lafarge, President

of Alstom Transport S.A.; Dr. Lutz Bertling, President & COO of

Bombardier Transportation GmbH; and Dr. Jochen Eickholt, CEO

of Division Rail Systems of Siemens AG.

International participation The trade fair’s international dimension is a trademark of InnoTrans.

Once again, around half of the exhibitors at the 2014 event will be from

abroad. In addition to global players such as Alstom, Bombardier

and Siemens, numerous international suppliers and rail companies as

well as 27 industrial associations from 21 countries will be present at

InnoTrans 2014. Furthermore, service providers and leading research

institutions from Germany and abroad will be among the exhibitors

at this year’s event.

More than 200 newcomers will be exhibiting at InnoTrans 2014,

thus underlining its importance as a marketing platform. The

participation of Tengiz Trans Group and PT. Len Railway Systems means

that Kazakhstan and Indonesia will be represented at InnoTrans for the

first time. In terms of display area it is the representations of Taiwan,

Brazil and India that will stand out the most. Compared to the previous


TetraFlex® for rail and metro from DAMMThe DAMM TetraFlex® System is the most scalable and intelligent IP-baseddigital TETRA radio infrastructure available. It comes complete withoutdoor or indoor base stations, comprehensive features as well as integratedsoftware such as Network Management, Voice and Data Recording and fullDispatch application.

BenefitsThe benefits of TetraFlex® include: ■ Scalability in site and capacity expansion■ Outdoor solution optimised for direct installation in harsh environments■ Unlimited third party application integration

TetraFlex® provides reliable, fast and disruption-free TETRA data and voicecommunication for mission critical operations. The 100% IP-baseddistributed architecture gives full flexibility in site and capacity expansions– even during operation. User-friendly advanced API enables seamlessintegration into third party systems such as dispatcher solutions.

TETRA over LTE with DAMM TetraFlex®

Benefit from coverage extension as well as data capacity for videos andpictures with TetraFlex® Android Client and TetraFlex® Windows Client – a vendor independent soft terminal.

Let’s meet at InnoTransPlease contact Area Manager Carsten Laursen at [email protected] or go towww.damm.dk.

Visit Damm Cellular at InnoTrans 2014 in Hall 6.1, Stand 213.

www.damm.dk

InnoTrans, Taiwanese exhibitors will be occupying three times the

amount of display space. Companies from Brazil and India will also be

exhibiting on larger stands. Their displays have increased by 120% and

70% respectively.

In Berlin, 39 combined displays featuring 21 countries and regions

will be focusing visitors’ attention on the public transport expertise of

the international supply sector. Japan will again be occupying its own

hall and for the first time a German federal State (Saxony) has also

booked an entire hall.

China will feature prominently on a combined stand organised

by the China Academy of Railway Sciences (CARS). According to

Wei Liu, the Director of CARS: “Around 20 of China’s leading suppliers

will be taking part and are interested in doing successful business with

the international rail industry. The main topics on the stand will be

energy efficiency and protecting the environment.”

Excellent marketing platform for the rail industryInnoTrans is a driving force of the economy and showcases the public

transport industry’s products and services. Over a period of four days it

will provide a concentrated display of the supply and demand sides of

the international market for public transport

industry products. For industry companies

this trade fair represents an extremely

important marketing instrument. It enables

them to position themselves on the market,

introduce new products and to take on new

markets. It is also a major gathering of

purchase management representatives.

The many personal meetings which take

place are ideal for establishing new and

long-term business contacts and for

cultivating existing relations.

Product innovations and premieresA key element of InnoTrans is that the industry attracts media

attention by holding awards ceremonies, handing over keys and

announcing business deals. Traditionally, it also displays products

debuting on the world stage, and more than 2,500 international

exhibitors will be showcasing state-of-the-art products and services.

Published by Messe Berlin, the Innovation Report highlights the





ARS 2110 – the new Box PC fromAdvantech for railway applicationsAdvantech, a leading embedded computing solution provider, announces tinaddition to the existing ARS-2510 Series – the new ARS 2110TX Box PC.

ARS 2110TX for railway applications complies with EN 50155 andrelated regulations in order to fully fit the railway environment, also:■ On-board DVR■ Multi-media server: ■ Train-to-track/ground bridge unit■ Supervision and control unit

Playing to its strengthsOne of the key strengths of the ARS 2110TX Box PC is its combination ofIntel Atom E3845/E3826 platform (3rd generation CPU platform) and TXtemperature level (rail certification specifications range from T1, T2, T3 toTX). TX describes the relative temperature range, from -40°C up to 70°C, or85°C for a duration of 10 minutes.

Another noteworthy feature is the railway-specific power supply,compliant to EN 50155 power input levels 24V/48V/72V/110V, throughM12 circular-type connectors. The Box PC is equipped solely with circularand screwable connectors, a choice that guarantees easy integration –connections that are both robust and stable.

Furthermore, the computer has protection coating that conforms toIP50+. This inner lining layer prevents the ingress of dust and moisture, andso ensures its high performance status is maintained over time.

Visit Advantech at InnoTrans 2014 in Hall 4.1, Stand 417.

www.advantech.eu

Advantech’s new ARS 2110TX Box PC

InnoTrans 2014 features more

exhibitors andproducts than

ever before

Exhibitors will have the opportunity to unveil their latest vehicles in world-premiere ceremonies

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selected public transport technology innovations of individual

exhibitors which are due to be displayed at InnoTrans. To view the

Report, go to www.innotrans.com/innovations.

In the run-up to InnoTrans the Innovation Report will be updated at

regular intervals and the full report will be available in-print at the fair.

The latest list of products and services includes 13 world premieres,

i.e. exhibits which will be making their first appearance on the world

stage at this year’s InnoTrans. For example, the Railway Technology

segment will be featuring Aucotec AG’s new Engineering Base

platform, which enables users to carry out all aspects of functional

planning, defining the wiring either graphically or only in alpha-

numeric form.

In the Railway Infrastructure segment, Stierli Bieger AG will be

exhibiting the company’s newly developed 1200 HE horizontal

rail bending and straightening machine

with a working force of 120 tonnes. This

universal press can be employed for

general track works and by the rail

manufacturing industry.

In the Interiors segment, F.S.P. GmbH

will be exhibiting its SNACK-NAPKINS,

which can be individually printed and can

be used both as a serviette and as

packaging for the food item.

In the Public Transport segment,

NewTec GmbH will be showcasing

the TRDP NTOnTrack test system as a

world premiere. The Train Realtime Data

Protocol (TRDP) is a uniform communication standard. The test

system has been designed specifically for manufacturers, component

suppliers and test facilities.

Innovative cleaning systems and products on displayPassengers expect trains, trams and metros to be clean and well-

maintained, and for the transport companies themselves cleanliness

is an increasingly important factor in promoting their image.

This development is reflected at InnoTrans 2014, where the subject

of cleaning is also acquiring growing importance. This year this

event includes some 20 exhibitors from a number of countries

who are presenting innovative systems and care products for cleaning

public transport vehicles as well as stations and stops. The products

available in this area range from train and tram washing installa-





Gilgen Door Systems – the world leader in PSD retrofit business

With advances in technology, metro systems are capable of transportingmore passengers per hour than ever. However, without the physicalseparation offered by a Platform Screen Door (PSD) system, the theoreticalsystem capacity cannot be fully utilised in most cases. Meeting the need formore safety, increased capacity, enhanced reliability and improvedconvenience is a challenge being met by more and more metro operatorswith the installation of PSD systems.

With their more than 50 years of experience in door automation andcontrol technology and more than 20 years of experience in the PSD projectbusiness, GDS (Gilgen Door Systems) is today one of the worldwide leadingmanufacturers and suppliers of PSD systems. With the successfulinstallation and commissioning of PSD half-height bijou® systems in allstations of the world-famous Parisian Metro Line 1, GDS has made asignificant contribution to an optimal automation of this centenarian metroline. During the course of this project implementation, GDS once againdemonstrated its competences in international project management,engineering, innovative and customised product design, logistics,installation and maintenance of PSD systems, which are indispensable forsuccessfully completing complex upgrading projects of this magnitude.

The fact that (between 2000 and 2007) GDS had already implementedthe worldwide first PSD retrofit full-height project in Hong Kong(subsequent installation of more than 3,000 PSD systems for three metrolines) to the utmost satisfaction of the customer, means that GDSdistinguishes itself by a unique competence in the field of PSD retrofitbusiness on a global level.

GDS has recently won new PSD contracts in Hong Kong andStockholm.

Visit Gilgen Door Systems at InnoTrans 2014 in Hall 712a, Stand 100.

www.gilgendoorsystems.com

Over 100,000 trade visitors are

expected in Berlin,where they will gain

a comprehensiveoverview of the market

The InnoTrans 2014 opening ceremony will take place at 10:00am at the Palais am Funkturm in Berlin on 23 September 2014

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Visit us at InnoTrans 2014 Hall 2.1, Stand 203

Visit us!

www.scheidt-bachmann.com

Providing ticketing solutions all over the world.

Fare collection is our business.

Renowned for consistency, reliability and expertise

Global market leader and local service provider

Modern operating systems tailored to individual requirements and the local conditions

Innovative products, services and operating solutions

tions to vacuum cleaners and washing materials, as well as water

treatment systems.

As a leading international trade fair for public transport technology,

InnoTrans is of particular interest to the suppliers of cleaning systems

because transport companies, vehicle manufacturers, servicing and

maintenance companies from the global

rail market are all represented in one place

in Berlin. It is for this very reason that

Cleaning Systems, Inc., one of the leading

manufacturers of cleaning and care

products in the U.S.A., is taking part in this

trade show for the first time. “We believe

InnoTrans gives us the best opportunity to

showcase our world-leading products and

technology to mass transit companies from

all over the world,” says Dave Krause,

President and CEO at Cleaning Systems,

Inc. “We are excited to be exhibiting for

the first time at InnoTrans 2014.”

More space: CityCube Berlin and special gauge displayThe display area at InnoTrans 2014 by far exceeds that of previous

events. This year, in order to satisfy the high industry demand

for display space, the CityCube Berlin – the multi-purpose venue for

trade fairs and congresses – will be providing two extra floors

for exhibiting products. Each floor covers 6,000m2. Thus, for the

first time, InnoTrans will be occupying 40 display halls (previously 38).

The new CityCube Berlin is adjacent to the South Entrance of

the grounds. It can be accessed from two sides and is joined directly

to Hall 7.

In the CityCube Berlin the focus will be on transport companies and

maintenance services. Exhibitors will include Deutsche Bahn, Russian

Railways (RZD) and the East Japan Railway Company. Solaris will be

showcasing its new buses in the CityCube and the Berlin/Brandenburg

region will also be represented.

“We will be exhibiting the railway expertise of the capital and its

surrounding region”, says Melanie Bähr, the Managing Director of the

business development corporation Berlin Partner für Wirtschaft

und Technologie. “Around 60 companies will be represented on a

combined stand covering 1,000m2 inside the new CityCube Berlin.”

A major attraction and unique selling point of InnoTrans is the

outdoor rail track display area. Occupying 3,500m of rail track, this is

where trade visitors can take a closer look at more than 100 innovations


Shenzhen Metro chooses TETRA and DMR solution from Hytera

Hytera has recently been awarded with a TETRA communications projectby Shenzhen Metro. The project value is over 12 million USD.

The TETRA system will be installed for Shenzhen Metro phase III,including the metro lines 7, 9 and 11. In this project, Hytera will provide twoswitching centers, 72 base stations and 1,500 portable radios. Along with theTETRA system, Hytera DMR Trunking will also be provided, including oneswitching centre, 72 base stations and 1,950 portable radios.

Shenzhen Metro is the underground system for the city of Shenzhen,Guangdong province, China. Line 7, 9 and 11 will have 62 stations along107.3km of total track. Shenzhen is one of the largest cities in China with apopulation of over 10 million.

www.hytera-mobilfunk.com

More than 200 newcomers will

be exhibiting atInnoTrans 2014, thus

underlining itsimportance as a

marketing platform

in rolling stock – for both heavy and light-rail.

They include high-speed trains, locomotives,

wagons and road-rail vehicles as well as

entire systems for local, regional and

mainline railway networks. For the first time

the fully-booked outdoor display site will

feature an additional special gauge display,

where the focus is on wide and narrow-

gauge rolling stock.

Public Transport: market overview, smart solutions and knowledge exchangeInnoTrans 2014 will have information on rail

technology, smart solutions and public

transport trends. Covering an overall display

area of 19,000m2 and with around half of the

exhibitors from abroad, the Public Transport

segment will be providing a full overview of

the market. The main topics at this year’s

event are ticketing services, telematics,

digital data communication and passenger

information systems.

InnoTrans 2014 will also focus on smart

solutions. The increasingly widespread use of

smartphones and tablets opens up new possibilities for communicating

and streamlining processes for passengers and public transport

companies. In Berlin, the industry will be displaying smart solutions in

connection with real-time data, e-Ticketing and signalling technology,

for example. Among the companies represented in the Public Transport

arena will be global players such as Huawei, Cisco and Kapsch, but also

established SMEs and start-ups.

The Public Transport area will feature the bus makers Solaris and a

number of public transport companies including Veolia Verkehr and

Netinera Deutschland. Taking part for the first time will be Istanbul

Ulasim Sanayi from Turkey, one of the largest public transport

companies operating in Istanbul. The products exhibited by this public

transport company and others, as well as the bus exhibition by Solaris,

can be found on the first floor of the CityCube Berlin.

InnoTrans Convention: the word from the topInternational decision-makers representing industry and politics will be

gathering in Berlin as it is the perfect platform to meet and hold talks.

Numerous panel discussions on the subject of mobility both now

and in the future will be taking place at the InnoTrans Convention,

The bus manufacturing industry will showcase their latest vehicles at InnoTrans 2014

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INIT demonstrates an ecological and economical fleet management solution at InnoTrans

As a worldwide leading supplier of integrated ITS and ticketing systems, INIT supports transportation companies around the world in making publictransport more attractive, faster and more efficient. This includes solutionssupporting the economy and ecology of public transport fleets.

This is why INIT will present at InnoTrans MOBILE- ECO2 – theplatform for vehicle health and driver behaviour management, and thus showhow economy and ecology can be combined easily.

MOBILE-ECO2 – platform for vehicle health and driver behaviour managementMOBILE-ECO2 integrates components of various other systems in one single system solution. It monitors the vehicles’ statuses and performances,helps to provide an efficient proactive maintenance (if necessary) and analysesdriver behaviour.

During the journey, the driver receives direct feedback from the driverpanel ECOdrive. Equipped with five LEDS, the ECOdrive display shows theparticular status in real-time and provides information on excessive revving ofthe engine, harsh acceleration/braking, abrupt lane changing or turning andspeeding. Depending on the driving behaviour, the LEDs glow red or green.By receiving direct feedback, the driver has the opportunity to react quicklyand drive more conscientiously. Thus, he doesn’t only protect the vehicle, buthe also ensures passengers a pleasant ride.

In the control centre, important status messages of the entire fleet aredisplayed in real-time on the management dashboard. The data obtained is

used to create reports. MOBILE-ECO2 effectively manages the economy andecology of the fleet, so that everyone benefits – the transportation companiesas well as the passengers and the environment.

Visit INIT at InnoTrans 2014 in Hall 2.1, Stand 314.

www.initag.com

MOBILE-ECO2 – a platform for vehicle health and driver behaviour management

Simplifying advanced communications for Public Transport

TetraFlex® is designed to provide reliable, fast and disruption-free TETRA data and voice communication for mission critical operations.

TetraFlex® features a fully distributed network architecture and is 100% IP

capacity expansions - even during operation.

The easily accessible API enables seamless integration with other systemenvironments such as dispatcher solutions.

TetraFlex® is available with both indoor base stations, as well as the IP65 protected and compact outdoor base

installation.

public transport systems with the TetraFlex® TETRA radio infrastructure.

DAMM solutions and support are available worldwide through an exclusive network of partners.

www.damm.dk

}

Visit us at InnoTrans - Hall 6.1Stand #213

Trusted by industry leaders worldwideTetraFlex® Solutions have been deployed for a wide range of projects within the transport and logistics sector, including: • Moscow Metro• Mumbai Monorail & Western Railways• St. Petersburg Citywide Network• Fortescue Metal Group Railway• Almaty Metro

where the key event is the Dialogue Forum. This year’s focus will be on

five topics, including ‘Authorisation of rail vehicles – moving towards a

European model’.

The Public Transport and Interiors areas will be hosting their own

programme with the PTI Hall Forum which will provide an opportunity

for exchanging knowledge and views. Events taking place here will

include the International Design Forum and

the DB Suppliers’ Forum, which focuses on

design and procurement. In addition, the

Public Transport Forum will be dwelling on

current and future developments in the

public transport sector. The heading of this

year’s event is ‘Real-time data in public

transport networks – a blessing or a curse?’

The Tunnel Construction area has also

got its own event with the International

Tunnel Forum. One of this year’s topics is

‘Maintenance and refurbishment – what are

the future tasks in tunnelling?’ The Public

Transport Forum and the InnoTrans Majlis

are also part of the convention. The latter is an exclusive gathering of

senior representatives from the Gulf region and Europe.

The Rail Leaders’ Summit will undoubtedly be one of the highlights

of this year’s convention. Numerous transport Ministers and Director-

Generals from various international transport companies will be taking

part in this summit in order to exchange information on cross-border

industry issues. ‘Railways in a connected world – intermodal and

customer-oriented mobility’ is the subject of this year’s summit.

Career concept for young professionalsAs far as careers and young professionals are concerned, InnoTrans has

a lot to offer exhibitors and smart career seekers, as it brings the





Non-Touch Detection system supplementsMayser’s Obstacle Detection and DragDetection systemsMayser’s new Non-Touch Detection system serves as a predictive jostlingprotection implemented directly on the main closing edge of the Mayserfinger protection profiles. If a passenger approaches the active zone of thesensor, the capacity of the electrical field changes, and the movement of the door is stopped before the door can touch the passenger.

Two significant advantages in terms of passenger safety and trouble-free operation make the non-touch system a convincing solution fortransport companies and door and vehicle manufacturers.

Firstly, it prevents all forces from being exerted against passengersboarding and alighting by automatically closing vehicle doors. Secondly, incontrast to sensors such as light curtains or scanners, the technology onwhich the Non-Touch Detection system is based only influences theautomatic closing movement of the door in the event of an immediate dangerof trapping or jostling. Whereas the detection range of light curtains orscanners covers the complete entrance area, the Non-Touch Detectionsystem only reacts to movements in the immediate critical area of the sensor,along the main closing edge.

Visit Mayser at InnoTrans 2014 in Hall 3.1, Stand 517.

www.mayser-sicherheitstechnik.de

Mayser’s Non-Touch Detection System increases passenger safety

A wide variety of products will be on display at InnoTrans 2014

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InnoTrans is a driving force of the

economy andshowcases the

public transportindustry’s products

and services

global expertise

www.vossloh-innotrans.com

As a global provider of rail and transportation technology, Vossloh’s profound

expertise is in demand all over the world. Vossloh products can be found in

numerous projects and on every continent, both today and in the future. Come

and see our innovative products and global expertise at the InnoTrans 2014 in

Berlin, Hall 26, Stand 310 and at outdoor display South FB1 (in front of Hall 26).

industry into contact with its future

employees. On the one hand, the trade fair

provides the industry with a platform,

enabling them to search for new employees.

On the other, it lets tomorrow’s engineers

take advantage of the advice on offer from

personnel officers. School-children, students

and young professionals with a particular

interest in public transportation can find out

directly about the available opportunities

and about careers from the personnel

managers of individual companies. Inside the

display halls, the stands of exhibitors who

wish to meet young professionals will bear

the orange-coloured Career Point logo.

Anyone seeking information on careers,

education and science can find it under one

roof in the Career & Education Hall. Its focal

point is the Career Pavilion, which provides

an outstanding platform for communicating

and establishing new contacts. This is where

individual meetings with job applicants,

company presentations and lectures will be taking place. A total of

10 major companies and associations will be represented at the

Career Pavilion. With its offer of more than 200 international jobs,

the Job Wall provides another valuable service available to exhibitors

and career seekers alike.

Speakers’ CornerExhibitors of InnoTrans have the possibility to rent the Speakers’ Corner

for presentations or lectures to communicate their company,

products or novelties to a professional audience. Following the famous

example at the Hyde Park in London, content related guidelines,

besides a time limit of one hour, do not exist. The Public Transport

and Interiors (PTI) Hall Forum in Hall 6.1 represents a Speakers’

Corner exclusively for exhibitors of the segments Public Transport and

Interiors. Exhibitors of the segments Railway Technology, Railway

Infrastructure and Tunnel Construction can book a timeslot for theNext stop: Moxa railway solutions… please exit here for reliability,robustness and speed.

www.moxa.com/rail





Buses on the road to sustainabilityTraffic congestion, due to growing urbanisation, strains cities and raisesenvironmental concerns. Today, transit authorities want environmentallyconscious solutions that are fuel-efficient but also reduce noise and exhaust emissions.

The need for sustainable transport and passenger mobility isaccelerating the adoption of more efficient technologies and hybrid andelectric buses are a strong solution to address these issues. According tomarket estimations, 15% of transit buses will feature either hybrid or fully-electric drive by 2020*.

Thermo King responded to the demand by designing Athenia™ E,which is a reliable solution that contributes to the comfort of bus passengersand people in urban areas where these buses operate.

Hundreds of Athenia E units already operate in diverse locations fromGermany and Switzerland to Turkey. Just recently, Thermo King hascooperated on a public tender in the Benelux region for more than100 hybridbuses that will operate with tailored-made Thermo King heating, ventilationand air-conditioning (HVAC) units based on the Athenia E design.

The Athenia E-Series air-conditioning modules were specificallydesigned for hybrid and electric buses. As fully hermetic and electric-drivenone-piece rooftop units they offer high airflow and better circulation inside the bus for increased comfort. Equipped with a horizontal scrollcompressor, the unit creates fewer vibrations and runs in a variable speedmode adjusting the airflow to the actual needs. This technology contributesto further increased efficiency and lower life-cycle costs.

Visit Thermo King at InnoTrans 2014 in Hall 3.1, Stand 222.

www.thermoking.com*Frost & Sullivan ‘Strategic Analysis of Global Hybrid and Electric Heavy-Duty Transit Bus Market’

A wide variety of products will be on display at InnoTrans 2014

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Get on safely. Get off safely.

Automatic door movements can lead to

danger situations for passengers boar-

ding the vehicle.

Our Drag Detection and Obstacle

Detection systems, Electric Finger

Protection Profiles, Safety Mats for

accessibility ramps and Wireless

Signal Transmission offer more safety

for your passengers.

With the Non-Touch Detection system,

Mayser provides an addition to its pro-

ven, tactile Anti Pinch Sensor and Drag

Detection systems.

They are tailored to meet the require-

ments of rail and bus transportation and

always perform to a standard higher

than is legally required.

Interested?

[email protected]

www.mayser-sicherheitstechnik.de

Visit us at

InnoTrans 2014

23-26 September,

Hall 3.1/517

R

Speakers’ Corner located in Halls 14.2 and 15.2. The Speakers’ Corner is accessible for all

trade visitors and free-of-charge.

10th anniversary editionThis year marks the 10th anniversary edition of InnoTrans. Launched in Berlin in 1996, the

first event witnessed 172 exhibitors and from the start reported continuous and above-

average growth in all the main areas, i.e. exhibitor and visitor attendance, floor space and

international participation.

In 2000, this trade fair – which takes place every other year on the Berlin Exhibition

Grounds – had already acquired the status of a leading international trade fair for

transport technology.

From the very start the trade fair’s concept focused on showcasing public transport

technology and on an outdoor display area. In 1996, rolling stock exhibits were still being

displayed at the goods station in Wilmersdorf, 8km away from the grounds. Messe Berlin

had the foresight to invest in its own rail track site and when the second InnoTrans opened

in 1998 a railway loop stood ready to accommodate the rolling stock on the exhibition

grounds – a milestone in the evolution of InnoTrans. Bit-by-bit the rail track site grew to its

eventual size and now measures 3,500m in length.




Smart traffic sensors help alleviate city congestion in Moscow

With up to six million cars, Moscow is among the largest and rapidly growing urban centres inEurope, and ranked number one in a congestion index of the world’s major cities.

Tasked with reducing traffic jams by 20%, city authorities created ITS Moscow whodeveloped an Intelligent Transport System (ITS). An important part of the ITS programme is thecreation of smart intersections.

Three-thousand FLIR Systems TrafiCam x-stream vehicle presence sensors have beeninstalled at 750 signal-controlled road junctions. By detecting waiting and approaching vehicles,these intelligent all-in-one cameras optimise traffic signal timings, cutting down waiting times.

A reliable alternative to inductive loops, the TrafiCam x-stream vehicle presence sensorcombines a CMOS camera and video detector in one single unit. Using detection outputs or IPprotocol, vehicle presence information is transmitted to the traffic controller so that signal timingcan be adjusted dynamically. The FLIR TrafiCam series allows traffic operators to position andverify the vehicle presence detection zones. Since these zones are displayed on a video image, theycan easily be repositioned in case of changing traffic situations.

“A pilot project with TrafiCam x-stream sensors was carried out in Moscow in 2012,” saysArtem Kryvobok, International Business Development Manager at FLIR Systems. “Afterthorough evaluation, they were rated as the best solution, providing good detection results, even inthe heavily polluted conditions of Moscow.”

TrafiCam x-stream is an IP-addressable device that provides MPEG-4 or H.264 colourstreaming video at full frame rate to the control centre for general intersection surveillance. A user-friendly web interface allows the control room operators to manage their video sources online.

Visit FLIR at InnoTrans 2014 in Hall 7.1a, Stand 208. www.flir.com

TrafiCam x-stream manages to provide good detection results, even in the heavily polluted conditions of Moscow

In 2000, the launch of the InnoTrans

Convention heralded the arrival of a

supporting programme of events. The

result was a set-up which combined three

elements and remains successful to this day:

the trade fair, the rail track exhibition and the

InnoTrans Convention.

Fine-tuning the trade fair concept has

continued. In 2006, for the first time,

InnoTrans featured five segments with

exhibits representing every important field in

the public transport sector. To this day they

include Railway Technology and Railway

Infrastructure, Public Transport, Interiors and

Tunnel Construction.

InnoTrans 2014 offers a range of services to help you prepare your visitGood preparations go a long way to

ensuring your success at the trade fair.

That is why InnoTrans 2014 is offering a

range of services aimed at helping

exhibitors and visitors prepare their visit.

At the newly-created ‘web shop’, for

example, exhibitors can order all the

products and services they need for

organising their presence at the event.

Everything from stand construction services

to a Wi-Fi account can be ordered online at

www.innotrans.com/webshop .

Even before the trade fair begins you

can use the InnoTrans Virtual Market

Place (VMP) to search for the right busi-

ness partners, make appointments, or

find out about rail industry jobs around the world. VMP informa-

tion about exhibitors and their products is available around the

clock at www.virtualmarket.innotrans.com . Exhibitors can make

use of an InnoTrans banner in their emails, which they can create,

to advertise their hall presence in a professional manner. Visit

www.innotrans.com/emailbanner to set-up your own banner with hall

and stand numbers using only a few steps.

Easy rail travel arrangements for your visit to InnoTransInnoTrans offers a wide range of services in order to assist exhibitors and

trade visitors with travel and accommodation. They include Deutsche

Bahn and Lufthansa fares at special rates as well as favourably-priced

accommodation from agencies cooperating with InnoTrans.

Bookings can also be made for a travel package that includes a

return fare, overnight accommodation and an unlimited ticket

to InnoTrans 2014. For more details, visit www.innotrans.com/

HotelAndTravelService.

Enjoy InnoTrans the Bavarian way!Bavarian specialities await visitors to the ‘Oktoberfest’ beer tent at

InnoTrans 2014. The menu includes ‘schweinshaxe’ (knuckle of port),

‘brezn’ (pretzels) and ‘kaiserschmarrn’ (raisin pancake), as well as the

famous beer brewed by the Munich Hofbräu-Brauerei. Exhibitors at

InnoTrans can book their exclusive table in the ‘Oktoberfest’ beer tent

at [email protected].





ICA helps you manage your ticketing system with greater simplicity

ICA has obviously been listening closely to those responsibleat public transport companies and associations in recent years.ICA has understood and has acted: “If the challenges facingticket management should become even more complex, weare to ensure easier handling with our integrated systems. If costs rise, we need to contribute to increased profitability. Ifeven more players need to be satisfied, we create even moreefficiency”, said Heinz Sander, the CEO of the market-leaderin the ticketing system segment from Dortmund, Germany.

ICA is consistently advancing the development with thenew DUALIS Dimas background system. More speed. Morepossibilities. More teamwork. More performance. More integration direct into the partners’ systems.

One example is the new monitoring functions: all of theindividual events are presented by the ticketing machine in the form of a tabular summary. This can also be called up from

a tablet computer. The new ‘inventory administration’ nowprovides for an effective planning of the preventativeservicing tasks and with the new ‘order management’, thestaff concerned are able to optimise their service assignmentsand protocol their work in detail.

Not only does the new ICA DUALIS 2000 TSI 2.0machine offer a noticeably enhanced operating comfort, it alsohas features against vandalism that are considerablyimproved. The new dynamic passenger display also providesthis machine with quite a practical topping.

Experience more profitability and service in connectionwith ticketing systems; visit ICA at InnoTrans 2014 in Hall 2.1, Stand 212.

www.ica.deThe new ICA DUALIS2000 TSI 2.0 machine

Many conferences and meetings will be held during InnoTrans 2014

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Numerous panel discussions on

the subject ofmobility both now

and in the future willbe taking place at

the InnoTransConvention

Kummler+Matter Ltd.

Hohlstrasse 176, CH-8026 Zurich

Tel. +41 44 247 47 47

Fax +41 44 247 47 77

[email protected], www.kuma.ch

We are your competent, reliable partner for:

We keep traffic flowing

Come and visit us at InnoTrans and see „live“ our fascinating products

and services or contact us for a non-committal offer!

InnoTrans

2014

Hall 26

Booth 221

Contact wire measurement technology

De-icing technology for overhead contact wires

Planning, material, construction, maintenance

Customer training

Development and construction

of overhead contact lines for

railways, trams and trolleybuses

Event detailsBetween 23 and 26 September 2014 is the InnoTrans 2014 Trade Fair.

On 27 and 28 September 2014, the tracks and outdoor display areas

are open to the public.

Opening HoursTrade Fair: 9:00 a.m. – 6:00 p.m.

Public Days: 10:00 a.m. – 6:00 p.m. (only tracks and outdoor displays)

Entrances■ Entrance North (Hammarskjöldplatz)

■ Entrance South (Jafféstraße)

■ Entrance East (On-site registration)

■ Entrance Hall 7

■ Entrance Hall 9 (On-site registration)

■ Entrances CityCube Berlin

Public Transport■ S-Bahn: S75, Messe Süd

■ S-Bahn: S41, S42, S46 Messe Nord/ICC

■ S-Bahn: S3, S41, S42, S5, S7, S75 Westkreuz

■ Metro: Theodor-Heuss-Platz, Kaiserdamm

■ Bus: M49, X34, X49,104,139 Messedamm/ZOB/ICC

Tickets■ Day Ticket: online = €40.00; on-site = €60.00

■ Permanent Ticketing: online = €60.00; on-site = €80.00

Tickets are valid on local public transport for the fare zones

Berlin ABC.


GIRO celebrates 35 years of improvingpublic transport efficiency

Keeping costs down while ensuring quality services is a major challenge inthe passenger transportation industry.

Ever since 1979, GIRO has been providing integrated softwaresolutions to help passenger transport operators better manage and optimisetheir operations. What began as a university research project is now aglobally recognised company employing 300 skilled I.T. professionalswhose software solutions are deployed in more than 300 sites around theworld from Melbourne to Los Angeles.

The solutions, backed by GIRO’s 35 years of expertise, include theHASTUS-Rail suite for passenger rail, which enables improved planning,scheduling, daily management, customer information and data analysis ofmetro, tram and passenger train operations – whether in urban, commuter,regional or national contexts. Schedulers rely on HASTUS-Rail to definetemporary circulation restrictions on track networks and manage trackunavailability due to maintenance. They can evaluate virtually limitlesssimulation scenarios for potential solutions. Up-to-date information alsoenables dispatchers to react quickly to maintain service levels when facedwith unplanned events and employee sick days.

What’s more, transport organisations can consider crew preferenceswhen building schedules and assigning work. HASTUS-Rail provides not only powerful tools to raise productivity and save cost and time, but solutions to boost overall staff satisfaction and provide a better passenger experience.

Today, as throughout the last 35 years, GIRO’s flexibility, advancedalgorithms, continuous product evolution and exceptional customer supportcontinue to make its software solutions the industry benchmarks.

Visit GIRO at InnoTrans 2014 in Hall 2.1, Stand 101. www.giro.caDate: 23-26 September 2014 Location: Berlin, Germany

Website: www.innotrans.de

All change for Metro to benefitfuture generations

Metro is an iconic part of everyday life in our region. When the system

was built in the late-1970s it was a brilliant feat of urban transport

planning and a triumph for local politicians, who successfully persuaded

the Government of the day to finance the project. Metro began carrying

passengers in the summer of 1980, with the original network complete

in 1984, and new lines added in 1991 and 2002. By 2005 it was clear

that the Metro system was in need of fresh investment. A successful

business case was presented to UK Government ministers and by

2010 the Department for Transport (DfT) agreed a £350 million

funding package for the wholesale renewal of the system over 11 years,

with a contribution from local authorities bringing the scheme up to

£389 million. The ‘Metro: all change’ modernisation programme was

born. Alongside the infrastructure modernisation, the programme

includes refurbishment of trains and stations to modern standards of

accessibility and amenity, and replacement of life-expired lifts,

escalators and canopies.

The importance of the programme cannot be underestimated.

Metro carries 37 million passengers a year. The benefit-cost ratio of

investment is about eight to one – a £2.5 billion return on £389 million

– compared to the economic impact of Metro declining, leading to

shrinking travel to work areas, 10,000 fewer visits into the city of

Newcastle daily. Metro ensures that 15 million car journeys are taken off

the region’s roads every year, which reduces congestion. Metro is vital

for getting people to places of work and leisure. The aim of the project

that we are undertaking is to ensure that Metro is around for the benefit

of future generations.

Rapid and efficient progressA great deal of progress has been made with the modernisation work

since we started the programme. The period from April 2010 to January

2014 has seen £144 million invested across 113 completed projects and

81 are now live, in line with planned output. We are nearly half way

The Tyne and Wear Metro is the busiest light-rail system in the UK outside of London, carrying 37 millionpassengers a year through five districts, including the cities of Newcastle upon Tyne and Sunderland. With 60 stations, and a total route length of 77km, Metro is a major part of the public transport network inNorth East England. Nexus, the public body which owns the Metro system, is into the fifth year of a

£389 million modernisation programme. Director of Rail and Infrastructure of Nexus, Raymond Johnstone, gaveus an update on the project.

LIGHT-RAIL




LIGHT-RAIL




through the track replacement programme, with

24km out of the 60km successfully completed.

Twelve of the 60 stations on Metro have been

modernised, with new seating, lighting and improved

standards of accessibility. We have replaced

14 escalators, six passenger lifts, installed 225 new

ticket machines and refurbished 57 of the Metrocars

from a fleet totalling 90. The UK Government has set

stringent targets, with funding after Year Three

conditional on efficient delivery. The first audit

milestone, covering 2010-13, saw the DfT approve

100% funding of £93 million for 2013-16, including a

15% conditional element.

Large-scale track replacement workBy far the biggest challenge over the last four years

has been planning and replacing the track while

keeping as much of the system running as we

possibly can. By 2005 we knew that the 60km of

infrastructure was at growing risk of failure – the legacy of a long period

without a strategic approach to asset renewal. Unstressed track

mounted on wooden sleepers was vulnerable to misalignment; poor

drainage meant key sections were prone to flooding, and serious

failures due to subsidence and embankment collapse had happened

twice and risked re-occurring.

Major line closures have been utilised for the ‘big ticket’ track

replacement projects, new junctions and structures. Since 2010 we have

carried out four major closures. A 27-day line closure in August 2013

was the biggest engineering programme on Metro since the system

was built in the mid-1970s and involved the replacement of 6km of track

and track bed on the busiest part of the system in Newcastle, between

Haymarket and South Gosforth. We laid 560 tonnes of new rail and

7,000 sleepers. This is a section of line that sees 30,000 passenger

journeys each day, 450 train movements

and a service every three minutes in

peak periods. A further 5.5km of track

was successfully replaced on Metro’s

coastal route between Tynemouth and

Wallsend during two major closures in

2011 and 2012.

As a permanent way framework

contractor, Balfour Beatty Rail has

completed most of the major track

replacement work on behalf of Nexus.

One of the key logistical challenges for

the Balfour Beatty Rail team was the fact

there was only one crossover within the

limits of the blockade (2012 blockade

between Tynemouth and Wallsend), which severely restricted the

movement of plant and materials around the various work sites. This led

to the introduction of a Non-Intrusive Crossover System (NICS).

The system, which was developed by NICS Ltd, provides a simple,

robust, cost-effective solution to installing temporary crossovers

without the need to cut into the existing track. It lifts the train up by

48mm, supporting its weight while turning it round from the parent

track, crossing it onto the other track and guiding it back to the correct

alignment before lowering it onto the other track. The system was

installed without impacting on the existing tracks or signalling and can

remain in situ (locked when out of use) when the lines are open.

“This was the only way we could see, economically and practically,

of achieving the output required within the timescales available,”

Balfour Beatty Rail’s Project Manager, Mark Wood explained.

The implementation of NICS on the major line closure not only

facilitated more efficient use of engineering trains and plant but also

allowed the renewal of both tracks within one blockade, obviating the

The new tamping machine – with left-right: Director of Finance and Resources for Nexus John Fenwick, Head of Maintenance Delivery Phil Kirkland and Director of Rail and Infrastructure Raymond Johnstone

Major modernisation work includes upgrading tracks and track beds

Alongside theinfrastructure

modernisation, theprogramme includes

refurbishment oftrains and stations

to modern standardsof accessibility

need for another closure at the same location the

following year, with additional station closures.

New-look stationsAfter infrastructure, station modernisation work is a

big part of our investment programme. We are

determined to ensure that we improve accessibility

on Metro to an even higher standard, while also

providing our customers with brighter, cleaner and

more secure station facilities.

A total of 12 Metro stations have so far

undergone refurbishment work since 2010. In some

cases stations have been completely rebuilt, while

others have had the existing structures remodelled.

All of our stations are being rebranded in line with a

new, more modern Metro colour scheme, matching

that of our new-look trains.

Suburban stations are getting new

vitreous enamel panels and new way

finding signage, along with new seating

and improved lighting. Double height

hand rails, tactile paving, colour variation

floor tiling and anti-slip surfacing will

dramatically improve access for pass -

engers with reduced mobility. Some of our

suburban stations will have had passenger

lifts replaced, while others, which

previously had ramped access, will get new

lifts installed for the first time.

Major city centre stations, most of

which are sub-surface, will undergo more

extensive modernisation. Our busiest

station is Monument Metro station in the centre of Newcastle, which is

used by 10 million passengers a year and is one of the top 10 busiest UK

train stations outside the London area. Monument is scheduled to be

modernised later in the programme, in 2019. The blueprint for this

project is the major rebuild that was carried out at Haymarket

Metro station, also in Newcastle city centre, in 2007, which was

completed in 2010.

This £20 million flagship project, which was funded privately, saw

the station structure completely rebuilt above ground and

underground, improving passengers’ services with new escalator

access, better information and a bright new image. The development

allowed for a complete re-design of an underground Metro station that

is serving as the blueprint for future modernisation. The Haymarket

project created 10,000ft2 of new retail space and 40,000ft2 of office

space in the heart of Newcastle, transforming an under-exploited city

centre station site. Nexus places great importance in the commissioning

of new permanent public art within the public transport environment,

and the developer made an equal commitment, funding new work for

LIGHT-RAIL




Metro: all change modernisationThe Metro: all change modernisation programme began in 2010 when theGovernment agreed to £389 million of funding for the modernisation of the 34 year-old Tyne and Wear Metro system.

Progress so far in numbers:Stations modernised: 12Trains refurbished: 57New track: 24kmNew cable and ducting routes: 25kmBridges modernised: 20New escalators: 14New lifts: 6New train wash fitted at the Metro Depot: 1Installation of new smart ticket machines: 225New automatic gatelines at key stations: 11

Investment breaks down as:Structures: £26 million (of £63 million

forecast to 2021)Track and overhead line: £36 million (£94 million)Stations: £20 million (£57 million)Signalling and telecoms: £17 million (£61 million)Equipment and plant: £4 million (£7 million)Mechanical, electrical and power: £8 million (£17 million)Metrocars: £19 million (£30 million)Fare collection: £2 million (£2 million)

Fourteen new escalators have already been installed as part of the moderisationprogramme. This escalator is at Haymarket station

An artist impression of what Central station will look like once complete

The aim of theproject that we are

undertaking is toensure that Metro is

around for thebenefit of future

generations

LIGHT-RAIL




Haymarket within the project. Canon, by the

internationally-recognised artist Lothar

Goetz, features bands of colour circling

round the tunnel walls, highlighting the

architectural form and giving the station a

unique, instantly-appealing and strik-

ing appearance.

The other major station rebuild over the

last four years is at North Shields Metro

station in North Tyneside. Nexus completed

this multi-million pound redevelopment,

which is used by two million passengers a

year, in 2012. The work has involved

completely rebuilding the station con-

course, giving it a bigger and better

concourse building, lifts to the platforms for

the first time and an eye-catching new-

look with ‘floating wave’ canopies above

the platforms.

Train fleet refurbishmentWe have earmarked £30 million for the

complete refurbishment of our fleet of trains, a project delivered for us

through Deutsche Bahn – the concessionaire which operates trains and

stations on our behalf. This year the fleet refurbishment programme

reached the halfway mark, with the project on schedule to be finished

by May 2015.

Extensive refurbishment work has

been completed on a total of 57 Metro -

cars, which are now back in service, with a

further 29 set to be ready by 2015. The

work has seen the existing Metro fleet

undergo numerous updates and improve -

ments, providing passengers with a

brighter and more comfortable journey.

Investment in rail maintenance vehiclesWe have invested £2.3 million in a new

track tamping vehicle, which was supplied by Plasser and Theurer,

based in Linz in Austria. The vehicle, which is known as an on-track

tamping machine, will be primarily used to sustain track geometry levels

and alignment in accordance with UK rail industry standards.

This investment ensures that we have the best equipment money

can buy in order to maintain our tracks for many years to come.

What we have bought is the very latest and one of the very best

rail maintenance vehicles on the market. This is a key part of our

£389 million Metro: all change modernisation programme as it goes

forward this year.

The tamping machine replaces our existing maintenance vehicle. It

is capable of getting through a lot more work and to a much higher

specification. The machine is a UK leader, being the first main line

specification machine designed to fit on a metro system.

Head of Maintenance Delivery for Nexus, Phil Kirkland, said:

“We’re very much looking forward to getting this new vehicle into use

on our very busy Metro maintenance and modernisation programme.

There are a lot more systems on this new tamper that make it more

accurate and more cost-effective for us in the long-term.”

The hard work continuesWe have achieved so much over the past four and a half years and

everyone at Nexus can feel rightly proud of how far we’ve come.

The UK Government has recognised this enduring success story

through its continued commitment to what is now the biggest

investment and engineering programme in Metro’s history. It is with

great pride that we can look back on all of the projects we have

completed so far, and we look forward to the years ahead with

excitement. North East England was the birthplace of the railways and

we are honoured to operate over some of the very earliest alignments.

These routes are embedded in the community, and we must never

forget that as we take forward our ambitious modernisation

programme over the next six years. The hard work will carry on.

Further Reading…In Eurotransport Issue 6 2014 (December 2014), we will feature an articlefrom DB Regio Tyne and Wear (DBTW) – the operations contractor for theTyne and Wear Metro – which will cover details of Nexus’ £30 million fleetrefurbishment as part of the modernisation programme. To guarantee youreceive the issue and learn more about Nexus’ commitment toimprovements, become a subscriber to Eurotransport by visitingwww.eurotransportmagazine.com or contact Karen Hutchinson via email [email protected].

Raymond Johnstone is the Director of Rail and Infra -structure for Nexus – the Passenger Transport Executivefor Tyne and Wear which owns and manages Metro.Raymond joined Nexus in September 2009 as RailDirector, before joining the Executive Board in 2013.Raymond has a 35-year career in the UK railway industryhaving previously worked in managerial roles for BritishRail, ScotRail and Network Rail.

The Metro network covers a total route length of 77km

We have earmarked

£30 million for the complete

refurbishment of ourfleet of trains

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LIGHT-RAIL




Scandinavia’s tramsare rolling againThe Nordic countries have a unique blend of different and ambitious strategies to increase the market share ofpublic transport by making it even more competitive, attractive and efficient. One common strategy is trams,writes Lars Nordstrand – Chairman of Keolis Nordic AB.

The major cities of Norway and Sweden are amongst the fastest

growing cities in Europe. Their ambition is to cope with their growing

transport needs with public transport, and not allow the market share of

private cars to increase any further.

The ‘X2’ initiative, starting in Sweden and then expanding into

UITP-level, placed the spotlight on increasing the market share of

public transport but also on working together among all stakeholders.

The four Nordic capitals are constantly benchmarking internally and

internationally improving their own models.

Generally speaking, deregulation of public transport has increased

in Sweden. In 2012, the market was opened to private operators to

increase competition, improve quality and increase the supply of public

transport. Norway and Denmark have not gone as far as Sweden in

deregulation, and Finland even less so. However, in all countries, new

tenders and new business models are being tried and improved.

Tram revivalAs in many other European cities, tram systems in the Nordics were

abolished some 50 years ago. Only a few major systems survived

including Bergen, Oslo, Gothenburg, Helsinki, Norrköping and partly

Stockholm. These systems are constantly being modernised and

are all expanding.

The revival in trams we are seeing today is due to a combination of

environmental concerns and ambition, city centre renewal and

capacity restraints in existing public transport systems and the drive to

meet the X2 targets. Approximately

18 cities are planning to revive or build

tram networks.

The first modern tram launched in

the Nordics was ‘Bybanen’ in Bergen, the

second biggest city in Norway, which

started operations in 2010. Keolis and

Fjord1 Partner (now Keolis Norge) have

operated the Bergen light-rail network

since its launch. This is an excellent

example of a fast-growing city with local

environmental issues giving priority to

public transport. Keolis is the proud

operator of this Scandinavian showcase.

Denmark is planning four new major

‘Letbane’ (Danish for light-rail) systems.

Three of these (Aarhus, Copenhagen and Odense) are in progress and

are financed jointly by the state, regional and local authorities. Norway

is expanding the ambitious Oslo ‘Trikk’ (local for tram) and planning for

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The first modern tram

launched in theNordics was

‘Bybanen’ in Bergen,the second biggest

city in Norway, whichstarted operations

in 2010

a few new systems, based on positive signals from

the new government. Finland is doing the same,

expanding the successful Helsinki Raitioliikenne (local

for tram) and planning for greenfield projects in

Tampere and Turku.

Over in Sweden, approximately 120km of new

tram lines are planned for the next 10 years, with

cities like Uppsala, Malmö, Lund and Helsingborg to

take the lead. These are all ambitious projects with

various political visions and targets.

Global light-rail experienceKeolis has a unique experience of plann ing,

launching, operating and developing modern light-

rail systems around the globe. Over the last 18 years,

Keolis has launched 13 light-rail operations in five

different countries, all of which were delivered

on schedule. Today it is the world’s leading operator

of light-rail systems. French cities like Le Mans,

Lyon, Dijon, Lille, Bordeaux and Tours (which

inaugurated its first tram last August) are excellent

showcases when looking for value for money and

attractiveness.

Every system is carefully adapted to local

conditions and history together with local stake -

holders, using international best-practice. The Bergen managers, for

instance, gained their education and opera tional input from colleagues

in Le Mans because of their experience and excellent safety culture.

Bergen’s safety record is remarkable; passenger satisfaction is

constantly between 97% and 100%.

Financial constraintsIn all Nordic countries the investment in tram systems calls for both

national, regional and local support and contribution. In Denmark, the

state makes a substantial part of the investment, sharing it with regional

and municipal bodies. The regional and local entities pay only the

operating costs. Ticket revenues also stay at the local and regional level.

The Aarhus project and the new Copenhagen transversal tram line have

been defined by this process and work has started. The city of Odense

is to follow soon.

Norway is preparing a similar process and is clearly supporting local

public transport ambitions to reduce car use and the environmental

impact. In Finland and Sweden, initiatives have been taken to

implement more transparent processes and to make the Swedish

national transport authority (Trafikverket)

take an active role in regulating and

supporting light-rail schemes. There is, for

example, no national regulation defining

the basic conditions and rules for Swedish

tram systems.

Financing models Faced with growing financial constraints,

public entities worldwide are looking for

various ways to finance tram projects,

and Scandinavia is no exception. As

mentioned before, basic investment

is normally granted by the state in

Scandinavia but there are several other

financial models which have tried

successfully in other parts of the world.

In Europe, both tram and rail schemes

increasingly receive financial support from stakeholders gaining from

land value increases due to public investment in infrastructure.

The expansions of the Stockholm and Copenhagen metro systems

will be co-financed this way. In France a local employers’ tax supports

local passenger transport.

In Nottingham (UK) a parking levy has been introduced on

businesses in the city centre to subsidise fares and help finance

new investment. In Norway, ‘Bompeng’ (local for road pricing)

LIGHT-RAIL




In Sweden,approximately

120km of new tramlines are planned for

the next 10 years,with cities like

Uppsala, Malmö,Lund and

Helsingborg to takethe lead

The first modern tram launched in the Nordics was ‘Bybanen’ in Bergen, the second biggestcity in Norway, which started operations in 2010

In the city of Gold Coast in Australia, the GoldLinq consortium (which included Keolis) was awarded a PPP concession for a 12.2km-long line that was brought into service in July 2014

LIGHT-RAIL




revenue is spent on improving road and rail

public transport. Also, local initiatives like the

Bergen Bybanen are partly financed by

the local Bompeng.

Complex but worth it Another financing model is the Private Public

Partnership (PPP). PPPs are complex but they

bring together the necessary competencies

and experience to realise a project within

time and cost limits.

Keolis has been involved in several PPP

schemes. For example, in Nottingham (UK) in

December 2011, Keolis – as a member of the

Tramlink Nottingham consortium – entered

into a PPP contract for 22.5 years to operate,

maintain and extend the Nottingham tram

system. The 17.5km-long extension will

come into service by the beginning of 2015.

In May 2014, as part of the GrandLinq

consortium, Keolis was chosen to operate

and maintain a new light-rail system in the

Region of Waterloo (Ontario, Canada) for 30 years. Keolis will also be

involved during the three-year design and construction phase.

Construction work on the 19km system will start in autumn 2014 and is

scheduled for completion in 2017.

At the other end of the planet, in the city of Gold Coast in Australia,

the GoldLinQ consortium, which includes Keolis, was awarded a PPP

concession contract for 15 years by the State of Queensland in 2011.

Operation and maintenance will be carried out by the KDR-Gold Coast,

a joint venture between Keolis (with a majority shareholding) and its

Australian partner Downer-EDI. The 12.2km-long line was brought into

service in July 2014.

The benefits of early operator involvementEarly inclusion of the operator can be important to ensuring the

success of a new network for investors and passengers alike. Including

the operator in the planning and design of a new or existing system

brings long-term efficiency. New infrastructure must be designed to be

sustainable because the system will be used for 60 or 70 years.

Not including experience from passengers and operators and their

staff during the design phase can lead to unnecessary costs

and disruptions.

More and more, Keolis is being asked

to get involved in projects early on, such as

on the new Hyderabad (India) metro

project where it was asked to provide

engineering services a full three-and-a-half

years before the start of operations.

With decades of network operations

and maintenance experience, Keolis is able

to make significant contributions during

the critical early stages of development.

By doing so, it is helping to protect and

optimise investments. And by putting its

‘think like a passenger’ strategy at

the heart of the projects, Keolis is making

sure it will deliver the best passenger

experience – particularly in terms of accessibility, passenger information

and above all, safety, which is the primary concern of the operator.

Lars Nordstrand joined Keolis in November 2008 asChairman of Keolis Nordic AB and its subsidiaries – Keolis Sverige AB, Commuter Security Group AB andFjord1 Partner (Norway). Since 2013, Lars has also beenthe Chairman of the Board of Keolis Danmark. Between2000 and 2008, Lars was the Traffic Director and Head ofthe Traffic Unit of AB Storstockholms Lokaltrafik (SL) – the Public Transport Authority of the capital of Sweden

and also a Member of the Board of Directors. He was also working as adeputy MD and Chairman of the crisis committee. Lars has a 20-yearbackground in community planning in various parts of Sweden. As thePlanning Director of a 100,000 inhabitant community in the Stockholmregion, Lars managed co-ordination of all activities including major projectsand on-going day-to-day operations, e.g. energy provision, communications,education, care of the elderly, housing, and exploitation etc.

Still growingAlready well-established in the Nordic countries, Keolis is going evenfurther into these exciting markets.

In July 2014, City-Trafik – Keolis’ subsidiary in Denmark – signed ajoint venture agreement with Nettbuss Denmark (75% Keolis/25% Nettbuss). The new company will go under the name Keolis Danmarkand will have more than 1,500 employees and 450 buses. This joint venturewill reinforce Keolis’ position as Denmark’s second largest bus company.

Since 2002, Keolis has been present in Sweden, where it is also thesecond-largest bus operator. Its local subsidiary – Keolis Sverige – wasrecently chosen to continue operating the bus network in Stockholm Cityand Lidingo. The eight-year renewal will start in August 2014.

Keolis Sverige has the largest fleet in Europe running on alternativefuels with 1,900 buses. In Stockholm, it will operate 330 buses running onalternative fuels.

Keolis Sverige also took over the traffic in the two cities of Falun andBorlänge in Dalarna in June 2014. Keolis has 95 buses in the area, all ofwhich have been refurbished.

In all Nordiccountries the

investment in tramsystems calls for

both national,regional and local

support andcontribution

There are plans to extend the tram network in Helsinki, Finland

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Bus Rapid TransitSUPPLEMENT

54 BRT ticks all the rightboxes for bus passengersGavin Booth, Director, Bus Users Scotland

57 SHOW PREVIEW

Euro Bus Expo 2014

60 Brazilian BRT networkslead the wayArno Kerkhof, Head of the Bus Division, UITP

64 SHOW PREVIEW

IAA 2014

66 Bus Rapid Transit: the flexible optionDoug Jack, Industry Consultant

69 SHOW PREVIEW

UITP InternationalBus Conference

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right

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BRT ticks all the right boxes for bus passengers

Bus passengers quickly learned to appreciate the most basic bus

priority measures, where even a short length of bus lane brought clearly

obvious benefits, and where there was a strong commitment to bus

lanes and bus gates, passengers were quick to recognise how much

faster buses were going, passing queues of static cars. Surveys showed

that many of these frustrated private motorists moved to buses

when they recognised that a bus journey using bus lanes could be

quicker than a car, without the hassle and cost of parking.

So when bus priorities moved up a gear and local transport

authorities in the UK invested in dedicated busways, travel by bus

became even more attractive. The unguided 22km-long (14 miles)

Runcorn busway has been operating since the 1970s; Birmingham

experimented with guided busways in the 1980s and the extensive

east Leeds scheme in the 1990s showed what could be done on a

much greater scale.

The real push came at the start of this century when several

ambitious schemes emerged. Former railway alignments offered a

chance to provide interurban busways that could be built with minimum

Bus Rapid Transit (BRT) ticks all the right boxes for bus passengers. They get faster journeys that avoid many ofthe congestion hotspots, more predictable journey times, usually newer buses, and, typically, better bus stopinformation and infrastructure. And the levels of benefit increase in line with the level of BRT that is offered. Butthat is largely down to cost and how much the funders, local authorities in the main, sometimes with governmentsupport, can afford to spend, writes Gavin Booth – Director of Bus Users Scotland.

BUS RAPID TRANSIT S U P P L E M E N T








impact on other road users. The problem with railway alignments is that

there is often a vocal lobby that would prefer to see the solution in

railway terms. And this is where the hierarchy of priority for passengers

comes in. If money is no object then many will point to a rail-based

solution – a tramway or a railway – but in times of financial difficulty

busways offer a more economical solution, with the future possibility of

upgrading to a tramway if passenger numbers support this. The reality

is that a busway can achieve much of what a tramway can with the

added bonus of flexibility.

So, do busways work for passengers? The answer must be a

resounding ‘yes’. Do they need to be guided busways? The jury is

out on that.

My experience as a passenger on several busways on mainland

Europe suggests that the extra cost of providing the ‘track’ for a guided

busway is not always justified. Two contrasting busways in the

Netherlands, both unguided, show what can be done. In the city of

Utrecht more than 8km (5 miles) of busway

are provided on a very busy route linking

the city centre with hospitals and the

university, using double-articulated buses

for the loads they attract.

The other is the 30km-long (18 miles)

Zuidtangent busway that links Amsterdam

with Schiphol Airport and the town of

Haarlem using ‘normal’ roads at each end

but with a fast busway in between with

stops that are essentially stations of a type

more normally associated with tramways.

And there’s the rub – this is a busway

designed from the outset to become a

tramway if and when passenger numbers

stack up. It was built across open ground

and although at first it seemed to serving

few passengers, new housing and industrial units have steadily grown

up around the stations.

This approach – providing transport links before the houses are

built and businesses move in – means that people moving in have an

established fast service on their doorstep and some local authorities are

investing in this way to attract residents and businesses. In the Thames

Gateway area, near London, the Fastrack bus network uses bus lanes

and unguided bus-only roads to provide an attractive service and many

of the new-build houses there have built-in

‘next bus’ information.

Two of the latest schemes to open in the

UK are guided busways and at 25km-long

(16 miles) the Cambridgeshire Busway is the

longest in the world. It links Cambridge with

Huntingdon and St Ives and opened in 2011

after delays. It relieves traffic problems on

the A14 trunk road and provides a 32-minute

journey between St Ives and the centre of

Cambridge, much of it on the busway.

One problem that was identified when the

busway opened in 2011 was with ticket

machines on the guideway sections; pass -

engers are asked to buy their tickets on these

sections before boarding the bus, but there

were complaints about the difficulty some

passengers experienced with this, a problem

that seems to crop up when people are used

to paying a driver.

Next came the unguided 4.5km-long

(3 miles) Gosport-Fareham unguided

An Eclipse-branded bus on the Gosport–Fareham busway which displays obvious signs of its former life as a railway

Buses move easily from normal roads on to the guideway of the Luton–Dunstable busway

In times of financial difficulty

busways offer amore economicalsolution, with the

future possibility ofupgrading to a

tramway ifpassenger numbers

support this

busway, again using an old railway to avoid a busy trunk road, in this

case the A32. A Bus Users colleague who sampled it when it first started

was impressed by the purple Eclipse-branded buses and smart new bus

stops, but disappointed by the shabby bus station at Gosport, the

difficult-to-read next stop information and the indistinct audio

announcements. He felt that its leisurely journey was not quite living up

to the ‘rapid transit’ part of BRT.

The latest UK scheme is the 10km-long

(6.1 miles) Luton–Dunstable guided

busway, which has bus stops like small

stations and journey times between the

two towns have been more than halved,

thanks to the segregated busway, 75% of

which is concrete guideway.

There is no doubt that a segregated

busway can speed journeys dramatically,

offering bus passengers times that can

equal and often beat private cars. There is

inevitable investment in new buses – easy-

access, of course plus all the whistles

and bells like Wi-Fi access, leather

seats, and in-bus audio/visual next stop

announce ments. But there still seem to be

some areas where problems arise.

Poor-quality infrastructure, often on sections that are not on the

busway but are still on the busway routes, can negate the positive

image created by the busway section itself. Complex ticket machines on

stop platforms are a disincentive to new passengers. Unclear

information about which side of the busway passengers should use can

lead to confusion. Slow wanders off the busway on to car-choked

residential streets can destroy the illusion that this the future of

21st century bus travel.

But when it is done well – and in the UK it certainly can be –

passengers enjoy fast, smooth, comfortable point-to-point journeys

that are good enough to tempt motorists out of their cars.

The most impressive busway on mainland Europe is probably the

BusWay in the French city of Nantes. Other main routes in the city are

already operated by trams – Nantes was the pioneer of France’s new-

generation tramways – but the 7km-long (4.5 miles) Line 4 was built as

an unguided busway and offers up to 18 buses an hour with an end-to-

end journey time of less than 20 minutes. Seven of its 15 stations offer

Park & Ride facilities and these have proved so popular that some have

had to be extended. It is currently served by articulated buses, but if

passenger numbers continue to increase 24.5m-long double-artics are a

possibility, though it has clearly been designed as a tramway, and for

many this would be the preferred future for Line 4.

What is designated BRT elsewhere is BHLS in France – Bus with

High Level of Service. The infrastructure for the Nantes BusWay, which

opened in 2006, was €50 million, plus €9.2 million for the 20 natural gas

Mercedes-Benz articulated buses, resulting in a total cost per kilometre

of €3.6 million per mile – about a third as much as a tramway project.

But operating costs of about €3.6 per vehicle per kilometre were

reported in its early days, just a little less than the €3.9 for a tram line.

To politicians, the ‘sexy’ tram is often the preferred option, but

where finances are tight the busway is a very attractive alternative. In my

home city of Edinburgh, buses were withdrawn from a short length

(1 mile, 1.5km) of guided busway in 2009 to provide the trackbed for

the new Edinburgh tramway that opened in May 2014.

Busways may lack the glamour of a tramway, but when they are

sensibly planned and operated they offer passengers most of the same

advantages – fast point-to-point journeys that avoid congestion,

modern easy-access buses and a ride that is usually more comfortable

than many of the UK’s pot-holed streets. Even in these straitened times,

investment in busways makes a great deal of sense and bus users

deserve the improvements they can bring.





The short length of busway in Edinburgh (left) was closed in 2009 to make way for the new tramway (right)

Gavin Booth is Director of Bus Users Scotland, part ofBus Users UK, the campaigning organisation thatchampions the interests of bus and coach passengers.Gavin has written extensively on the UK bus industry andafter a long career in marketing in the bus industry inScotland, he joined Bus Users UK.

There is no doubt that a

segregated buswaycan speed journeys

dramatically, offeringbus passengers times

that can equal and often beat

private cars

Euro Bus Expo has firmly established itself as a key date in

the European passenger transport sector’s calendar and is

one of the few occasions each year when the wider

industry gathers – including many overseas-based

suppliers and visitors – to see, hear and touch the latest

developments and to discuss and debate the likely trends

that will shape future passenger transport provision.

Our industry has an enviable record of innovation

across many facets such as improving accessibility,

attracting more passengers and enhancing their travelling

experience, delivering ever better environmental

performance and increasing the use of smart technology.

Visiting Euro Bus Expo is therefore a great way of keeping

up-to-date with everything that’s going on.

The ability to ‘feel the metal’ has always been one of

Euro Bus Expo’s great attractions and this year promises

to be no exception. With many leading manufacturers

and dealers taking, between them, over 10,000m2 of

vehicle space at the show, Hall 5 of the NEC will be

transformed into one giant showroom.

With Euro 6 now a reality, a visit to the show will

give a fantastic opportunity to run the rule over the

very latest bus and coach models from Europe

and beyond. The exhibitor list reads like an A-Z of

‘who’s who’ in our industry and if previous years are

anything to go by, many exhibitors will be using the

show to launch products and solutions or make other

significant announcements.

BUS RAPID TRANSIT S H O W P R E V I E W S U P P L E M E N T




The start of this year’s Euro Bus Expo is fast approaching and all the signs are pointing to a bumper edition of theUK’s leading trade show for the bus and coach industry. Held at the NEC in Birmingham (UK) on 4-6 November2014, the show’s organisers have revealed that all exhibitor space was totally sold out by the end of July 2014which means that Hall 5 of the trade show will host a total of more than 240 exhibitors over the three-day event.

Mobile Mark antenna solutions – keeping your world connected

Mobile Mark Europe Ltd is a well-established, progressive antenna design and manufacturing company at the forefront of understanding market, system and customer requirements. We are an established and recognised brand,particularly within the transit and ITS markets.

Technology moves quickly and Mobile Mark strives to be forward thinking– ensuring that the antennas we offer are ready for the next trend, marketdevelopment or emerging technology. Also, our engineering design team areavailable to offer assistance and advice with bespoke projects.

In order to address growing demand for our products, we have recentlyextended our manufacturing capabilities by relocating to larger premises inStaffordshire, UK.

What we offer…We support frequencies from 400MHz to 6GHz including technologies such asGSM, GPRS, 3G UMTS, LTE, GPS, Wi-Fi and RFID.

Our antennas are used in various applications including: vehicle trackingand fleet management; machine-to-machine; variable messaging signs; wirelesscommunications on public transport; motorway and tolling systems; smartstation infrastructure; and control room communications.

As wireless applications multiply, many users want to reduce the number ofinstallations per vehicle or building – Mobile Mark offer an innovative rangeincluding Multi-Band and MIMO antennas, allowing simultaneous operationson a variety of frequencies in a single housing. These are available with a choiceof mounting options, cable lengths and connector types.

Visit Mobile Mark at Euro Bus Expo 2014 in Hall 5 (Technology Section) Stand T.136. www.mobilemark.com

Euro Bus Expo has firmly

established itself asa key date in the European

passenger transportsector’s calendar

As well as being able to see first-hand a wide

spectrum of innovations from right across the

bus and coach business, many visitors will be keen

to hear the latest industry thinking and views

presented during the extensive seminar programme

that will be taking place as an integral part of

Euro Bus Expo 2014.

Over a three day period, the Environment Stage

will be shared by speakers from Greener Journeys,

the Low Carbon Partnership, Transport for London

(TfL) and Reading Buses, to name but a few.

In addition, a MasterClass Theatre – situated in

the Technology Zone of the show – will feature a

packed programme of activities on each of the three

days of the show. As well as keynote addresses from

Ian Morgan, Chairman of CPT (UK) and Leon Daniels,

Managing Director of Surface Transport of TfL, a

‘Tomorrow’s World’ panel session facilitated by

David Guest is bound to see some lively debate on

some of the issues that will shape the future of the

bus and coach industry.

“Speakers from a variety of organisations – such

as the Young Bus Managers Association, the

Association of Transport Coordinating Officers

BUS RAPID TRANSIT S U P P L E M E N T S H O W P R E V I E W




Take the guess-work out of oil management; leave it to Oilmaster

As the demand for public transport rises, so doesthe importance of making sure your bus fleet runsas efficiently as possible, with the most effectivemaintenance regime.

To assist fleet operations, Groeneveld’sOilmaster saves operators the cost of unnecessarytopping-up of the engine oil level, as well as thehassle of manually checking the engine oil, byautomatically monitoring the level and topping-upaccordingly. It can also help to avoid potentiallyhuge repair bills as a result of poor oil management.

Richard Hamper, Groeneveld’s UK SalesManager, said, “Using the Oilmaster system helps

create a more rigorous and diligent regime withinyour business. What we do is very simple. Everyengine has its optimum oil level. It doesn’t need tobe running at almost full. The Oilmaster unit willcheck with the sensor attached to the engine everytime the engine is started, if the oil level is still at theoptimum oil level as initially installed, the systemwill remain dormant.”

Richard explains further: “If the level is low,then a half-litre of new oil is pumped into themeasured chamber of the Oilmaster and then intothe top of the engine. The system will check eachtime the engine is turned on or off but will not pump

again until the engine has been at rest for at leastone hour. This keeps the engine running at aroundthe optimum level, ensuring that the oil level nevergets down towards minimum safe levels. Everymeasure and top-up is accurately logged, so thatoperators can tell exactly how much oil an engine isactually using.”

For more information, telephone +44 (0)1509600033 or visit Groeneveld at Euro Bus Expo2014 on Stand B.98.

www.groeneveld-group.com

Visitors to Euro Bus Expo 2014 will be able to see, hear and touch the latest developments

An extensive seminar programme will take place during Euro Bus Expo 2014

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Euro Bus Expo 2014 will open its doors on 4 November 2014

Products You Can Depend On.

Every Cummins Euro 6 engine comes with a pedigree of over 90 years of engineering expertise. They are adapted for each application, benefiting the operator and the environment. The engines deliver the best possible performance, reliability and fuel consumption whilst meeting near-zero emissions levels. This makes Cummins your natural choice for Euro 6.

Visit www.cumminseuro6.com for more information.

Alwaysadapting

(ATCO), and the Royal Society for the

Prevention of Accidents (RoSPA) will also be

presenting in the MasterClass Theatre

as part of the free-to-attend learning

programme supported by DriveCam

throughout all three days of Euro Bus

Expo 2014.

The seminar and learning elements

of the show are always a popular and

well-attended part of the overall show

experi ence and this year’s programme is

stronger than ever. With every square foot of

exhibition space sold out, a visit to Euro Bus

Expo 2014 is again a fantastic opportunity

to see, hear and feel the industry pulse.




Date: 4-6 November 2014 Location: Birmingham, UKWebsite: www.eurobusxpo.com

Cummins Euro 6 power improving fuel economy with VDLCummins Euro 6 engines are delivering significant fuel economyimprovements with VDL Bus & Coach across Europe. One-hundred-and-twenty VDL Citea SLF-120 Hybrid buses were supplied to De Lijn ofBelgium. These are hybrid buses powered by Cummins ISB4.5, with a start-stop system which switches off the engine at bus stops and whenever theyare at a standstill. They are able to drive off under purely electric power,generating no emissions and much lower noise with fuel savings of 30-35%.

The Berlin Transport Authority (BVG) ordered 236 VDL Citea busesfollowing intensive field tests. The lightweight buses are powered byCummins’ ISB6.7 Euro 6 engine and are achieving 20% better fuel economythan equivalent buses. This reduces running costs and equates to a reductionof approximately 18 tonnes of CO2 emissions per vehicle, per year.

Cummins’ Euro 6 ISB6.7 diesel engines are available up to 280 ps for buses and 310 ps for coaches, with a strong peak torque of 1100 Nm. The 4-cylinder ISB4.5 engine is available up to 210 ps, with an excellentpower-to-weight ratio and a strong peak torque of 760 Nm.

Visit Cummins at Euro Bus Expo 2014 on Stand G.90.

www.cumminseuro6.com

The latest vehicle technology will be on display during Euro Bus Expo 2014

Copy

right

: MAN

Tru

ck &

Bus

AG

With every square foot of

exhibition space soldout, a visit to Euro

Bus Expo 2014 isagain a fantastic

opportunity to see,hear and feel the

industry pulse

BRT systems are networks where buses circulate on a

network of exclusive lanes with special attributes, such

as multiple positions of stops at stations, the possibility

of overtaking, level boarding, universal accessibility,

capacitive vehicles, payment and control outside the

bus, good spaces at stations and information systems

for users and is integrated with land use policy in order

to substantially upgrade the bus system performance. Its benefits are

reflected in the fluidity and high average commercial speed of

operations, and therefore the quality of life of the customer, who now

has a transport mode that is more comfortable, reliable and efficient

and also cleaner and safer from an environmental standpoint.

The UITP has been holding its International Bus Conferences

since 1994 and will head to South America for the 8th edition on

5-7 November 2014. South America is a natural choice to host such an

event as it is a bus continent par excellence; a real

flagship of BRT expertise.

BRT technology was developed in Brazil and

according to EMBARQ there are 180 cities that employ

BRT systems worldwide.

Rio de Janeiro in Brazil was particularly enthusiastic

to host this event and it will put the city’s BRT system in

the international spotlight. Rio is an interesting example in that it has a

privately-run, non-subsidised bus system and it is one that we all in the

international sector will be particularly keen to learn more about.

This event will be the ideal opportunity not only to highlight the

importance of South American innovation to the global public

transport sector, but also to act as a platform and multiplier for the rest

of the continent.

In South America, urban passenger transportation on rubber





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Fortunately the theme of urban mobility has gained increasing prominence in discussions at all levels. For theInternational Association of Public Transport, UITP, knowledge management and studies related to Bus RapidTransit (BRT) systems has always been addressed as the main item of a positive agenda. UITP support for BRT schemes is justified because it is a mass transport alternative suitable to cities of all sizes, notably for its low-cost and shorter implementation time compared to other modes. For Eurotransport, Arno Kerkhof – Headof the UITP Bus Division – provides an overview of BRT developments in Brazil with Rio as a particular focus.

Brazilian BRT networkslead the way





wheels is in a process of modernisation to

meet the needs of the population in an

increasingly efficient way. This process has

been occurring through the gradual

transformation of relations between the

business sector, governing bodies and

society (Public Transport Triangle), who

began to work together for the establish -

ment of infrastructure and services consistent

with the social and economic advances

achieved in the last two decades.

In the current context in Latin America,

users expect and demand a low cost service,

high reliability, and security that ensure

the daily participation in various activities

spread throughout the urban space. To meet

these increasingly complex demands, the

modern isa tion and transformation of public

transportation systems are directly associ -

ated with the use and improvement of knowledge and experience

accumulated by the public transport sector.

The UITP Bus Committee, created in 1960 as the international

committee for the study of buses, has been acquiring and sharing

day-to-day operational and technical knowledge from the field of city

bus operations and maintenance ever since. The Bus Committee is part

of UITP, and from 2000 to 2010, the Association’s global reach and

influence has grown due to the creation of a number of Regional

Divisions around the world, with now over 3,400 members in more

than 90 countries. With this regionalisation, many worldwide BRT

experiences and best-practices have been formed due to the pivotal

role of the UITP Latin America Division’s office based in São Paulo,

Brazil, and to information exchanged via the Bus Committee itself as

well as through successive International Bus Conferences (Brisbane

2004; Bogota 2007; Lyon 2010; and Istanbul 2012) and regional

workshops and seminars.

Back in 2007, the Growth Acceleration Programme, known locally

as PAC, was launched in Brazil, which targeted over USD 200 billion

of investment in housing, sanitation and infrastructure over a

three-year period. Initial estimates indicated that over USD 1 billion

would be invested in various public transport projects, such as the

expansion of rail-based systems in state capital cities (Belo Horizonte,

Fortaleza, Recife and Salvador) and a BRT corridor in São Paulo.

Under this programme, USD 836 million was allocated to the improve -

ment of public transport, equating to the construction of 149.5km

of built-infrastructure, which will provide for an additional

744,000 passengers per day.

In 2010, the federal government announced urban mobility

projects in the 12 host cities of the 2014 FIFA World Cup™.

These projects totalled over USD 3.1 billion of investment. Nine of the

12 cities have managed to implement 43 projects that were expected

to be operational before the end of the World Cup. The latest reports

indicate that 247km of infrastructure assets will be created, although

official sources cannot estimate the precise number of passengers that

will be transported on a daily basis at this stage.

As part of the second stage of the PAC, the federal government

issued a call for expressions of interest in 2010. Twenty-eight munici -

palities with over 700,000 inhabitants were selected to be part of PAC

2, which foresees the implementation of 43 projects due to receive over

USD 13 billion in funding over a four-year period. In many cases,

a precise budget specification and demand estimate are not available.

Currently, only seven projects have detailed budgeting, which totals

USD 1.2 billion in investments.

In 2012, the federal government launched the PAC 2 for Medium

Cities. This programme focused on municipalities with between

250,000 and 700,000 inhabitants. Fifty-nine municipalities were initially

selected to carry out 115 different projects. Initial estimates indicate

that USD 2.9 billion will be made available to finance these projects.

The stations of BRT networks are usually spacious adding to increased passenger satisfaction

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BRT routes operate on exclusive lanes

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The most common project (49 out of 115) is the

implementation of dedicated bus lanes.

The implementation of BRT systems in Brazilian

cities is undoubtedly one of the most important steps

for urban passenger transportation to be really

efficient and in line with the expectations of the

population. Originally designed, tested, operated

and approved in Curitiba, Brazil, BRT systems have

become international benchmarks of high perform -

ance, quality and low-cost mass transpor tation.

Today, major cities in the world use the BRT concept

as the main mode of mass transport as the backbone

for sustainable urban development policies.

The Brazilian National Association of Urban

Transport Companies (NTU) which is the direct

representative of 600 bus companies in Brazil and a

member of the UITP Bus Committee, had the

opportunity to increasingly explore and advance in

the operation of BRT systems, which influenced the

urban mobility of much of the Brazilian population.

NTU has recently distributed a major publication aiming to

catalogue the various characteristics of BRT systems that are being

designed and built in 13 Brazilian cities. Through the contact with the

main individuals involved in the design, project, management and

implementation, NTU managed to successfully diagnose the current

stage of development of BRT systems in major Brazilian cities. It seeks

to discuss how the BRT concept has been adopted in order to examine

best-practice references and point out areas for improvements and

refinements. In particular, it seeks to describe: the context and

challenges; the basic design of BRT corridors; the physical-operational

characteristics; the environmental aspects; the physical design; and the

relationship with urban planning activities.

Table 1 (page 63) shows the BRT corridor projects in major

Brazilian cities.

BRT Networks in Rio: TransOeste and TransCarioca Rio de Janeiro is going through major structural changes in its


BRT networks can be operated at high speeds

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public and road transportation systems, aiming to improve people’s

mobility and in order to equip the city for major events that have

already taken place and are still to come, especially the Rio Olympic

and Paralympic Games in 2016. Among those changes was the

implementation of the BRT transport system, consisting of four large

capacity bus corridors, interconnecting several neighbourhoods in the

city of Rio de Janeiro and enabling effective inter-modal integration

with the various modes of transport in the metropolitan region. The first

to be deployed was TransOeste which opened in 2012. In 2014, the

TransCarioca corridor, which connects the international airport of Rio de

Janeiro (Galeão) to Barra da Tijuca, came into operation, serving several

populous neighbourhoods of the north side of Rio and connecting with

the TransOeste. All lines are connected and monitored by one of the

most modern Operational Control Centres (OCC) in Brazil.

During this year’s UITP Bus Conference visits, delegates will be able

to see the OCC as well as the TransOeste and TransCarioca BRTs. UITP

members can access more details on Brazil’s public transport projects

through the Mobi+ electronic library.

The guiding theme of the 2014 International UITP Bus Conference

will be ‘Grow with Bus Public Transport,’ based on UITP’s campaign,

‘Grow with Public Transport’, with a fantastic programme oriented

around E-bus, BRT, operations, big events, safety and new

technologies. Alongside E-Bus and BRT operations we will be taking an

in-depth look at e-buses and bus line-electrification-strategies along

with electric propulsion solutions that will demonstrate the active role

public transport is taking in providing low-energy, environmentally-

friendly mobility solutions. Other sessions will look at operational

solutions and new and innovative technologies.

The UITP’s Bus Committee will meet in its plenary session on

7 November 2014 after the Conference as well as the UITP

Trolleybus Committee which will meet in São Paulo 9 and 10 November

2014. During the last UITP International Bus Conference in Istanbul in

2012, the Istanbul Bus Declaration was issued reinforcing the

importance of bus transport in achieving the UITP’s strategic objective

of doubling the market share of public transport worldwide by 2025.

It is too early to say what form the official announcement might take

this year, but stay tuned!

Sources and further reading:• Brazilian National Association of Urban Transport Companies – NTU (2013) BRT

Studies in Brazil: Technical Report / Brazilian National Association of 2nd edition;146 p. Brasília, Brazil; ISBN: 978-85-66881-03-5.

• EMBARQ (2014) www.brtdata.org• Improving urban public transport infrastructure and services in Brazil, André Dantas,

PTI N°2, 2014• ‘Current deployment of worldwide BRT systems’ – Eurotransport Volume 11 Issue 5

2013. Arno Kerkhof.

In 1996, Arno Kerkhof graduated as a Civil Engineer atthe Engineering University of Delft after having obtained aCertificate in Transport and Planning at the French ÉcoleNationale des Ponts and Chaussées in Paris (ENPC) in1995. He is currently working as Head of the UITP BusDivision and is directly in charge of all bus activitieswithin the Association, coordinating members’ work onthe Bus Committee, the Trolleybus Committee, its four

Technical and Operational Working Groups and the UITP Vehicles andEquipment Industry Committee and acts as Senior Trainer on a worldwidebasis in the development of the UITP training business. Since 2003, Arnohas been making several contributions to the UITP Bus of the Futurefunctional requirements catalogue, tender structure platform and fuelconsumption referential. He has acted as a conceiver and contributor of theEuropean Commission initiated large-scale R&D project EBSF and the COST Action on BHLS (the European BRT). Arno is the leading UITPrepresentative in the European projects dealing with bus systems. From 1996to 1998, he held the position of Project Manager at Grontmij (a Dutchengineering company), and from 1999 to 2003 he held the position of SafetyEngineer then Member of the Board of TCAR, Rouen’s Public Transportcompany and was responsible for light-rail (tunnel) infrastructure safety audits and international affairs for Connex (Vivendi Groupe), todaycalled Transdev.

BRT vehicles offer passengers comfort and reliability

Credit: Brazilian National Association of Urban Transport Companies (NTU)

Table 1: BRT corridor projects in major Brazilian cities

City State

Belo Horizonte State of Minas Gerais

Brasilia The Federal District

Campo Grande State of Mato Grosso do Sul

Cascavel State Of Paraná

Curitiba State of Paraná

Goiânia Goiás

Maringá State of Paraná

Porto Alegre State of Rio Grande do Sul

Recife State of Pernambuco

Rio de Janeiro State of Rio de Janeiro

Salvador State of Bahia

Uberlândia State of Minas Gerais

Vitória State of Espírito Santo

The origins of the IAA can be traced back to more than 100 years.

In 1897, eight motor vehicles were exhibited to the public at the Bristol

Hotel in Berlin. From these humble beginnings, a regular exhibition was

established that, due to its high visitor turnout, had to be separated into

an alternating exhibition of passenger cars and commercial vehicles in

1991. In odd-numbered years the IAA Cars is held in Frankfurt; even-

numbered years see the IAA Commercial Vehicles in Hannover.

The automotive world meets at the IAA Commercial Vehicles – it is

the world’s leading trade fair for mobility, transportation and logistics.

Its comprehensive innovations, exhibitors from several industries,

discussions and, last but not least, the expert visitor structure represent

a unique profile.

The IAA Commercial Vehicles is special because practically all the

suppliers are represented alongside the manufacturers. The IAA is

therefore the world’s only mobility fair which represents the entire

commercial vehicle industry along the whole value-added chain,

providing the best conditions for good business.

With its broad spectrum the IAA provides a comprehensive

overview of the international commercial vehicle industry, including:

■ Trucks and truck tractor

■ Light commercial vehicles

■ Buses

■ Special motor vehicles

■ Trailers, bodies and containers for vehicles and systems

■ Vehicle interior – fixtures and equipment

■ Parts and accessories

■ Transport logistics

■ Equipment used for servicing, repair and maintenance of products

■ Professional literature and periodicals

■ Organisations and corporations related to road motor vehicle

technology, motor vehicle traffic or transportation business

■ Model cars

■ Services

■ E-Mobility

■ Specialist events and special shows (e.g. test drives, vintage vehicles).

Statistics: visitors and exhibitors in 2012In 2012, the 64th International Motor Show for Commercial Vehicles

(IAA) featuring more world premieres, more exhibitors, a larger area

and more visitors than the previous event and proved to be a high-

energy show and a complete success. True to the slogan ‘Commercial

Vehicles – Driving the Future,’ the 2012 IAA fully met expectations by

showcasing the entire industry’s power of innovation as the world’s

largest trade show for mobility, transport and logistics.

With 1,904 exhibitors and 262,300 visitors, the 2012 IAA

dramatically exceeded expectations and compared to its previous year

The leading international trade fair for mobility, transportation and logistics – the IAA Commercial Vehicles show– returns in 2014 for its 65th edition in Hannover, Germany. Taking place between 25 September and 2 October2014, the event will open its doors to the automotive world and bring together comprehensive innovations,exhibitions and discussions.





in 2010, it featured 9% more exhibitors and visitors. The 2012 IAA

featured the second highest participation and exhibition area since the

IAA Passenger Vehicle and Commercial Vehicle trade shows were

separated 20 years previous.

In light of the difficult economic situation in western and southern

Europe in the year leading up to the 2012 trade show, this result

deserves even more appreciation.

IAA set another record in 2012, with trade visitors accounting for

87% of all visitors. On the weekdays the proportion of trade visitors

even reached 92%. More than half of the exhibitors were extremely

pleased with the quality of the professional visitors.

Approximately 27% of trade visitors in 2012 were from outside of

Germany – a new record. In addition to guests from the rest of Europe,

one in five trade visitors hailed from Asia. The International Motor Show

for Commercial Vehicles (IAA) consolidated its reputation as the

forum for decision-makers, with 78% of trade visitors identifying them -

selves as decision-makers.

ExhibitorsIn 2012, the IAA show had never been more international, playing host

to exhibitors from 46 countries. Those from outside Germany

accounted for 55%. Compared to previous IAA shows, most foreign

exhibitors in 2012 were from China, followed by Turkey and Italy.

Website and social mediaAll relevant information such as show hours, hall plans and information

materials can be found on the new IAA website at www.iaa.de where it

is also possible to buy tickets before the show starts. Following the

successful launch in 2012, there will again be a free official app for

the 65th IAA Commercial Vehicles for iOS and Android this year too,

starting in mid-August 2014. In addition to the directory of exhibitors at

IAA 2014 with contact details, the app also offers a layout plan in the

form of a dynamic map with exhibitor stand data, a product search

function, detailed information on exhibitors and a bookmark function

noting exhibitors and events.

Information on all aspects of the commercial vehicle industry will be

shared at www.facebook.com/IAAMesse. With over 40,000 ‘Likes’, the

IAA’s Facebook site demonstrated last year that it is an important

source of information for all IAA fans.


Date: 25 September – 2 October 2014 Location: Hannover, GermanyWebsite: ww.iaa.de

IAA 2014 will allow vehicle manufactures the opportunity to showcasetheir latest products and developments

Bus Rapid Transit: the flexible option

Standard city buses, whether solo or articulated, are cost effective, but

they suffer from traffic congestion. They can also play an important

secondary role – feeding rail stations and carrying passengers the final

mile or two to their homes. They are vital in less populated areas where

passenger demand does not justify rail systems.

There is a much lower cost solution to moving large numbers of

passengers on busy corridors. Bus Rapid Transit (BRT) systems

originated in Brazil more than 30 years ago. They are very popular in

South America, but they have since expanded to several others parts of

the world, including Europe and China.

The main requirement for a BRT system is a dedicated right-of-way,

separated from other traffic, enabling vehicles to achieve much faster

point-to-point journey times. Passengers can get on and off vehicles

at stations, using pre-paid ticketing systems, so that dwell times

are minimal. Frequencies are normally so high that timetables are

unnecessary. The ability to turn-up and travel is a great incentive.

There are two main vehicle concepts. In South America, there are

articulated and bi-articulated buses with high floors that are level with

covered station platforms. When the vehicle comes to a halt, its doors

open and metal plates on the vehicle fold down to form a bridge

between the vehicle and the platform, enabling easy access, even for a

passenger in a wheelchair.

Volvo pioneered BRT systems in Curitiba (Brazil), using vehicles with

their engines mounted horizontally under the floor in the front section.

This layout lends itself easily to towing one or two trailer sections,

connected by turntables. The engineering is not so complicated as

having a rear-mounted engine in an articulated bus, and, to the best of

my knowledge, it has never been achieved in a bi-articulated vehicle,

using only a diesel engine. It can be done with a diesel hybrid layout

with electric drive, usually to the second and third axles.

In Europe, and in most other parts of the world, BRT systems tend

to use low-floor vehicles that park alongside low platforms, again

All expert opinion predicts that an ever greater percentage of the world’s population will be living in urban areaswithin the next 18-20 years. In China alone, around 10 million people per annum move from the countryside torapidly-expanding cities, in search of employment. This rapid growth in urban population places heavy demandson public transport, and that pressure is bound to increase, writes Doug Jack, Industry Consultant. Rail systems,both overground and underground, are very expensive to build, but their attraction to passengers is the speedof journey times, compared with using congested roads. A lower cost alternative to rival rail networks, but stillcapable of moving large numbers of people, is Bus Rapid Transit (BRT) systems.









facilitating easy entry and exit. There is the option of

optical guidance systems which can control the

steering and park a vehicle as close as 40mm to

the platform.

Towards the end of June 2014, VDA – the

German motor industry trade association – held an

International Press Workshop in the run-up towards

the major IAA Exhibition in Hanover at the end of

September 2014.

Several senior executives from the commercial

vehicle industry gave presentations, including

Hartmut Schick, Head of Daimler Buses. He

described BRT as a comfortable mobility solution

with lower costs. He said: “Passengers appreciate the

rapid transit, in particular on congested urban routes.

In addition, our direct customers like the impressively

rapid and inexpensive realisation of BRT systems.”

His company has supplied more than 250 articulated buses to the

Istanbul BRT network – the largest in Europe. The first 20km of routes

were implemented within one year, and the network had doubled in

less than three years. Daimler Buses has also supplied BRT vehicles to

several South American systems.

Hartmut Schick compared the costs of infrastructure invest-

ments. Taking a recent example of Bangkok, for the same price the

city could have 7km of subway, 14km of elevated railroad, 40km of a

light-rail system, or 426km of Bus Rapid Transit. That made BRT the

ideal solution for public transport in rapidly growing cities. It really is

a no-brainer!

The implementation of BRT systems requires political will and can

lead to unpopular decisions – for example, taking road space from

motorists and thereby making their journeys even more congested.

BRT systems have to be seen as part of overall urban planning and in

some cases, also national legislation, such as mandatory reduction in

carbon dioxide emission limits.

The decision to build the first BRT system in Curitiba is a good and

typical example. Thanks to the foresight of earlier planners, the city

already had wide avenues. They decided to install dedicated bus lanes

on these avenues and also legislated that the city would expand in a

linear fashion along those avenues.

Articulated and bi-articulated buses run on the BRT systems, with

frequencies as high as every 90 seconds. Even at the busiest periods,

a BRT vehicle will spend no more than 15-20 seconds at each station,

meaning that the next vehicle is almost always in sight.

Minibuses and standard city buses

connect with many of the stations, taking

passengers further into residential areas.

This is facilitated by single ticketing that

permits transfers between vehicles.

Although the city co-ordinates the

transport policy, the BRT vehicles are

operated by 10 private companies.

They are paid on the distance travelled,

not the number of passengers carried.

The payment system also enables the

operators to write the vehicles down over

a 10 year period, so that the fleet is always

being refreshed.

A more recent, but very impressive,

BRT system is Transmilenio in Bogotá, Colombia. On this extensive

network, there are sometimes two dedicated BRT lanes in each

direction, so that limited stop buses can pass those that are serving

every station.

For European BRT systems, Mercedes-Benz developed the

CapaCity model. At first glance, it looks like a standard articulated

Citaro bus, but it has a longer trailer section, with a fourth axle that

steers. There are 250 of them working in Istanbul, running on routes

that have either a dedicated right-of-way, or reserved bus lanes, for

instance crossing the first Bosphorus Bridge.

One of the busiest routes runs from near the main Ataturk

International Airport to the city centre. In Istanbul, the stations are

normally islands, serving vehicles on both sides, and reached from

The Mercedes-Benz CapaChassis with a longer twin-axle trailer section in Brazil

A Volvo BRT vehicle at a high platform on the pioneering Curitibasystem in Brazil

BRT systems tend to use low-

floor vehicles that park alongside low platforms,

facilitating easyentry and exit

overhead bridges, used by connecting local

buses and minibuses.

Most BRT systems use diesel-fuelled

buses, but there are a few that use hybrid

drive systems, including one that will soon

open in the Swedish city of Malmö, using

compressed natural gas fuelled engines.

The most exotic BRT vehicles in Europe

are made by Van Hool of Belgium. Their

futuristic Exqui.City was first launched in

Dubai in May 2011. It is available either

in articulated or bi-articulated form and is

designed for hybrid drive systems, or as an

all-electric trolleybus.

The Exqui.City is styled to look more like

a tram with similar front and rear end styling,

but the company is also willing to re-design

front and rear ends to meet specific

customer requirements. For instance, the

French city of Metz wanted a more squared-off front than the Van Hool

standard. These vehicles have a diesel engine mounted in the rear of

the third section and a hybrid drive system.

In another variation, Van Hool delivered 33 Exqui.City articulated

trolleybuses to TPG in Geneva. These have the second and third

axles driven, giving them excellent traction on hilly routes and in bad

weather conditions.

The French equivalent of Bus Rapid Transit is BHNS (Bus à Haut

Niveau de Service). Manufacturers like Iveco Bus, Mercedes-Benz and

Solaris all offer more distinctive variations of their city buses with

features like modified front ends, and other panels that disguise the

traditional boxy bus shape.

Iveco and Mercedes-Benz also offer the option of additional

windows located below the waistrail and/or glazing in the ceiling.

These features let more light into the vehicle. Other modifications

include up-market interiors, with wood-effect floors, stylish seating,

passenger information systems and Wi-Fi connectivity. While these

vehicles look more attractive than standard

buses, they do not always enjoy the other

benefits of BRT systems, such as roads that

are free from other traffic.

A further development in BRT is

likely to be all-electric vehicles. A Swiss

consortium, led by Hess and ABB,

launched the TOSA project in Geneva in

May 2013. The articulated vehicle looked

like a trolleybus, minus the booms, but

was equipped with a laser-guided arm,

mounted on the roof of the trailer section,

that could take fast charges from overhead

gantries at each end of a route, and also

at busy stops.

The system has considerable potential

in Switzerland because it could replace

conventional trolleybuses and their

overhead wiring that is unsightly and requires regular maintenance.

While all-electric BRT vehicles will be more expensive than their diesel

counterparts, they will still be far less expensive than rail-based systems

and they have zero emissions.

On all calculations, such as constraints on public sector budgets,

cost of vehicles, cost of infrastructure, speed of installation of systems,

frequency of service, ability to move high numbers of passengers per

direction per hour, minimal emissions, and attraction to passengers,

Bus Rapid Transit has a very promising future.





Doug Jack spent the first 17 years of his career in thecommercial vehicle industry with British Leyland Truck &Bus in a number of senior management positions,including Company Secretary. He established TransportResources International in 1986 as a specialisedconsultancy advising bus and coach manufacturers andsuppliers. Doug publishes the comprehensive EuropeanBus & Coach Guide every month and is the principal

author of the World Bus & Coach Manufacturing Industry report that ispublished every two years. You can find out more about Doug’s activities onhis website at www.dougjack.co.uk.The Cambridge guided busway is the UK's longest BRT system

The light and airy interior of a Van Hool Exqui.City stands in comparison with any tram

Most BRT systems use diesel-

fuelled buses, butthere are a few that

use hybrid drivesystems, includingone that will soon

open in the Swedishcity of Malmö, usingcompressed naturalgas fuelled engines

After recent editions in Istanbul and Lyon, the International Bus

Conference returns to Latin America, putting this bus continent par

excellence into the international spotlight. Brazil can boast the

invention of Bus Rapid Transit (BRT), the concept having first

originated in Curitiba in 1974 and now being used in some 180 cities

worldwide – 114 of which are in Brazil. The event will also put Rio de

Janeiro’s privately-run, non-subsidised BRT system in the limelight and

provide an interesting example for the international delegates from

which to learn.

An international forum for bus operation information exchangeThe two-day event will feature the world’s best-in-class practices and

examples of international excellence in bus operations and bus

technology trends, with a particular focus on the challenges of the

electrification of city bus lines, demonstrating the key role buses can

play in creating greener urban environments. Even though 95% of all

buses today run on fossil fuels, the last decade has seen a genuine

‘propulsion supermarket’ of alternative fuels and drive-trains emerge,

offering a wide variety of clean fuel options to improve air quality,

overcome noise pollution and meet policy targets. The assembled

experts from around the globe, from operators and authorities to

manufacturers and associations, will also discuss the latest advances in

operations solutions, economics, safety and new technologies.

Particular focus will also be given to the role that the bus can play in

helping cities provide transport services during large events such as the

Olympic Games or the FIFA World Cup. Only the best, proven

examples and reported experiences have been selected by a

professional jury to be on the programme.

Despite accounting for 80% of all public transport passengers

worldwide, the humble bus has long since suffered from a certain image

deficit as the bus is still viewed as a second-rank mode compared to

others. However, the bus has recently been able to boast new assets

that allow it to claim more attention. The UITP emphasises the main

arguments in favour of the bus: it is cheap in

terms of investment; it is rather flexible

in terms of network design and response to

demand needs; it can carry larger capacities

than ever in its history (double articulated

buses and BHNS-BRT) and lately it can claim

to be ‘clean’. This last point is of course of

the essence thanks to new technologies

such as Euro VI and the upcoming E-bus

developments helping the bus to shake-off

its image deficit.

The E-bus is part of a range of new

propulsion technologies that has emerged

recently, offering the prospect of the

electrification of diesel bus lines. Early

adopters will share their insight and

experience of new large-scale E-bus projects

during the conference. Meanwhile leading

bus operators from around the world will

give practical experience and advice on how





After recent editions in Turkey (Istanbul) and France (Lyon), UITP’s International Bus Conference is returning tothe home of Bus Rapid Transit (BRT): Latin America. Bus industry professionals from around the world willconvene in Rio de Janeiro on 5-7 November 2014 to debate the future of the humble bus at UITP’s biennialInternational Bus Conference. The theme of the 2014 edition is ‘Grow with Bus Public Transport,’ highlighting thekey role bus transport has to play in UITP’s ‘Grow’ strategy of doubling the worldwide market share of publictransport by 2025.

Visitors have the opportunity to go behind the scenes of some of Rio’s most interesting publictransport sites, including the redevelopment of major bus corridors and BRT and BRS projects

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to boost capacity and efficiency in city bus operations,

whilst international experts will demonstrate the state-

of-the-art technologies redefining the bus sector and

how best to implement them.

The UITP is also offering visitors to the Inter -

national Bus Conference the opportunity to take part

in an exclusive BRT study tour in the three days before

the event to the Brazilian cities of Belo Horizonte and

Goiania. The tour will cover both well-established

and brand new BRT systems. The study tour offers a

simply unmissable opportunity for participants to

gain privileged local knowledge about the systems,

covering their conception, financing, technologies

as well as the chance to gain hands-on experience of

their operations.

Rio Conference delegates can also combine

their visit with a visit to the FetransRio Exhibition,

offering a unique insight into the Brazilian bus

market with manufacturers and IT solutions

providers displaying their very latest products

and services. Visitors can also make the most of

their trip to Rio de Janeiro to learn from the

major structural changes in its public and road

transportation systems made to improve urban

mobility in the city and to prepare it to host major

events, such as the 2014 FIFA World Cup and the

Olympic and Paralympic Games in 2016.

A technical visit held before the opening of the

conference will allow participants to step behind

the scenes of some of the city’s most interesting

public transport sites: the BRT corridors

(TransOeste and TransCarioca) as well as

COR-RIO (Rio de Janeiro’s Integrated

Operations Centre).

Rendezvous in BrazilThe world’s bus community will come

together in Brazil in November 2014 in

what will be the forum to debate, exchange

ideas and innovations as well as learn about

the new technologies that will help to attract

new bus passengers whilst at the same time

reduce urban congestion.

See you in Rio!





Date: 5 – 7 November 2014Location: Rio de Janeiro, BrazilWebsite: www.rio2014.uitp.orgThe visitor’s study tour will cover both well-established and brand new BRT systems

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The two-day event will feature theworld’s best-in-class

practices and examples ofinternational excellence in

bus operations and bustechnology trends

Many topics surrounding the bus industry will be presented during the conference

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TICKETING




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Opportunities andtrends for contactlessticketing technology

BackgroundPublic transport operators are pioneers regarding the

use of contactless technology. The first commercial

applications using contactless technology appeared in the

early-1990s in Japan. In France, contactless ticketing

applications began to be used in transport in the

Paris area (RATP) and others places.

Today the strong improvement (mini -

aturisa tion, power consumption, cost,

etc.) of contactless technology allows

it to be integrated in multiple ob -

jects and can have multiple

form factors.

▲

It is now common for the majority of citizensaround the world to use a contactlesssmartcard on public transportation net -works. The same technology is widely usedfor granting access to buildings and now forpayments. The new revolution comes fromthe fact that this technology could now beintegrated into the smartphone offering awide range of new services. Claude Tetelin,Chief Technical Officer of CNRFID1 andOlivier Chavrier, Deputy Managing Directorof the SCS Cluster2, explain further.

Contactless technology can be embedded in different objects, for

example: plastic card; paper (in some cities, transportation tickets are

on NFC paper tickets); tablets; terminals; TPE (Electronic Payment

Terminal); and laptops. ‘Form Factors’ are different and enable

therefore different uses cases.

This accelerates and affects many different segments (banking,

retail, etc.) where multiple uses cases of this technology are emerging.

In 2002, MasterCard launched the PayPass initiative in the U.S.A.

Inclusion of contactless technology in new form factor such as keyfob

allowed U.S citizens to pay very quickly in some specific locations such

as a fuel station, the cinema, and fast food chains where the speed of

transaction is important.

Since 2012, French banks have been massively deploying

contactless debit and credit cards. Today, more than 16 million French

payment cards are using contactless technology.

With NFC (Near Field Communications), contactless technology

embedded in smartphones brings new possibilities. Many trials are

on-going with several large players working together. In 2013, the cities

of Nice, Bordeaux, Caen, Lille, Marseille, Paris, Rennes, Strasbourg and

Toulouse decided to use contactless technologies combined with

smartphones (NFC) in transport.

Benefits for contactless technology for transport and ticketingContactless technology offers multiple advantages over classic passive

ticket, including:

■ Easy to use: The ticket or card can be quickly tapped against the

reader/gate to allow access

■ Increase fluidity of traffic and transit: contactless technology allows

quick access for users to pass through gate control or validators ■ Low maintenance: thanks to contactless technology, the main -

tenance of interrogators/gates or validators is very low as there is

no mechanical or magnetic contact with the ticket

■ Security and privacy protection: contactless technology can be as

secure as smartcard and payment technology – therefore reducing

fraud and the cloning of transport tickets. Combined with the use of

secure elements and secure software, contactless technology can

ensure strong protection of user-sensitive data.

According to Eurosmart, there is more than 160 million contactless

card and tickets used per year around the world – and this number

is still growing.

More recently, the integration of contactless technology within

smartphones thanks to NFC offers new possibilities for users such

as interactivity, internet connections, reloading of epurse etc.,

without the need to change or upgrade massively the contactless

reading infrastructures.

With NFC, a mobile phone can leverage existing contactless

infrastructure and can become a reloadable secured transport ticket as

well as a payment card. With a screen to view information, a keyboard

and an Internet connection, the NFC mobile terminals have huge

potential compared to simple tickets or plastic cards.

Examples of projects/deployment Significant trials we can highlight include the ‘O2 Wallet’ payment and

transport scheme in London, UK which was launched in late-2007

TICKETING




RFID tags can be useful to provide passengers with additional travel information

NFC technology brings a variety of tangible benefits to both travellers and transport operators

The benefits of NFC technology for individuals include:■ More convenient ticketing■ Better/faster experience■ Access to more travel information via NFC tags in smart posters.

The benefits of NFC technology for transport operators include:■ Increased traveller satisfaction■ Improved customer relations■ Improved throughput and shorter boarding times■ New revenue streams from promotional opportunities■ Reduced operating/maintenance costs as paper tickets are eliminated■ Additional services such as language settings, advertising and

promotional opportunities, tourism information, loyalty schemes, and direct marketing

■ Improved risk management and fraud prevention.

Commuters are increasing using real-time information provisioningsystems. Mobile technology, and especially the mobile phone, is changingthe way transport operators provide such information. Underlying vehicletracking and arrival forecasting technologies, combined with trip planningsoftware, create a seamless system for planning transit trips.

An NFC-enabled phone provides passengers with access to the currentarray of information and services now accessible using internet connection.In addition, using NFC, passengers can instantly download a bus time-table, check fares, or determine a vehicle’s location by touching a phone to a smart poster. Notification of service disruption, coupons for specialevents and discounted fare prices are information that can also be providedto the customer.

TICKETING




and was the UK’s first large-scale pilot of

NFC technology on mobile phones.

The city of Caen together with Orange

and Philips have been road testing

NFC technology since 2005 – in an

underground park, run by VINCI, or in a

bus stop which can transmit timetable

information. Bouygues telecom with RATP

and SNCF tested a travel card integrated

into a mobile phone in a trial covering Paris

suburbs. With 15,000 contactless readers

and almost two million NAVIGO travel

cardholders, the Paris region transit system

had one of the most extensive contactless

infrastructures in Europe.

During spring 2010, Nice was the

scene of the first deployment that brings

together multiple banks, operators, handsets’ suppliers and citizens.

A new multi-operator payment service ‘Payez Mobile’ was launched

aiming at simplifying proximity payments. Major French banks (BNP

Paribas, Credit Agricole…) and mobile operators (Bouygues telecom,

Orange, SFR & NRJ Mobile) joined forces with Mastercard and VISA

Europe to launch a large-scale field trial to test mobile contactless

payment in Nice to begin with, then in Caen and Strasbourg.

Approximately 3,300 consumers in Nice were involved.

Following the field trial in Nice, in 2013 Veolia transport announced

a commercial service called B-PASS which enables someone to buy a

transport ticket anywhere at any time; you just need to validate

your ticket with your mobile phone. The service is even available

with a low-battery phone, and also with it switched off. Access to

information for a passenger – for example, when is the next bus? – is

possible in real-time.

Main French actors and SCS membersFrance has been and is still the leading country for smartcard,

contactless and secured objects technology. Major worldwide actors

in contactless market and technologies are French companies with a

decision centre and R&D in France and Europe. For instance:

■ Payment terminals: Ingenico, Safran

■ Contactless readers and modules: Tagsys, Stid, ASK

■ SIM cards and NFC applications: Gemalto, Oberthur Card

systems, Safran/Morpho

■ Contactless chips: Inside Secure, ST Microelectronics, Starchip

■ Contactless Tags and applications: Stid, Maintag, Tagsys,

Editag, Connecthings

■ Telco operators: Bouygues Telecom, Orange, SFR

■ System and services: Docapost, Atos

NFC-enabled smartphones can speed up the time it takes for a passenger to pass through an access control gate

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French National RFID Centre – CNRFIDThe CNRFID was created by the French Ministry of Economy, Finance andEmployment to help in the development of RFID and NFC technology and to increase its usage in order to help both RFID solutions suppliers andRFID users. It aims at encouraging networking, solutions deployment and partnerships between providers, users, research laboratories andinstitutions and to support them in their different needs and interests. The centre gathers more than 140 French and international members and iswidely involved in standardisation committees (ISO, ETSI, CEN). For moreinformation, please visit: www.centrenational-rfid.com.

With NFC, a mobile phone can

leverage existingcontactless

infrastructure andcan become a

reloadable securedtransport ticket

as well as a payment card

■ Banks: BNP Paribas, Credit agricole, Société générale,

La banque postale.

The majority of these aforementioned leading companies are operating

within the SCS Cluster2. They can collaborate with advanced

laboratories experts in contactless such as IM2NP (Aix Marseille

University), LEAT (Nice University), CNRS, ENMSE, and CEA.

More than 50 innovative R&D projects have been developed with

these actors thanks to the SCS Cluster.

In 2013, the French Ministry of Economy launched specific industrial

projects around contactless and connected objects.

Opportunities and trends for contactless technologyThe opportunities and trends that surround contactless tech-

nology include:

■ 135 million contactless devices have been shipped in 2012 and

180 million are forecasted for 20163

■ 130 million NFC mobiles phones were sold worldwide in 20134 and

it is expected to have close to four billion NFC-enabled handsets

from 2013-20185

■ €110 million of NFC transactions are estimated for 20174.

Today MNOs, banks, merchants and transport authorities are working

closely together to offer new secure contactless services.

The transportation market is ready for a new acceleration.

Integration of NFC technology in mobile phones will bring new

benefits for end-users: purchasing a transport ticket will be much easier.

Anyone will be able to load their transport ticket on a mobile phone in

many cities and it is already a successful service in some places.

Queuing at a counter will no longer be required, plus the need to

handle/carry cash will be a thing of the past. A subway ticket can be

loaded directly on a mobile phone with a simple online transaction from

anywhere, at any time.

Transport authorities will develop new interactive services for their

users. Users can tap advertisement panels or information notices to

obtain additional digital content and information. A combination of

loyalty services and couponing with transport tickets can be organised.

Furthermore, banks and transport operators are motivated to

capitalise on mobile phones to reinforce proximity with the customer.

This technology enables banks to offer new attractive solutions for

payments of any amount.

The smartphone acts as a Swiss army knife for the user; a single

device is capable of multiple uses. Beyond the obvious intuitive use for

the end-user, NFC technology offers substantial savings for all players

in the transport marketplace.

SummaryContactless technology offers multiple

advantages to transport operators and

their users. The proliferation of

intelligent devices such as mobile

phones with contactless technology

offers new possibilities to transport

operators and is a unique opportunity

for them to modernise their infra -

structure and to offer advanced new

services for their users.

Transport operators may use

NFC-powered mobile handsets for

close-loop eTicketing solutions. Such a system is often managed on a

prepaid basis by the transport operator itself and thus doesn’t require

any further financial institution authorisation.

NFC-enabled devices offer two-way functionality. An NFC-enabled

device may act as both a contactless card and a contactless reader.

This supports interactive processes whereby the consumer may collect

information on the NFC-enabled device in the form of transport tickets,

directions, website/app store links, etc. Based on this information,

the consumer can then choose to make a purchase. The actual payment

transaction may be the final step in a series of data exchanges between

the NFC-enabled device and an NFC tag or contactless POS reader.

References1. www.centrenational-rfid.com2. www.pole-scs.org3. Source: Eurosmart4. Source: Jupiner research5. Source: ABI research

TICKETING




Claude Tetelin graduated from ISEN-Lille in 1991 andalso received his PhD from the University of Lille inFrance in 1996. After an initial position as Professor ofTelecommunications at ISEN-Toulon, a Higher Institute of Electronics and Digital Communications (school ofengineers), since December 2008 he has been the ChiefTechnical Officer of the French RFID National Centre –CNRFID. His main missions are the promotion of best-

suited RFID technology with regards to industrial constraints, thedeployment of international ISO standards for open loop marketdevelopment (he is Chairman of the French National Mirror Committee ofthe ISO/IEC/JTC1/SC31), the promotion of trusted relations betweenindustrials and research laboratories for the development of conformanceand performance tests (he is the Project Editor of different ISO conform-ance and performance standards).

Olivier Chavrier is Deputy Managing Director of theSCS Cluster. He has more than 20 years of professionalexperience in the technology sector at various positionsincluding sales, marketing and business unit management.Olivier has worked in the semiconductor market forHewlett-Packard and NEC Electronics, then in mobiletelecommunications for France Telecom Mobiles and hasstrongly contributed to the development and growth of theIdentity & Security business of Gemplus until the merger of Gemplus withAxalto. Olivier is an Electronics Engineer from CPE Lyon and gradu-ated with an Executive MBA from EM Lyon & Cranfield School ofManagement (UK).

Frankfurt and London NFC case studies…The transit authority in Frankfurt, Germany – RMV (Rhein-Main-Verkehrsverbund) – and the local metro and bus operator – VGF(Verkehrsgesellschaft Frankfurt am Main) – launched an NFC-poweredservice for Frankfurt’s public transportation in 2010. By using a combinationof QR codes and NFC technology, passengers can find real-time schedules,online information about connections, special events or points of interest.By touching the sticker with an NFC-enabled mobile phone or scanning the QR code, the mobile device instantly knows in which traffic line thecustomer is located and a web page opens.

In London, UK, Clear Channel positioned advertising signs thatcustomers can read with their NFC smartphone when waiting at a bus stop,on a train station platform, or crossing a busy intersection of a road. Whencustomers interact with these tags there’s the possibility to downloadvouchers and promotions, as well keeping up-to-date with brands customersmay be interested in.

NFC technologyoffers substantial

savings for all players in

the transportmarketplace

ALL OUR PRODUCTS ARE DEVELOPED AND MANUFACTURED IN SWEDENTrion Tensid AB, Svederusgatan 1-3 SE-754 50 Uppsala, Sweden. Tel: +46 18 15 61 90. Fax: +46 18 69 66 27. [email protected]. www.trion.se

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BELGIUM/NETHERLANDS/LUXEMBURGMAVRO BVTel: +31 73 64 41 701. Fax: +31 73 64 41 795www.mavro-ags.nl

DENMARKAll Remove Denmark A/STel: +45 7010 07 07. Fax: +45 70 20 07 37 www.allremove.dk

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FRANCEPSS InterserviceTel: +33 1 53 66 12 53. Fax: +33 1 41 93 08 93www.pss-interservice.fr

GERMANYTENSID Deutschland GmbHHauptverwaltung Frankfurt Tel: 06055 90 69 30. Fax: 06055 90 69 50www.tensid.org

GREAT BRITAINGarrandale Ltd.Tel: +44 1332 29 11 00. Fax: +44 1332 22 22 00www.garrandale.co.uk

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Safety & SecuritySUPPLEMENT

80 Innovative securitytechnology at theheart of city transportJames Kelly, Chief Executive, BSIA

83 Developments inOperational ControlRoom technologiesand access to ‘crowdsource’ imagesDave Gorshkov, Chairman, APTA CCTV Standards Committee

87 Learning from SECUR-EDAndrea Soehnchen, Project Coordinator, UITP

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SPONSORED BY:

Innovative securitytechnology at theheart of city transport

The threat of terrorist attacks, natural disasters, criminal activity,

accidents and public order are all concerns when managing public

safety and asset protection in transport environments. In addition to

responding to any potential threats and incidents, transport providers

have to manage the daily operations of these facilities, adhering to strict

regulation and safety and security procedures, maintaining un -

interrupted service provision and enabling passengers and cargo to

flow quickly and safely through the facility.

To effectively mitigate, monitor and respond to any events and

maintain normal daily operation, transport providers require specialist

surveillance systems that enable them to resolve incidents quickly,

efficiently and effectively. The ability to integrate multiple third party

systems such as access control management, help points and

operational systems into a single control environment offers increased

situational awareness and management.

Protecting staff is also a key element of transport security, with

many employees required to work in remote locations either alone or

without direct supervision.

As the trade body representing the UK’s private security industry,

many BSIA member companies have experience in delivering holistic

security solutions which offer comprehensive protection to staff and

customers across various transport networks in the UK and Europe.

Improving technology Operating the largest bus network in Edinburgh, which includes

55 routes, numerous depots and ticket stations, Lothian Buses faces a

In busy city environments, transport providers face a variety of unique security challenges to ensure the safe and secure transport of passengers and cargo, while overseeing smooth day-to-day operations. James Kelly,Chief Executive at the British Security Industry Association (BSIA)1 explores the security methods currentlydeployed by transport providers across Europe.

SAFETY & SECURITY S U P P L E M E N T




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

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daily challenge in keeping track of its entire fleet while managing the

health, safety and security of its customers and staff. Recently, Lothian

Buses worked with BSIA member, Siemens Building Technologies, to

implement an integrated, intelligent monitoring solution.

Migrating from analogue CCTV to a new, powerful, state-of-the-art

IP-based solution allowed Lothian Buses to continuously monitor

operational locations throughout Edinburgh, with the development of a

new control room in the centre of the city providing a crucial central hub

of operations. A strong relationship with Edinburgh City Council also

enabled the company to interface with the Council’s public space CCTV

system, giving Lothian Buses access to essential real-time video

monitoring of traffic across the city, enabling the company to achieve

unparalleled levels of situational awareness.

Blane McConnell of UK Siemens Fire Safety and Security

Solutions, explained: “By migrating all equipment to sit on one

IP platform, Lothian Buses can now maximise the use of all

available CCTV assets, helping it to operate an effective and responsive

service. In particular, IP allows for future expansion so additional

cameras can be integrated into the network or more interfaces

established to increase viewing capabilities. Our Managed Service

solution allows Lothian Buses to gain the immediate operational

benefits the technology brings, while guaranteed fixed annual costs

lead to improved cash flow and access to regular upgrades to the latest

technology. Lothian Buses has adopted a cutting-edge, innovative

approach to its video management system and is a great example of

how an effective CCTV solution can be used proactively to improve the

experience of the end-user.”

Alan Black, Deputy Head of Operations (Bus) at Lothian Buses,

added: “We worked closely with Siemens to specially select all the

equipment best suited to our needs. Only by allowing our control room

operators to be proactive in managing day-to-day challenges and

situations can we ensure the smooth running of our services and that

customers have real-time access to updates. We share our traffic

intelligence with local customer services and radio stations to ensure we

keep Edinburgh moving, and we are continually looking for further

opportunities to enhance our offer. Updating and migrating our CCTV

system has been a huge success, underpinned by an excellently

designed, delivered and managed control room. Working with Siemens

has allowed us to define a common purpose, ensuring all upgrades are

tailored to our security requirements and operations, optimising our

situational awareness capabilities and, ultimately, helping us to deliver

the best service for passengers.”

In addition to providing the leading bus service in Edinburgh,

Lothian Buses will be running the new Edinburgh Tram Project from

2014, designed to provide a direct connection between the airport and

city centre.

Protecting lone workersIn another Scottish city, transport network employees who work alone

or without direct supervision are being protected by the latest

developments in lone worker technology. First Glasgow – the largest

bus operator in Scotland with over 1,000 buses in operation – employs

a number of street inspectors and customer agents who, as part of their

daily duties, are involved in regulating services, timing checks and

revenue protection. As part of this work, such employees are often

required to work alone in prominent street locations, and many have


reported incidents of verbal abuse and the threat of assault from

members of the public or staff from rival operators.

Recognising the need to protect these vulnerable employees from

these risks, First Glasgow chose BSIA member company, Guardian 24,

to supply lone worker protection via BlackBerry smartphones.

Using this system, First Glasgow now has an extremely robust

process in place for safeguarding employees’ safety and well-being at

work. Staff can now log their whereabouts and daily tasks, send GPS

fixes and raise alerts in the time of need, communicating directly with

Community and Safety Services Alarm Receiving Centre in Scotland.

All of this can be done even when the BlackBerry keypads are locked.

Alan Pert, Security Manager at First Glasgow, comments: “With

Guardian24 via the BlackBerry smartphone, our staff can utilise existing

equipment, which we have already invested in and staff are familiar

with, thus reducing costs, but still retaining a high quality of service.”

Monitoring Berlin’s subway networkOutside of the UK, surveillance systems continue to deliver significant

benefits to the urban transport network. With the largest contiguous

urban transport networks in Germany, Berlin’s subway is considered one

of the most modern subways in Europe. Playing host to more than

458 million trips every year, Berlin’s subway network has deployed an

advanced security system that has helped to make the city’s

transportation system a worldwide benchmark. Working with Indanet,

the European transport operation of BSIA member company, Synectics

Systems Group Ltd, transport operator Berliner Verkehrsbetriebe (BVG)

has developed an ATM-based railway station terminal and further

network components which fully integrate and manage the

infrastructure of all 189 Berlin subway stations.

The system serves to coordinate a video surveillance system with

more than 1,000 cameras covering almost every angle, 650 emergency

call boxes and information terminals, an integrated train tracking

system that also controls destination displays and a convenient PA

management system.

In 2002, BVG decided to extend its control centres and integrate

operational planning and control capability, which resulted in the first

fully-integrated operational, service, and security control centre for a

German public passenger transport company. This central entity

handles all security-related incidents using video, audio, and data

technology as well as a comprehensive set of operations management

and documentation tools.

A fully-digital, long-term video recording system providing

comprehensive coverage for all 189 subway stations also went online on

the day of commissioning. BVG tasked its long-term partner to further

develop and adapt systems and provide support. As a result, the

number of violent crimes in the subway has decreased sharply. Video

surveillance has helped reduce property damage caused by graffiti,

while the new control system enabled dispatchers to deploy and

coordinate response forces faster and with far greater precision.

SummaryRelying on the expertise and advice of quality security providers

becomes essential to ensure the longevity and reliability of a system,

and provides transport networks with a better return on their

investment. Members of the BSIA’s CCTV section meet strict quality

criteria, are keen promoters of best-practice in the CCTV industry, and

have a wealth of experience securing the transport network – both in

the UK and further afield.

Reference1. www.bsia.co.uk





With a career in trade associa tion leadership spanningalmost 20 years, James Kelly brings a wealth ofexperience to his role as Chief Executive of the BritishSecurity Industry Association. Graduating in Law in 1982,James quickly made the transition to business, achievingpostgraduate qualifications in Management and an MBAfrom the University of Strathclyde in 1992. James joinedthe BSIA as Chief Executive in January 2010. His

responsi bilities include leading the team and providing strategic direction tothe Association and its members. He maintains a high level of contact withgovernment, civil servants and overseas bodies, and is heavily involved inindustry regulatory activities.

Control rooms are designed to monitor a large number of CCTV systems





Yes there have been many developments bringing new systems into the

OCC, but these have tended to be ‘islands’ in the control room needing

dedicated operators and with limited abilities to be integrated into a

bigger system. I’m sure the ‘wheeled’ office chair was designed for just

this requirement!

Enter some of the newer software integration technologies now

being rolled-out by some of the larger passenger transport operators

around the world.

From a surveillance point-of-view, CCTV has never been more

essential with passenger numbers on the rise, new lines being built to

help network capacity and in some countries we are seeing

the development of new networks in both cross country as well

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Developments in Operational ControlRoom technologiesand access to ‘crowdsource’ imagesAs we move forward with various new developments across the passenger rail industry, the one area that has, in some respects, lagged behind, is that of the Operational Control Room (or OCC), writes Dave Gorshkov – Chairman of the American Public Transportation Association’s (APTA) CCTV Standards Committee.

as urban projects. These developments, along with line and station

refurbishments, as well as rolling stock systems improvements, have

meant that there are increasing numbers of systems needing

monitoring in the OCC especially CCTV from both increased wayside

surveillance systems as well as newer on-board systems.

Networks of thousands of cameras are now commonplace with

larger networks reaching tens of thousands of cameras and the

monitoring in real-time of these cameras is

impossible without the help of dedicated

staff (not realistic with today’s budget

conscious management). So we have to

rely increasingly on intelligent video

systems able to real-time monitor the large

amount of cameras for us and bring to our

attention only those that are relevant

to the various operations that we are

interested in.

With newer digital-based systems

(IP-based systems) this has become more

simplified in its architecture and in most

every day applications the reliability has

also improved.

Let’s be clear, Intelligent Video Analytics (IVA) or Video Content

Analytics (VCA) has been inherited from the retail and ‘indoor’

applications world and has not historically performed well in trans-

port applications. When it comes to transport networks, we are

seriously demanding of reliability especially for CCTV in use in the

environ mentally challenging areas of the network infrastructure

(tunnels, yards, open air platforms, level crossings, etc.).

That said, there has been some significant work done by the

surveillance industry, in conjunction with major operators, to work

towards improving the reliability of these software-based technologies,

that can sit either in the OCC (more complex detection tasks) or at the

edge (in the cameras) for less complex tasks. Just because a camera has

embedded analytics doesn’t mean to say it will work well in transport

and you need to be clear on what your requirements are and ensure you

set your expectations accordingly.

So why mention what most of us already know? Well, as we see

more and more software-based solutions being used in the OCC, so a

larger number of ‘management’ and ‘interested parties’ are trying to

access what operators are seeing in the OCC for a multitude of other

reasons. Some of these ‘stakeholders’ are seeking information for every

day operational needs, some are looking at information for ‘Emergency

Management’ needs and others are looking at information and statistics

for business and marketing needs.

Whether you have some or lots of these ‘stakeholders’ in your

organisation, the fact is that having ‘integrated systems’ in the OCC

would significantly improve the ‘information flow’ between these

departments and help breakdown the ‘silo’ mentality that has existed

for many years in our industry. This goes for departments both within

the transport infrastructure as well as departments and public safety

organisations outside of the transit operator.

I see this frequently between ‘security and operations’ departments

as well as IT departments and whilst I do understand the needs for





From a surveillance point-of-view, CCTV has never been more essential with passenger numbers on the rise and construction of new lines

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ensuring that experienced heads are looking after these areas, there is

also a benefit from sharing the information gathered in these various

systems for the benefit of the business and, in some cases, the benefit

of public safety.

So what does this mean in practice and why is it of benefit to

transport operators? Well, most major municipalities are moving

towards a ‘Safe City’ structure merging citywide systems and making

use of ‘Big Data’ for their future systems development. With the

exception of some major Middle East developments, most of

these Safe City projects have been built out on top of the existing

transport infrastructures. Mass Transit has many thousands of cameras

across many parts of their respective cities and this can make an

immediate impact on bringing in data to the city fathers needing

information on transport operations as part of their ‘bigger picture’

and ‘Safe City’ systems.

Similarly the integration of OCC systems and ‘authorised’ exchange

of information in real-time into other systems can also have an impact

on national capabilities such as during major events, (Olympics for BTP

in London, World Cup for Metro Rio, Super Bowl for SEPTA, etc.) or

during national emergencies such as an environmental situation

(hurricanes, typhoons, snow storms, etc.) and also during terror attacks

or civil unrest (911, 7/7, London riots, etc.).

The benefits of exchanging information were brought into

sharp focus when the Boston bombers attacked the Marathon

in Boston two years ago. Not an immediate transport issue – however,

during the emergency it was essential that transport be kept running

in certain locations to help evacuate people, in a controlled

manner, trapped in the city as well. By use of MBTA’s extensive

transport CCTV system, major parts of the citywide surveillance system

were made available to various agencies via the Physical Security

Information Management (PSIM) system that MBTA had installed.

British Transport Police (BTP) also use a PSIM and can access various

CCTV systems from operators all over the UK thus giving them

extensive capabilities to combat serious

opera tional issues including metal theft

as well as major events and, when

needed, during terror incidents.

So it is clear to see that having

integrated systems capabilities in the

OCC is a significant benefit – not only

during major events or incidents – but

also for every day operational issues.

The APTA Technical Standards

Committee (TSWG1) that I chair is

currently in the final stages of drafting a

standards document on requirements for

transport operators.

The Control Room Integrated

Software Information Systems (CRISIS)

standard will advise operators on what the key requirements are when

integrating these various disparate systems together and what key issue

they need to consider.

The main issue we are asked about has been authorisation

to view data from the various cameras available in the transport

system and the impact that will have on bandwidth and backhaul

capabilities of networks.


Clearly there are major

considerations to betaken into accountwhen reviewing the

type and level ofintegration that youwant to take place

Clearly there are major considerations to be taken into account

when reviewing the type and level of integration that you want to take

place. The number and type of stakeholders will be of key concern and

what they want the information for and how they will use it.

With IP-based cameras systems, you can easily arrange for ‘virtual’

zoom capabilities to be given to extended users so that ‘User A’ will not

interfere with ‘User B’ and so on. That wasn’t the case with analogue

systems where he/she who has the ‘joystick’ has the control!

I mentioned IVA and VCA earlier and this is another key aspect of

large-scale systems that needs close attention. Be aware that the more

complex the function is that you are trying to undertake, the less reliable

it is likely to be especially in a mass transit or low light environment.

Whilst NCIS and CSI seem to have

fantastic CCTV search capabilities, just

remember they are in Hollywood and in

the real world, whilst we are getting there

with some advanced forensic analysis

systems, we are not quite there yet and

you have to balance off quality against

systems bandwidth and storage!

Don’t forget you may also have legal

requirements as a public body for

minimum resolution of ‘recorded’ imagery

for evidential purposes. The APTA

Standards Committee recently approved

1080P as the minimum recorded resolu -

tion with an I Frame rate of 10 per second

minimum for users of H264 com-

pression systems.

As we move into the world of 4K resolutions, at least at home, we

are seeing the development of 4K IP cameras as well as the necessary

H265 compression system to match. We are not yet at the point of

approving any 4K cameras or the associated H265 codec for transport

operators yet but I am sure it will not be long before we have an update

on these ever advanced systems for transport and Safe City operators.

One thing is essential to remember though. With increased

resolution come increased issues on the light levels required for the

camera to operate effectively in low light situations, all too common in

transport systems. This is why we have only recently updated the IP

Camera ‘minimum’ resolution requirements from 720P to 1080P due to

the higher resolution sensors not being able to perform as well in low

light conditions until recently. As you increase the pixel count you need

to consider what has happened to the low light sensitivity as well. So

while a 5Mega Pixel camera may work well inside a rail car, it may not be

the best choice for a station area that is not well illuminated.

A further consideration will be that of GIS capabilities. Mapping

locations of cameras onto local OCC based maps is not new and most

CCTV Video management Systems will provide this capability. However,

you also need to be able to input vehicle locations onto the mapping

system as well as emergency resources, etc. depending on how

extensive your asset management needs to be. Again, be aware that

web-based mapping systems may not be up to these requirements and

you may need to invest in dedicated mapping systems and there are

two or three major suppliers in this space already working with transport

operators globally.

OCC’s have many disparate systems and you need to be very clear

on what is realistic and practicable to integrate into your ‘merged’

systems and how you will control the access to the information.

Event management and access to procedures are common

requirements of integrated systems and the CCTV video files remain

the ‘800lb Gorilla’ in the ‘data room’. How you structure the

management of video files is vital as this will determine what band-

width and backhaul link budgets you need to effect the sharing of

the information. Remember – a single camera, recorded at the

legal minimum required resolution, could take 5Mb/s. Multiply that by

1,000 and you start to see what I mean about it being a key factor.

Integrated Cad/AVL, fare payment as well as intrusion detection and

access control are all key aspects of systems that you need to be

reviewing and who and why they need access.

One new feature that we are currently drafting a new standard

for is that of ‘crowd sourced’ video and ‘body-worn’ systems that

are becoming popular with transport personnel for safety as well

as evidence.

Crowd sourced information is generally used during a major event

where the public are asked for help with images from smartphones to

be uploaded. Typical structures I have been involved with would have a

portal that is switched on and off to allow access of this kind as it can

very quickly overwhelm your storage systems. Also consider how you

are going to search these images for the information that you are

seeking! That’s where a good forensic video analysis system is worth its

weight in gold!

Body-worn cameras are increasing in use and a very useful tool for

lone workers or workers that interface with the public in stressful

situations – ticket inspectors, transit police, etc. We are currently

reviewing these systems and the immediate review is identifying

issues around device battery life, memory storage and resolution

of the camera itself as well as the difficult issue of ‘with audio or

without audio’.

The initial thoughts are that you have to consider how you will

‘upload’ evidential video from the device and whether there is any

integrated communications with the Body Worn Camera (BWC). Battery

life is an issue and, like personal radios, there must be at least 12 hours

capability and storage onboard the device. Resolution and field of view

are not the same as regular CCTV cameras as the device is ‘local’ and

only really needs to have a short range of approximately 3-5m (12-15ft).

The sensor can be D1 or 480P minimum with resolution quality offset by

using 25 or 30 FPS.

The full standards for BWC and CRISIS will be available as soon as

the standards committee has approved them later in 2014 at APTA

annual in Houston. In the meantime you can download drafts of these

documents form our Working Group website at www.tswg.org and

please let me have any feedback.





Dave Gorshkov CEng FIET is the elected Chairman ofthe American Public Transportation Association’s (APTA)Communications Sub Committee Technical StandardsWorking Group (TSWG) and has been responsible forproducing the standards for on-board and waysidetransport-based surveillance systems used in pass-enger transport and national and city-wide ITS systems for the past seven years, as well as being the CEO of a

UK-based technology-focused business consultancy practice.

Body-worn cameras are

increasing in use anda very useful tool for

lone workers orworkers that

interface with thepublic in stressful

situations





Learning from:

As the conclusion of the SECUR-ED1 project fast approaches, Andrea Soehnchen – Coordinator of the projectfrom the UITP – provides key details of how the project was approached, carried-out, what conclusions canalready be drawn, and what lessons have been learned from an operator’s perspective.

After three and a half years, the SECUR-ED project is coming to an end

in September 2014. Funded by the EU’s FP7 programme with a budget

of €40 million, it was one of the largest public transport security

research and demonstration projects. The consortium brought together

40 partners from the public transport sector, industry and research

institutions. The project objectives were to provide European public

transport operators with the means to enhance urban transport security

and to enlarge the public transport security market for the industry.

The approachKey elements of SECUR-ED have of course been the demonstrations

which have all been based on the three pillars of security; procedures;

human factor; and technology. In order to be relevant for the European

public transport industry in general, it was important that all solutions

tested were generic and:

■ Interoperable – following existing standards

■ Scalable – solving a wide range of issues and adaptable for

operators with different size and complexity

■ Cost-effective

■ Transferable across different EU Member States – meeting different

policy and legislative requirements

■ Minimising the impact of security measures on service

performance, the freedom of movement, privacy, etc.

When defining the demonstrations within SECUR-ED it was import-

ant to address significant security challenges, ranging from minor

offences to terrorism threats that reflect concrete operator needs and

yet have to be generic.

The demonstrationsWithin the SECUR-ED project, four large-scale flagship demonstrations

were carried out in Paris, Milan, Madrid and Berlin:

ParisThe demonstration in Paris evaluated the protection of an interchange

node against different attacks (explosive, toxic/chemical and

radioactive) and tested the resilience of network and IT systems against

a cyber-attack by using daily security capacities and dedicated

devices. Demonstration objectives were to assess the current tech-

nical devices and organisational set-ups in a security-related context

and to improve the RATP’s capacities in the security field.

MilanThe Milan demonstration focused on the use of video analytics to

monitor threats and the protection of vehicles in depots. It was

important to review the reaction and event management for different

situational levels (alert/alarm/crisis) and to improve the procedural

coordination of different stakeholders involved in incident management.

MadridThe demonstration in Madrid aimed to improve the handling of

incidents by enhancing the identification of priority tasks and pro -

cedures, developing an interoperable incident management tool

shared between operators in order to improve the communication

between control centres in case of an incident, taking into consideration

the particular role of the transport organising authority that has to act in

coordination with several public transport operators.

BerlinThe Berlin demonstration improved standard and emergency operating

procedures, field level security plans and decision-making models for

threat, emergency and crisis situations. The plans were complemented

by security and awareness training programmes for operational and

security staff, including control room operators and management staff.

In addition to the flagship demonstrations, smaller-scale satellite

demonstrations were carried out in: Lisbon (Portugal); Bilbao (Spain);

�zmir (Turkey); Bucharest (Romania); Bergen (Norway); and Brussels

(Belgium). These satellite demonstrations aimed to adapt solutions

developed and tested with the flagship demonstration to a different

local context and test their transferability and flexibility. Depending on

The demonstration in Paris evaluated the protection of an interchangenode against different attacks

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the local risk assessment, the satellite demonstrations combined

technology tools management procedures or training courses into a

single demonstration project, successfully proving that the developed

solutions are not only useful for large public transport operators.

What lessons have been learned from the SECUR-ED demonstrations?At the time of writing of this article, the last satellite demonstrations

have finished and a full evaluation has not yet been completed.

Nevertheless, some key conclusions can already be drawn.

CCTV and video analyticsCCTV and video analytics are very interesting tools to improve security

in public transport – they can help investigate incidents and can be

useful to coordinate responses between operators and first responders.

Experience from other sectors shows that this technology can also assist

in the prevention of incidents, in anticipating crowds or identifying

suspicious objects, but more development is needed here as public

transport systems are highly dynamic.

Network and communications systemsNetwork and communications systems are crucial elements in security

concepts. Reliable means of communication help enhance the

coordination of staff and reactivity during incident management and

more efficient video transmission improving the surveillance of vehicles

can help to improve security on-board. But we also need to accept that

public transport operators cannot replace their communication

infrastructure every time technology is advancing to a next generation

– the development of systems that allow the integration of legacy

technology are therefore crucial.

Information managementHaving the tools to collect relevant information is key, but just as

important is information management. Only information that can be

processed and analysed when needed is useful. Decisions have to

be made by humans, but technology can be very helpful in making

informed decisions, especially in times of crisis or stress. More intelligent

information management systems can monitor sensors and other tools

and relieve human operators in standard situations – they can help

reduce false alarms and focus the attention of control room operators to

relevant events. Including geo-localisation assists in the coordination of

response teams and a combination with passenger information systems

helps to keep the impact on passengers to a minimum.

Cyber securityCyber security is a growing concern in general and risk assess-

ment models for public transport and has to be adapted in order

to incorporate such issues. Business processes need to be reviewed

in order to identify the most relevant cyber threats and counter

measures implemented.

TrainingTraining has been confirmed as one of the most effective and flexible

security safeguards. While local context and legislation may vary, the

development of generic training material has proved very effective.

Even though adaptations and translations will always be necessary to

integrate generic material into local training programmes, the

developed lessons have helped the involved operators to move from

reactive and problem-driven training programmes to a more pro-active

approach, identifying gaps and weaknesses in existing training

programmes and overcoming these gaps before something happens.

What have public transport operators learned from the SECUR-ED project?The greatest advantage of the SECUR-ED project is the fact that it has

been building on real-life demonstrations that showed the use of

security systems and solutions that were all based on the real needs

of operators.

Testing of new security solutions usually takes place in artificial

environments such as laboratories. And very often, when we discuss

new developments and ideas on security issues in public transport,

developments, projects or research work is focused on very specific

surroundings and very specific conditions. It can be difficult to transfer

these elements into another context; for example, CCTV might only

work in a specific environment, with a specific type of light.

One of the conclusions that have been confirmed is that there is not

a ‘one-size-fits-all’ solution. We have learned, for example, that different

countries have different data privacy laws and not every CCTV solution

can be used everywhere. It was also interesting to learn from the different

partners how the police, for example, dealt with public transport in their

respective countries, or what kind of relationship the judiciary has with the

operators and how public transport laws are developed.

One of the biggest advantages of the project was the contacts that

were made. There was a lot of interesting material, solutions,

technologies involved in the demonstrations. Another great legacy of

SECUR-ED was the fact that never before has there been such a close

and focused operation between such a large number of parties from

different sectors including public transport operators, security industry,

research and law enforcement.

Reference1. www.secur-ed.eu





Andrea Soehnchen is a graduated Civil Engineer,specialised in infrastructure and transport planning. Shejoined UITP in 2001 as a European Project Manager andbuilt up UITP’s security related activities in the wake of thebombings in Madrid and Moscow. After some yearsworking for Securitas, a leading private security company,Andrea joined UITP again and took responsibility for theSECUR-ED project.

The Berlin demonstration improved standard and emergencyoperating procedures, field level security plans and decision-makingmodels for threat, emergency and crisis situations

[email protected]

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