Euro Transport

www.eurotransportmagazine.
com Issue 2 2013

JOIN US AT:
Real-Time Passenger
Information 2013
11 September 2013, London, UK
www.rtpiconference.com
Metro
Supplement
Metro de Madrids contribution to
society and Warsaw and Stockholm
metro upgrades supported by the EIB
UK Profile
Jonathan Fox, Director of DLR and
David Waboso, London Undergrounds
Capital Programmes Director
TETRA
Brussels plans further
communications
system rollout
Light-Rail
Construction details of the
Piraeus tram extension
et213 cover_Layout 1 17/04/2013 14:58 Page 1
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Integration. Made Simple by Xerox.
Harnessing the power of technology
promises to provide significant benefits for
our cities, communities and personal and
business mobility. We are used to using
single dedicated systems to buy tickets for
public transport, to use a toll road or to pay
for parking, which make transactions safe,
secure and simple. However as we move
towards the realisation of smart cities with
intelligent connected sensors and real
data and information integration, a new
approach is needed.
Integration is the key element of the
latest enhancements to ATLAS, our fare
collection solution.
ATLAS is the first ticketing solution designed
to handle an unlimited number of databases
and applications. This makes it ideal for
multimodal and multi operator
environments. It ofers a seamless travel
experience open to all tickets issued by
multiple networks in a given transport area.
With the advent of GPS and wireless
communications, urban and intercity
transport operators are looking to track
vehicle positions remotely in order to adapt
to local trafic conditions and inform
passengers in real time.
ATLAS now ofers further integration
opportunities through the ATLAS Fleet&Info
modules which add fleet management and
passenger information functions to the
existing ticketing system. So from driver
console to back-ofice, the applications
fit seamlessly into the architecture of
ticketing systems.
The fleet management module ofers
real-time vehicle tracking, combined with
information displayed on an interactive
map. Alarms can be configured to report
vehicles that are ahead of or behind
schedule or diverted from their usual routes.
Control centre operators can communicate
with drivers by voice or text message,
enabling them to assess the full situation
and take appropriate action in the
event of serious disruption.
The passenger information module also
interprets the locations of buses to
recalculate their actual arrival times.
It is based on innovative algorithms that take
into account diferences with the theoretical
timetable, trafic conditions reported by
previous buses, intervals between buses, and
journey records. Data to be disseminated are
produced in SIRI format, compatible with
on-line applications, smartphones and bus
stop display panels.
The ATLAS Fleet&Info modules make use
of the existing contactless ticketing
architecture. So theres no need to fit specific
equipment in vehicles. On buses, the drivers
ticketing consoles, which are fitted with GPS
tags and connected to the GPRS or 3G
network, transmit the vehicles coordinates
at regular intervals.
Data transmitted by ATLAS Fleet&Info are
processed back-ofice on dedicated servers,
integrated seamlessly thanks to the open
web architecture of ATLAS. Some data from
the ticketing system, such as topology and
hourly planning, are also reused directly.
These new modules continue to provide
users and administrators with reporting,
business intelligence and system
management tools with which they are
already familiar. ATLAS Fleet&Info enables
our clients to capitalise on their investments
and provides a simple way to integrate
previously separate systems providing a real
step towards data integration and progress
towards the smart city vision.
Contact: publictransport@acs-inc.com
www.xerox.com/publictransport
Adelaide already convinced
Adelaides public transport network will be the
first to deploy Atlas Fleet&Info when it brings its
RTPI (Real-Time Passenger Information) system
into operation in summer 2013. The system will
announce the actual arrival times of the citys
1,000 buses, 26 trams and 130 urban and intercity
trains via smartphone and text message. Less
than a year afer we deployed an ATLAS com -
bined ticketing system, this is yet further proof of
the confidence Adelaide has placed in us, says a
delighted Mathias Serre, Key Account Manager at
Xerox Public Transport.
ACS advertorial make up_Layout 1 09/04/2013 13:20 Page 2
mei_Layout 1 14/02/2013 09:09 Page 1
Eurotransport
www.eurotransportmagazine.com 3 Volume 11, Issue 2, 2013
It was in this issue last year that Eurotransport
looked ahead to the London 2012 Olympic Games
and the strategies and plans that the UKs public
transport network had in place ready to serve the
millions of people flocking to the capital to take
part and spectate.
Docklands Light Railways (DLR) was facing its
biggest challenge to date with forecasted
passenger numbers for the Olympic Games alone of
seven million over the 16-day period, equalling the
numbers usually carried by the network over an
entire month. So, did the DLR cope with these
extreme passenger numbers? The operators
Director Jonathan Fox explains in this issue
(page 14) that the network successfully operated at
a 99% reliability rate and confirmed that it carried a
total of 7.2 million people during the Olympic
Games (including the Opening Ceremony), with a
further 4.3 million during the Paralympics. Yes,
many people doubted Londons ability to
deliver during the Games, but these figures show
that DLRs meticulous planning, testing and
training in the lead-up to the event paid off
and showed the world that just one of Londons
public transport networks successfully delivered
what it set-out to achieve.
It is of course widely known that Transport for
London (TfL) made huge investments in support
of the Games and carried out a programme of
improvements across the capital. All were delivered
well before the Games began, providing an early
legacy for London. Line upgrades and extensions
and station refurbishments were just some of
the projects that were completed ahead of the
event, and performance figures released by TfL
showed that London Overground, London Buses
and the Tube all performed outstandingly the
Tube in particular recording over 62 million
passenger journeys during the Olympics and a
further 39 million passenger journeys during
the Paralympics.
These were fantastic figures for the London
Underground which this year is celebrating its
150th anniversary and to highlight this milestone,
on page 11 David Waboso, Director of Capital
Programmes for London Underground, looks back
at the Tubes rich history but focuses more on the
future. the tube system is not static, David says.
It needs to grow and change to move the extra
1.25 million people that will live and work in
London by 2031.
David also recognises the success of Londons
2012 summer: As we saw during the 2012
Olympics, a smooth and efficient transport system
can make or break the success of our city, and we
are building on the lessons we learnt during that
unforgettable period. There can be no doubt that a
modernised Tube is vital to Londons prosperity.
As always, if you would like to contribute
to a future issue of Eurotransport with an
end-user article or a dedicated news item,
please do not hesitate to contact me directly
via email at cwaters@russellpublishing.com.
Please also bookmark our website at
www.eurotransportmagazine.com where you can
find details of current and future issues, industry
news and conference details. Dont forget to also
join our groups on LinkedIn and Twitter details
are opposite.
INTRODUCTION
EDITORIAL BOARD
Geoff Dunmore
Network Resilliance & Enforcement Manager,
London Underground
Lindsay Robertson
Chief Executive Officer, ITSO Ltd
Dr. Fathi Tarada
Tunnel Safety Industry Expert, Mosen Ltd
John Carr
Collective Mobility Specialist and Director,
Elan Public Transport Consultancy
Dave Gorshkov
CEng FIET, CEO, Digital Grape Business Services Ltd
Bruno Dalla Chiara
Associate Professor at the Politecnico di Torino Faculty of
Engineering Transport Systems
EUROTRANSPORT
Founder Ian Russell
Managing Director Vivien Cotterill-Lee
Editor Craig Waters
Senior Publications Assistant Karen Hutchinson
Group Sales Director Tim Dean
Sales Director Rail & Urban
Transport Division Ben Holliday
Senior Sales Manager Jude Marcelle-Hoffbauer
Production Manager Brian Cloke
Front Cover Artwork Steve Crisp
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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 our
publications. Readers shouldtake specific advice whendealing withspecific situations. Inaddition, the views expressedinour publications by any contributor are not necessarily those of the
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Craig Waters
Editor, Eurotransport
London in
the limelight
intro et213_Layout 1 16/04/2013 14:27 Page 1
Eurotransport
CONTENTS
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3 INTRODUCTION
London in the limelight
Craig Waters, Editor, Eurotransport
7 FOREWORD
Working to achieve
passenger satisfaction
Simon Posner, Chief Executive,
Confederation of Passenger Transport UK
8 NEWS
11 UK PROFILE
Working towards the
next 150 years
David Waboso, Director of Capital Programmes,
London Underground
14 UK PROFILE
The DLR part of Britains
golden transport team
Jonathan Fox, Director, Docklands Light Railway
18 UK PROFILE
Metrolink on the move
Peter Cushing, Metrolink Director,
Transport for Greater Manchester
21 UK PROFILE
Regeneration of Britains cities
light-rail plays its part
Colin Walton, President, Light Rapid Transit Forum
25 SHOW PREVIEW
60th UITP World Congress and
Mobility & City Transport Exhibition
43 LIGHT-RAIL
A state-of-the-art tram
network for Piraeus
Vassilios Spyrakos, Acting Manager of
Managing Department 2 Tramway and ISAP Projects,
ATTIKO METRO S.A
46 METROS SUPPLEMENT
Metro de Madrid: Crucial to
the backbone of mobility
Ignacio Gonzlez Velayos, CEO, Metro de Madrid
49 METROS SUPPLEMENT
EIB supports European metro
network developments
Maj Theander, Director of the Mobility Department,
European Investment Bank
52 BUS
The UITP Bus Committee:
striving for improvements
Thierry Wagenknecht, Chairman, UITP Bus Committee
56 CONFERENCE SPEAKER PREVIEW
European Bus Operators
Forum 2013
60 SHOW PREVIEW
IFSEC International 2013
65 TETRA SUPPLEMENT
Securing intermodal
public transport communications
with TETRA
Robin Davis, Chairman of the
TETRA + Critical Communications Association
Transportation Group
71 TETRA SUPPLEMENT
STIB/MIVB plans further rollout
of TETRA-network
Frdric Jans-Cooremans, Spectrum and Radio
Project Manager, STIB/MIVB and Philippe Soyez,
Programme Manager Digital Radio, STIB/MIVB
74 SHOW PREVIEW
Critical Communications
World 2013
76 URBAN UPDATE
contents et213_Layout 1 17/04/2013 15:00 Page 1
Vossloh Transportation is shaping the future of urban and regional public transport with intelligent and sustainable
solutions. Citylink constitutes a fast, convenient and congestion-free alternative for connecting urban centres with
surrounding areas. On regional routes, the Citylink travels on rail tracks and then continues seamlessly on tram tracks
when travelling within the urban network making long waits and the need to change mode of transport things of
the past. Citylink stands for safe, cost-effective, fast and eco-friendly mobility.
Visit us at UITP,
26 30 May 2013,
Geneva, Switzerland,
Stand 2 D 600.
www.vossloh.com
Vossloh Transportation: Your City-to-Country Link
First, there is the challenge of rising costs,
quite alarmingly so in the case of fuel, against
decreasing income.
Second, is the squeeze on the public purse.
Whilst our bus industry is not reliant on public
subsidy, the amount of money available from
central Government has diminished. As a result,
local government funding for tendered services
has been cut, BSOG (rebated fuel duty) has
been reduced, and problems however uninten -
tional remain with the reimbursement of
revenue foregone for concessionary fares. These
factors have had a serious impact on the bottom
line of operators.
Third, of course, is the economy. Much of the
work of the bus industry is getting people to and
from employment and shopping. If people are
doing less of both, which they are, operators
income suffers through a situation that is com -
pletely out of our hands. If footfall to city centres
drops, so does bus company income. It is
that simple.
However, it is not just the economy that
affects the number of people who travel by bus to
go shopping it is the very nature of shopping.
We have all seen the reports of major UK high
street brands HMV and Jessops to name just
two have recently gone out of business not
just because of the recession but because people
are choosing to do their shopping in a different
way. For example, you do not need to pay a bus
fare to do your shopping at home on-line.
Challenging times is therefore perhaps an
understatement. But the industry can hand on
heart say that is it rising to those challenges.
Times are tough, certainly, and if I said anything
else I can assure you that the majority of the CPT
membership would quite happily show me the
door. However, what I can say is that reports this
time last year of the impending death of the bus
industry have been greatly exaggerated.
The industry has worked very hard to stand
still, that is clear, but the doom mongers who
predicted massive cuts in services and ridership
have been proved wrong. Much more import -
antly, the satisfaction levels of our customers
remains constantly high. The recent results of the
Passenger Focus Bus Study show an overall
satisfaction rate of 84% a figure most industries
would give their right arm for!
So how has the industry managed this? Simply
by reacting to our customers needs, cutting
where possible our cloth to match the circum -
stances, but also by investing in newer, more
modern, vehicles, pricing structures and ticketing
arrangements that our passengers value. All of
this is done with an eye on the longer-term.
Our market is changing and the industry
knows it must change with it. The commeric -
alised nature of the British bus market means
that it is not constrained by public sector rules or
thinking. We can adapt to changing circum -
stances and adapt quickly. We can take a gamble
on a new service and withdraw it if it doesnt
work. But, if it does, then we can quickly build
on the success.
People can argue about this approach, but the
proof of the pudding is in the eating, or rather
the figures. The industry has rolled up its sleeves
and got on with the job, and should be proud of
the positive ridership figures and even more
positive customer satisfaction rates it enjoys,
particularly in the current economic difficulties.
And so to the future we need to continue
to invest in what the people who matter the most
our passengers want, but we need to do so in
partnership with Government. Two excellent
reports by Greener Journeys and the Passenger
Transport Executive Group have given, in my
view, irrefutable proof that Government invest -
ment in bus passengers provides real benefits
for both the travelling public and UK plc. As an
industry, bus operators are not asking for subsidy
for our shareholders (we are not the banks!).
We are asking for targeted investment by local
and central Government alike that will enable us
to work in partnership to provide passenger with
the best possible bus services. We know that
Ministers in the UK Department for Transport
know this but they can only invest what they are
given, so our challenge is to spread our massage
across the whole of Government.
Yes, these are challenging times. Every time
I say something upbeat I can see some of my
members wince. But there is no doubt that we are
meeting that challenge. But there is more to be
done and we must continue to find ever more
flexible ways of working to deliver the services
our passengers deserve.
Eurotransport
FOREWORD
There is no industry in the UK nor indeed the rest of Europe that could begin a Foreword to a publication with
any words other than these are challenging times. Speaking on behalf of Britains bus, coach and light-rail
operators, I can therefore say with some certainty that these are challenging times indeed. The challenge for
our operators is threefold.
Working to
achieve passenger
satisfaction
Simon Posner
Chief Executive, Confederation
of Passenger Transport UK
foreword et213_Layout 1 15/04/2013 10:13 Page 1
Eurotransport
Volume 11, Issue 2, 2013 8
NEWS
The European Investment Bank (EIB) is lending
approximately 238 million for the construction
of the central section of Warsaws new metro
line, providing additional EIB support for the
development of sustainable public transport in one
of the most congested cities in Europe. In 2012, the
EIB granted a loan for the purchase of modern and
energy-efficient rolling stock for the Warsaw metro.
The central section under construction is
located in the city centre and is 6.7km-long.
It includes seven stations plus a 400m-long
connecting tunnel between the new and the old
metro lines. As part of this loan agreement, the
EIB is also supporting the expansion of
the existing Kabaty metro depot to cater for the
additional rolling stock that will be necessary to
operate the new line. The installation of a train
traffic control system, telecommunication and fare
collection systems are also included in the project,
whose implementation has already begun and is
expected to be completed by 2014/2015.
The EIB strongly promotes the development
of sustainable cities. The support for the Warsaw
metro will improve the quality of public transport
service in terms of speed, comfort and reliability.
Expected time savings will be substantial due to
the significant difference in speed between the
metro and other transport modes like tram, bus
and car that all make use of the congested street
network in Warsaws city centre. The project will
consequently increase the attractiveness of public
transport in the urban area.
www.eib.org
Further support from EIB for Warsaw Metro
Bus passengers in the Borders are benefiting from an
improved service thanks to an investment worth more than
1.5million by First Scotland East.
Aimed at improving bus travel and making journeys
more comfortable, First has introduced 10 brand new single-
deck buses on service X95 which links the Borders with
Edinburgh to the North East and Carlisle to the South.
Each bus is fitted with complementary Wi-Fi, leather
seats and audio announcements. Meanwhile, the interior of
each vehicle has been modified to allow greater flexibility for
both buggies and wheelchairs whilst providing additional
grab rails for all passengers whether seated or standing.
Operations Director of First Scotland East, John
Gorman, said: Our 1.5million investment in 10 brand new
buses reflects our aim to improve services for our customers
and our commitment to encourage more people to use our
services and to use them more often.
The new vehicles introduced by First are Enviro 300s,
built by Falkirk-based manufacturer Alexander Dennis. They
all come fitted with low-floor access and have the latest
Euro V engines.
www.firstgroup.com/scotlandeast
New bus investment
for First Scotland East
One million bus
journeys in London have
now been paid for using
a contactless debit,
credit or charge card
C
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:
T
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Contactless payment cards used for
one million bus journeys in London
One million bus journeys in London have now
been paid for using a contactless debit, credit or
charge card. This is an encouraging sign to
Transport for London (TfL) that Londoners
are keen to make the most of this easy and
convenient way to pay for their travel.
Since the launch of contactless payments on
buses on 13 December 2012, the number of
people using their contactless payment card has
continued to rise each week. From 2,061 people
making 2,586 journeys paid for on their
contactless payment card on the first day in
December, up to 10,000 people are now making
as many as 16,000 journeys each day.
The option of paying a bus fare using a
contactless payment card means that instead of
fumbling for change or finding their Oyster Card
has run out of credit, bus passengers are able to
use the contactless payment card they already
have in their pocket to pay their fare. It is part of
TfLs focus on improving customers experience
of travelling in the capital.
Around 1,000 new contactless payment
cards are touched on to the readers on Londons
8,500 buses each day, indicating that it isnt just
the same people each week who are choosing the
convenience of paying their fares this way.
The take-up is encouraging as plans progress
for the rollout of contactless payments on to the
Tube, DLR, London Overground and trams at
the end of 2013. Daily price capping does not
apply to current bus users of contactless payment
cards, but once the technology is rolled out to the
wider transport network daily and weekly price
capping will be introduced.
Shashi Verma, TfLs Director of Customer
Experience, said: Paying for a bus fare should be
as easy as buying a sandwich. Enabling
customers to use their contactless payment card
on the buses removes the inconvenience of
needing to top-up an Oyster Card or dig around
for cash before making a journey. It is fantastic
that weve already seen a million bus journeys
made using a contactless payment cards and its a
great sign that our customers are keen to benefit
from this technology. We are now working hard
to rollout contactless payments to the rest of the
transport network. www.tfl.gov.uk
As part of FirstGroups stated strategy to reposition its UK Bus
division to focus on those areas that offer the greatest potential
for growth, it has recently announced the sale of eight of its
London bus depots.
The bus depots at Alperton, Greenford, Hayes, Uxbridge
and Willesden Junction, along with 494 vehicles and
approximately 1,700 employees, will transfer to Metroline on
completion of the sale for a gross consideration of 57.5 million.
Metroline is an existing London bus operator and wholly-owned
subsidiary of Comfort DelGro Corporation Limited a
Singapore-incorporated transportation company.
The bus depots at Atlas Road, Lea Interchange and
Westbourne Park, along with approximately 400 vehicles
and 1,500 employees, will transfer to Transit Systems Group an
Australian transport operator, on completion of the sale for a
gross consideration of 21.3 million.
Both disposals are subject to the necessary regulatory
approvals including contractual obligations with Transport
for London (TfL).
Giles Fearnley, Firsts Managing Director UK Bus, said:
The sale of these operations marks further progress in our
programme to reposition our UK Bus portfolio, recover
performance and equip the business to achieve sustainable
revenue and patronage growth. Our strategy is to focus on those
areas of the country which offer the greatest potential and while
we have been a key operator in London for many years, our
focus going forward is on the deregulated market outside of the
capital. The decision is a business-driven one and does not reflect
on the effort, commitment or individual performance of our
employees in London and we will be supporting them fully as
they transfer to their new employers. Over the years we have
enjoyed a constructive relationship with TfL and look forward to
working closely with them to ensure this transfer goes ahead as
smoothly as possible.
www.firstgroup.com
FirstGroup
announces sale
of eight London
bus depots
Further Reading:
As part of Eurotransports Metro Supplement
in this edition, Maj Theander, Director of the
Mobility Department at the EIB, has contributed
an article to highlight the EIBs support of the
Warsaw metro upgrade. Turn to page 49 to read
about the project in detail.
news et213_Layout 1 17/04/2013 12:44 Page 1
Eurotransport
NEWS
GMV, leader in turnkey systems for urban public
transport management, has successfully finished
installation of the real-time fleet management and
passenger information system, with control centre,
for Warsaws entire tram fleet. The system had been
working on a test basis since November 2012.
Warsaw has a population of nearly two million
and its trams are the easiest and quickest way of
moving round the city; there are over 20 tramlines
with 470km of track.
The new platform installed by GMV in the
Polish capital keeps a track of each trams
whereabouts and state at all moments and also of
any running incidents that might crop up. The new
system improves efficiency and running speeds and
gives much more accurate ETA information for
each tram.
The passenger information system includes
68 double-sided display panels fitted at many stops,
giving information on ETAs or final destinations.
The system is especially adapted for the blind and
visually handicapped, who will hear arrival
information on a voice synthesizer. Under this
project, real-time information is also provided via
mobile phones and online.
www.gmv.com
GMV technology
controls
Warsaws trams
The city of Turin in Italy is to extend its fully automatic
Val-type underground network by 1.6km. The line
extension is to be opened for revenue service by the
end of 2015 and will serve 23 instead of 21 stations.
Infra.To, the company that owns the Turin
Underground infrastructure, has recently placed a
corresponding order with Siemens Rail Systems who,
together with its partner Tecnimont, is to supply the Val
control systems, carry out the necessary adjustments in
the operations control centre, and bear responsibility
for taking care of the certification and authorisation
work involved in the commissioning of this line.
Gruppo Torinese Trasporti (GTT) has been
operating the fully automatic metro line in Turin
since 2006, with rolling stock and automation
equipment from Siemens. Exending this line to
the south will bring two new stations Italia 61
and Bengasi.
The trial integration in the overall system is also
part of the order content. Siemens share of this master
agreement amounts to 17.1 million.
www.siemens.com/railsystems
Siemens to extend Val line in Turin
MAY 2013
13-16 May
IFSEC 2013
Location: Birmingham, UK
Tel: +44 (0) 20 7921 8284
Email: peter.poole@ubm.com
Web: www.ifsec.co.uk
21-24 May
World 2013
Location: Paris, France
Tel: +44 (0)20 7017 7878
Email: enquiries@tetraworldcongress.com
Web: www.criticalcommunicationsworld.com
26-30 May
UITP 60th World Congress
Location: Geneva, Switzerland
Tel: +32 2 673 61 00
Email: laetitia.delzenne@uitp.org
Web: www.geneva2013.org
29-31 May
Intertraffic
Istanbul 2013
Location: Istanbul, Turkey
Tel: +31 (0)20 549 13 33
Email: info@rai.nl
Web: www.istanbul.intertraffic.com
JUNE 2013
4-7 June
Transport Logistic
Location: Munich, Germany
Tel: +49 899 491 13 68
Email: info@transportlogistic.de
Web: www.transportlogistic.de
5 June
South East Europe
Rail & Public Transport
Development 2013
Location: Belgrade, Serbia
Tel: +44 (0) 1959 563 311
Email: sgooding@russellpublishing.com
Web: www.southeasteuroperailconference.com
11 June
European Bus
Operators Forum 2013
Location: London, UK
Tel: +44 (0) 1959 563 311
Web: www.europeanbusoperatorsforum.com
SEPTEMBER 2013
11 September
Real-Time Passenger
Information 2013
Location: London, UK
Tel: +44 (0) 1959 563 311
Web: www.rtpiconference.com
NOVEMBER 2013
19-21 November
CARTES 2013
Tel: +33 (0)1 76 77 10 95
Email: claire.delplanque@comexposium.com
Web: www.cartes.com
If you have a diary event you wish to publicise, send details to Sarah Wills at: swills@russellpublishing.com
EVENTS
The city of Turin in Italy will extend its
fully automatic metro line with the help
of Siemens Rail Systems
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Further Reading:
Eurotransport Issue 4 2013 (published in August) will
include a special article about the Turin automatic
metro line extension with details about planning
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Eurotransport
As well as being celebrated in London and
across the country, our special birthday became
a global media event with papers and news
channels in all corners of the world. Thats not a
total surprise because London is the most
visited city in the world and were the first ever
underground railway, with close links to metro
operators around the world. But it has been
wonderful to see the high regard and affection
that our railway is held in at home and around
the world.
Looking ahead, the tube system is not static
it needs to grow and change to move the extra
1.25 million people that will live and work in
London by 2031. In context, thats a population
growth equivalent to a city the size of
Birmingham. In fact, London will become the
biggest city in Western Europe, and second only
to Moscow across the whole of Europe.
The building and extension of the Under -
ground directly led to new towns and villages
becoming part of the capital, supporting
the development of the suburbs and the
transformation of the Docklands. It is the Tube
which has allowed people to easily work in a
different place from where they live linking
businesses, families and communities in a way
that was hitherto unimaginable. The Tube lines
2013 marks 150 years since the first Tube journeys took place between
Paddington and Farringdon on the Metropolitan Railway. At a time when
people had no electricity in their homes, inside toilets were a rarity and
radio and television did not yet exist, the Tube was a revolutionary blast
of modernism. From that starting point the network has grown and
evolved so that now it is pretty well impossible to imagine London
without the Tube network.
UK PROFILE
Working towards the
next 150 years...
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David Waboso
Director of Capital Programmes,
London Underground
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have become the arteries and veins that pump
life around our city.
At this time when we look back at the rich
history, the beautiful old trains and the
architecturally important stations that act as
beacons across our city it is important that we
also look to the present and future. In the same
way that Londoners lives are unrecognisable
from those in 1863, so too is the way the Tube
operates. We are now undeniably in a new era of
innovation in Londons transport system. The
modern system is far safer, far more reliable,
carries more people than ever before, and we
have the most sustainable plan for improve -
ments possible for at least the past 40 years.
The performance of the network is the best in
its entire history a different world from the
early-1980s when up to a third of trains were
cancelled every day. Last year 2011/12 was the
most reliable on record, and since 2007/08
delays across the network have been reduced by
more than 40%. Weve hardwired into London
Underground (LU) a concerted focus on getting
the most out of the system and the upgrades
were introducing, and were hopeful that we can
smash our own reliability record again this year.
In early-2013 we outlined far-reaching plans
to meet the Mayors commitment of reducing
delays by a further 30% by the end of 2015.
The ambitious strategy will see LU examining
every aspect of how the Tube is operated and
maintained to further embed reliability and to
radically reduce delays to passengers.
On a line-by-line basis, the reduction in
delays will be achieved by grouping LUs
11 lines into three levels to get the most from
their current and planned condition. The three
levels are:
Newly upgraded lines
The Victoria and Jubilee lines, and DLR will see
emphasis on getting the maximum perform -
ance from the new trains, track and signalling
introduced on those lines.
Transition lines
The Northern, District, Circle, Hammersmith &
City and Metropolitan lines which are under -
going upgrades will be focused on to ensure
service levels are protected and enhanced while
improvement work is going on, and will benefit
from the lessons learnt from the upgrades of the
Jubilee and Victoria lines.
Lines to be upgraded
The Bakerloo, Piccadilly and Central lines will be
looked at to ensure that service levels are
maintained and ageing assets such as trains and
signals are managed in a targeted and intelli -
gent way to prevent service dips, while work to
develop the ambitious and integrated pro -
gramme of upgrades for those lines continues.
All of this is happening while were carrying
record numbers of customers. Last year the
Tube carried 1.17 billion customers, a total that
will be surpassed again this year.
It is essential that we respond to the
demands that growth will place on the city,
especially if London is to remain the engine of the
UK economy. We have therefore embarked upon
the wholesale upgrade and improvement of the
network one of the biggest and most complex
engineering projects in the world.
This programme is now in London
Undergrounds 150th year delivering huge
tangible benefits for passengers. Through new
signalling, trains and track, a rigorous focus on
improving individual journeys and enormous
improvements to the information and service
offered to passengers, London Underground
is transforming the journeys of millions. The
Jubilee and Victoria lines have been improved
Eurotransport
UK PROFILE
A Jubilee line train
undergoing upgrade work
Bank Station platform upgrade
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through massively boosted capacity and faster
journeys. The Jubilee line upgrade, delivered
ahead of the London 2012 Olympics, now
provides customers with a train every two
minutes, the move to 30 trains per hour (tph)
creating a capacity increase of a third. Services on
the Victoria line now operate at 33tph in the
peaks, giving customers the most frequent
service anywhere in the country. The upgrade is
giving customers faster and more reliable
journeys, and the improvements brought about
by the works mean that since 2003 the service is
over 50% better than it was previously.
As well as more frequent services, the
200 million passengers who use the line each year
have a full fleet of new trains. The new trains are
more accessible with wider doors and more
spaces for wheelchair users, on-board audio and
visual electronic information for hard of hearing
and visually impaired passengers and CCTV in
every carriage.
Stations like Kings Cross and Green Park and
Blackfriars have been rebuilt. A fleet of new air-
conditioned trains has been introduced on the
Metropolitan line, and over the next few years will
be introduced to 40% of the Tube network.
Further improvements to come in 2013
include higher frequency services on the Victoria
and Central lines. By the end of 2014, the
Northern line upgrade will be completed, with
higher frequency services, and shortly afterwards
key stations in central London such as Victoria
and Tottenham Court Road will have been
rebuilt. The number of step-free stations is being
expanded, alongside the use of ramps, platform
humps and other accessibility improvements,
an extension of the Northern line to Battersea
is being planned, and Crossrail will be delivered
transforming travel across London.
But we also need to look even further into the
future, to make sure we avoid standing still while
London grows around us. The Tube of the future
can be truly world-class. There is no doubt that
the boundaries will be really pushed as we move
closer to the holy grail of 60tph. Platform screen
doors will become standard to safely manage the
platform-train interface, as they increasingly are
around the world. Internet technology, already
used increasingly for the majority of purchases,
will be at the forefront of the Tube of the future.
Mobile internet is in the ascendancy, and in the
very near future you will be likely to pay for your
travel not through buying tickets but directly
from your credit card through wave and pay
technology. You could be ordering your shopping
on the way to work and collecting it from your
local station on your way home.
Increasingly all of our engineering assets,
whether they be trains, signals, points, lifts and
escalators, will have computerised diagnostics
and communicate their health status back to
fault centres so that the whole railway is moved
into the predict and prevent mode. The railway
of the future will increasingly be a standardised
one where huge economies of scale are delivered
collaboratively with our supply chain.
For the millions of Londoners, visitors, and
businesses who rely on our Underground
system every day, it is imperative for us to employ
every feasible technique to run the best Tube
operation possible. As we saw during the 2012
Olympics, a smooth and efficient transport
system can make or break the success of our city,
and we are building on the lessons we learnt
during that unforgettable period. There can be
no doubt that a modernised Tube is vital to
Londons prosperity.
To achieve all this it is essential that the
lessons of the past are learned. Investment
dried up in the 1970s, 80s and 90s, leading to
serious decline. This trend has now been
reversed ensuring that we go into the next
150 years with belief that the Tube can continue
to be the engine room for the people and
economy of London and UK.
Eurotransport
UK PROFILE
David Waboso is currently the
Director of Capital Programmes
at London Underground, where
he is accountable for deliver-
ing the biggest upgrade in
LUs history, comprising over
1 billion of investment per
annum in new trains and infrastructure. David has
worked for some of the worlds most prestig-
ious engineering and consulting firms on
infrastructure programmes in the UK and
internationally. Prior to his current role, David was
Director Technical at the Strategic Rail Authority
where he led multi-billion-pound cross-industry
programmes as well as being a Non-Executive
Director of the Rail Safety and Standards Board.
Upgraded S stock train and Victoria
line 09 stock train together
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We also carried 4.3 million passengers during
the Paralympics and served both Games with a
99% reliability rate. Although the success of
the first ever Public Transport Games was
obviously a London-wide effort across many
modes, we like to think the DLR performance
over those 28 glorious days in 2012 earned us a
very prominent placing in Britains golden
transport team.
With these sorts of figures, I certainly dont
think we can still be described as a light railway.
It was a team effort, of course. The DLR
cannot operate in isolation and integration and
cooperation across all Londons transport
businesses contributed to our success. Neverthe -
less, I know the DLR and Serco (DLRs franchisee)
team is rightfully proud of how we carried
every single passenger delivered to us efficiently,
safely and reliably to the Games venues we
linked together.
In the run up to the Games, there were plenty
who doubted Londons ability to deliver which
added to the pressure. Everybody across TfL, and
at the DLR in particular, was fairly confident we
could deliver but that the answer lay in plann-
ing, testing and training. And then more planning,
testing and more training ad infinitum.
Eurotransport
Hidden in plain sight is the phrase that could well describe the presence and performance of Londons
Docklands Light Railway (DLR) during the hugely successful London 2012 Olympic and Paralympic Games.
Placed right in the middle of the Capitals Olympic hub and linking the main Olympic Park at Stratford with the
ExCeL centre (which alone contained five separate arenas), Greenwich Park and the Royal Artillery Barracks at
Woolwich Arsenal, Transport for Londons DLR carried 7.2 million (including the opening ceremony night)
people during the 17 days of the Olympic Games 100% more than usual.
The DLR part of
Britains golden
transport team
UK PROFILE
Jonathan Fox
Director, Docklands Light Railway
fox et213_Layout 1 15/04/2013 10:03 Page 1
One thing in our favour, which our critics
tend to forget and again this is a pan-TfL
attribute is that we have lots of experience in
handling major events (many operators would
describe every weekday morning peak in London
as a major event!).
The DLR directly serves the ExCeL centre and
the O2 venue is also nearby both of which
regularly attract large crowds. The opening day
of the Westfield Stratford City shopping centre in
September 2011 (directly adjacent to Stratford
station) also attracted huge numbers of people.
So we knew we were well-versed in the
basics; we just had to build on those skills and
expand our capabilities. But still, the sheer
volume of passenger numbers sustained over an
extended period of time was something of a step
into the unknown. Again, it was planning, training
and practice running which we believed would
see us through.
Trying to arrange a true test in exactly the
same way it would be during the Games was
difficult, but working in partnership with the
Olympic Delivery Authority (ODA) and LOCOG
we managed to simulate the real thing with
some test events at Stratford, ExCeL and
Greenwich Park.
Timetables, staff and rolling stock rotas were
all boosted far beyond anything that could be
described as light railway practice. Under
normal operating conditions, all but four DLR
stations are unstaffed but we knew that had to
change for the Games; many visitors during that
time would be unsure of where they were going
and would also not have English as their first
language, as well as the significant increase in
demand of course.
We identified 25 stations as potential
hotspots and devised individual management
plans for each one. Besides increasing our staff
coverage, we also had extra help from the
volunteer army of Travel Ambassadors. Both
were instrumental in keeping people moving
and preventing the build-up of choke points on
the network.
Normally, we have two technical teams on
the network ready to tackle problems as they
appear; during the Games we had nine. This
meant that problems could be tackled much
quicker and also in some cases before they
became a problem that caused any disruption.
This proactive approach helped keep the trains
running just as they should be.
We also undertook a series of infrastructure
upgrades before the Games; the initial planning
for which had been in place at the bid-stage
before the 2005 announcement that London
would be the Host City for 2012. The Games
supplied a catalyst which ensured those plans
which would increase our capacity by 50% would
come to fruition.
With some of the 80 million in funding we
received from the ODA, we were able to expand
the DLR fleet to 149 carriages and put 144 of those
on the track at any one time if needed during the
Games something we had to plan for intricately
for a short period like the Games but would
be very difficult to sustain reliably for business
as usual.
We were also able to complete behind the
scenes projects that passengers never see but
which were nevertheless crucial to our ability to
ramp-up our capacity.
Eurotransport
UK PROFILE
The DLR carried 7.2 million
people during the 17 days of the
London 2012 Olympic Games
In the run up to the Games, there were plenty
who doubted Londons ability to deliver
which added to the pressure
Probably the most crucial new bit of kit was
the addition of a fly-under to the Delta Junction
just outside Canary Wharf enabling the intro -
duction of a new high-frequency, high capacity
timetable in 2009. A new control room was also
built and integrated into the network too.
Also crucial to the Games success was the
completion of a new 6km-long 211 million
extension from Canning Town to Stratford
(complete with four new stations) and on
through that station into the Olympic Park in
August 2011. This made possible faster, more
direct and more efficient connections between
several Games venues.
In a way, the DLRs experience in meeting its
Games challenge mirrors its history in that it was
created in 1987 as a link between central
London and the then new Docklands develop -
ment. However, it quickly grew far beyond this
role and became a proper rail network serving
communities and residents across East London
as much as passengers on a daily commute.
The development and upgrades of the DLR
(and the capitals wider transport system too) to
meet the Games challenge has left a major
legacy to the communities of East and South
East London. The word legacy has become a
poisoned chalice for some former Host cities
but in Londons case it has delivered real
benefits that will continue to come to fruition in
years to come.
East and South East London are the develop -
ing hotspots in London both for employment
and leisure and have been for some time. The
signs of development were there before
the Games provided the impetus which put the
transport infrastructure firmly in place
the Westfield Stratford City shopping centre,
the O2 venue and the Siemens Centre linked
by the Emirates Airline across the river.
London Overground is also directly
connected to the DLR at Shadwell and via the
East London Line and has made the east of
the City generally more attractive and accessible
to would-be residents and businesses and so
indirectly contributes to the DLR numbers.
The statistics tell their own story: In 1997-98,
the DLR carried 21.44 million, in 2000-01
Eurotransport
UK PROFILE
DLR facts
45 stations
24.9 miles (40km)
Two depots
Peak trains every 2-8 minutes depending on

route; off-peak trains every 3-10 minutes
depending on route
Prior to the 2012 Olympic Games, the busiest

day on the network saw 374,000 passengers but
on Friday 3 August 2012 (Day 7 of the
Olympics), 501,000 people were carried.
The DLR expects passenger figures for
2012-13 to break the 100 million
milestone for the first time in its history
The development and upgrades of the
DLR to meet the Games challenge has left a
major legacy to the communities of East and
South East London
41.29 million, in 2004-5 50.10 million, and in 2010-11 78.32 million. In 2011-12
there was a 10% increase in passengers over the previous year along with an
increase of 15.7% in revenue.
In short, the number of DLR passengers was already rising steadily
before the 2012 Games were awarded to London. We fully expect that trend
to continue as more and more people migrate to live in the capital and so the
DLR capacity increases delivered for the Games will be well used in meeting
that increased demand. For the year 2012-13, DLR will break the 100 million
passenger milestone for the first time in its history.
Increasing customer satisfaction before and through the Games was a
challenge considering the influx of demand while also catering for business-
as-usual passengers as well as spectators and the Games workforce. But we
did it and satisfaction has continued to increase after the Games, coupled
with reliability and some targeted improvements particularly with real-time
information. We have hit an all time record of 88 on TfLs measure.
This was reflected at the Rail Business Awards where DLR were winners
of the Customer Information and Service Excellence Award and the coveted
Rail Business of the Year Award for our contribution to public transport
excellence in 2012, particularly in support of the London 2012 Games.
With the Games over, many stakeholders and DLR watchers are
talking of network extensions to Bromley, to Euston/St Pancras and to
Dagenham Dock the latter was in the early stages of the planning
procedures before being put on hold due to lack of funding in late-2009. It is
a key growth area and we are always alert to the need for extensions but at
the moment the Dagenham Dock extension along with all the others is
dependent on funding.
However, the current period is being seen as one of consolidation and a
time in which we can focus on driving up performance within the network
using the assets that we already have.
Hand-in-hand with improving performance and customer satisfaction is
the possible provision of more frequent weekend and off-peak services
across the whole network to be introduced from 2014 onwards.
Improvements to peak frequency will have to wait until further funding is
available for more rolling stock.
We are monitoring growth and development and while the Olympic
legacy was carefully planned, there wont be any additional capacity
provided to serve the Canary Wharf and Royal Docks until the introduction of
Crossrail in 2019 so we have a few more challenges to overcome yet.
For example, we need to see just how the numbers soon to move into
the new permanent community in the former Olympic Village will affect
demand as well as the new office and residential developments around the
network which are now coming forward for planning consent.
To that end, we are concentrating on installing the first phase of
increasing the length of double-track on the Stratford to Canary Wharf route
by Easter 2014 which will enable us to increase train frequency. The project
is being phased around Crossrail which sees the DLR station at Pudding Mill
Lane being relocated in 2014.
Crossrail is, of course, the next new step change in Londons integrated
transport network and our planning is already taking into account the
impact it is likely to have on DLR passenger numbers and demand patterns.
Immediately after 2019 and Crossrails launch, we expect to see
demand being easily absorbed across the capitals network, but by 2021 it
starts to rise again and by 2030 we predict we will be dealing with todays
levels once again given the expected increases in employment and
population growth with London having a projected population of more than
10 million by then.
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Eurotransport
UK PROFILE
Jonathan Fox started his career in 1986 as an Operations
Manage ment Trainee with British Rail. This led to a number of
operational and commercial jobs on British Rails former
Southern Region culminating in a senior commercial role at
London Bridge on the former South Easter Division. In 1989
Jonathan joined the then Trainload Freight Business Unit
managing various contracts in the petroleum sector. In 1992
he joined Rail Freight Distribution as part of the commercial team planning
the launch of commercial services through the Channel Tunnel. This led to a
number of commercial roles following the opening of the Tunnel in 1994,
particularly in the automotive and intermodal sectors. In 1998 Jonathan joined
Allied Continental Intermodal in Reading a joint venture between British and
French Railways and Swiss forwarding company Intercontainer as Chief
Executive. In 2001 Jonathan moved to English Welsh and Scottish Railways
(EWS) as General Manager of its International Division, taking responsibility for
all through-freight traffic passing through the Channel Tunnel. His tenure there
included day-to-day manage ment of the illegal immigrant crisis at Sangatte.
In 2003 Jonathan joined Transport for London as Director Rail Projects
reporting to the Managing Director Rail, taking sponsorship responsibility for
TfLs involvement in such projects as Crossrail and the East London Line. In
December 2004 Jonathan became Director of Docklands Light Railway Limited
and is currently TfLs Acting Chief Operating Officer for Rail.
Little known fact
The DLR also project managed the construction and provides the administrative
resources to manage the operating contract for the Emirates Airline the cross-
Thames cable car which runs from DLRs Royal Victoria station to the North
Greenwich O2 venue.
The Metrolink network is undergoing the most
significant change in its history and will soon
become the biggest light-rail system in the UK.
When Metrolink opened in 1992, it consisted
of 30km of track, 27 stops, 26 trams and one
depot. The system will very soon have trebled in
size with an entirely new fleet of 94 trams, two
depots and a network covering 97km of track
and 99 stops.
When the expansion project finishes in 2016,
Metrolink will boast four new lines covering vast
areas of Greater Manchester from Rochdale in the
north to Manchester Airport in the south and will
cater for well over 90,000 journeys a day.
I aim to continue the fantastic work the
Metrolink team has done in very challenging
circumstances: managing the delivery of the
expansion the largest transport project in
the country outside London at the same time
as running an effective day-to-day operation.
Beginnings
Converted from a former railway line, the
Metrolink system opened in 1992, linking Bury in
the north and Altrincham in the south of
Manchester, with new tracks through the city
centre to Manchester Piccadilly and Victoria
train stations.
It soon made its mark, popular with
passengers and new lines in demand across
Greater Manchesters 10 districts. Expansion
plans were on the table from the beginning.
The second phase the 6.4km line to
Eccles via Salford Quays opened in 1999/2000
and marked another win for Metrolink as
the first on-street extension to a light-rail
system in the UK. Metrolink has proved itself
key to regenera tion in the areas it passes
through, and this is nowhere more clear than in
Salford Quays, now a thriving residential,
business and cultural hub.
Expansion on track
The third phase of funding for Metrolink
expansion was awarded in May 2008. Phase 3a
marked a 600 million investment in three
new lines Oldham and Rochdale, South
Manchester and East Manchester and a spur to
MediaCityUK.
In late-2008, GMPTE appointed MPact-
Thales (MPT) a consortium made up of Laing
ORourke, VolkerRail and Thales UK to design,
build and maintain the network extensions.
It was a proud day for many on 28 February
2012 as the first passenger tram left Manchester
Victoria for Rochdale Railway Station at
5.08am and we marked Phase 3a complete.
It came after four years of major construction to
open 27 new stops in neighbourhoods across
Greater Manchester.
MediaCityUK and South Manchester lines
Boasting The Lowry and the Imperial War
Museum North, Salford Quays is also now joined
by the creative and digital force that is
Eurotransport
2013 promises to be a key year for Greater Manchesters tram system
Metrolink. It marks the half-way point of a 1.4 billion expansion of a
network that has seen over 300 million journeys made on its trams since
it first opened over 20 years ago. Im delighted to be taking over as
Metrolink Director at such an exciting time and looking forward to the
challenges ahead.
Metrolink on the move
UK PROFILE
Peter Cushing
Metrolink Director, Transport for
Greater Manchester
cushing et213_Layout 1 15/04/2013 10:04 Page 1
MediaCityUK; home to the BBC and Coronation
Street among others. Metrolink became a key
transport link after a new stop opened there in
December 2010, branching off the Eccles line.
The stop was the first of the Phase 3a package to
open, and won a national Safer Tram Stop
award in 2012.
Not long after in July 2011 we opened a
2.7km line running south of the city centre from
Trafford Bar along a disused railway line, with
three new stops at Firswood, Chorlton and
St Werburghs Road. Over the last few
years Metrolink has proved very popular
with both local residents and visitors to
bohemian Chorlton.
Oldham and Rochdale line
In the summer of 2012, a temporary stop
opened at Oldham Mumps, seeing the first
Metrolink passenger service on the converted
former Oldham and Rochdale rail line. A few
months later, just before Christmas, we opened
a further two stops to Shaw and Crompton
and Derker.
The newly opened Rochdale service runs on
and now calls every 12 minutes at a further four
new stops on its way to Rochdale Railway Station
at Newhey, Milnrow, the expanding Kingsway
Business Park and Newbold.
More than 100 structures have been
refurbished as part of works on the 22.5km
line, with around 100km of rail laid and
26,500 sleepers put in place.
The Oldham and Rochdale line has been
welcomed locally and is already being well
used, opening up new travel and employment
opportunities to residents along the former rail
line, many of whom did not have a train station.
East Manchester line
The Rochdale line opening came hot on the
heels of a new line to East Manchester. Just two
and a half weeks before, on 11 February 2012,
the first section of the Ashton line opened
to passengers.
Spanning more than three miles and
stopping at the City of Manchester Stadium
and the Velodrome, the Droylsden service runs
through the heart of East Manchester and into
Tameside, travelling under the very busy Great
Ancoats Street, through Holt Town and along
Ashton New Road.
One of the larger civil engineering projects
on this line was a major cut and cover work
for the construction of the underpass that now
takes trams under Great Ancoats Street and out
to East Manchester.
The landmark opening was promoted with a
three-day free ticket offer for Droylsden
residents. There was standing room only on
some trams as local people made use of the
20,000 free preview passes.
The following weekend the voices of the
Manchester City Manager and players were
broadcast on match day on the trams on-board
PA system to announce stops leading to the
Etihad Campus.
Future Metrolink
The Phase 3b extensions got the green light in
May 2009 as the centrepiece of a 1.5 billion
Greater Manchester Transport Fund. The MPT
consortium was given the go-ahead to build
28km of new lines (97km in total) with 41 new
stops (105 in total).
Phase 3b is allowing us to take the
Eurotransport
UK PROFILE
Construction of the Rochdale Railway
Station Stop on the Oldham and
Rochdale line, which is now open
South Manchester line to St Werburghs Road
in two important directions through deprived
wards of Wythenshawe to Manchester
Airport, and to the affluent areas of East and
West Didsbury.
Leaving the South Manchester line just after
St Werburghs Road in Chorlton, the 14.5km
Manchester Airport line will mark the completion
of Phase 3 expansion when it opens in 2016.
Utility diversions and vegetation clearance
are well underway as part of advanced works to
clear the route and move gas, water, electricity,
sewers and telecommunications away from
the new line.
New stops will be built at Barlow Moor Road,
Sale Water Park, Northern Moor, Wythenshawe
Park, Moor Road, Baguley, Roundthorn, Haveley,
Benchill, Crossacres, Wythenshawe town centre,
Robinswood Road, Peel Hall, Shadowmoss and
Manchester Airport.
The 4.4km East Didsbury extension is set
to open much sooner, with new stops at
Withington, Burton Road, West Didsbury,
Didsbury Village and East Didsbury to open by
summer 2013.
Work is also well underway on more stops on
the East Manchester line at Audenshaw, Ashton
Moss, Ashton West and Ashton-under-Lyne, with
an opening date set for winter 2003/2014.
And by 2014, the Oldham and Rochdale line
will run to both town centres. In Oldham, new
stops will be built at Westwood, Oldham King
Street and Oldham Central (Union Street), and
the Rochdale extension will run to a new
transport interchange in the town centre.
Network improvements
The major expansion of Metrolink goes
hand-in-hand with improvements across the
existing system.
A new tram management system is now
being introduced across the network, which
will allow us to deliver a more flexible service
and provide real-time passenger information
at all stops.
More than 60 new M5000 Bombardier trams
have been ordered to service the expanding
network, pushing the total fleet to 94 new
vehicles by the end of 2014. They look strikingly
different from the older T68 trams, and bring new
benefits for passengers, such as a roomier
interior, extra legroom, wider doorways, clearer
information displays and better handrails for
standing passengers.
Passengers are experiencing quieter,
smoother journeys on these new trams, leading
to less crowding at peak times, and a more
reliable service.
A second Metrolink depot has also opened in
Old Trafford in South Manchester measuring
67,000m2 the size of 10 football pitches. Over
3.7km of rail and 140 tonnes of steel have been
used to create the main depot building.
The depot can currently stable 40 trams and
will be fully operational by late-2013 when it will
also be used to carry out light maintenance and
cleaning of the exterior of Metrolinks growing
fleet of trams.
The original Queens Road depot in north
Manchester, which will be used for heavy
maintenance, has also been expanded to stable
more trams.
Crucially, a second city centre crossing a
1.6km route through Manchester city centre
is also being progressed, without which a
bottleneck in the city could not be avoided.
The future
A project of this magnitude on an existing,
well-established and well-used network is
going to come with some growing pains. How
we work through those inevitable issues over
the next few years is crucial. I am confident
that we have the team in place to meet
those challenges.
Working closely alongside the Metrolink
operator Metrolink RATP Dev Limited (MRDL)
we aim to provide a first class service for our
existing and new passengers.
Metrolink is a remarkable achievement,
driven entirely by its own success. The network
has grown steadily from an ambitious vision in
the early-1980s to part of the fabric of daily life
in Greater Manchester. It is a crucial part of what
the area has to offer and its success parallels
and has no doubt played a big role in
Manchesters growth to become the Norths
economic hub and the UKs second city.
Eurotransport
UK PROFILE
Peter Cushing was app-
ointed as Transport for Greater
Manchesters Metrolink Director
in February 2013, having
worked in the Metrolink team
since 2007 overseeing day-to-
day opera tions. Peter brings a
wealth of expertise and experience in the rail
industry to the role, not least in rejuvenating
Central Trains as Operations Director between
March 2003 and January 2005. Peter was part of
the team involved in the Department for
Transports remapping of the heavy rail network
that saw the creation of the East Midlands Trains,
London Midland and Cross Country franchises,
and has also worked on several rail franchise bids,
winning three.
The MediaCityUK stop
opened in 2010
Greater Manchesters Metrolink network is set to
become the biggest light-rail system in the UK
Eurotransport
Urban transit schemes have largely survived
the Comprehensive Spending Review, in spite of
cuts of 12-13 million being imposed on
Department for Transports budgets in the years
up to 2015.
The investment decisions, announced on
20 October 2010, were welcomed by the Light
Rapid Transit Forum (LRTF), which represents
private sector interests, and has assumed a key
lobbying role in the industry. Its members include
manufacturers, suppliers, operators, profess -
ional advisors and consultants. The LRTF is
a founder member of UKTram, which also
includes the Confederation of Public Transport,
and pteg (Passenger Transport Executives in
some major cities).
I am delighted that the benefits of quality
urban transit are now being taken seriously at all
levels. We have an excellent dialogue with
Transport Minister Norman Baker and his team.
As well as understanding each others priorities,
we have at last overcome the historic problem of
having to start virtually from scratch every time a
new proposal comes through.
The UK has slipped a long way behind its
Western European neighbours in terms of
numbers of schemes and delivery times a
French project can be turned from dream to
reality in five years; gaining approval for a simple
extension of Midland Metro in Birmingham city
centre has taken 20.
The future looks brighter. Capital spending
on railborne city transport is to be maintained,
and by 2014/15, investments in schemes across
the country are expected to be higher in real
terms than in 2005/06.
In the UK there are seven light-rail systems:
Blackpool Tramway; Sheffield Supertram;
Manchester Metrolink; Nottingham Express
Transit; Midland Metro (Centro); Docklands Light
Railway (DLR) and Croydon now London
Tramlink; the last five have, at differing stages,
had funding using the Public Private Partnership
(PPP) model: DLR having had three extensions
funded using PPP.
Three systems; Leeds Supertram, South
Hampshire Rapid Transit (SHRT) and Manchester
While most would admit that the United Kingdom lags behind much of
Europe in opening new light-rail systems in its major cities, the current
coalition government seems keen to draw a line in the sand and examine
major new developments as soon as the economic clouds lift.
UK PROFILE
Regeneration
of Britains cities
light-rail plays its part
Colin Walton
President, Light Rapid Transit Forum
(LRTF)
I am delighted that the benefits of
quality urban transit are now being taken
seriously at all levels
Credit: www.stagecoach.com
walton et213_Layout 1 15/04/2013 10:02 Page 1
Metrolink Phase 3, were to be delivered using
PPP, but were cancelled by the former Labour
Government in July 2004. The Merseytram
project in Liverpool was postponed indefinitely
in 2005. It was to be funded using a novel fund-
ing mechanism.
Three metros operate in the UK: London
Underground Limited (LUL), Tyne & Wear Metro
and Glasgow Subway.
The largest rail PPP project undertaken in
the UK was LULs controversial 16 billion
contract for three 30-year infrastructure
service contracts which has been unwound. The
only other metro extension project in the UK was
the Sunderland extension to the Tyne & Wear
Metro in 2002. The 1 billion East London Line
orbital railway is being funded by grant
and operates under a concession; and the
14.8 billion Crossrail project is being primarily
funded by grant and a local business tax.
These are the latest LRT headlines:
Under the 2010/11 government review, the
expansion of both the Midland Metro and
Nottingham Express Transit systems were
confirmed, and the already agreed modernisa -
tion of the Tyne & Wear Metro and expansion of
Manchester Metrolink is well underway.
Londons Crossrail (a multi-billion heavy rail
metro project) has also been protected, as
have other rail projects (including main line
electrification to Cardiff, Oxford and Blackpool,
and London Underground) schemes.
It is gratifying that the government has
appreciated the importance of investing in urban
transport infrastructure, particularly light-rail.
Light-rail schemes are an important catalyst in
the economic regeneration of our city regions, as
well as bringing considerable environmental and
health benefits.
The major LRT headlines are:
The extension of Midland Metro to New
Street station in Birmingham city centre
has been agreed, as has the tram fleet replace -
ment programme.
The two proposed new Nottingham Express
Transit extensions to Clifton and Chilwell, which
are being funded as a 23-year Private Finance
Initiative project, are going ahead.
Manchester Metrolinks big bang expansion
package continues, with funding at previously
agreed levels.
The Tyne & Wear Metros 500 million
modernisation programme has been under -
taken, with funding at previously agreed levels.
Track-laying for the extension of Metrolink
started at Rochdale railway station on 25 October
2010. Metrolink will reach Rochdale in 2013 and
be extended to the town centre in 2014.
The short extension of Metrolink to
MediaCityUK has been opened to serve a major
development driven by the transfer of British
Broadcasting Corporation activities from London
and elsewhere.
A report to the then Greater Manchester
Integrated Transport Authority (GMITA) now
Transport for Greater Manchester Committee
has suggested that tram-trains could provide a
cost-effective way of easing overcrowding on the
regions railways through the operation of
a higher frequency service.
The report urged the GMITA to support
the SheffieldParkgate tram-train trial, which
would help establish a case for Metrolink-
type operations to be extended to existing heavy
rail corridors.
The first trial run on the new Chorlton branch
to St Werburghs Road, was undertaken on
8 January 2011.
Extending the tramway from the new
terminus south to Didsbury and Manchester
Airport is now a priority for Metrolinks con -
tractors: clearance work beyond the new
Chorlton branch to St Werburghs Road station
(to be renamed Chorlton High) is now underway.
It will (eventually) reach East Didsbury in 2013.
The new Metrolink line to Oldham and
Rochdale opens in 2013, as well as to Droylsden.
Centro (the West Midlands Passenger
Transport Executive) has described the UK
Governments confirmation that it will finance
the 127 million extension of Midland Metro
from the existing Snow Hill terminus through
Birmingham city centre to a rebuilt New Street as
fantastic news.
Included in the approval is the acquisition of a
fleet of new trams, allowing increases in passenger
capacity and a boost of frequency to every six
minutes throughout the day, plus a new work-
shop and maintenance facility at Wednesbury.
The extension to the current 12.5m (20km)
line to the centre of Wolverhampton will see
trams running along a viaduct at Snow Hill
(already built), stopping outside a new entrance
at New Street. The extension will take around two
years to build.
Centro is still investigating ways of funding
the proposed Wednesbury to Brierley Hill Metro
branch and also extending it beyond Brierley Hill
and into the neighbouring town of Stourbridge.
The PTE expects that sharing tracks between
main line freight trains and light-rail vehicles
would save 60 million from what had been
estimated as a 289 million extension.
The governments support to Nottinghams
planned phase 2 extensions was confirmed in
2011 at a capital value of 570 million. The project
is expected to create up to 10,000 jobs and
generate an economic benefit of 300 million
per year.
Two consortia Arrow Connect and Tramlink
Nottingham bid to design and build, finance,
operate and maintain the extended tram
network and the contract was awarded
to Tramlink Nottingham in December 2011.
Eurotransport
UK PROFILE
The BlackpoolFleetwood tramway celebrated its
125th anniversary in September 2011 with a 102 million modernisation
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Light-rail schemes are an important catalyst
in the economic regeneration of our city
regions, as well as bringing considerable
environmental and health benefits
The project meets local sustainability objectives
and is supported by the local business
community. Also approved is the redevelopment
of Nottingham railway station, which needs to be
bridged by the extension to Clifton.
A new and dramatic wave is washing over
the shore at the southern tip of Blackpool on
Englands north-western coast. The Blackpool
Fleetwood tramway celebrated its 125th
anniversary in September 2011 with a
102 million modernisation with 16 new
Bombardier FLEXITY 2 trams, new track,
electrics and signalling it is a model of speed
and efficiency.
The Blackpool project could provide a new
model for quicker and less costly LRT provision
(though the resort, of course, already has the
alignment and necessary permissions in place).
The scheme was planned and implemented
by a small, tight-knit team at Blackpool Council.
The authority owns the infrastructure, while
Blackpool Transport Services a wholly-owned
subsidiary of the Borough Council, operates the
trams following start of operations in 2012.
Turning to London, Tramlink in Croydon
obtained extra trams to augment its hard-
pressed fleet of 24, and continues to investigate
extensions as well as improve the present system
with more double-tracking.
Also in the Capital, many of Londons DLR
stations have been rebuilt to accommodate the
longer trains needed for increased passenger
demand. Having lift and escalator access,
with level entry from platforms to trains with
good circulating space, Transport for London
(TfL) claims the DLR is Britains most accessible
rail network.
Basic routes are BankLewisham, Tower
Gateway Beckton, StratfordCanary Wharf and
Bank Woolwich Arsenal.
When London hosted the 2012 Olympic
Games in 2012, the DLR provided spectator
transport to several venues including the
Olympic Park at Stratford. TfL saw normal daily
passenger loadings double to 500,000 during the
world sporting event and 11 million passengers.
The Olympic Delivery Authority (ODA) partially
funded system expansion, including the Canning
Town to Stratford International line and a
tranche of new rolling stock.
The Tyne & Wear Metro (Newcastle) received
the largest cash boost in its 30-year history
580 million for the overhaul of rolling stock and
stations, and a complete new ticketing system.
Against an in-house bid, DB Regio has signed up
to operate the system.
Now well into its second decade, Sheffield
continues to provide a magnificent service with
effectively the same equipment as when it began.
However, its 25 trams have enjoyed a recent total
facelift, and there remains the ambition to
expand the current 18 mile network to reach
Rotherham and to the south.
Finally, a brief comment about Edinburgh.
The legal disputes over planning, procurement
and delivery have caused great disruption but
progress has been made and the system may
open three years behind schedule in 2014. There
seems little doubt that when the trams do run,
the critics will be clamouring for extensions that
are currently on the backburner as unaffordable.
In 10 years time, city residents in their cleaner,
quieter city will be wondering how they managed
so long without Edniburghs trams.
Eurotransport
UK PROFILE
The LRTFs very active working
President is Colin Walton, former
Chairman of Bombardier, the
UKs only volume train builder,
who is a committed member and
driver of LRTFs strategy.
Tramlink in Croydon
obtained extra trams in 2012
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Tramlink in Croydon obtained extra
trams to augment its hard-pressed fleet of
24, and continues to investigate extensions
as well as improve the present system
with more double-tracking
Creating Condence. Giesecke & Devrient has been developing security solutions since 1852
and has become a leading global technology supplier of transit, payments, and mobile communications
products and services. Over 20 years ago, we supplied the rst contactless transit smart card. Today,
millions of passengers use G&D cards in metropolises such as Washington DC, Boston, Chicago, Los
Angeles, San Francisco, Vancouver, Buenos Aires, Beijing, and Melbourne. Tomorrow, they will rely on
our mobile ticketing solution. For more information please visit: www.gi-de.com or visit us at the UITP
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Eurotransport
Welcome to EurotransportsShow Preview of
Eurotransport is pleased to support the following UITP exhibitors:
60th UITPWorld Congress
and Mobility & City
Transport Exhibition
uitp lead et213 v3_Layout 1 17/04/2013 14:13 Page 1
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Eurotransport
Geneva in the limelight
The choice of the Swiss city as host for the next
UITP World Congress puts both Geneva and
Switzerlands public transport network firmly in
the limelight. Switzerland boasts a long and
impressive history of public transport; indeed,
in June 2012, the country celebrated the 150th
anniversary of what is Europes longest-serving
tramway in Geneva.
Ideal location
Switzerlands railways are of world renown
thanks to their reputation for punctuality,
synchro nised timetables, high quality of service
and innovation. In 2017, the Gotthard tunnel, a
57km-long passage through the Alps (bored
between 1998 and 2011) and officially the
worlds longest railway tunnel, will officially
open. Its dense and diversified network of
post buses, funiculars, cable cars, boats and
integrated urban and suburban public trans-
port systems means that Switzerland is the
ideal location to play host to the worlds public
transport and sustainable mobility community
in 2013.
The Congress Hosts tpg
Transports publics genevois
1
(tpg, or Geneva
Public Transport) is the Geneva regions
reference public transport operation. It helps
manage mobility throughout the France-Vaud-
Geneva metropolitan area, offering a range of
top-quality services with due regard for
sustainable development principles. All tpg
activities strive for excellence in the service of
the community, on the basis of a contract for the
supply of services renegotiated every four years
with the State of Geneva.
Mission
The primary mission of tpg is the undertaking
of the cantonal transportation policy. It can be
summarised in the following three points:
1. Contribute to mobility management
in the territory
tpg is an alternative to the use of individual
motorised transport. tpg must therefore
Two years after a highly successful congress in Dubai, the international public transport community will meet
again in Geneva from 26-30 May 2013 for the 60th UITP World Congress and Mobility & City Transport Exhibition.
The only worldwide
event by and for the
public transport sector
SHOW PREVIEW
60th UITP WORLD CONGRESS AND
MOBILITY & CITY TRANSPORT EXHIBITION
uitp et213_Layout 1 16/04/2013 15:07 Page 1
provide a network covering the whole of the
Geneva region (metropolitan France-Vaud-
Geneva), providing an efficient, accessible and
responsive service to all categories of the
population which adapts to the evolution and
growth of mobility needs.
2. Offer a quality service
tpgs 1,850 staff strive for excellence in all their
actions in the service of the community. This
means being at the disposal of customers and
trying to anticipate their needs. With statistical
tools and regular surveys, it evaluates the
quality of its services such as being able to
improve them continuously.
3. Respect the principles of
sustainable development
tpg is actively working towards sustainable
development. It leads a proactive environ -
mental policy to reduce its environmental
impact and promote respect for the environ -
ment within the company as among travellers.
Network
The tpg network extends over 430km (urban
and regional) which is about the distance
between Geneva and Paris! It provides optimal
service to 471,000 travellers per day (i.e. more
than the entire population of Geneva!) tpg is a
special network located on a cross boarder
Swiss-French urban area and has to face
multiple operational challenges, in terms of
frequency and distance coverage, to meet its
very diverse customer needs.
Vehicles
The tpg fleet is made of 415 vehicles travelling
65,000km daily (equivalent to one and half
times around the earth!). Year after year, the
tram, bus and trolleybus fleet expands and
improves, with an increasing proportion of
environmentally-friendly vehicles and almost
100% accessibility for disabled people.
Buildings
For a public transport company, the location of
buildings and more particularly, its impressive
vehicle depots is of paramount importance,
both in terms of operational efficiency as cost
optimisation. tpg has two main sites ideally
situated for network operation and will soon
start the building of a new tram depot near
Geneva Airport.
The Congress Organisers UITP
UITP (the International Association of Public
Transport
2
) is the international network for
public transport authorities and operators,
policy decision-makers, scientific institutes and
the public transport supply and service industry.
It is a platform for worldwide cooperation,
business development and the sharing of
know-how between its 3,400 members from
92 countries. UITP is the global advocate of
public transport and sustainable mobility, and
the promoter of innovations in the sector.
Transforming urban mobility
Based on well-documented economic and
technological development projections and a
partnership with the International Energy
Agency (IEA), UITP has developed urban
mobility scenarios for 2025 which highlight the
urgent need for more and better quality public
transport. By 2025, 60% of the worlds popula -
tion will live in urban environments, leading to a
50% increase in urban journeys compared to
2005 levels.
At the 2009 UITP World Congress in Vienna,
the public transport sector set itself the objective
Eurotransport
SHOW PREVIEW
The international public transport community will
once again meet in Geneva from 26-30 May 2013
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of doubling its market share worldwide by 2025,
entailing tripling the number of journeys made by
public transport and a stabilisation of the use of
private cars. This would mean the controlling
of greenhouse gas emissions; stabilising urban
transport energy consumption; healthier
lifestyles; the saving of human lives by safer roads
and the creation of seven million new green jobs
at public transport operating companies.
Public transports contribution
to green growth
3
1. Attracting businesses
An efficient public transport system is a major
factor in attracting businesses, and thus wealth,
to a city or region. Efficient mobility in cities
creates economic opportunities, enables trade,
and facilitates access to markets and services.
2. Creating jobs
Public transport is also a major contributor to
national and local economies through the jobs it
provides directly. In Amsterdam, Barcelona,
Brussels and Dublin, for example, public trans -
port operators are the largest city employers.
The wider public transport industry offers
skilled, high-tech jobs throughout the entire
supply chain worldwide. In 2009, public
transport operators alone provided 7.3 million
jobs around the world and could provide a
further seven million if the market share of
public transport were to double by 2025.
3. Tackling congestion
By transporting large numbers of people
efficiently, public transport has a major role to
play in alleviating congestion and improv-
ing traffic flow. However, as more people
worldwide turn to private vehicles to get from
A to B, rising levels of congestion on urban
roads will present a serious threat to eco-
nomic growth. The direct cost of congestion is
estimated at approximately 2% of the national
GDP but in heavily congested areas this can be
even higher.
4. Cost to the economy
In cities with a high share of public transport,
walking and cycling, the cost of transport for the
Eurotransport
Volume 11, Issue 2, 2013
SHOW PREVIEW
Integrated IT-processes for enhanced
functionality and maximum efficiency
INIT is constantly working on providing its
customers with new functionality within their
integrated ITS system MOBILE. Following the
takeover of id systeme GmbH (now initperdis) INIT
is able to expand the interface between driver
assignment software and the fleet management
system (ITCS) for the exchange of driver information
allowing for better disturbance management and
more effective payroll management.
On-demand service
INIT has an on-demand service management
integrated into its overall ITS solution. It contains an
application for calculating the flexible routes and a
web interface for passengers bookings. As
on-demand transport is often provided by taxis not
equipped with a regular on-board computer, INIT has
invented a dedicated smartphone App presenting the
drivers with all relevant information. The vehicles
can be tracked and controlled via the regular ITCS
displays. Hence, INIT provides an efficient solution
for the management of on-demand transport which
allows for a more attractive public transport offering
in rural areas or off-peak hours as well.
Ticketing
An easy-to-use ticketing system is important for an
attractive public transport service. In Geneva, INIT is
presenting its new passenger terminal PROXmobil2
for the very first time. It features a large touch-
screen allowing the passengers to easily handle
all ticketing functions. PROXmobil2 provides
readers for smartcards and barcode tickets, and is
EMV-ready. PROXmobil2 is available in two
versions: for mobile use in vehicles as well as for
stationary use on platforms.
Learn more and visit INIT at Booth 2 D 340
Dont miss the presentation about the German
research and standardisation project, IP-KOM-V,
by Dirk Weisser, INIT at the Expo-Forum 4 on
Monday 27 May 2013 at 2pm.
www.init-ka.de
INITs new
passenger terminal,
PROXmobil2
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, beneting 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.
Always
adapting
community can be as much as 50% lower than in cities where the
private car dominates. For example, the cost of transport equates to
more than 12% of the local GDP in Houston and Sydney, where the
share of public transport is low. But in Tokyo and Hong Kong, where
there are high levels of public transport use, the cost of transport
represents only 6% of local GDP
4
.
5. Value creation
Capital investment in public transport projects sparks a chain
reaction in business activity and generates value that can be three to
four times higher than the initial investment, according to some
estimates. While large-scale public transport projects are expensive,
the cost of improving urban mobility is actually significantly lower
than the direct cost of congestion.
6. Cutting carbon
For every kilometre travelled, private motorised transport modes
emit 3.5 times more green house gas emissions per passenger than
public transport. If more people choose cars and mopeds to travel,
urban transport greenhouse gas emissions will rise by 30% by
2025. However, a massive shift to public transport would prevent
the emission of half a billion tonnes of CO
2
equivalent every year
and keep urban transport emissions in line with the objectives
of international climate negotiations, despite large increases in
urban trips.
7. Energy-efficient mobility
Public transport offers an energy-efficient way to transport large
numbers of people. On average, public transport consumes three to
four times less energy per passenger than cars for every kilometre
travelled. By choosing a mobility model based on public transport,
walking and cycling, cities can rationalise their overall energy use.
Eurotransport
www.eurotransportmagazine.com Volume 11, Issue 2, 2013
SHOW PREVIEW
The 60th UITP World Congress
will be hosted by tpg
8. Public transport: a tried and tested
green mobility provider
Public transport is delivering green transport
solutions worldwide today and is fully on
track to further improve its green credentials.
In urban areas, rail transport already runs
almost exclusively on electricity. Whilst
electric cars are in the process of becoming a
main stream transport solution, they will only
serve to worsen congestion problems on our
roads, potentially bringing cities around the
globe to a standstill.
9. Social inclusion
Public transport helps all sectors of the
community to access education, work, health
services and leisure activities. Both young and
older people can participate fully in society
thanks to efficient public transport services, as
can those people who cannot afford to
purchase and run a car or other private vehicle.
Public transport guarantees everyone not
just car drivers the basic right to move
around freely.
10. Healthier lifestyles
Trips that include walking, cycling and public
transport provide much-needed physical
SHOW PREVIEW
Switzerland boasts a long and impressive
history of public transport
Green bus fleets thanks to HJS
Protection against particulate matter, pollution and nitrogen oxides (NOx) is one of the hottest issues relating to
urban public transport. By employing SCRT
systems, both forms of pollutant can be removed to a very high

degree from vehicle exhaust emissions. SCRT
technology guarantees constant high levels of pollutant

reduction irrespective of whether a bus is standing at a bus stop or driving along the road. As a genuine
alternative to buying a new vehicle, SCRT
systems can also be retrofitted to older models, such as EURO III

buses. These vehicles then fulfil the strict EURO V and EEV emissions standards. One big benefit of this is that
its far quicker to retrofit a council-owned bus fleet with SCRT
than it is to completely renew it. Particularly in

light of how strapped for cash local authorities are, retrofitting is an inexpensive alternative, because the cost
amounts to just 5-6% of the price of a new vehicle.
The benefits
The benefits of SCRT
technology include:
All older buses can meet the stringent EEV standard
High NOx/NO2-reduction efficiency of up to 90% verified in actual inner-city operation
Purchase, installation and operating costs are relatively low compared with the environmental benefits
gained and the price of a new bus
Almost all types of bus can be retrofitted with SCRT
. www.hjs.com
HJS SCRT Selective Catalytic Reduction Technology
exercise. Facilitating and encouraging public
transport use is therefore a vital component of
public health policy. By ditching the car and
combining walking, cycling and public
transport, daily mobility alone can provide the
30 minutes of physical exercise recommended
by the World Health Organisation.
11. Improved road safety
It is 10 times more likely that a person will
be involved in an accident when travelling
by car than when travelling by public transport.
Encouraging a more balanced mobility
mix could therefore generate a significant
reduction in urban traffic fatalities and
road accidents.
Eurotransport
SHOW PREVIEW
Protective Non-Touch Detection
supplements Mayser safety systems
for public transport
With the protective Non-Touch Detection system, an
additional milestone in passenger safety has been
achieved: The new sensor prevents even the slightest
impact by doors that close automatically on
passengers whilst getting on and off vehicles.
The Non-Touch Detection system functions
with a sensor, which is integrated into the Mayser
finger protection profiles. If a passenger or object
approaches the active zone of the sensor, the
capacitance of the electrical field changes.
A corresponding signal is generated and transmitted
to the door control system, before the door can touch
the passenger. The system is not susceptible to water;
therefore unwanted detection is not caused by rain or
snowfall, or by leaves, extraneous light or dust.
With the Non-Touch Detection system, Mayser
provides an addition to its proven, tactile Anti Pinch
Sensor and Drag Detection systems, which unlike
conventional systems, detect objects smaller than
5mm, as prescribed by the Association of German
Transport Companies VDV 111.
Our safety systems are established and proven
in the industry, says Manfred Buttner, Technical
Director and Consultant for the Special Requirements
in Public Transport. The addition of the Non-Touch
Detection system presents an interesting supplement
and future solution for transport companies and
door and vehicle manufacturers.
www.mayser-sicherheitstechnik.de
Mayser finger protection
profile with integrated sensor
www.aep-italia.it
AEP Ticketing Solutions is today the most
important Italian manufacturer designing, prod -
ucing and marketing equipment and software for
electronic ticketing systems. Established in 1998,
AEP immediately started providing alter na tive
solutions to traditional operators, offering modern
and cost effective solutions.
Main target being customers satisfaction,
AEP history is marked by increasing successes,
thanks to relevant investments in technology and
developments, which led AEP to introduce the
first validator in the world that passed Calypso
Network Association audit for Calypso 3 stand -
ard. AEP offers 360 degrees solutions, from
the single device to complete and integrated
e-Ticketing systems.
AEP devices: AEP produces contact-
less, magnetic and paper validators, vending
machines, on-board computers, driver con-
soles, communication devices and many other
e-Ticketing equipment, fully compliant to
applicable international standards. More than
30,000 AEP devices and systems are used in Italy
and abroad, producing and managing millions
of transactions every day. AEP multistandard
reader is capable to process any type of smart
card existing on the market.
Production is entirely realised in Italy and is
100% tested. AEP Quality Management System
is certified according to ISO 9001:2008 standard.
AEP production sites are accredited by the
Ministry of Transport of the Italian Republic.
Ask us if you want to meet our
customers to directly verify AEP
ticketing solutions quality !
AEP Ticketing Solutions Via dei Colli,
240 - 50058 Signa (Firenze), Italia
Telefono: +39 055 87 32 606
FAX: +39 055 87 35 926
E-mail: info@aep-italia.it
AEP e-Ticketing devices
12. High-quality urban environments
Massive swathes of our urban space are already
occupied by private vehicles and their infra -
structure, such as roads, car parks and petrol
stations. By encouraging and facilitating the use
of sustainable transport modes, cities can free
up space for business and leisure activities as
public transport uses city space much more
efficiently than cars.
13. Transport fit for the future
Technological innovations such as real-time
travel information and online journey planners
have made journeys by public transport
smoother and easier. Combined mobility
solutions that see public transport companies
cooperate with bicycle or car-sharing pro-
viders mean that passengers can benefit from
tailored door-to-door transport solutions,
without the need for a private car, and can
choose which option suits them best or appeals
to them most.
The congress programme
through the years
The high cost of the maintenance of horses was
one of the first questions discussed at UITPs
Berlin Congress in 1886. The themes of
the congresses have naturally evolved with the
developments of the public transport sector,
but they have always tackled the hot issues of
the time technical, commercial or operational
from an international perspective.
At the beginning of the 20th century, todays
current issues were already on the agenda,
such as town planning in relation to tramway
lines and a proposal for uniformity in the
compilation of statistics, as discussed in Brussels
in 1910. The 1920s brought reports on the
Eurotransport
SHOW PREVIEW
Prodata Mobility Systems is THE AFC/ITS
integrator in public transport
Prodata Mobility Systems is known worldwide as a
public transport end-to-end solutions integrator. Its
core business is the design, development and
deployment of fully integrated systems for:
Automated Fare Collection (AFC); Intelligent
Transportation Systems (ITS); and Real-Time
Passenger Information (RTPI).
As every customer is unique, Prodata
Mobility Systems focuses on a workable solution
based on existing off-the-shelf technologies
that are fine-tuned according to customers needs
and expectations.
Prodata Mobility Systems will demonstrate
delivered integrated solutions and new product
lines, such as:
Hardware
Validators, metro gates, AVM, board computers,
driver consoles (with or without printer), Intelligent
Power Supply and outdoor validators will be
presented enabling visitors to appreciate the
hardware look and feel.
In the frame of the Rea Vaya project in
Johannesburg, our validators have been EMV-
certified. The benefits of the EMV technology
are considerable.
Our validators are already NFC-ready which
will avoid expensive future hardware upgrades.
Software
We look forward to collecting your feedback on
how user-friendly our redesigned front and back
offices are.
Because real facts speak for themselves, a bus
and a tram configuration will demonstrate recent
implemented working solutions.
Well be delighted to provide you with more
information and/or a demo we therefore welcome
you on our Booth 2D400 at the 60th UITP
World Congress. www.prodatamobility.com
www.ica.de
FUTURE-PROOF TICKETING
SOLUTIONS FROM ICA
ICAs TSI-PRM certified
ticket vending machine (TVM)
DUALIS 2000 TSI and the latest
on-board TVM DUALIS 3000 C
set new standards for future-proof
ticketing solutions.
The DUALIS 2000 TSI combines many innova -
tions into one product (e.g. money changing
device and barcode imager). The new on-board
TVM DUALIS 3000 C has a compact design
and allows the complete functional range of
stationary machines.
In addition to front-end devices, the tested
advanced management system DUALIS Cemas
with new graphical real-time monitoring com -
pletes ICAs product portfolio.
Another important feature for future-proof
technology is electronic ticketing (e-Ticketing).
Whether it is the (((eTicket-Deutschland,
based on the VDV core application (Association
of German Transport Companies) or other
e-Ticketing systems, ICA can deliver TVMs for
different e-Ticketing systems.
The latest generations of ICA ticket vending
machines are currently being deployed in some
European projects. For example Cologne one
of the largest cities in Germany will have almost
900 ICA TVMs installed. Luxembourg and
Nottingham will also receive ICA TVMs in the
very near future.
Satisfy yourself at the UITP 2013 in
Geneva / Hall 2 Stand 2D630!
ICA Traffic GmbH is one of the leading suppliers
of ticketing systems for public transport in
Germany. The ICA Ticketing Systems comprises
ticket vending equipment for both stationary and
for on-vehicle environments and a web-based
back-office system.
DUALIS 2000 TSI
DUALIS 3000 C
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infopiouatamobility.com
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With moie than Su yeais of expeiience as Public
Tianspoit Integiatoi, Piouata Nobility Systems is
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one-man operation of tram-cars, motor bus services, and the link
between transport and city planning.
The topic of private transport motor cars was introduced for
the first time at the Warsaw Congress in 1930. During the post-war
period the Congress themes ranged from electric power transmission
and fundamental subjects like economics and rolling stock design to
traffic congestion something that was already an issue in 1955.
Issues on the programme in the 1970s included marketing,
environment, the energy crisis in 1975 and public authorities
participation in transport costs. The transport situation in Latin
America, India, Africa and Hong Kong was at the heart of the debates at
the congress held in Rio de Janeiro, Brazil in 1983.
Throughout the last decade, debates have expanded from the
quality of service for passengers to making public transport attractive
by using future technologies and the major role of the sector for an
urban and congestion-free 21st century.
Eurotransport
www.eurotransportmagazine.com Volume 11, Issue 2, 2013
SHOW PREVIEW
New regional mobility:
light-rail vehicles from
Vossloh for green cities and
metropolitan areas
Travelling between home, work and leisure generates vast movements of
people with inner-city and uptown/downtown traffic rising. In their
endeavours to improve sustainability and broaden the appeal of local public
transport facilities, metropolitan regions throughout the world are
increasingly opting for new rail concepts and this has sprouted in recent
years a renaissance in light-rail and tram networks.
Vossloh Kiepe and Vossloh Rail Vehicles are developing and
manufacturing in an international alliance new state-of-the-art light-rail
vehicles one example of which is the train-tram Citylink. This modular
concept is characterised by its flexible application, its low energy
consumption and high efficiency. The low-floor vehicle can run on both
inner-city tramways and suburban train lines. There is no need for
passengers to spend time changing from one type of vehicle to another, and
this is ideal for coping with large flows of commuters.
Within the city, Citylink operates as an agile tram with ample braking
power and able to negotiate curves with a radius of only 30m. Outside
the city and on main lines the urban train negotiates gradients of up to
6% and travels at speeds of up to 100km/h. Vosslohs train-tram offers
plenty of passenger comfort and is an attractive, affordable option for
urban public transport.
www.vossloh-kiepe.com
www.vossloh-rail-vehicles.com
Vosslohs train-tram Citylink
www.profics.ch
Visit us at the 60th UITP World Congress and
in Geneve from 26 to 30 May 2013.
Hall 2, booth 2C110
The passenger information system by Profics, informs your passengers and drivers
in an eficient and uniform manner. PPAMS is simple, clever and user-friendly.
Profics Passenger Alert and Messaging System
AVL
On-board TFT
displays
Dynamic displays
for stops
Mobile
devices
Social
Network
Focusing on the theme Boosting public
transport: Action!, the last World Congress in
Dubai in 2011 reviewed the priorities identified
in UITPs ambitious strategy for the sector and
was the first important milestone for UITP to
assess what has been achieved and what is still
needed to achieve its vision: doubling the public
transport market share worldwide by 2025.
Full list of Congresses/Exhibitions
1st, 1886 Berlin; 2nd, 1887 Vienna; 3rd, 1888
Brussels; 4th, 1889 Milan; 5th, 1890 Amsterdam;
6th, 1892 Hamburg; 7th, 1893 Budapest; 8th,
1894 Kln; 9th, 1896 Stockholm; 10th, 1898
Geneva; 11th, 1900 Paris; 12th, 1902 London;
13th, 1904 Vienna; 14th, 1906 Milan; 15th, 1908
Munich; 16th, 1910 Brussels; 17th, 1912 Oslo;
18th, 1922 Brussels; 19th, 1924 Paris; 20th, 1926
Barcelona; 21st, 1928 Rome; 22nd, 1930
Warsaw; 23rd, 1932 The Hague; 24th, 1934
Berlin; 25th, 1937 Vienna; 26th, 1939
Zrich/Berne; 27th, 1947 Montreux; 28th, 1949
Stockholm; 29th, 1951 Edinburgh; 30th, 1953
Madrid; 31st, 1955 Naples; 32nd, 1957
Hamburg/Berlin; 33rd, 1959 Paris; 34th, 1960
Copenhagen; 35th, 1963 Vienna; 36th, 1965 Tel
Aviv; 37th, 1967 Barcelona; 38th, 1969 London;
39th, 1971 Rome; 40th, 1973 The Hague; 41st,
1975 Nice; 42nd, 1977 Montreal; 43rd, 1979
Helsinki; 44th, 1981 Dublin; 45th, 1983 Rio De
Janeiro; 46th, 1985 Brussels; 47th, 1987
Lausanne; 48th, 1989 Budapest; 49th, 1991
Stockholm; 50th, 1993 Sydney; 51st, 1995 Paris;
52nd, 1997 Stuttgart; 53rd, 1999 Toronto; 54th,
2001 London; 55th, 2003 Madrid; 56th, 2005
Rome; 57th, 2007 Helsinki; 58th, 2009 Vienna;
59th, 2011 Dubai; 60th, 2013 Geneva.
SHOW PREVIEW
Self-service ticket vending machines
enhance Trenitalia network
Following the successful implementation of 500 new
generation ticket vending machines into the
Trenitalia Passeggeri National and International sales
division, each equipped with the MEI BNR
Banknote Recycler payment system, Sigma S.p.a.
will finalise the delivery of a further 1,300 units of the
machines for the Trenitalia Regionale Division.
Again, each will be equipped with the MEI BNR
Banknote Recycler system the innovative modular
solution for banknote validation and recycling,
valued by Trenitalia for bringing a significant cost
reduction to the operations (empty and refill) and for
excellent reliability.
The unique features of the Banknote Recycler
have directly contributed to a 45% reduction in the
number of interventions to empty and refill the cash
in each machine by the Trenitalia team of operators
along with contributing to reduce the acquisition
costs of supplying coins and banknotes used to stock
the machines for change by an estimated 30%.
At the start of the project, the base
requirements of Trenitalia were extremely high and
consequently we were challenged to design a self-
service ticket vending machine that was ground
breaking, proudly recalls Fabio Balacco, resp -
onsible for the infomobility division at Sigma S.p.a.
We are very pleased to have contributed to
significant and quantifiable business savings for
Trenitalia and recognise the efforts by Sigma S.p.a. in
designing a solution that represents the pinnacle of
excellence and reliability, added Christian Ielo,
Sales Manager of MEI Inc. Geneva, Transport and
Parking Division.
www.sigmaspa.com
www.meigroup.com
www.meibnr-transport.com
Who are the Congress delegates?
Delegates at UITPs Congress come from all
types of organisations: operating companies,
authorities, industry, consultancies, universities
and research institutes, public transport
associations and other organisations with an
interest in the sector. The last UITP Congress in
Dubai in 2011 attracted over 2,000 delegates
from 80 countries.
i-move 2.0
One of the main focal points at Geneva will be
the i-move 2.0 concept; in other words, the
radical change required in the sectors business
model to meet the ambition of doubling the
market share of public transport by 2025.
Transforming urban mobility is becoming an
urgent necessity: cities with unchallenged car
dependency will find themselves losing out in
competitiveness, failing to attract people and
businesses. Sustainable transport can be
delivered by the green alliance of public
transport, cycling and walking but a radical
overhaul is required in order to offer services
that are not only convenient, but also fit with
peoples lifestyle values.
A comprehensive review of the current
service portfolio and retail options will be
SHOW PREVIEW
Genevas public transport network
will sit firmly in the limelight during
the 60th UITP World Congress
Network online with your industry peers, visit:
http://linkd.in/EuroTransMag
Members and non-members are welcome to join the discussions
LETS CONNECT!
Exchange information, ideas and opportunities
required; using buses, trains, bikes, car-
pooling, taxis or car-sharing will all be possible
via a one-stop shop for information and
payment, underpinned and made easier by web-
based applications.
Faultless quality delivery, customer-
orientation and professional management all
need to be fully ingrained from top-management
to front-line staff. The development of a healthier
business model for the sector less reliant on
scarce public funding needs to be based on
sound financing with all of public transports
beneficiaries, direct or indirect, contributing
towards it. Regulatory aspects of this revolution
also need careful consideration too. For example,
do all i-move 2.0 services need to be ruled by
public service obligations? While the business
model for i-move 2.0 has yet to be forged,
Geneva will serve as a platform for innovative
and collective thinking to help the sector
move forward.
Grow with Public Transport
rewarding excellence
Following the first edition and in the same spirit
as the UITP PTx2 Awards handed over at the
Dubai Congress in 2011, the Grow with Public
Transport
5
, Awards will recognise the efforts of
mobility stakeholders who are working hard to
improve public transport services and boost
public transport use through innovation.
The Award winners will showcase innovation
in several key public transport areas: business
models and funding; customer service; inte -
SHOW PREVIEW
Preparing for the future of bus
air conditioning
Concerns about the environment as well as rising fuel
costs are pushing transit agencies to run their bus
fleets cleaner and more efficiently. New technologies
can help them reduce carbon dioxide and road
transport noise emissions to meet current and
upcoming regulations.
The recently launched Thermo King Athenia
bus air conditioning modules feature unique,
dedicated power electronics and hermetically
sealed technology that keeps refrigerant contained.
Thermo King independent benchmark tests have
shown that the modules generate a 15% reduction in
energy consumption.
Dedicated power electronics
Exclusive, dedicated power electronics use the
smallest possible amount of energy to drive
the components independently unlike current
mechanically driven systems where the compressor
and engine speeds are linked.
In a traditional mechanically driven applica tion,
the cooling power increases as the bus goes
faster. The Athenia module with dedicated
power electronics can deliver cooling power
notwithstanding engine speeds.
Hermetically sealed technology
A hermetically sealed system consists of a welded
design that keeps refrigerant contained. The system
offers greater reliability from the onset because of the
reduced number of components and a reduced
likelihood of leaks.
The all-in-one system arrives at the original
equipment manufacturer in one box, fully charged
with only a small amount of refrigerant and ready for
easy installation on the bus rooftop.
The design and simplified installation of
the Athenia modules contribute to improved
perform ance, reliability and reduced mainten-
ance requirements. www.thermoking.com
A Thermo King
Athenia bus air
conditioning module
grated mobility; and information technology and
design. A special award will be handed over to
political decision-makers who have demon -
strated exceptional commitment to growing
public transport.
Geneva: the place to be in 2013
It is within this ambitious framework of
transforming urban mobility that the congress
and exhibition will take place; its purpose being
to offer a platform for idea-sharing and debate.
Keynote speeches at the Opening Ceremony will
be given by Dr. Joan Clos, Executive Director of
the United Nations Human Settlements
Programme (UN-HABITAT) and Swiss Federal
Councillor Doris Leuthard, Head of the Federal
Department of the Environment, Transport,
Energy and Communications (DETEC).
It is this calibre of speaker that will
characterise the events during the course of the
congress, with more than 150 speakers from
over 30 different countries set to take part,
including CEOs, COOs and CFOs of some of the
worlds most renowned public transport
operators and authorities.
Unrivalled conference programme
On the agenda is an unrivalled conference
programme of three days of 44 sessions and
150 top speakers coming together for lively
debate, sharing of ideas and an insight into the
innovations and developments that will shape
the sector in the years to come. Some of the
topics include: future business models for
integrated urban mobility; combined mobility;
the value of marketing and social media;
sourcing capital investment; performance
evaluation; delivering megaprojects; achieving
excellence in public transport HR; knowledge
sessions from different regions around the
world, and much more.
The Mobility & City Transport Exhibition
Running alongside the sessions will be the
Mobility & City Transport Exhibition. The Geneva
Exhibition will feature some 300 exhibitors
providing public transport stakeholders with an
insight into the latest innovative mobility
solutions, products and services. The exhibition
Eurotransport
SHOW PREVIEW
The tpg fleet is made of 415 vehicles
travelling 65,000km daily
www.aep-italia.it
AEP Ticketing Solutions is today the most
important Italian manufacturer designing and
producing equipment and software for electronic
ticketing systems. Established in 1998, AEP
immediately started providing alternative solu -
tions to traditional operators, offering modern
and cost effective solutions.
Targeting above all the satisfaction of its
customers, AEP history is marked by increasing
successes, thanks to relevant investments in
technology and development, which led AEP to
introduce the first validator in the world that
passed Calypso Network Association audit for
Calypso 3 standard. AEP offers 360 degrees
solutions, from the single device to complete and
integrated e-Ticketing systems.
AEP complete proposal: in last years,
AEP brought to systems the same benefits that led
AEP devices to success, thanks to ET - The Easy
Ticketing application suite for e-Ticketing.
ET offers:
Single or multi company supervisory centre,

with advanced integration capabilities with
your enterprises or other authoritys systems
Comprehensive sale subsystems for ticket

offices, vending machines, on-board driver
consoles and mobile equipment;
On-board applications, such as validation,

shifts, routes and stops management, bus
geolocalization etc.
Wi-Fi or 3G communication management
Inspectors subsystems with PDAs or

smart phones.
Ask us if you want to meet our
customers and experience first-hand the
quality of AEPs ticketing solutions!
AEP Ticketing Solutions Via dei Colli,
240 - 50058 Signa (Firenze), Italia
Telefono: +39 055 87 32 606
FAX: +39 055 87 35 926 E-mail: info@aep-italia.it
AEP e-Ticketing systems
continues to attract key political, operational,
technical and commercial decision-makers over
the last 34 years, who come from around the
world to network, place orders and discuss the
issues affecting the sector. The UITP stand will
be an opportunity to catch up on all the latest
news from the Association.
Who are the exhibitors?
The participation of all major rail integrators
and bus manufactures, leading component and
technology firms, the service industry and other
public transport players make this the leading
global business place for urban and regional
passenger transport. Alstom, Bombardier,
Evobus, Irisbus, Siemens, Scania, Thales, Voith
and Volvo are just a few of the well-known
names in the industry that take part. The
Mobility & City Transport Exhibition in Dubai
counted 252 exhibitors from 37 countries over a
net surface area of 30,000m2.
Who are the Exhibition visitors?
Entrance to the Exhibition is free-of-charge for
registered Congress delegates and other trade
visitors. Professional visitors to the Exhibition
include manufacturers, operators, the service
industry, agents, authorities, public admini -
strations, and a range of other players with an
interest in mobility. The Dubai edition attracted
some 9,700 visitors.
Expo Forums
The expected 10,000 public transport pro-
fessionals making the trip to Geneva for
the exhibition will also benefit from access
to the Expo Forums. The Forums provide two
dedicated venues where, in seminar sessions,
exhibitors will present the most advanced
technologies and share their expertise and
technological innovations with the congress
delegates and professional visitors.
Technical visits
The final days proceedings will be given over to
technical visits and offer delegates the
opportunity to witness some of the host
countrys recent and on-going innovations in
the sustainable mobility field. Participants will
be offered the chance to see the CEVA (Geneva
cross-border commuter railway) construction
site, the Ltschberg base tunnel (a mountain
summit tunnel concept), Switzerlands largest
rail hub in Zurich, and more. To help dele-
gates get around in Switzerland, VV-UTP
and Swiss Travel Systems will offer dele-
gates (and an accompanying person) a
seven-day Swiss pass, enabling free use of the
Swiss public transport network.
Conclusion
In challenging economic times and with the
sustainable mobility sector needing fresh
impetus, the 60th UITP World Congress and
Mobility & City Transport Exhibition is an ideal
opportunity for the entire sector to come
together in Geneva to exchange best
practices and creative ideas in order to push
the industry forward.
References
1. www.tpg.ch
2. www.uitp.org
3. N.B. Projections computed through Mobility Model
developed by the International Energy Agency
4. Source: Mobility in Cities Database, UITP
5. www.growpublictransport.org
Eurotransport
SHOW PREVIEW
Date: 26-30 May 2013
Location: Geneva, Switzerland
Website: www.uitpgeneva2013.org
Scheidt &
Bachmann
showcase FareGo
Val SV|50
At the UITP World Congress and Mobility & City
Transport Exhibition, Scheidt & Bachmann will be
found on stand 2D440. Their exhibition appearance
is all about ticketing solutions for tomorrow. The
German company is responding to the continuous
changes in passengers mobility behaviour with
new strategies and innovative concepts. Benefits
for the passenger and cost advantages for the
operator are in focus as they are both essential for
the success of public transport.
In line with this years UITP slogan i-move
2.0 THE business model for tomorrow?, Scheidt
& Bachmann will showcase that ticketing is much
more than ticket sales and inspection. Sophisticated
business models allow public transport operators to
offer their passengers more freedom, flexibility and
comfort and to increase their revenue at the same
time. Among its innovative concepts, Scheidt &
Bachmann focuses on topics such as non-transit
revenue the application of existing ticketing
infrastructure for selling further products and
services and approaches for Open Payment
and other interoperable concepts.
Visitors to the Scheidt & Bachmann stand will
also experience state-of-the-art ticketing solutions.
Integrated in a compact Check-in/Check-out
system, the company will showcase for the first
time its new smartcard validator FareGo Val
SV|50. With its compact dimensions coupled with
shapely and rugged housing, plus fast processing,
the validator is perfectly suitable for permanent
indoor and outdoor operation at bus stops and
railway stations.
www.scheidt-bachmann.com
Year after year, tpgs vehicles become
more environmentally-friendly
Eurotransport
The Rabbit Card has been available since May
2012 and offers 1.2 million public transit users in
Bangkok the benefits of a convenient and
secure multi-application service. Passengers no
longer have to wait in long queues at the sales
counter to buy a ticket, but can save precious
time with an easier and more convenient way
of buying tickets and accessing turnstiles.
The new contactless system enables two diff -
erent public transport operators BTS and BRT
to offer one ticketing system based on the
same MIFARE technology. People can enjoy
the use of one single contactless card for
different rides.
Rabbit Cards can be topped-up at ticket
offices from any one of the two transport
operators and at authorised top-up service
providers displaying the top-up sign. The cash
will be instantly converted to stored value on the
Rabbit Card and can be spent with any Rabbit
service provider. On transit systems, the user
simply places the Rabbit Card on the gate and
the value of the trip will be automatically
deducted from the Rabbit when they exit at
their destination station. This easy, fast and
convenient ticketing system is all based on NXPs
MIFARE technology.
No limits set
In addition to public transport, the Rabbit
Card can be used for personal identification,
security and access control in residential and
commercial buildings or on campus. The multi-
application functionality also provides unique
benefits for retailers, including improved
cashier throughput and increased customer
spend. Today, 1,000 partner locations
including selected shops such as Starbucks,
McDonalds, Burger King, Dunkin Donuts and
Subway enjoy the benefits of this coopera-
tion. The connected Carrot rewards loyalty
programme enables members to collect Carrot
points which can be spent on the Rabbit Card,
while a special Carrot kiosk allows Carrot
members and Rabbit Card holders to check
their balance, redeem points for Rabbit top-up
and print discount coupons.
The Rabbit network is also expanding into
new top-up channels including ATMs, online
banking or mobile banking. In collaboration with
the Bangkok Bank, BSS is issuing the first smart
Rabbit debit and credit card which combines the
same MIFARE DESFire functionality of BTSs
Rabbit pass with a fully valid debit, credit and
ATM card. BTS passengers can enjoy the
additonal convenience of using this type of card
to pay for items in participating shops nation -
wide. To ensure that all transactions are
thoroughly protected, NXPs MIFARE DESFire EV1
has been chosen because of its high level of
security, as confirmed by the Common Criteria
Certification: EAL4+.
In the near future, NFC phones with MIFARE
DESFire functionality on their SIM card can be
used in the same way as Rabbit Cards are used
today to access public transport and make
micro-payments in retail outlets. This whole
project shows the value of NXPs complete
identification solution, including ticket and card
ICs as well as reader ICs.
The Bangkok Smartcard System Company Limited (BSS) provides the
first e-money service in Thailand combining a common ticketing,
payment and loyalty platform. The same card can be used for the
different types of public transportation, access control, tourism, and for
micro-payments in over 1,000 retailers. It also includes a loyalty scheme
called Carrot Rewards, making an urban lifestyle easier, more convenient
and fun. The BSS system is based on NXPs MIFARE DESFire EV1 platform.
Thailands first e-money
solution for public transport
and retail
ADVERTORIAL
www.rabbit.co.th www.bss.co.th
Kelvin Leungis the Technical Director of Bangkok
Smartcard System (BSS) and also one of the
Co-Founders of the company. Kelvin and his team
are responsible for the companys operational and
technical set-up and for all the associated
technical projects, such as the Interoperability
Project for Bangkoks mass transit, Central Clearing
House, Retail Payment, and more. Kelvin joined
Bangkok Mass Transit System as a senior
consultant to study this new smartcard business
venture in 2007 and reassigned to BSS as a
Technical Director in 2009. Prior to his Bangkok
career, Kelvin spent more than three years at
Octopus Hong Kong. Kelvin has an Engineering
Management Master degree from HKUST and a
BASc degree from the University of Waterloo.
Thailands Rabbit Card
nxp advertorial et213_Layout 1 15/04/2013 10:14 Page 1
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DI RECTORY
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Eurotransport
This extension will bring a state-of-the-art
tramway network to the port city of Piraeus
and is expected to serve approximately 35,000
passengers a day.
The tramway extension is 5.35km-long and
includes 12 stops. The network starts from the
ISAP Station at Karaiskakis Stadium and ends at
the Port of Piraeus, with its terminal stop being at
Akti Possidonos.
Construction of the project is expected to be
completed within 750 days, during which time
ATTIKO METRO S.A. will proceed with an inter -
national tender for the supply of 25 new tramway
vehicles to operate on this new extension.
Thanks to this new infrastructure project, the
port of Piraeus is set to be transformed into a
modern transportation centre a point where
two Metro Lines (Lines 1 and 3), the suburban
railway and the tramway network are linked in
order to facilitate thousands of passengers
wishing to travel onwards by boat.
The Greek Ministry of Development,
Competitiveness, Infrastructure, Transport and
Networks, along with ATTIKO METRO S.A., are
also calling for further extensions in the future to
Kallipoli (Stage B) and Keratsini and Perama
(Stage C).
Technical aspects of the project
Work for the construction of the tramway
network infrastructure and trackwork, and
the relevant supporting works, have been
designed in a way to ensure that the pro-
cesses harmonise with the citys web, i.e.
taking into consideration social aspects
such as the importance of redeveloping
public areas, modernising the waste disposal
system of the Municipality, as well as facilitating
the circulation of citizens off the tramway
corridor limits, etc.
On 14 January 2013, a contract was signed for the construction of a tram
extension in Piraeus a port city in the region of Attica, Greece. Signed
between ATTIKO METRO S.A and THEMELI S.A. (the contracting company),
the project is funded by the National Strategic Reference Framework
(NSRF) and the Regional Operational Programme known as Attica
2007-2013 the budget of which amounts to 61.5 million.
LIGHT-RAIL
A state-of-the-art tram
network for Piraeus
Vassilios Spyrakos
Acting Manager of Managing
Department 2 Tramway and ISAP
Projects, ATTIKO METRO S.A
Table 1 Technical data of the project
Route utilising the road network Neo Faliro Micras Asias Grigoriou Lambraki Vassileos Georgiou
A Port (Akti Possidonos)
Port (Akti Possidonos Ethnikis Antistasseos Omiridou Skylitsi
Peace & Friendship Stadium (SEF)
Route length to Piraeus: 3.10km
from Piraeus: 2.25km
Track gauge 1,435mm
Number of new vehicles 25
Average revenue speed 21km/h, with an average service speed of 70km/h
Trip time 9 from SEF to Akti Possidonos (including dwell times)
6 from Akti Possidonos to SEF (including dwell times)
Number of stops 7 new in-bound stops
5 new out-bound stops
Estimated daily ridership More than 35,000 passengers
Estimated headway 6 at peak hours
Accessibility Accessible for people with reduced mobility (PSN, elderly, pregnant
women) Corridor for the visually impaired Ramps at platforms
and pedestrian crossings
spyrakos et213_Layout 1 15/04/2013 10:13 Page 1
The construction-technology made avail -
able for this project has been widely thought
about and is the most suitable for the comfort,
reliable, unhindered and safe travel of tramway
users, whilst at the same time being fully
compatible with the existing infrastructure.
All related structures, materials and systems
to be integrated into the project shall satisfy the
entire requirements for access comfort, ease of
use and safe operation for all people with
reduced mobility. Special attention has been
given to the construction of the tramway corridor
trackwork using fully pre-constructed items in an
effort to minimise disturbance to the citizens
during construction but to also ensure there is
optimum quality construction, as well as to
mitigate noise and vibrations during operation.
Substantial contracting work
There will be an extension of the existing
tramway line from Neo Faliro which is curr -
ently in operation up to the existing SEF
terminal, passing through Micras Asias,
Lambraki, V. Georgiou, Ethnikis Antistasseos
and Om. Skylitsi Streets. There is also the
provision for the construction of a terminal stop
on Aktis Possidonos Avenue in the area of
Piraeus. The single circuit route of the tramway
will be 5.35km-long.
The existing SEF stop will be reconstructed
and 11 new intermediate stops will be built, plus
the construction of a new building to accomm -
odate the traction power substation.
Substantial traction power, power supply,
signalling, control and telecommunications
work will be expected, along with further
redevelopment works to the areas surrounding
the corridor.
Arrangements for pedestrian areas and
modifications to the road network will also need
to be considered carefully.
The configuration of the entire tramway
corridor will be a single track route, with the
exception of the section extending from Vassileos
Georgiou and Ethnikis Antistasseos Avenues
Junction to the foreseen Akti Possidonos stop.
The tramway power supply cables (housed in
poles) will be installed in the area between the
tramway operation corridor and the pavement of
the adjacent road reserved for vehicle-circula -
tion. Doing so in this way means passenger
access to the tramway vehicle through sidewalks
will be unhindered. In case of a double tramway
corridor, the power supply cable poles will be
installed in a large area between the two
tramway corridors.
Along the tramway route, all appropriate
measures pertaining to the local residents every-
day life have been taking into consideration. This
includes city-parking, road-traffic, shopping
areas and of course the ability for emergency
services vehicles.
All stops, except the SEF terminal stop,
will be side-platform stops and they will be
located on the sidewalk adjacent to the tramway.
The terminal stop will be a centre-platform
stop. The side-platforms will be 2.60m-wide,
while the centre-platform will be 4.20m-wide.
The platforms will be 60-65m-long and will
provide sheltered protection from the weather
especially the areas that will house where
ticket issuing and validating machines will
be positioned.
Eurotransport
LIGHT-RAIL
Vassilios Spyrakos is a Land
Survey Engineer who studied
at the Aristotelio University of
Thessaloniki, the University
of Minnesota and the West Virginia
University. He has work experi -
ence in fields pertaining to the
management and quality-assurance of comp -
anies involved in the design and construction of
transport projects, plus work experience in the
coordination, control and implementation of
projects concerning traffic and transport designs,
construction of traffic signalling systems,
roadwork designs, designs of fixed route modes,
toposurvey and cadastral studies, combined
transportation studies and Logistic Centre
designs. Vassilios is the author of numerous
scientific research works and holds membership
positions in a variety of professional associations
including the ERGA OSE S.A. Association.
Table 2 Project implementation, time schedule
and costs
Contract signing January 2013
Approval of designs April 2013
Commencement of
construction activities May 2013
Completion of
construction activities February 2015
Construction duration 750 days
Construction cost 61.5 million
Budget for vehicle procurement 65 million
Table 3 Vehicle technical data
Vehicle type Electric, both sides
driven, articulated
Nominal Voltage 750 V DC, fed by
overhead catenary
system
Vehicle width 2,400mm
Vehicle gross length Up to 36,000mm
Low-floor percentage 100%
Total capacity 190 passengers
Provisions for wheelchairs,
perambulators, PSN YES
Provision for bicycles YES
When complete, the Piraeus tram
extension is expected to serve
approximately 35,000 passenger a day
spyrakos et213_Layout 1 15/04/2013 10:13 Page 2
METROS
Eurotransport
SUPPLEMENT
Metro de Madrid:
Crucial to the
backbone of mobility
EIB supports
European metro
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SPONSORED BY:
metros lead et213_Layout 1 15/04/2013 10:07 Page 1
The way people move from one place to another
in Madrid, or in any other region, is unquest -
ionably a characteristic which defines, to a large
extent, the lifestyle of its citizens, their capacity
to inter-relate and, therefore, their quality of life.
Providing a response to societys mob-
ility needs has and will continue to be a
major challenge.
Metro de Madrid
Metro de Madrid began operating in October
1919 with the start-up of the Sol-Cuatro
Caminos Line it was a 3.48km-long network
including eight stations and providing service to
2.6 million passengers per year in a city
inhabited at that time by one million people.
Almost one century later, the Metro network
is now an essential part of the integrated
transport system of the Community of Madrid.
Today its network extends over almost 300km,
includes 300 stations and provides transport for
635 million passengers per year.
In this context, making mobility sustainable
in the region of Madrid is a basic need met
through an approach supported by the following
three essential pillars:
The existence of an integrated transport

system meeting all needs as efficiently
as possible, giving each situation an
optimum solution
Extensive coverage enabling access to

public transport from any location, while
at the same time prioritising the accessibility
of the infrastructure to ensure it can be used
by everyone
An overall complementary system which

takes optimum advantage of the maximum
potentialities of its components.
According to this approach, our contribution to
society guarantees sustainable development
from economic, social and environmental
perspectives.
The integrated transport system as outlined
in the first pillar takes into account the
characteristics of each area of the region, such as:
Number of inhabitants
Population density
Eurotransport
Sustainability is a principle applicable to any activity to ensure its
performance in the future, and sustainability cannot be detached from
the concept of mobility. Mobility is tied to a substantial consumption of
energy resources and to a major impact on society in terms of cohesion,
use of time and wellbeing. It is a highly significant source of greenhouse
gas emissions and involves considerable expenditure on infrastructure,
maintenance and operation. And, at the same time, mobility constitutes
a basic need for the daily lives of millions of people.
Metro de Madrid:
Crucial to the
backbone of mobility
METROS
SUPPLEMENT
Ignacio Gonzlez Velayos
CEO, Metro de Madrid
velayos et213_Layout 1 15/04/2013 10:11 Page 1
Geographical features
Existing infrastructures
Activity in the area residential, industrial,

commercial, etc.
Necessary investment.
In line with the specific characteristics of each
area, a solution is implemented to meet the
mobility needs of the areas inhabitants,
determining the most appropriate transport
modes in each case.
The Regional Transport Consortium
of Madrid
Due to the fact that not all modes are suitable
for all situations, an indispensable element for
the proper coordination and planning of the
options available is the Regional Transport
Consortium of Madrid.
The Consortium was created in 1986 in order
to unite the efforts of the public and private
institutions associated with public transport. The
purpose of the Consortium is to coordinate
the services, the networks and the fares to offer
public transport users a wider range and quality
of options.
Within the context of this integrated
approach, Metro de Madrid plays a crucial role as
the backbone of mobility in the region.
According to the most recent mobility
survey conducted by the Consortium, approxi -
mately 50% of travel in the Community of
Madrid is undertaken on public transport, and
42% of those trips are made on the Metro de
Madrid network.
Coverage and accessibility
The second pillar to be taken into account is the
coverage which the transport system provides.
The coverage must be comprehensive in order
to enable an adequate promotion of public
transport and must guarantee that citizens will
have access to an essential mobility service.
Almost 80% of the population of the
Community of Madrid have access to the Metro
network at a distance of less than 600m from
their home or workplace. This distance is
reduced to 300m when we refer to Madrid
city centre.
These figures not only highlight the extensive
coverage offered by the Metro de Madrid
network, but also the capillarity of the network
another indispensable concept for meeting
citizens needs.
We are also aware of the importance of
meeting the needs of people with reduced
mobility. We understand that this group is made
up of citizens with sensory impairments, with
temporary or permanent physical disabilities,
and also with baby carriages, bicycles or
shopping bags.
Our commitment to the public in terms of
accessibility is evidenced by an unprecedented
investment effort by the relevant government
administrations, which has materialised to the
amount of 400 million over the last 12 years.
This effort positions Metro de Madrid as an
indisputable world leader, in view of the number
of escalators and lifts installed in the network.
There are currently 508 lifts and 1,694 escalators
in operation.
We have also introduced measures that
focus on passengers with sensory impairment.
Tactile paving stands out among these measures
and is installed with a high colour contrast
starting from the edge of the platform. This
paving includes a photo-luminescent strip for
maintaining safety in the event of evacuations.
The introduction of tactile paving is one of the
measures most highly appreciated by people
with visual disabilities.
Intermodality
We feel that the third pillar rendering mobility
sustainable is the concept of intermodality. This
consists of conceiving and planning transport
modes so that they will operate in a
complementary manner, enhancing the strong
points and minimising weaknesses.
To achieve intermodality, a quick and
efficient connection between the different modes
in the system is essential. In the case of Metro de
Madrid, connectivity is evidenced by:
23 stations with a connection to the

commuter and long-distance train network
24 stations with a connection to inter-city

buses and almost all of urban buses
41 stations with two or more Metro lines and

two with access to the airport.
A very important element of intermodality is the
interchange station concept a concept which
has increased its presence in the network over
the last few years, notably at the interchange
stations of Nuevos Ministerios, Avenida de
Amrica, Moncloa and Prncipe Po.
METROS
SUPPLEMENT
The three aforementioned pillars ensure the
sustainability of the transport system and make it
possible to offer our citizens an optimum solution
to their mobility needs.
The service offered by Metro de Madrid is key
to the consolidation of production, business,
commercial, leisure and residential areas. It also
contributes to making commercial activity more
dynamic in the region of Madrid.
The fast connection between downtown
Madrid and the airport by Metro de Madrid is
essential for a city catering to tourists and
projecting itself as a business-hub on a European
and global level.
All of these contributions from the eco-
nomic perspective are also based on the
efficient use of the financial resources avail-
able to Metro de Madrid. As a public enterprise
at the service of the community, we consider
the efficient use of these resources to be a
primary concern in the performance of our
operations, in addition to combining innovation
and the rational use of energy as the main levers
of continuous improvement.
Metro de Madrid considerably contributes to
social aspects by offering a service that helps
customers avoid traffic congestion on the citys
streets. Moreover, Metro de Madrid acts as an
instrument of social cohesion, by bringing people
and territories closer, without generating the
physical barriers that other infrastructure create,
such as roads or surface tracks.
Environmental commitment
The Metro network makes an important
contribution to society in terms of the
environment and the fight against climate
change. Metro de Madrids commitment to
the community and specifically to the environ -
m ent includes:
The introduction of energy efficient

measures including the slowing-down of
escalators, efficient driving, analysis of new
lighting systems in its facilities, paralleling of
electricity substations, etc.
The sustainable use of water through a

specific action plan which has generated
annual savings of more than 20,000m
3
The increasingly more efficient management

of waste in the last two years more than
60% of the waste has been generated by
recycling and upgrading
The reduction of noise and vibrations in

comparison to surface transport as well as
virtually no impact on the landscape.
Geothermal energy
The geothermal facility, in operation at the
Pacfico station since 2010, is a ground-breaking
project in the context of urban energy infra -
structures. This facility is used for conditioning
the air on the platforms of Line 1, vestibules,
commercial premises and machine rooms,
using a technology which is 35% more efficient
than conventional systems. This technology is
based on geothermal energy a completely
renewable source.
This facility generates very low maintenance
costs for the air-conditioning and ventilation
equipment and also reduces the noise pollution
and the visual impact on the surface.
The Pacfico station geothermal facility, as a
pilot project, provides indispensable data for
assessing the feasibility of this technology for
additional stations in the network.
TRAIN2CAR
The objective of the TRAIN2CAR project, which is
currently at the testing stage and is scheduled
for completion in 2013, is to reuse the energy
from the braking of the trains for the quick
charging of electric cars on the surface.
This charging will be carried out on direct
current in short periods of time approximately
20 minutes.
TRAIN2CAR is particularly important for
Metro de Madrid as it combines a number of
the values and priorities of our management
policy, including:
Innovation
Contribution to the fight against climate

change through supporting electric vehicles
Maximum efficiency in the use of the

resources available to Metro de Madrid in
this case, energy resources
Support to the development of a sector for

which there is an ever-growing demand in
our society.
Conclusion
We have illustrated Metro de Madrids contri -
bution to society in social, environmental
and economic terms, through the provision
of a service in which high quality, customer
care and continuous improvement are ever-
present factors.
Eurotransport
Ignacio Gonzlez Velayos is a
graduate in Business and Labour
Sciences from the European
University of Madrid, and has
also undergone training in fiscal
and financial policies by the
Centre for Financial Studies at
the same university. Ignacio is a Member of the
Assembly of Madrid in the legislature, Chair
of the Youth Commission of the Assembly of
Madrid and also a Member of the Urban
Planning Commission of the Community of
Madrid. From 9 July 2009, Ignacio has been the
CEO of Metro de Madrid.
METROS
SUPPLEMENT
The current network
of Metro de Madrid
includes 300 stations
Eurotransport
The EIB supports projects that help to reduce
congestion and environmental pollution by
promoting the modal shift from private cars to
more sustainable forms of transport with
improved intermodal connections. By encour -
aging the shift from private to public transport
and by investing in sustainable transport,
EIB-financed public transport projects improve
air quality and reduce noise pollution. They also
contribute to climate action by enhancing
energy efficiency and limiting greenhouse gas
emissions. In addition, the modal shift from
road traffic improves traffic safety.
The EIB has supported a wide range of
projects in the urban public transport sector.
A key investment objective is to increase the
capacity of public transport networks through
the construction or rehabilitation of infra -
structure such as metro and tramway lines and
rapid transit bus systems and the acquisition of
rolling stock for all transport modes (suburban
rail and metro services, trams, trolleybuses and
buses). In recent years, projects have also been
developed with the aid of ELENA, a joint
Commission-EIB initiative that helps local
authorities prepare energy efficiency projects,
including urban public transport schemes.
Investments in specific equipment to improve
the quality of public transport, such as electronic
ticketing and traffic management and communi -
cation systems, are also supported by the Bank.
The EIB strongly promotes the creation of
sustainable cities and projects improving the
competitiveness and attractiveness of public
transport. The modernisation of Stockholms and
Warsaws metro networks is included among
these projects. They will improve the efficiency of
public transport and increase transport safety,
comfort and capacity.
EIB supports
European metro
METROS
SUPPLEMENT
Maj Theander
Director of the Mobility Department,
European Investment Bank
The complex nature of urban mobility calls for sustainable urban
transport solutions, combining different transport modes in the context
of a comprehensive urban development plan. The European Investment
Bank (EIB) places a strong emphasis on supporting public transport in
urban areas and prioritises projects according to their efficiency and
effectiveness in ensuring the sustainability of urban transport networks
with the goal of improving citizens quality of life and supporting
economic growth. This is why the EIB has decided to support the upgrade
of metro networks in Stockholm and Warsaw.
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theander et213_Layout 1 15/04/2013 10:15 Page 1
Promoting the Stockholm
metro upgrade
A SEK 3.5 billion (400 million) loan will help
Stockholm revamp its metro network. The EIB
support will fund new trains, a new signalling
system, a new underground depot in Norsborg
and the renovation of an existing depot in
Nyboda. This investment in service quality,
speed and capacity will keep cars off the roads
and thus reduce pollution.
Approximately two million people live in the
Stockholm region. Since the population has
increased by about 15% in the last 10 years,
transport networks need to keep pace. The loan
was signed with Stockholm County Council
for the development of the Red metro line one
of the citys three subway services (Green, Blue
and Red). Approximately 128 million passengers
per year use the Red lines 36 stations. Due to the
obsolete signalling system, capacity could not
be increased on the Red line and the service
level could not match demand growth. The
project therefore also includes the modern -
isation of the signalling system. As well as other
environmental and quality of life benefits, the
new trains will be designed to minimise energy
consumption and noise.
The EIB operation will finance the purchase
of 96 new vehicles, some of which will replace the
oldest metro vehicles in the current fleet, which
have reached the end of their technical lifespan
and are not suitable for conversion to the new
signalling system. The new signalling system will
allow an increase in operation from 24 trains per
hour and direction to a maximum of 36 trains
per hour and direction. In 2020, 30 trains per hour
and direction are planned to operate on the Red
line. The new vehicles and the new signalling
system will make it possible to introduce fully
Unattended Train Operation (UTO) on the Red
line. Finally, the new maintenance depot in
Norsborg will be specially adapted for the new
vehicles and the old depot in Nyboda will be
rebuilt to accommodate the new trains.
The loan for the Red line upgrade granted in
2013 is a continuation of the EIBs efforts to
promote sustainable transport projects in
Sweden. In 2012, the Bank provided nearly
400 million for such projects related to the
extension of the Tvrbanan light-rail line
between Alvik and Solna, the acquisition of new
associated rolling stock and the construction
of a new depot at Ulvsunda. Furthermore, the
Bank granted a loan for the acquisition of
17 electric and three diesel trains to improve
passenger services in the Vstra Gtaland region
(western Sweden).
Helping to develop the Warsaw metro
The EIB also fosters investment in the public
transport sector of the city of Warsaw and is
supporting the upgrade of its metro with two
loans: PLN 1 billion (approximately 238 million)
for the construction of the central section
of Warsaws new metro line and a further
135 million for the purchase of new roll-
ing stock.
The central section under construction,
located in the city centre, is 6.7km-long. It
includes seven stations plus a 400m-long
connecting tunnel between the new and the old
metro lines. As part of the project, the EIB is also
supporting the expansion of the existing Kabaty
metro depot in order to cater for the additional
rolling stock that will be necessary to operate
the new line. The installation of a train traffic
control system, telecommunications and fare
collection systems are included in the project, the
implementation of which has already begun and
is expected to be completed by 2014/2015.
The EIB is also helping to finance the acquisi -
tion of the new rolling stock for the Warsaw
metro which consists of 35 metro trains. Twenty
of the new trains will be used on the new line and
the other 15 will be used to increase frequencies
on the existing line.
The development of the Warsaw metro will
improve the quality of public transport service
Eurotransport
METROS
SUPPLEMENT
The EIB is supporting the Warsaw
metro with a 135 million loan for
the purchase of new rolling stock
A 400 million EIB loan will help
Stockholm revamp its metro network
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in terms of speed, comfort and reliability.
Substantial time savings are expected due to the
significant difference in speed between the
metro and other transport modes such as trams,
buses and cars that all use the congested road
network in Warsaws city centre.
The upgrade of Warsaws metro is in line
with the EIBs lending objectives in the field of
environmental sustainability as it will reduce air
and noise pollution from transport in the long
run. The new metro trains will use advanced
technology, increasing the energy efficiency of
Warsaws metro fleet. More frequent metro
services will reduce reliance on private cars and
thus mitigate the negative impact of transport on
the environment.
Besides the environmental benefits, the EIB-
supported projects will also trigger growth in
jobs. Most of the new trains will be assembled
in Poland (Nowy Scz), and the planned in-
crease in metro operations will require additional
drivers, maintenance workers and office staff.
The EIBs lending activities in the area
of urban public transport
Major European cities are still facing severe
congestion on both road and public trans-
port networks and have implemented, or are
planning to invest, in large urban transport
schemes such as new metro lines and suburban
railways. This is an area where the Bank has
been traditionally involved in the past and is
expected to remain at the core of the EIBs
lending activity when schemes prove to be
efficient and effective solutions to urban
mobility needs. Investing in the renovation of
urban rail systems also presents a good
opportunity for developing the Banks
financing. With an increasing average life of
rolling stock across Europe, financing of this
type of project is likely to expand in the short-
and medium-term. Metro signalling is being
increasingly upgraded to full automation on
metro lines facing capacity constraints and
growing patronage. Combined with modern
rolling stock equipment, investments in
signalling can significantly increase frequencies
at rush hour and boost metro system capacity.
At the same time, signalling and rolling stock
represent the technological frontier of the
sector and related investments considerably
support innovation and the rail industry.
In average-sized urban areas, light-rail
systems and tramways have been successfully
implemented in the last decade and they are
expected to remain a key area of Banks activity in
the urban transport sector. However, light-rail
systems and tramways may not prove to be
efficient and effective transport solutions
below certain demand thresholds or their
imple mentation could be limited by financial
constraints. In this respect, bus rapid transit can
become a viable solution ensuring a lower
investment cost per kilometre as well as the
increased capacity and the attractive designs
that are now delivered by the bus industry.
As regards the existing light-rail and tramway
assets that are significant in most Eastern
European cities, the Bank is already supporting
the renovation of urban public transport
networks and it is expected that further financial
support will be required for the reconstruction of
sections of tram networks in order to increase
transport service quality and attractiveness.
In all urban areas, bus fleets require repeated
investments to keep the average age below
acceptable thresholds and ensure good service
quality, minimising breakdowns per kilometre
and increasing fleet availability and service
reliability. Although the size of related invest -
ments as well as the economic life of assets may
not be as important as rail-based projects,
schemes for the renovation of bus fleets may
be part of wider investment programmes
and combined with supporting measures
(e.g. upgrade of telecommunications systems,
electronic ticketing systems) aimed at improving
the quality of urban public transport services.
Moreover, bus manufacturers are now offering a
choice of hybrid and electric vehicles that are on
the technological frontier of the bus industry and
correspond to the EIBs objectives in terms of
climate change and energy efficiency.
Eurotransport
METROS
SUPPLEMENT
Maj Theander is Director for
the Mobility Department in the
Project Directorate at the Euro -
pean Investment Bank (EIB).
Supporting the EUs objectives in
the transport sector is one of the
core activities of the EIB with a
total lending of more than 70 billion over the
past five years to projects in this sector. Before
joining the EIB in 2000, Maj worked at the OECD,
the European Commission and the Danish
Ministry of Transport. She holds a Master of
Science from the Technical University of Denmark.
A new signalling system for Stockholms metro
will be supported by a loan from the EIB
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The role of the UITP Bus Committee is to act
as the international platform of knowledge and
expertise on all direct bus-related issues.
The matters dealt with are always considered
from the operators perspective but of course
this point-of-view can differ from the many
groups within the public transport industry who
are experts in their respective areas of concern,
i.e. city planners, urban architects, policy
makers and local authorities. And last but not
least the legislator very often enforcing
regulations justified from a societal per -
spective whether from the state-level, the
European Union or international agencies such
as the United Nations (UNECE).
The main difference between them and the
operator is that for the operator the bus is simply
a means of transportation to get passengers from
A to B, whereas for the latter it is this transport
function plus a means to design or re-design the
cities general mobility network, a means to
promote access to deprived or developing areas,
a means to control air pollution in metropolitan
areas and control noise pollution, etc. It is
important to underline this difference in
objectives, especially when assessing the costs
and benefits of the latest innovations.
The UITP Bus Committee works in a
pragmatic way on a day-to-day basis to resolve
business-rooted operational concerns emerging
from its bus members. For operators, the starting
point is always the need to move towards
and maintain operating a cost-effective and
reliable vehicle network. The benefits of
accessibility and eco-friendliness of bus systems
should be enhanced globally as an attractive
mode of transport.
Technological innovations
From a technological point-of-view, the common
rigid and articulated city bus has progressively
evolved during the last 15 years or so. This is
reflected in a remarkable way when examining
the UITP Bus Committees successive working
topics from various working programmes.
There was once a general feeling that the
bus had become a forgotten or secondary
mode of public transport by the public and
politicians/government bodies especially in
Europe with underground and light-rail systems
often taking the spotlight. All the potential and
the major technological innovations in public-
road-transportation are now being identified,
analysed and planned as the backbone of the
UITP Bus Committees working programme.
Recent innovations in road-bound public
Eurotransport
The UITP Bus Committee
1
was created in 1961 (known then as the
Commission for the Standardisation of Motorbuses). It is one of the oldest
modal Committees of the UITP and was created on a purely technical
basis. During the last 15 years, the trend has been to widen the scope of
coverage to economical and operational aspects. The Committee
currently consists of 45 full members all urban public transport
operators from 21 different countries.
The UITP Bus
Committee: striving
for improvements
BUS
Thierry Wagenknecht
Chairman, UITP Bus Committee
wagenknecht et213_Layout 1 15/04/2013 10:05 Page 1
transport will help provide better access,
enhance passenger comfort, emit less pollution
and lower noise all instruments to optimise
operations and the emergence of so-called high
level of service systems.
Low-floor vehicles
Low-floor city buses are an industry-
breakthrough and becoming a standard vehicle
type for all European cities. Newly purchased
city buses are of this type and the low-floor
feature is very often accompanied with
additional benefits for further improvement in
enhanced accessibility for mobility impaired
passengers, such as the inclusion of kneeling
systems, ramps and lifts, etc. The low-floor
revolution is a key factor for improving
passengers general comfort. Yet now its up to
the city governments to revamp the bus stops
and sidewalks.
Climate control systems
Another important innovation with a positive
and direct impact on passenger comfort is the
adoption of on-board passenger climate control
systems. An air-conditioned ambient space for
passengers, especially during hot summer days,
was developed some 20 years ago, specifically
in Mediterranean cities. This development runs
somewhat parallel to what can be observed in
the automobile sector, where cars equipped
with air-con are standard nowadays.
Passenger information systems
The embracing of passenger information
systems on-board vehicles, at-stops and
interchange hubs, on electronic portable
devices like smartphones and tablets further
constitutes a major asset for improving
passenger comfort and ease of travel.
Cleaner engines
Despite the fact that the road-bound public
transport has a very low share in the citys
pollution, most of the recent technological
innovations in the drivelines took place through
cleaner fuels, the search for alternative pro -
pellants and cleaner engine technologies. The
continuous improvement of cleaner diesel
engines has largely contributed to eliminate the
image of the bus associated with a black and
harmful cloud of smoke hanging around the bus
stops. New clean diesel technologies became
available and reached maturity (and are
considered today as THE benchmark). Comple -
mentarily, there is even a wider assortment of
alternative clean fuels available today which
became mainstream, including CNG (com -
pressed natural gas), to stay within the range of
carbon based fossil alternatives. But also bio-
fuels such as ethanol, blends or biogas have
found their way. More recently, electrical
propulsion systems complete the market for
alternative fuels and drivelines. The develop -
ment around the fuel cell, hybrid technologies,
plug-in hybrids, innovative trolleybuses and
fully-electric buses are based upon electrical
motors. This however remains a major area for
further progress, in which trolleybuses and new
innovative technologies for instance the
capture of electricity by wireless contactless
induction on the road or high voltage flash
stations will have their place.
On the organisational side, new methods
and new maintenance philosophies have
permitted further gains, thus increasing, or at
least maintaining, the technical reliability of
vehicle fleets, which has nowadays grown to an
excellent level, bearing in mind the highest
complexity that all the aforementioned features
have required.
Reliable operations
Improvements can still be achieved in the
reliability of daily operations which, in reality,
is directly related to external factors such as the
congestion of the road network due to the rise in
the numbers of private cars. The UITP possesses
evidence that a gain of 3km/h for commercial
speeds on a public transport line equates to a
20% reduction in pollutants and CO
2
emissions.
This is equal to a quality jump of one whole
EURO norm. Reserving space for bus lanes has
therefore become a major focal point to
improve road public transport.
New working programme 2013-2015
The UITP Bus Committee holds meetings every
six months and has been chaired by Thierry
Wagenknecht since 2011. In 2013, the UITP Bus
Committee will elect its next Chairman and two
Vice-Chairmen for the 2013-2015 term. Elections
will be made at the next meeting in Madrid
and will be made official at the GA prior to
the UITP World Congress in Geneva in May 2013.
An elaborated on-going strategy for the
forthcoming two years is the basis for all
coordination and development activities.
The day-to-day management and coordina -
tion of the entire working programme is
subdivided into two separate work streams:
Operations and Technology (chaired by Vice
Chairman B. Eberwein (BVG)) and Energy and
Measurement (led by J.-P. Etienne (TEC)). For
each stream the work is organised into separate
Working Groups (WGs).
Operations and Technology stream
WG New Technologies in and outside

the bus
WG Depot and Maintenance Management
WG Interchanges Hubs lined-up with the EU

project NODES, based on the former
Interchange Hubs Group
Operations (a new group for which studies

are underway to be set up).
Eurotransport
BUS
The role of the UITP Bus Committee
is to act as the international platform of
knowledge and expertise on all direct
bus-related issues
Kzenon / Shutterstock.com
Energy and Measurement stream
WG Fuels and Traction Systems Observatory

(FTSO) for autonomous vehicles
WG SORT Hybrid, SORT CNG and SORT coach

focused on SORT cycles and SORT tests to
be adapted to hybrid buses (Standardised
on-Road Tests)
WG Comfort and Noise (a new group for

which studies are underway to be set up).
In general, the rule says when new WGs are
being created (for example Comfort and Noise
and Operations) older groups must first be
delivered before being closed down. Further -
more, many other topics impacting the bus
sector are discussed and exchanged such as the
EU legislation on CO2 emissions, the call for
additional dedicated space for prams in buses,
fuel technologies and innovations, new
on-board technologies and trolleybuses, etc.
A recent in-depth study from McKinsey on
alternative powertrains for buses to contribute
to the de-carbonisation of urban road was also
presented to the members.
The UITP Bus Committee is not an isolated
working body of the UITP. All public transport
modes (bus, metro, light-rail, suburban railways)
and all sectors (industry, organising authorities)
have their place. A particular challenge is the
interface management with the relevant
membership structures of the UITP as well as
with the corporate UITP policies.
Cooperation with the MENA Bus
Working Group
The UITP Bus Committee is working closely
with the MENA (Middle East and North Africa)
Bus Working Group with both Chairmen
attending their respective Group meetings.
As Chairman of the UITP Bus Committee, I partici -
pated in the UITP Conference on Large Events that
was held in Doha in November 2012. The Chairman
of the UITP MENA Bus Working Group, Saeed Al
Hameli, is attending the UITP Bus Committee
meeting to represent MENA bus members and
coordinate respective working programmes.
EU-level
A lot is at stake at EU-level and a privileged
channel to the UITP EU Department provided
members with a window on Brussels. Infor -
mation on coming legislation on CO
2
emissions
from Heavy Duty Vehicles (HDV) was provided to
inform on activities and discussions at EU-level.
The commission (LOT 3 Study DG CLIMA) is
working on the development of a simulation
tool to measure CO2 emissions from HDV. The
UITP Bus Committee is closely following-up
these projects in the frame of its activities on
SORT (Standardised On-Road Tests).
Another hot issue is the EU Commission
proposal to make dedicated space for prams in
buses mandatory in addition to the already
existing wheelchair space. The majority of bus
operators do not agree with this proposition
arguing that it will reduce seating-space for
passengers and that this decision should be left
to the appreciation of the operators and
according to their operations. The UITP has
drafted a first counter proposal supported
by a majority of bus operators and bus manu -
facturer members of the UITP. A second
counter proposal, to be channeled through the
UNECE working party and via Member States
representatives, is underway.
Trolleybuses
The Trolleybus Working Group pools together
Eurotransport
BUS
The role of the UITP Bus Committee is one of
acting as the international platform of knowledge
and expertise on all direct bus related issues
60th UITP
World
Congress and
Mobility & City
Transport
Exhibition
www.uitpgeneva2013.org
Organiser Local host
# 21 Congress sessions and 10 Regional workshops
# 15 Expo forums to share product development information
# Platform for innovations, networking, business opportunities
# Multi-modal Exhibition, 30,000m
# Over 150 speakers from 30+ countries
# A special Swiss Day!
Under the patronage of Supporters
experiences and international expertise on
trolleybus matters. Gathering approximately
30 members (operators, industries and auth -
orities), members discussed the evolution of
trolleybuses in the context of electric-buses and
hybrid buses developments at its last meeting in
Leipzig in October 2012.
The EBSF and 3iBS projects
The European Bus System of the Future
2
project has come to an end. Results, demo
buses and mock-ups were presented at the
final conference which took place in Brussels on
15 October 2012. The 3iBS project intelligent,
innovative, integrated Bus System has been
launched as a continuing-project with the
objective to conceive a platform that should
help the exploitation of the EBSF products
by creating an EBSF reference composed by
requirements, specifications, IT solutions and
recommendations.
The UITP has also prepared a proposal to
demonstrate at European level the electrifica-
tion of bus systems and a consortium has
been developed. The demonstration proposal
called ZeEUS is currently in the selection process
and the aim of the project is to demonstrate
market introduction-ready electrification
technologies with a special emphasis on
grid interaction.
The Grow with Public
Transport campaign
At the end of the day, what matters the most for
the whole urban public transport mobility
sector is to achieve our goal of doubling market
share of public transport by 2025. Ahead of
the World Congress in Geneva in May 2013,
a new Grow with Public Transport
3
campaign
was launched and a leaflet is now avail-
able providing an overview of the campaigns
main messages.
References
1. www.uitp.org/Public-Transport/bus/index.cfm
2. www.ebsf.eu
3. www.growpublictransport.org
BUS
Along with being Chairman of
the UITP Bus Committee since
2011, Thierry Wagenknecht is
also the Technical Director of
Transports Publics Genevois a
position he has held since
2005 with responsibilities for
vehicle engineering and purchasing, plus vehicle
and infrastructure maintenance. Thierry gradu -
ated from the Electrical Engineering High
School of Geneva.
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With congestion continuing to increase,
attracting the public onto bus networks has
never been more important. A substantial
majority of the worlds passengers travelling
by public transport are doing so by bus.
And unlike modes of transport such as metro or
tram, bus services are relatively straightforward
to implement.
For too long though, the bus has had a
reputation as being the poor relation of the
public transport arena. But huge on-going
investments in modern, well-equipped fleets
and significant advances in infrastructure,
information technology and operations, has
meant a step change in public transport for the
bus passenger.
Eurotransports European Bus Operators
Forumoriginated as a result of reader requests
for a conference dedicated purely to operators
and transport authorities, to enable them to
discuss all issues of significance to the sector as
well as to present their future plans for growth
and investment.
With topics to be covered including how to
make sure that the authority/operator relation -
ship works; the procurement and maintenance of
services; funding issues; providing frequent and
reliable services against a backdrop of cuts;
disability access and optimum fleet manage -
ment, European Bus Operators Forum will
assess the best way to deliver a passenger-centric
service while balancing commercial realities.
We are very much aware that in these
challenging economic times, it can be diffi-
cult to be spend time away from the office.
To that end, the European Bus Operators
Forum presents leading figures from the
European bus sector during the course of
just a single day, ensuring none of your precious
time is wasted.
Just some of the highlights at this years
conference include Gert Mortensen, Senior
Adviser for the City of Copenhagen who will
talk about how close cooperation with all
stake holders will help the city to achieve its goal
of green bus fleets and a target of 75% of all
trips to be taken on foot, bike or public transport
by 2025.
Passenger growth is of course the common
goal of PTEs, local authorities and operators.
In his conference presentation, Giles Fearnley,
Managing Director UK Bus at FirstGroup will
share the importance of developing partner-
ships between Passenger Transport Executives
and operators in order to achieve real
improvements to the passengers end-to-end
journey experience whilst increasingly delivering
value for money.
James Freeman, CEO of Reading Transport
Ltd will explain how, by concentrating on core
products, the company has achieved growth on
some routes of up to 20% year-on-year, resulting
in rising revenue enabling fares to be kept low.
ITSOs Chief Advisor, John Verity, will take
an in-depth look at how countries will harness
NFC and smart ticketing across local and multi-
modal travel.
Continuing to present market leading
bus operators, European Bus Operators Forum
will also feature The Go-Ahead Groups Managing
Director Bus Development, Martin Dean.
Martins presenta tion will outline the key success
criteria for promoting patronage growth in bus
services in a deregulated environment. It will
focus on the importance of delivering a quality
product on a daily basis and how those building
blocks can provide the springboard for growth.
He will also highlight the importance of good
route planning and directness of services and
also show that growth can be achieved outside
the major urban areas.
With a host of leading industry figures
also sharing their insights and plans, includ-
ing representatives from Helsingin Bussiliikenne
Oy, National Express UK Bus Division, Transport
for London, RATP and Arriva UK Bus, the
inaugural European Bus Operators Forum
looks set to be an unmissable conference.
I very much look forward to welcoming you
to London.
Eurotransport
CONFERENCE SPEAKER PREVIEW
EUROPEAN BUS OPERATORS
FORUM 2013
...attracting the
public onto bus
networks has never
been more important
For further information, please visit: www.europeanbusoperatorsforum.com
Sarah Gooding
Director of Content
European Bus
Operators Forum 2013
Eurotransports European Bus
Operators Forum originated as a result
of reader requests for a conference
dedicated purely to operators and
transport authorities
gooding et213_Layout 1 17/04/2013 12:45 Page 1
In many countries, buses are the main form of
public transport, carrying far more people than
trains or metros. But their contribution isnt
appreciated by politicians or the media, making
them vulnerable to cuts in public funding in
times of austerity.
This has certainly been the case in the UK
the different forms of public funding for buses
have all been reduced in various ways as part of
the Governments austerity programme. The
Bus Service Operators Grant (BSOG) was
reduced in England by 20%, and has been
restructured and reduced by the devolved
governments in Wales and Scotland. Cuts in
central government grants to local authorities
have resulted in reductions in subsidised services
and also in school transport.
These are just the direct reductions. A more
subtle problem has arisen with the concess -
ionary travel scheme in the UK pensioners and
people with disabilities get free bus travel as a
statutory right, with operators being reimbursed
by local councils, which in turn get government
funding to pay for this. However, the government
funding doesnt cover the full costs of the
scheme, leaving councils having to cut elsewhere
to fund the scheme and operators having to
cover costs themselves.
The combination of these, with the general
reduction in bus use from the recession, has led
to problems for operators and councils alike.
Generally, the commercial operators have
tended to raise fares rather than cut their services
bus fares have risen in cash terms by a third in
the last five years. The reaction of councils has
varied some have reduced their bus funding to
almost nothing, while others have opted to keep
services going.
As a campaign group which seeks to improve
and promote public transport, we have reacted
to this. We ran a campaign in 2010 to persuade
the government not to axe BSOG entirely (at one
point it seemed as if the grant would be cut
entirely rather than just by 20%). From this
we developed a Save our Buses campaign
to make the cuts in buses nationally visible
and to explain the benefits of buses to local and
national politicians.
We have been high lighting the wider
benefits of buses, especially the contribution
they make to giving people without cars access
to jobs and education, and also to health services
and shops.
We are now working with councils to show
what further cuts in bus funding would mean in
terms of reduced access to employment a core
objective of the government is to get un -
employed people into work and bus cuts harm
that objective.
Throughout this we have worked with bus
operators, user groups and some local auth -
orities there has been parallel work by industry
groupings such as Greener Journeys and by local
authority groupings, notably the Passenger
Transport Executive Group (pteg) representing
the big city authorities. We have been able to
enlist a wide range of social groups, especially
those representing young people who have
perhaps been hardest hit by cuts in services and
higher fares.
We are continuing our campaigning and
hope to be successful in fending off further cuts
and getting some funding restored.
European Railway Review
www.europeanrailwayreview.com 57 Volume 19, Issue 2, 2013
FORUM 2013
...fending off further
cuts and getting some
funding restored...
Stephen Joseph
Executive Director,
Campaign for Better Transport
Speaker
Tuesday 11 June 2013
Stephen Joseph has been Executive Director of
Campaign for Better Transport since 1988. His
wide-ranging expertise and contacts have helped
to make the organisation the countrys leading
transport NGO. The last 20-plus years have
had many highlights for Stephen, including
persuading the Treasury to cut the road-building
programme in the 1990s, campaigning against
the privatisation of the railways and running a
Sardine Man campaign to highlight the over -
crowded state of this countrys sardine tin trains.
Stephen was a member of the Commission for
Integrated Transport from 1999-2005, having
been one of the panel of external advisers on the
Transport White Paper 1997-8, and was a
member of the Standing Advisory Committee on
Trunk Road Assessment (SACTRA) during its
inquiry on transport and the economy. He was
also on the steering group for the governments
road user charging feasibility study 2003-4.
More recently he has been a member of challenge
panels or advisory groups for government
plans on high-speed rail, eco-towns, trans-
port appraisal and the Local Sustainable
Transport Fund. Stephen was awarded an OBE
(Order of the British Empire) in 1996 for services to
transport and the environment, and received an
honorary doctorate from the University of
Hertfordshire in November 2010.
joseph et213_Layout 1 15/04/2013 10:09 Page 1
Bus fires are a big problem in society. Statistics
from Sweden show that 1% of all buses catch
fire each year. This incurs large losses to the
carrier and insurance companies, but some -
times also large losses of lives. Examples of
disastrous bus fires in recent years include
Wuxi, China, in July 2010 (24 fatalities), Uttar
Pradesh, India, in December 2008 (63 fatali-
ties), Hannover, Germany, in November 2008
(20 fatalities), and Wilmer, USA, in September
2005 (23 fatalities).
A majority of the fires starts in the vehicles
engine compartment. This is explained by the
high temperatures that results from strict
regulations on noise and emission levels. In many
cases poor maintenance is also contributing to
the fires. Full scale experiments have shown
that if a large fire breaks out in the engine com -
partment there are only ~5 minutes available for
evacuation before the passenger compartment is
filled with lethal levels of toxic gases.
Given the fact that most fires start in the
engine compartment, adequate active fire
protection systems for engine compartments are
advantageous both in terms of passenger safety,
carrier and insurance company economy, and
general public resource management. Thus,
various organisations have identified the
installation of automated engine compartment
extinguishers as an important fire-safety
measure. Furthermore, some insurance comp -
anies and individual carriers already require
extinguishing systems in buses/coaches.
However, there is still no legislative demand for
this course of action, nor an international
standard for testing automated bus engine-room
extinguishing systems.
Since 2005, SP has been working on
improving fire safety on buses using a holistic
approach addressing various tools and issues
such as statistics, risk analysis, material prop -
erties, as well as test methods for interior
materials, fire partitions and suppression
systems. An example of the results from this work
is the amendment of Reg No 118 which was
decided by the United Nations Economic
Commission for Europe (UNECE) in 2011. In a joint
document by France, Germany, Norway, and
Sweden, presented at UNECE in 2010, fire
suppression in engine compartments was
pointed out as a prioritised issue. Here we
present a method for ensuring the performance
of such systems.
Test method
Bus engine compartments may be designed
in many different ways, but they have enough
commonality to make a general test method
useful. Some of the factors affecting the
fire and extinguishing processes include:
The presence of a fan supplying oxygen; the
presence of apertures; the presence of hot
surfaces (and their temperature); the high
working temp erature in the engine compart -
ment; the presence of several flammable
liquids and other compounds; the risk of spray
fire; the presence of complex geometries
that may conceal fires; and the risk of re-ignition
after extinction.
A test rig was developed to test and
compare different fire suppression systems.
Various fire sources were placed at various
pre-determined positions in order to test differ -
ent fire scenarios such as large fires, small fires,
spray fires, hidden fires, and smouldering
fires. The test method comprises a 4m
3
enclosure
with fan, apertures, engine mock-up, exhaust
manifold and muffler mock-up (creating hot
surfaces), and obstruc tions. This creates a
generic cluttered space which reflects the
environment found in real bus and coach
engine compartments.
In order to fully characterise a suppression
system it is tested against 10 different fire
scenarios. The results are used to give an overall
indication if the system has an acceptable
performance, as well as to point out strengths
and weaknesses of the system for different fire
scenarios, driving conditions, and hazard levels
(e.g. driving the bus in long tunnels).
Eurotransport
FORUM 2013
...working on
improving fire safety
on buses...
Jonas Brandt
Project Manager, SP Technical
Research Institute of Sweden
Speaker
Jonas Brandt works as a Fire Protection Engineer
and Project Leader at SP Technical Research
Institute of Sweden in the Department of Fire
Technology. As a former bus driver, Jonas has a
special interest in the field of bus fire safety and
has performed several full-scale bus fire tests
and many laboratory tests of different fire
suppression and detection system technologies.
brandt et213_Layout 1 15/04/2013 10:10 Page 1
Osmose
RATP
1
the Autonomous Operator of Parisian
Transports has launched a research project
called Osmose a forward-looking study
examining the possible forms that stations of
the 21st century might take in the densely
populated area around Paris. Initial studies
have shown that future stations should be
adaptable, expressive and attractive areas, and
shared with other operators (not restricted to
transport alone).
Pilot station
As part of this ambitious research pro gramme
into the transport facilities of the future, from
22 May 2012, RATP has been trialing a pilot bus
station in Paris in the Gare de Lyon hub as part
of the European EBSF
2
(European Bus System of
the Future) project. Designed by Marc Aurel, this
pilot station was immediately adopted by its
users. With two fronts (a bus side and a city
side), it integrates many services including
digital devices, a Wi-Fi connection, a retail
corner and a library. Behind the design of the
station there is of course a strong business-case
and many findings about new business models
for bus stations have been identified.
About the marketplace
Bus stops have incorporated bus shelters over
the last decades. Financed by publicity, they
offer a standardised quality but they are not
adapted to incorporate the wider-needs of
passengers waiting at a bus stop. Some bus
terminals are made of several elementary
bus shelters but the result is not an interesting
or an attractive urban place in a city.
Finance
Bigger and more sheltered stations are needed
and although it is possible to build these
dedicated constructions the maintenance and
operation budgets is sometimes a hindrance,
especially during these difficult financial times.
Business models
Public space operators (either the public
transport companies or the urban furniture
operators) should invent new business models
based on new types of services operated by new
players paying fees or participating to the
investments. These business models could
finance new enhanced mix-use stations
gathering transport functions and new urban
services: the venture is to find the most
interesting and profitable services for urban
public spaces.
This demonstration shows a first realisation
designed to integrate a wide range of services.
After a six-month experimentation period, RATP
is now studying how to transform it into a Living
Lab to welcome new service operators who
would test their propositions and their eco -
nomical sustainability in order to feed the future
of Parisian bus stations which will be decided
through a new tender launched by the Paris city.
Reference
1. www.ratp.fr
2. www.ebsf.eu
European Railway Review
www.europeanrailwayreview.com 59 Volume 19, Issue 2, 2013
FORUM 2013
...future stations
should be adaptable,
expressive and
attractive areas...
Yo Kaminagai
Head of Design,
Projects Management
Department, RATP
Speaker
Yo Kaminagai has worked at the RATP since his
graduation as a Civil Engineer in 1980. He began
in the Marketing Team and was in charge of
innovative projects specialising in passenger
information. Yo was the first manager of this
domain in 1990 before being invited to build
the design management function within the
company. In March 2011, Yo was named Head of
Design alongside the Director of the same
department. In 2012 this department was merged
in a global projects management platform,
gathering all the RATP projects (environments,
transport, information systems), in which the
design management function has become much
more transverse. Yo is also Chairperson of the
Design & Culture platform of the UITP and serves
on the Boards of several important organisations
in charge of promoting design in France.
The venture is to find the most
interesting and profitable services for
urban public spaces
kaminagai et213_Layout 1 15/04/2013 10:08 Page 1
Potentially dangerous and/or high value goods
in particular need to have significant security
surrounding them. Goods transported on the
road and rail can be prone to hijacking attempts
which must be prevented at all times. Monitor -
ing and vetting transport security personnel is a
rigorous process but hugely necessary in order
to ensure that only the most trustworthy
candidates are handed responsibility for
safeguarding goods.
As the transport network is a vital element
of the UKs Critical National Infrastructure, its
also a significant component of the UKs
commercial wheel. When travel networks are
compromised it can cause widespread dis-
ruption to all modes of transport: be it in the air,
by ship, road or rail.
IFSEC International brings all of these
themes together under one roof emphasising the
need to integrate the entire security procurement
and management chain.
Attracting more than 650 leading
solutions providers from over 100 countries,
IFSEC Inter national provides the biggest
marketplace of its kind with an opportunity
for visitors to source, compare and test
the latest products while also finding out
how these solutions might work best across
a business.
Celebrating its 40th Anniversary in 2013,
IFSEC International will demonstrate its
commitment to the security industry by
providing advice on how best to secure pass -
engers, staff and cargo. Covering every facet of
security management, installation, integra tion,
consulting and fire prevention, the event will
feature a host of suppliers, education, advice and
experts to suit your needs.
The IFSEC International show areas for this
year include intelligent buildings, physical
security, CCTV and video surveillance,
access control and biometrics, IP security, lone
worker, counter-terror, integrated security and
intruder alarms.
Supporting the theme of protecting sites
from intruders, a dedicated area has also been
set-up to showcase the full spectrum of products
for the alarms market. There will be the oppor -
tunity to source a complete product range
covering alarm systems, detectors, keypads and
control panels that will help to protect sites from
external threats.
Also, the IFSEC Academy affords access
to seven free education theatres allowing
attendees to engage with the biggest issues
and talking points in security as put forward by
our speakers.
With the chance to gain CPE or CPD points
towards professional development, IFSEC
International helps to enhance knowledge and
solutions around business needs.
Keynote speakers will enhance this process
through the Intelligent Buildings Theatre, where
details of solutions and systems integration will
help to create opportunities for interoperability
and information sharing.
New for 2013: Intelligent Buildings
The Intelligent Buildings Zone will help visitors
to discover solutions and innovations. Peers
and industry experts will be on hand to share
Best Practice techniques and innovation ideas
while also providing support around how to
implement effective holistic solutions.
New for 2013: IFSEC Speed Networking
IFSEC Speed Networking provides the perfect
solution to networking in a busy environ ment.
Security managers, heads of security,
building managers and project managers have
the opportunity to gain great advice about the
best and most cost-effective products to make
their business even more secure.
Eurotransport
The UK Government is duty bound to protect both its people and
transport infrastructure, with the systems framing the latter necessarily
required to operate successfully and efficiently. Providing effective, risk-
based and proportionate security for passengers, members of staff and
goods conveyed across all modes of transport represents a significant
challenge. Often high risk targets, those operating transport hubs must
take extra care in remaining vigilant for every kind of potential threat.
Bringing together the entire
security buying chain
SHOW PREVIEW
IFSEC INTERNATIONAL 2013
For further information about
IFSEC International 2013, please visit
www.ifsec.co.uk.
ifsec et213_Layout 1 15/04/2013 10:23 Page 1
Eurotransport
For instance, this applies to multisite environ -
ments like metro systems. Consisting of five
different lines and 55 stations, the So Paulo
metro system, for example, transports approxi -
mately three million passengers every day and
plays a central role in the citys public transport
network. Before the old system, which was
introduced in 1974, was overhauled, passengers
felt unsafe when moving around the metro.
There were no CCTV cameras at the stations
and no integrated security technology. Pick-
pocketing and more violent crimes, for example
rape and fights, were a daily concern, both for
the passengers and the operators of the station.
To overcome this problem, a monitoring
structure consisting of a CCTV system from
Bosch with 138 cameras, 17 dome and 121 fixed,
was recently installed in the metro system.
All cameras are managed by the Building
Integration System video engine and 10 DiBOS
Digital Video Recorders. Monitored via the
subways Security Control Centre, this highly
efficient video management system now serves
as a model for transport observation throughout
the region. The principal short coming of the old
So Paulo metro system the low level of
security is now signifi cantly reduced.
Large railway projects, such as central
stations, also require an all-in-one system due to
the high level of requirements. These areas
typically have various different zones, including
the arrival hall, the shopping area, railway
platforms, entrances and exits as well as car
parks, each with its own specific demands.
Arrival halls, for example, must ensure a fast
response to emergencies while guaranteeing
high overall effectiveness. The commercial
areas of railway stations on the other hand,
with their shops and restaurants, are often rented
out to private companies with each owner
typically applying their own intrusion and
video system.
Advanced video management systems allow
complete management of all video surveillance
components. Tracking cameras verify or disprove
alarms and inform the security operator as
appropriate. For example, if a piece of luggage is
left unattended somewhere, the security adviser
receives an automatic alert from the system and
can easily detect the bag and verify that it is not
causing any danger. Also, the fire alarm system
needs to be capable of localising and tracking
incoming alarms the more accurately the
better. In large buildings, the information that a
smouldering fire has been detected somewhere
is not of much use to fire fighters. Modern alarm
panels with intelligent addressable bus systems
are a reliable way of identifying and localising
each individual alarm. For example, the Building
Integration System (BIS) from Bosch provides a
single web-based cockpit to monitor and
regulate all the systems typically involved in a
railway station from security to safety and from
communication to building automation systems.
The benefits of having a single building
management system are straightforward: it
allows for higher efficiency due to one principal
operation and management centre, and includes
updates on a regular basis for all devices
involved. However, the demands on a single
system are high. Most important of all, it must
ensure that the specific requirements of each
area are met, while at the same time being easy
to control. Other requirements that have to be
fulfilled include alarm management, fast alarm
pinpointing via local maps, and automated
tailor-made follow-up procedures.
Eventually, a building manage ment system
is essential to ensure the free movement and
security of the people who work or visit public
transport areas.
Public spaces, such as airports, metro systems or railway stations, are commonly full of people and full of life.
Due to the many people and different types of buildings or sites involved, one of the biggest challenges in
operating large public spaces is combining all the security systems required in one single platform. The main
difficulties are guaranteeing the safety of the people who work in such a facility or visit it, while still ensuring
they can move around as quickly and freely as possible. Furthermore, such large areas require a vast diversity of
equipment including access, fire alarm, video, intrusion, evacuation and building-automation systems.
Combining different security
systems into one single platform
ADVERTORIAL
www.boschsecurity.com
Klaus Lienland is Head of
Business Development Europe,
Middle East and Africa for
Bosch Security Systems. Bosch
Security Systems is part of the
Bosch Group a German-based
leading global supplier of tech -
nological products and services with annual sales
of more than 52 billion. Before his current
position, Klaus worked in several functions within
the Bosch Group in Europe. These included
management functions in sales, marketing and
project management. Before joining the Bosch
Group, Klaus was active in international
assignments in Asia and North America.
The Building Integration System (BIS) from
Bosch Security Systems
bosch advertorial et213_Layout 1 15/04/2013 10:01 Page 1
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 system
environments 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
damm_Layout 1 11/10/2012 14:51 Page 1
TETRA
Eurotransport
SUPPLEMENT
Securing intermodal
public transport
communications
with TETRA
STIB/MIVB plans further
rollout of TETRA-network
Show Preview:
World 2013
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SPONSORED BY:
tetra lead et213_Layout 1 15/04/2013 09:57 Page 1
When youre responsible for the safety and
security of an urban public transport system
involving hundreds of stations, the amount of
incidents to detect, evaluate and act on every
day is staggering.
Wouldnt you want a central surveillance system
with smart tools to help you quickly and conf-
dently make the right decisions to minimize
vandalism and service disruptions and attract
more passengers? Tools like automatic alerts and
sharable live video from all parts of the transit
system stations, depots, infrastructure and even
wirelessly from rolling stock with HDTV clarity?
We thought you would. Thats why weve made
sure our network video solutions can handle it
all. So you can make the right decision. For every
incident.
Get the Axis picture. Stay one step ahead.
Visit www.axis.com/stations
Axis ufcrs dcdicaLcd survcillancc suluLiuns fur all LransurLaLiun cnvirunncnLs
viuraLiun-rcsisLanL unuuard cancras and rccurdcrs vandal-rcsisLanL induur and
uuLduur cancras !hcrnal and luw-liqhL cancras fur cfccLivc niqhL survcillancc
One day. 314 incidents.
314 right decisions.
Visit Axis at UITP
World Congress & Mobility &
City Transport Exhibition:
Geneve, Switzerland
Stand 4C275
May 27-29
Eurotransport
From then to now setting the trend
During the 1990s, a group of engineers sat in a
tall modern office block in one of Asias major
capital cities. The group had been appointed to
review design considerations for a rail link
between this city and an important inter -
national airport some distance away. This was
to be one of the worlds first substantial airport-
rail links. Many discussions were held on the
overall systems design, not just the signalling
systems, CCTV, SCADA, fixed communications
and radio systems, but also the future potential
of how this infrastructure would, could and
maybe should interact with other neighbouring
systems other transport operators buses,
trams, light-rail, and main line rail.
At the airport, there were passenger infor -
mation displays and much discussion took place
around interfacing with this information so that it
could be displayed on back-seat televisions on
the trains and updated with real-time infor -
mation whilst the trains were speeding the
passengers to the airport.
In the city there was going to be an airport
check-in within the central station, one of the first
of its kind in the world. The systems to track
luggage and ensure that none of the passengers
bags went missing as they were loaded onto the
train, taken to the airport, unloaded, screened
through security and loaded on to the correct
plane had to be put into place.
Some of the ideas seemed somewhat
fictional and technically impossible, but at all
times the idea of seamless operations, efficiency
and simplicity for the passenger was a top
priority. After several weeks of roundtable
negotiations, the designs were drafted, costs
agreed and the delivery and implementation of
an enhanced seamless system was under way.
The transport operators ultimate choice of
technology not only changed the way that the
organisation worked, but started a trend where
those technologies and ideas from the initial
design sessions were followed elsewhere around
the world. Not only did technology play its role
With the increasing automation and integration of road and rail transport
services, the need for secure, critical communications that can support
person-to-person, person-to-machine, and machine-to-machine
information exchange has never been more important in ensuring
uninterrupted transport operations. This article looks at the reasons
behind the technology choice, and at what happens when transport
communications security has been breached.
TETRA
SUPPLEMENT
Robin Davis
Chairman of the TETRA + Critical
Communications Association (TCCA)
Transportation Group
Securing intermodal public
transport communications
with TETRA
davis et213_Layout 1 15/04/2013 10:19 Page 1
but the ideas of interconnecting and informing
passengers across multimodal transport mech -
anisms and infrastructures (taxis, buses, trams,
rail, and airports) gave us the intermodal
transport concept that we have today.
We all talk about intermodal transport
today, but what is it? Quite simply it involves the
use of more than one mode of transport for a
journey. This can involve passengers and freight.
The objective of intermodal transportation is
simple. It is to combine the strengths of various
transportation options to make a journey seam -
less. Transport networks in Hong Kong are very
good at proving this concept, you can get on the
bus, it takes you to the train station, immediately
the train turns up, you go on the metro, you swap
lines and again you do not wait, you walk off one
train and on to another until finally you reach
your destination. Road transportation, freight
logistics and sea transportation, where freight is
put on to a heavy goods vehicle and transferred
from one side of the world to another seamlessly
is another example.
Control systems, monitoring and communi -
cations play a major role in realising this concept,
not just within one transportation organisation
but across multiple organisations. Passengers
need to understand how they can get from
A to B, and the use of web based applications
that enable travellers to understand how their
journeys can be undertaken from point-to-point
are becoming more and more popular. Lorry and
container tracking is also used in freight logistics
within complex port operations. Today, inter -
modal transport and multi-modal transit
operations are reality, and governments
globally are promoting the concept in order to
help the environment, improve economies and
reduce congestion.
Why TETRA has been adopted for
intermodal transport operations
So back to the early design sessions in those
meetings in Asia. This was going to be one of the
first rail deployments of TETRA in the world.
Why was TETRA chosen? It was clear to all
looking at the numerous suppliers specifica -
tions that not only could operations and
maintenance staff, including train drivers,
baggage handlers, station supervisors,
managers and security staff have voice
communications using the same technology at
each station and on each train, but also that
the same technology could be used for staff
in the airport. Whilst voice was a priority, data
was also required, and this could be provided
with the same technology. The need for secure
reliable communications, on what was going
to be a high profile rail link, was paramount.
The solution had to work and it had to work
every day of the year, 24 hours a day. The
benefits of TETRA interoperability in the event of
a major incident meant that public safety
agencies such as police, fire and ambulance
services could instantly communicate with both
rail and airport staff. The availability, security
and interoperability functions offered by TETRA
were a key reason why it was chosen. Such was
the success of this implementation that again a
trend was set and TETRA became the choice for
railway communications across Asia.
TETRAs major strength in the intermodal
transport model is therefore proven and
very clear the provision of highly resilient,
functionally-rich interoperable mission and
business critical voice and data. Multi-modal
transit operators in the U.S. and across Europe
are implementing business-wide TETRA systems
for their fleets of buses, trams and rail vehicles.
Today, it is a fact that pretty much every new
mass rapid transit radio project will usually
specify TETRA as best for meeting operational,
safety and security requirements.
TETRA and wider integration
with data systems
The requirements for data within intermodal
transport operations have grown, but whilst
some say that TETRAs data capability is limited,
transport operators have found that it is ideal
for meeting their needs. This is partly due to the
fact that the majority of machine-to-machine
systems and telemetry use low data rates. That
is not to say that designing these critical
communications systems is as easy as it
sounds. From bus, tram and train radio fixed
mobiles through to handhelds, voice and data,
passenger information systems, telemetry and
signalling, all modes of transport status
information and alarm information is needed.
All this functionality contributes to a very
complex set of requirements for the TETRA
communications system. Reliability and
security is therefore key for communications in
this environment.
The multi-functionality voice and data
capability of TETRA is ideal for intermodal
transport applications. Operations require high
levels of safety and security for passengers,
vehicles, rolling stock and staff. Information
delivery to passengers and staff is vital for
timetables, passenger safety, operational and
maintenance staff and telemetry from and to the
trains themselves. The trains, trams and buses
have sophisticated control and monitoring
Eurotransport
TETRA
SUPPLEMENT
Kapsch to offer radio systems for
urban public transport
Kapsch CarrierCom, the global specialist for railway
safety systems based on GSM-R technology, is
expanding its range of products and services and will
now offer solutions for urban public transport. These
solutions utilise TETRA (Terrestrial Trunked Radio).
In partnership with Dutch technology manufacturer
Rohill Engineering B.V., Kapsch is to roll-out
complete solutions for public transport.
Kapsch has already equipped more than 70,000
railway kilometres with GSM-R technology. This
standard in railway communi cations increases both
safety and efficiency in international railway
transportation. TETRA technology is able to do the
same for urban public transport.
We have gathered a wealth of experience in our
railway projects around the world, under standing the
best ways for means of transport to interact with
specific telecommunications infrastructure. We are
now able to capitalise on this expertise for urban
public transport too, says Dr. Kari Kapsch, CEO of
Kapsch CarrierCom.
The benefits for both railways and public
transport are similar: a radio system contributes to
cutting operating costs, plus it improves safety and
provides the foundations for new services to the
benefit of both transport operators and passengers.
From a technical perspective, the trunked mode as
used in TETRA networks is ideal for trams,
underground trains and buses. It furnishes a
universal, internal communications network in which
both terminal equipment as well as radio devices and
telephones can be used.
www.rohill.com
www.kapschcarrier.com
The multi-functionality voice and data
capability of TETRA is ideal for intermodal
transport applications
A large number of transit operators have
also considered TETRA for safety critical
signalling applications
systems derived from on-board computers
interfaced to the TETRA communications system.
Data can be utilised at either a short-data-
service (SDS) level, ideal for telemetry words
(digital or analogue values representing train
operational (e.g. speed) or technical (e.g. axle box
temperature) parameters, or for commands to be
transmitted to the train for the remote-control
(e.g. energising of a relay) of various facilities
(e.g. Heating, Ventilation, Air-conditioning and
Cooling (HVAC) or catering facilities) before
departure. IP data can provide a mechanism
for transmitting larger amounts of data e.g.
passenger and airport information systems.
Interfacing to in-train passenger informa-
tion systems enables the Control Room(s) to
remotely announce or display information to the
train passengers.
A large number of transit operators have
also considered TETRA for safety critical
signalling applications. This has been a subject of
research by the TCCA Transportation Group for
the last few years culminating in one manu -
facturer having now implemented an ETCS
(European Train Control System) compliant
signalling over TETRA system.
Transport operators do need to
take a holistic view of security and
not just take on-board the in-built
security functions of TETRA
If you took a major city, what would happen if
all the communications between buses,
trains and airports were interrupted and the
entire transport network stopped working?
Not only would this affect the transit operations,
it would potentially affect the economy of
the city. Major disruptions are costly and
commuters need assurance that they will
get to where they need to, when they need to.
The fact that TETRA is secure and reliable is
why so many transit operators are today
investing in these systems. The fact that
integration with other systems and services is
happening at a rapid pace means that transit
operators also have to protect their entire
information and communications technology
from disruption. No longer can engineers
just connect different computer systems
and plug them in without thinking about the
potential negative impacts.
A number of incidents and case studies have
been reported in the media on disruptions to
transport technology infrastructure. None of
them involved TETRA. One in particular in 2007,
involved a 14-year-old Polish teenager in the
city of d who studied the track and tram
operations in his city and built a TV remote
control type device to change tram direction
using the points on the track. The chaos that
ensued left 12 people in hospital with injuries and
four vehicles were derailed and damaged. At the
time the authorities asked that if this incident
was caused by a 14 year old what could be done
by a team of experienced hackers?
Experts issue discussions and white papers
on protecting SCADA and control systems from
incidents of this type on a frequent basis. Transit
companies therefore do need to carefully
consider to what they interface their systems.
Protecting the entire information
technology infrastructure in use in
multi-modal transit operations is
now more important than ever
It is clear that the use of information and
communications technologies throughout the
transportation industry is becoming ever more
complex. The purpose of typical transport
control and communications systems is to
facilitate the monitoring, control and data
collection of multiple types of equipment.
All systems typically report back to a trans -
portation control centre which will vary in size
depending on the size of operation.
Equipment monitored by a transport control
centre can include a large number of systems and
functions, such as automatic vehicle loca-
tion (AVL), monitoring, vehicle control and
scheduling, CCTV, emergency alarms, passenger
information systems, SCADA systems used to
control power control, ventilation control, pump
monitoring, intrusion detection, etc.
On tram, rail and underground networks,
other systems can include automatic train
control, signalling systems, fare collection, digital
radio systems, integration with other IT systems
for passenger entertainment, Wi-Fi provision for
the public and networking with other infor -
Eurotransport
TETRA
SUPPLEMENT
The fact that TETRA is secure and reliable
is why so many transit operators are
today investing in these systems
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The fact that TETRA is secure and reliable is
why so many transit operators are today
investing in these systems
It is clear that the use of information
and communications technologies
throughout the transportation industry is
becoming ever more complex
mation systems such as airport departures and
arrivals and bus systems. Whilst TETRA is
inherently secure, if the systems that use TETRA
as a bearer or are interconnected to it in any way
are not appropriately protected, then the system
as a whole is potentially at risk.
The security requirements of control and
communications will vary depending on the type
of equipment being controlled, as well as the
actual system architecture.
In todays environment where passengers
and the travelling public demand the most from
the transportation companies, mission and
business critical communications systems have
to ensure that operations can run smoothly
whatever the event, not only guaranteeing new
levels of service reliability and cost effectiveness.
Summary
Transportation customers are looking at
intermodal transport operations to provide
seamless operations and security. This involves
personal security and safety, video surveillance
(in stations, on-board), comprehensive real-
time information and connectivity, passenger
comfort features (in station, on-board, via
mobile), convenient transfer facilities, and
seamless transfer between modes. In order to
ensure smooth, reliable and efficient services
both in the operational and passenger
arenas, reliable secure communications tech -
nology is key to delivering critical applications.
Securing those systems end-to-end is of
equal importance to implementing the right
choice of technology.
There is an increasing trend in industry
developments for the use of IP as the medium for
connecting up the digital world. In addition, in
the future radio technologies such as TETRA and
4G Long Term Evolution (LTE) will deliver a raft of
mission critical broadband services to users.
What this ultimately means for information
security is that the systems needs to be protected
more than ever to ensure that there is no risk
from cyber-attacks.
Transit operations require high levels of
safety and security for passengers, vehicles,
rolling stock and staff. Information delivery to
passengers and staff is vital for timetables,
passenger safety, operational and maintenance
staff and telemetry from and to the trains, trams
and buses themselves. One thing is for sure that,
whilst transit operations choose the right
communications technology and more TETRA
systems and integrated networks are deployed,
they are also seriously reviewing, considering
and protecting their end-to-end systems to
ensure that they are reliable, available and not
vulnerable to interference.
Eurotransport
TETRA
SUPPLEMENT
Robin Davis is Chairman of the
TCCA Transportation Group
and a Project Director and
Management Consultant at
Actica Consulting, based in the
UK. Initially qualifying as a
railway signalling engineer,
Robin went on to advise various government
organisations around the world on the specifica -
tion, procurement and delivery of advanced
ICT technology, mission critical control room
applications and TETRA. Specific to transpor -
tation Robin has advised various transportation
companies on the procurement of digital radio
systems. Notable projects include the Malaysia
Express Rail Link one of the first TETRA systems
operational in the region and Taiwan High-
Speed rail. In the UK Robin has advised various
transport operators, the Highways Agency,
London Underground and Transport for London.
Multi-modal transit operators in the U.S. and
across Europe are implementing business-
wide TETRA systems for their fleets of buses,
trams and rail vehicles
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Whilst TETRA is inherently secure, if the
systems that use TETRA as a bearer or are
interconnected to it in any way are not
appropriately protected, then the system
as a whole is potentially at risk
Connecting smart
urban public transport.
Thanks to Kapsch CarrierComs unrivalled experience as a global provider of GSM based radio
communication systems for railway networks, we have proven our ability to supply dedicated secure
telecommunications infrastructure to transport organisations on a countrywide scale. This is why we are
now expanding our range of products and services and also offering critical communication solutions for
urban public transport, based on the TETRA (Terrestrial Trunked Radio) technology. Our end-to-end TETRA
solution contributes to improving safety, cutting operational costs and providing reliable services to the
benefit of both public transport operators and passengers. From a technical perspective, the trunked
mode as used in TETRA networks is ideal for trams, metros and buses. It facilitates a private communica-
tions network which gives the flexibility, scalability and security necessary to meet the current and future
needs of public transport companies.
Kapsch CarrierCom
always one step ahead
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Reliability counts
Professional Mobile Radio systems by Hytera already demonstrate their benefits in voice and data communications
for transportation infrastructure in many installations all around the globe. All information that is critical for safety
and security of the track is transmitted wirelessly and securely by our TETRA radio systems.
Thanks to the comprehensive application interface and state-of-the-art IP-based architecture of our TETRA radio
system ACCESSNET-T IP, our solutions can be easily integrated into your existing network and also ITCS. Each of
our mobile radio systems is precisely matched to your needs: a complete solution with optimum performance!
Hytera Mobilfunk GmbH info@hytera.de www.hytera.de/en
Get in touch with our professional mobile radio solutions.
Visit us at CCW, Stand E301.
Critical Communications World
21st 24th May 2013
Paris Nord Villepinte, France
Since 2009, metro drivers, station employees
and safety staff have carried their TETRA-radios
with them at all times. The system offers two
major advantages: On one hand it allows
group communication within a specific group of
users. On the other hand, when truly necessary,
the control centre can switch from limited
communication within a small team, to the
priority group mode. This means that different
teams can be added so that communication is
more effective in case of an emergency.
As soon as a group communication stops,
the TETRA system allows that same radio
channel to be used again to put other groups into
communication with each other. This is a major
advantage over the former analogue system,
whereby each channel was assigned to a fixed
group of users. There are also sufficient reserved
radio channels built-in to allow for multiple
simultaneous conversations.
Another major advantage of TETRA is a
significant reduction of the time it takes to initiate
a conversation. In fact, it is much shorter than the
time it takes using a mobile telephone, for
example, and this connection time can be
extremely important even a matter of life and
death. For example, accidents have been
prevented when a person on the metro tracks
was signalled via TETRA-communication. Thanks
to the alert-reaction of fellow users, a collision
was prevented and a persons life was saved.
Furthermore, other technologies that are used by
the general public have a tendency to become
blocked in emergency situations, especially if
high numbers of people all want to make calls at
the same time.
ASTRID
The ASTRID-system was originally created in
Belgium at the time of the Heysel Stadium
disaster in 1985 when 39 people died and
hundreds were wounded during unrest in the
football stadium. Analysis of the disaster
revealed that the emergency services were
using various separate analogue communi -
cation systems in parallel and were therefore
unable to communicate with each other. Since
then, the emergency services have been using
ASTRID to communicate in emergencies. Since
2005, this network has also been operational in
all tunnels operated by STIB/MIVB.
Eurotransport
STIB/MIVB the Brussels public transport company is experiencing tremendous growth. Over the past
10 years, the number of passengers has increased by almost 70% reaching 348.8 million in 2012. In order to be
able to safely transport this huge number of passengers, metro drivers, station and safety staff have, since 2009,
been using ASTRIDs TETRA-communication system. STIB/MIVB now plans a further rollout of the TETRA-
technology to include the bus and tram network.
TETRA
SUPPLEMENT
C
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STIB/MIVB plans
further rollout of
TETRA-network
Frdric Jans-Cooremans
Spectrum and Radio Project
Manager, STIB/MIVB
Philippe Soyez
Programme Manager Digital
Radio, STIB/MIVB
jans-cooermans et213_Layout 1 15/04/2013 10:22 Page 1
Used by STIB/MIVB since 2009
In early 2009, STIB/MIVB adopted the ASTRID
system to develop its own communication.
At that time, the company was carrying out
major modifications to the metro network,
increasing the number of metro lines from two
to four. A new metro depot was also put into
operation and the internal organisation was
restructured. Although the need had been there
for some time, this seemed to be the right
occasion to make the switch to a new internal
communication system.
The analogue system that had been used up
until that time had functioned flawlessly for over
20 years but it did have certain limitations. The
new functionalities requested by internal clients
working in a rapidly changing environment
encouraged the technical department to search
for other solutions.
The changeover to a priority communication
network, independent of other radio networks,
appeared to be the most suitable alternative at
the time. Coordination between the various
groups is much more efficient thanks to the
TETRA-network from ASTRID. However, for
STIB/MIVB there is a restriction because the
transport company, as an operator, is not itself a
priority user. That was made clear once again
during a disaster simulation in which this was one
of the weaknesses revealed by the ASTRID-
system. After analysis of the issues observed,
ASTRID took the necessary steps to improve the
current situation.
Harmonised system
For buses and trams in Brussels, analogue
communication systems are currently in use
but that will soon change.
The changeover to a digital TETRA-network
offers many advantages, explains Frdric Jans-
Cooremans, Spectrum and Radio Project
Manager at STIB/MIVB. TETRA allows for fast,
direct and reliable communication, he says.
At the same time, the system can be used as a
back-up for the GPRS-network on which we
currently transmit data on the position of our
trams and buses, for example. Furthermore, once
there is a complete rollout of a new TETRA-
network, we would ourselves become the owners
of the network. That would allow us to set our
own priorities. Now, we are partially dependent
on the existing operators, who need to take other
priorities into account. In a crisis, for example,
this could lead to problems.
During the past year, STIB/MIVB has
conducted a technological study in order to
develop a harmonised system. The issues at hand
included whether the Brussels public transport
company should switch over to a radio network
of its own (for which it would of course need to
provide full maintenance and management) or
if it would once again collaborate with a
specialised operator. In order to make the
decision, the matter was first examined from
the point of view of STIB/MIVB-users and in terms
of their specific needs. Naturally, this involves
assessing as accurately as possible the current
needs as well as those in the future, since
determining the users demand is an absolutely
essential element in the process.
According to Philippe Soyez, Programme
Manager Digital Radio at STIB/MIVB, the study
in any case revealed that TETRA is a logical
choice. It is a mature technology used by many
of our international colleagues who are very
satisfied with it. In other words, TETRA is here to
stay, he says. The rollout of a network of this
type also offers us much more flexibility: we can
adjust everything to the existing systems and we
can also do things easier, like recording all
conversations. What is most important is that
the communication between our drivers and
dispatchers can take place instantly and in real-
time. Thats crucial, of course, in order to ensure
safety. In addition, TETRA allows better manage -
ment of the frequency range.
We are now preparing the rollout of an
aboveground network, explains Frdric.
The choice for the TETRA-technology is
definite. The procedure for determining who will
gradually install the network for STIB/MIVB is
currently underway. Ultimately, we hope to be
able to get started in mid-2014.
According to Philippe, this rollout will take
approximately two years. Naturally, we need to
start with the installation of the aboveground
network, he explains. To do this, we have
already selected a number of sites that should
provide full coverage. This can all happen
relatively quickly. The rollout in the vehicles is
another matter. After all, we cannot shut down
our entire network in order to install systems on
the vehicles. That means were going to have to
work systematically, bus by bus or tram by tram.
Furthermore, the existing system will need to
continue to be used alongside the new one for a
while presenting a serious challenge for us.
In the initial phase, the buses will be
equipped, because that is where the radio
network is currently least effective. Later, the
trams will follow. STIB/MIVB estimates that full
rollout on the vehicles will take two years.
Essential
There is no question that radio communication
is essential for STIB/MIVB. The vehicles cannot,
and must not, be put into operation without a
communication system. Otherwise, notifica-
tion of dispatching in the case of an accident
or an incident may be jeopardised, not to
mention the basic operational needs. It is
therefore no surprise that many public
transport companies around the world are
already using TETRA-technology.
Users of ASTRID at STIB/MIVB
At STIB/MIVB, there is currently three major
groups of employees using TETRA-communi -
cation: the metro drivers, the station and safety
staff. In addition, the Infrastructure Department
and the Traffic Control Centres have also been
equipped with this communication system.
The radio fleet currently consists of:
340 portable radios for the metro
90 portable radios for safety and

ticket controlling
20 portable radios for infrastructure
15 fixed radios for the traffic control centres
3 dispatching workstations for the traffic

control centres.
Eurotransport
TETRA
SUPPLEMENT
Frdric Jans-Cooremans is
Spectrum and Radio Project
Manager at STIB/MIVB. He has
many years of experience in
radio communications and
recently moved from the day-to-
day activity of the operational
communications between STIB vehicles and the
traffic control centre to the new TETRA project.
Frdric is also taking care of the coherent use of
the radio waves by the company and acts as an
interface for the radio matters.
Philippe Soyez joined STIB in
June 2012 as Programme
Manager Digital Radio to imple -
ment the future TETRA-network.
Philippe studied polytechnics
at the Royal Military Academy
in Belgium, specialising in
telecommunications. He worked for the Belgian
Air Force for 10 years as System Manager Air
Command and Control Systems, both on a
national level and for NATO. For the following
10 years, Philippe worked as Software Develop -
ment, Support and Telecom Manager for
Vivaqua, the Brussels public water company.
jans-cooermans et213_Layout 1 15/04/2013 10:22 Page 2
Eurotransport
Reliable communications are essential for
todays urban transport companies. Light-rail,
bus, tram and metro operators need a way to
share information fast, to ensure services are
running efficiently and to protect the safety of
the public. Thats why an increasing number
of operators are choosing to invest in TETRA.
Its secure, reliable and dedicated for both voice
and data communications. Its also proven
worldwide by police, ambulance, fire teams and
other emergency services, for whom the quality
and speed of communications is paramount.
Award-winning TETRA technology
A number of urban transport operators around
the world have chosen the same TETRA
technology that Kapsch CarrierCom delivers as
part of its solution. This technology is developed
by communications specialist Rohill, and
is purpose-built to be one of the highest
performance TETRA technologies available
today. Totally IP-based, the solution is fully
standardised, and very simple to integrate with
any existing infrastructure and applications,
which can potentially save on hardware costs
and implementation time.
Importantly, Kapsch CarrierCom also offers a
whole range of service features that guarantee
seamless and reliable communications between
drivers and line controllers, which is essential for
assuring the safe operation of the entire
transport system. Our end-to-end TETRA solution
includes an ultra-high sensitivity receiver for a
larger coverage area, software switches for easy
solution management, and offers ultimate
five nines availability. It also has all the key
TETRA features that users expect including
excellent speech quality, the ability to prioritise
communi cations from designated users, and
state-of-the-art security and encryption.
Whats more, its TETRA base stations
are intelligently designed to shut down key
components when not in use. This means they
consume an impressive 25% less power than the
closest competitor for the same RF output power.
For this innovation, Rohill won the Green TETRA
Award for Power Saving Innovations at the 2012
International TETRA Awards.
Designed and delivered end-to-end
by Kapsch CarrierCom
The solution is also designed, installed,
managed and supported end-to-end by
Kapsch CarrierComs skilled team. This flexible,
compre hensive service includes activities
such as end-to-end radio network planning,
to ensure no gaps in coverage; full net-
work optimisation and maintenance, and
on-going support.
As a leading global provider of radio
communication systems, the company has
decades of experience in the challenges and
intricacies of transport projects. And it has
technical teams and service staff in countries
around the world. All of which adds up to a
comprehensive, cutting-edge TETRA service
that gives urban transport companies a trusted
voice solution they can rely on today and into
the long-term.
To find out more about Kapsch CarrierComs
end-to-end TETRA portfolio, visit our stand at
Critical Communications World (22-24 May in
Paris) and at the UITP World Congress (27-29 May
in Geneva).
The TETRA standard is one of the most secure and reliable ways to share voice and data communications
in critical environments. Thanks to its cutting-edge features, TETRA technology is trusted by a range of
organisations, including urban public transport companies worldwide, to deliver secure, reliable and robust
critical communications.
Trust in TETRA from Kapsch
CarrierCom: a state-of-the-art
solution for urban transport
www.kapschcarrier.com
Wolfgang Leindecker is VP
M2M and Public Transport for
Kapsch CarrierCom. With more
than 13 years of experience in
the IT and telecommunications
environment, Wolfgang worked
most recently as Chief Operating
Officer at a major ICT company in Austria before
joining Kapsch CarrierCom in 2012. Wolfgang is
responsible for new business development
activities worldwide in the fields of machine-to-
machine networks and public transport.
TETRA
SUPPLEMENT ADVERTORIAL
kapsch advertorial et213_Layout 1 16/04/2013 16:37 Page 1
During the last 14 years the TETRA World
Congress (TWC) has developed to become the
annual meeting place for TETRA users,
operators, distributors and manufacturers
from around the globe. This year, the con-
gress returns as Critical Communications
World. The event will incorporate many of the
key elements from TWC, particularly show -
casing the latest TETRA user case studies
and innovations.
The 2013 congress programme will not only
showcase the latest TETRA user case studies and
innovations but explore Critical Broadband
technologies and solutions. Delegates will hear
how Mobile Broadband technologies (specifically
LTE) can be combined with secure radio services
to meet the future voice and data requirements
of Mission Critical Users.
Providing Mission Critical Mobile Broadband
is the next big step for the industry. Today, critical
communications users are looking to the future
and asking how to access mobile broadband
services and applications, alongside their secure
and reliable radio services. This is true not
only for users of TETRA, but also of TETRAPOL,
P25, GSM-R and other technologies. Critical
Communications World 2013 welcomes users of
all critical communications technologies to join
the debate in Paris in May.
By joining the congress, delegates will
have the opportunity to learn and network
with like-minded colleagues from the public
safety, defence, transport, utilities, oil &
gas and industrial sectors. Building on
the success of last years event in Dubai
(the largest in TWCs history), attendance from
over 4,000 critical communications specialists
is anticipated.
Eurotransport
Now entering its 15th year, Critical Communications World returns to Europe for what is set to be an outstanding
event. From 21-24 May 2013 at the Paris Nord Villepinte, Critical Communications World 2013 (incorporating
the TETRA World Congress) will offer answers to questions on developing and delivering effective mission
critical communications.
Showcasing the latest
TETRA user case studies
and innovations
SHOW PREVIEW
CRITICAL COMMUNICATIONS WORLD 2013
Hytera Mobilfunk GmbH awarded with Foreign Trade Award
Hytera Mobilfunk GmbH has been awarded with
the 4th Lower Saxony Foreign Trade Award in the
category Small and Medium Enterprises beating
50 other candidates. The popular prize of the State of
Lower Saxony was awarded on 9 April 2013.
The price reflects the confidence of our cust -
omers and this is a key reference for the acquisition of
future projects, says Matthias Klausing, CEO and
President of Hytera Mobilfunk GmbH.
As a global provider of solutions and products
for professional mobile radio (PMR), the company
has become a leading manufacturer in the world
market. Hytera Mobilfunk GmbH has carried out
numerous installations of its wireless technology
developed in Germany with customers in nearly
40 countries on five continents. The export share of
the company in 2012 was at 81%.
The technology supplier convinced the jury
particularly through the enormous increase in the
share of exports, innovative products, customised
solutions and its globally-oriented business strategy.
The award ceremony was held by the Lower
Saxony Minister of Economics, Labour and
Transport, Olaf Lies at the Niedersachsen Foreign
Trade Day at Hannover Messe 2013.
www.hytera.de
crit comms et213_Layout 1 16/04/2013 14:17 Page 1
Delegates will benefit from a topical and
varied conference programme, with over
150 presentations, interviews, discussions and
seminars on both public safety and commercial
critical communications usage, as well as the
opportunity to meet all of the key suppliers in
the extensive exhibition of TETRA and critical
broadband equipment and software.
Key themes for 2013
The events core content will focus on:
Critical broadband technologies TEDS,

LTE, WIMAX
Mission critical radio communications, TETRA
Business critical voice and data
Applications, data, situational awareness,

video, security
Control room communications infra -

structure, IT, cloud computing
Terminals, tables and devices.

Seven specialised conference streams
During Critical Communications World 2013,
there will be seven specialised conference
streams, including: Get the Most Out of Your
TETRA Terminal and Network; Critical
Broadband Communications and Applications;
Network Development and Business Models;
Centre Sur La Communication Durgence
(French Language Stream); TETRA Deployment,
Integration and Interoperability; TETRA and
Critical Comms LIVE; Building Secure, Safe and
Resilient Cities.
Presentation speakers
Critical Communications World 2013 will feature
the following presentation speakers who will
share their vision:
David Chater-Lead, Chair, ETSI TC TETRA WG4
Jorgen Brodersen, Technical Support

Manager, Damm Cellular Systems
Jerome Brouet, Director Innovations,

Strategic Industries, Alcatel Lucent
Phil Godrey, Chairman, TCCA
Tony Gray, Chairman CCBG, TCCA
Phil Kidner, CEO, TCCA
Philippe Massy, Head of Radio Network, SNCF
Pearse ODonohue, Head of Radio

Spectrum Policy Unit, European
Commission DG Communication
Networks, Content & Technology
Adrian Scrase, CTO, ETSI.

New speakers and case studies
Critical Communications World 2013 will be
packed with new speakers, case studies,
seminars and panel discussions. Highlights will
include new pre-conference seminars that
will examine mission critical communications
for large event planning; can mission critical
broadband facilitate and enable radical re-
thinking of operational process and procedure
for critical communications users; and TETRA
and critical communications for SCADA and
smart grids. The 2013 programme will also
feature structured Networking Hours for
attendees from the transport and utilities
sectors and for all delegates interested in
mission critical mobile broadband.
Social and networking trips
Alongside the congress, Critical Communica -
tions World 2013 includes a number of social
events, where delegates can meet and network
with other attendees, including:
A guided walking tour of the left bank of the

Seine including Saint Germain des Pres and
the Latin Quarter (Tuesday 21 May)
A Parisian reception in the new show floor
Networking Hub, at the end of the first full

congress day (Wednesday 22 May) to
continue to discuss the issues of the day
while making new contacts and enjoying
drinks and entertainment with colleagues
from around the world. The reception will
take place from 5.15pm
The CCW Gala Evening will take attendees to

the heart of Paris for a sightseeing Dinner
Cruise of the Seine. Delegates will enjoy an
evening of Parisian cuisine, drinks and music
while making new contacts within the
international critical communications
community (Thursday 23 May). Coaches
to the Gala Evening will be provided by
the TCCA.
New critical communications
networking hours
Delegates will be given the opportunity to take
part in dedicated networking, where they can
meet colleagues and peers with shared
interests. Each networking hour will include
structured speed networking sessions and the
opportunity to speak more informally on key
topics relating to transport, utilities and mobile
broadband. To participate, delegates should
visit the Networking Hub on the Exhibition show
floor at the following times:
Wednesday 22nd May
15.25 16.25
Critical Comms for Transport
Wednesday 22nd May
16.45 17.45
Mission Critical Mobile Broadband
Thursday 23rd May
13.45 14.45
Utilities and Oil & Gas Users
Eurotransport
SHOW PREVIEW
CRITICAL COMMUNICATIONS WORLD 2013
Date: 21-24 May 2013
Location: Paris, France
Website: www.criticalcommunicationsworld.com
The TETRA + Critical Communications Association
TETRA is the global standard for critical comm -
unications, meeting the needs of professional
mobile radio (PMR) users worldwide. TETRA
technology is in use in more than 124 countries,
delivering a comprehensive suite of voice and
data services.
Millions of users around the world rely on
TETRA, working in public safety, utilities,
government, the military, oil & gas, mining, sports
arenas, major event management, hospitality and
leisure, airports, railways, metros, sea ports, bus
and taxi operators and many other commercial and
industrial organisations.
The TETRA + Critical Communications
Association (TCCA) maintains and encourages an
open and competitive market for TETRA whilst
ensuring that the standard continues to meet the
needs of its existing users well into the future.
Driving industry synergy in the development of
future mobile broadband, the TCCA is working to
ensure the adoption of common standards and
solutions for the users and providers of critical
communications worldwide.
For further information about TETRA and
the TCCA, visit www.tandcca.com
World 2013 facts and figures
4,000+ international critical

communication professionals
150+ global expert speakers
130+ exhibitors
15+ specialised conference streams

and seminars
30% larger exhibition
5,000+ active online community members
84 different countries represented in 2012
110 worldwide journalists reported in 2012

crit comms et213_Layout 1 16/04/2013 14:17 Page 2
Malm Central Station is Swedens third largest train
station. Each year, approximately 17 million people
travel through the station, and each day 350 trains
arrive and depart. In December 2010, a modernisation
project was completed, which also included the
installation of more than 100 Axis network cameras.
Crime reduced by more than 7% in one year
Recent statistics show that the number of reported
crimes at Malm Central Station has decreased from
665 in 2011 to 616 in 2012. Police Officer Anders
Lindell told a local newspaper how the cameras have
helped solve crimes. One example was a skilled
pickpocket. He was so quick that it was impossible to
see what had happened until we zoomed in and
watched the video in slow motion, said Anders.
Another case where the cameras made a diff -
erence was when a security guard witnessed the theft of
a case of luggage on the platform. The video showed
how the thieves boarded a train, and the police could
arrest them only a few stops later.
Evidence in court
Police Officer Lindell says the recorded video is very
useful in court. There is no hesitation as everyone can
see the crime with their own eyes, he said. According
to the camera manufacturer, Axis Communications,
the high image quality the cameras provide is one of the
reasons for the great interest they see from transit
authorities and station owners. They also appreciate
our many public transport reference projects around the
world, says Patrik Anderson, Business Development
Director at Axis.
www.axis.com
Eurotransport
URBAN UPDATE
Solving more crime at a modern
and secure station
The DC/DC power supply systems of the series
MPG from MTM Power, the specialist for
innovative power supplies, are designed for the
supply of electrical applications from DC mains
for different applications in transportation,
telecommunications and the charging of lead
batteries during stand-by parallel operation. Their
quality standard is above average they are
absolutely reliable and stressable.
The universally usable, modular and
easy-to-scale system is based on the DC/DC
converters of the series PCMD250W and
PCMD400W which are proved in transportation
applications. The series is available with
2-5 plug-in positions (MPG2, MPG3, MPG4,
MPG5) for the 250W or 400W converters
and a total output power of 500 2,000W.
With different wide input voltage ranges
between 14.4 and 154 VDC, the devices
supply output voltages between 12 and 110 VDC.
The output voltage operates with IU
characteristic curve. The system can be switched
into an energy-saving stand-by operation via a
remote control input.
Further features are signalling of input
and output voltage by an LED as well as a
potential-free power good signal. The whole
system is passively cooled by convection and
is designed for an ambient temperature range
of -40 to +70 C. www.mtm-power.com
MPG: multi-
power supply
systems with
up to 2kW
Profics is a Swiss software company which develops
innovative and high-quality solutions for associ -
ations and transport companies.
Profics is launching its new product PPAMS
Profics Passenger Alert and Messaging System at
the 60th UITP World Congress and Mobility & City
Transport Exhibition in Geneva from 26 to 30 May
2013. This trendsetting invention gives public
transport companies the opportunity to share
all their information at one touch of a button.
PPAMS enables the simple, central input of delay
reports and operating notifications and informs your
passengers and drivers in a quick, standardised way.
Via standard interfaces like GTFS and VDV,
PPAMS manages your DPI displays, the
infotainment system and the on-board computer in
the vehicle as well as Twitter, Facebook, RSS feeds
and email. Beyond that, Profics will demonstrate in
Hall 2, Booth 2C110, their new DIVIS version.
DIVIS is a software in public transport companies,
which allows highly efficient, automated accounting
and evaluation. www.profics.ch
Profics presents PPAMS
at the 2013 UITP World Congress
If you have decided to invest in a camera surveillance system, it is
better to choose a really good system that is future ready, as you
will profit from this in the long term, says Martin Andersen,
Quality Manager at Jernhusen, Malm Central Station
Multi-Power
Supply System
MPG2
Solaris Bus & Coach has signed a contract for the
delivery of 200 Urbino 18 articulated low-floor city
buses for operation in Belgrade. The order is the result
of a competitive tender process won by Solaris, which
called for the delivery of 180 buses with an option to
increase the number by up to 15%. The operator
exercised this possibility and the 64 million contract
covers the delivery of 200 articulated city buses as well
as the supply of spare parts during the two-year
warranty period. The first buses will arrive in Belgrade
by early July 2013 and the delivery of all 200 buses will
be completed by the end of October 2013. The buses
are low-floor throughout, have full air-conditioning and
their diesel engines will meet the Euro 5 emissions
standard. For the safety of passengers, each bus will
have a CCTV monitoring system with seven cameras.
www.solarisbus.com
Solaris buses
for Belgrade
urbanupdate et213_Layout 1 15/04/2013 10:21 Page 1
SERBIA
MONTENEGRO
ALBANIA
HUNGARY
BOSNIA AND
HERZEGOVINA
BULGARIA
GREECE
ROMANIA
FYR MACEDONIA
CROATIA
SLOVENIA
AUSTRIA
5 June 2013, Metropol Palace, Belgrade, Serbia
www.southeasteuroperailconference.com
european railway review and eurotransport conference
Time for Change: Investment
Plans and Future Development
Lead Partners: Supporting
Partner:
Organised by

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Serbian Railways
Zeleznice Srbije
HOSTED BY:
SPEAKER LINE-UP INCLUDES:
Dragoljub Simonovi, Director General, Serbian Railways JSc
Dr Libor Lochman, Executive Director, Community of
European Railway and Infrastructure Companies (CER)
Dr Read Nuhodi, President, Railway Transport
of Montenegro
Branko Bajatovi, Director, Avistum Ltd
Franc Zemlji, Research & Development Department,
Slovenian Railways
Thomas Wimroither, Network Access Corridor
Management, BB-Infrastruktur AG & Secretary General,
Association Korridor X PLUS
Darko Perii, President of the Management Board,
H Infrastruktura (H Infrastructure)
Franc epi, Secretary - Priority Area Coordinator 1B of the
EUSDR, Ministry of Infrastructure and Spatial Planning,
Republic of Slovenia
Velibor Sovrovi, General Manager, SP Lasta
Ivan Lekovi, President of the Management Board, H Cargo
Lin OGrady, Senior Banker, European Bank for
Reconstruction & Development
Richard Aaroe, CEO, WaveTrain Systems
Nedim Begovi, Railway Expert, South East Europe
Transport Observatory (SEETO)
Frank Jost, Mobility and Transport, Single European
Rail Area, European Commission
Max Jensen, Head of Division Public Transport,
Projects Directorate, European Investment Bank
Dragan Beli, Deputy General Manager, SP Lasta
A SELECTION OF ATTENDING
COMPANIES INCLUDE:
Balfour Beatty Rail Spa
Bosnia and Herzegovina Federal Railways
Consolis
DB International / Ogranak DBI Beograd
Frequentis AG
GEISMAR
ISAF - Railway Signalling and Automation Co
NEWAG S.A
Nokia Siemens Networks
NSE Industrie
OHL ZS - Branch Ofice Belgrade
Pansped
Porr Bau
PTV Austria
Rail Cargo Austria AG
Raj Schwellen
RTS Rail Transport Service GmbH
Selecta
Siemens d.o.o. Beograd
Standard Logistic
TUV SUD Rail GmbH
Windhof Bahn- und Anlagentechnik GmbH
YCEO Engineerine
EXTENDED PROGRAMME
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UITP
Geneva 2013
26-05/30-05
Stand No. 4B500

Euro Transport

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www.eurotransportmagazine.

com Issue 2 2013

24.9 miles (40km)

Peak trains every 2-8 minutes depending on

Prior to the 2012 Olympic Games, the busiest

series propulsion system is a leading edge

systems, both forms of pollutant can be removed to a very high

technology guarantees constant high levels of pollutant

systems can also be retrofitted to older models, such as EURO III

than it is to completely renew it. Particularly in

Single or multi company supervisory centre,

Comprehensive sale subsystems for ticket

On-board applications, such as validation,

Wi-Fi or 3G communication management

Inspectors subsystems with PDAs or

The existence of an integrated transport

Extensive coverage enabling access to

An overall complementary system which

Activity in the area residential, industrial,

23 stations with a connection to the

24 stations with a connection to inter-city

41 stations with two or more Metro lines and

The introduction of energy efficient

The sustainable use of water through a

The increasingly more efficient management

The reduction of noise and vibrations in

Contribution to the fight against climate

Maximum efficiency in the use of the

Support to the development of a sector for

WG New Technologies in and outside

WG Depot and Maintenance Management

WG Interchanges Hubs lined-up with the EU

Operations (a new group for which studies

WG Fuels and Traction Systems Observatory

WG SORT Hybrid, SORT CNG and SORT coach

WG Comfort and Noise (a new group for

features a fully distributed

is available with both indoor

TETRA radio infrastructure.

340 portable radios for the metro

90 portable radios for safety and

20 portable radios for infrastructure

15 fixed radios for the traffic control centres

3 dispatching workstations for the traffic

Critical broadband technologies TEDS,

Mission critical radio communications, TETRA

Business critical voice and data

Applications, data, situational awareness,

Control room communications infra -

Terminals, tables and devices.

David Chater-Lead, Chair, ETSI TC TETRA WG4

Jorgen Brodersen, Technical Support

Jerome Brouet, Director Innovations,

Phil Godrey, Chairman, TCCA

Tony Gray, Chairman CCBG, TCCA

Phil Kidner, CEO, TCCA

Philippe Massy, Head of Radio Network, SNCF

Pearse ODonohue, Head of Radio

Adrian Scrase, CTO, ETSI.

A guided walking tour of the left bank of the

A Parisian reception in the new show floor

Networking Hub, at the end of the first full

The CCW Gala Evening will take attendees to