M OV E
CITIES ON THE MOVE The future of urban mobility
MOVE | Contents
CONTENTS MOVE
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URBAN MOBILITY
BERLIN IN TRANSITION
URBAN MOBILITY
RELIABILITY
E-MOBILITY
AIRPORTS Driverless trains reliably transport travellers from gate to gate
E-vehicles with no need for cables or plugs PAGE 4
MEGACITIES The future of urban mobility
The German capital is a trendsetter in many areas.
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Including mobility.
INTERVIEW Mathieu Lefevre, Executive Director of the New Cities Foundation
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MOVE DIGITAL This magazine is also available electronically. http://bit.ly/1p3dwfh
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RIYADH New trains for the Saudi capital PAGE 14
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VICTORIA LINE New underground trains with more capacity relieve some of the strain on the popular London route PAGE 26
LIFE CYCLE COSTS CONTROLLING COSTS How to control costs even before construction PAGE 24
MOVE | Editorial
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DEAR READERS, DEAR CUSTOMERS AND PARTNERS, We are pleased to launch MOVE, our new customer magazine, sharing with you interesting topics from the world of mobility twice a year, starting with this year’s InnoTrans.
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PARTNERSHIP
DESIGN
PULLING TOGETHER Why it is effective to bring different interest groups to the table
A DIFFERENT PATH Contemporary train design
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PICTURE STORIES
NOT READY-MADE Individual products for individual customers
A PERFECT SYSTEM Dabbawallas in Mumbai
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FLEXIBLE FINANCING Financing models for lean times PAGE 34
PASSENGER RECOMMENDATIONS Passengers as valuable resources PAGE 36
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HIGH-RISE FARMING Agriculture in high rises PAGE 39
NEWS
This issue looks at urbanisation - more and more people moving to and living in megacities. The impact of this trend will stretch today’s concept of individual mobility to its absolute limits. This is already the case in some urban areas. Shaping cities is therefore a defining issue for the future. Limited infrastructure and increasing traffic bring both challenges and opportunities. There is no single answer, but we do have many innovative technologies and proven solutions that can be adjusted to meet the needs of any given city. Berlin, Riyadh and São Paulo are three examples we have chosen to illustrate this. The trend towards integrating different modes of transportation is an important development that each of these cities have in common. Our shared vision is seamless mobility and Berlin is one of the world’s most advanced cities in this area. Bombardier can help you embark on this journey. From problem analysis, system selection and design, all the way through to final project realisation, our expertise and the most comprehensive product range in the industry offer clear advantages for our customers. They can choose from our tram, metro, monorail, regional train and even electric mobility solutions. Bombardier is there to support the urban planners, train operators and leasing companies, in short our customers and partners, to help you shape the future of mobility. I look forward to joining you on this journey, Lutz Bertling
UP-TO-DATE Facts, figures and news from the world of mobility PAGES 13 AND 38
President and COO, Bombardier Transportation
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MOVE | Urban Mobility
THE PRIMOVE INNOVATION Bombardier frees e-buses, trams and electric cars from cables, wires and plugs.
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here are a number of reasons why more than ten billion passengers use buses and trains every year – even in the car-centric USA. Public transport’s positive effect on the environment is one powerful argument. All over the world, cities and transportation companies are
looking for alternatives to diesel buses to support their move to environmentally-friendly electric mass transit. As a result, the transport industry is facing the challenge of developing ecological solutions that are also economical. One international classic has been around for ages: the trolleybus. Today, these electric buses operate in 350 cities and metropolitan areas, in-
E-BUSES ON THE ROAD
In Braunschweig, the first completely electric bus in regular revenue service operates on a twelve kilometre route.
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At the start of the decade, the PRIMOVE inductive charging system was successfully tested on a tramline that served the local trade fair center in Augsburg. The Braunschweig transport authority has already ordered four additional 18 meter articulated e-buses that will operate 100 % electrically just as the 12 meter solo e-bus. Mannheim is also switching one bus line over to PRIMOVE e-mobility. Berlin will be the first European capital to benefit from quiet PRIMOVE e-buses.
cluding Vancouver, Beijing and Athens. But like trams, these systems require overhead lines that are complex and expensive to install and maintain. No wires or plugs needed Bombardier Transportation’s PRIMOVE system is freeing buses, trams and electric cars from cables, wires and plugs. The e-bus is recharged at selected stops along the route where high power charging stations lay hidden under the road’s surface. The inductive charging system automatically charges the onboard batteries in the few seconds while passengers are getting on and off. Plus, the battery is considerably smaller and lighter than competitive solutions, optimizing weight and lifetime and maximizing passenger capacity. In Braunschweig, the first completely electric bus is already up and running on a twelve-kilometer circular line around the city – emission-free and with no recharging interruptions.
MOVE | Urban Mobility
THE CHALLENGE OF URBAN MOBILITY Urbanisation, megacities and an increasing demand for flexible mobility: the future of cities depends on smart transportation.
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e live in an era of dramatic challenges that require immediate answers. Today, some four billion people are living in cities; in two decades, that number is expected to increase to more than six billion. Megacities are already delivering 60% of the world’s GDP and will dominate the planet in the years to come. There are already 28 cities with more than ten million citizens, but by 2025, Beijing’s population could increase to 23 million, Lagos to 22 million and Delhi to 33 million, according to a UN study. The 12 fastest growing megacities are
expected to grow by more than 40% on average, adding more than 75 million people in total, by 2025. Traffic, increasing congestion, pollution and noise are some of the challenges cities face as they try to provide mobility for their citizens. Since 1973, CO2 emissions from the transport sector have almost doubled, reaching 3.593 billion tons today – mainly from cars. With a total of 7.5 billion trips in mass transit systems being made each day in cities around the world, public infrastructures are already strained, and UN experts say the number of trips will double, or triple, in the next 20 years. That is why today, high capacity transport solutions with fast and com-
fortable connections are essential. Cities have to move from separate infrastructures for different transport modes to fully integrated, seamless solutions. Innovative technologies are required to empower cities to deal with traffic congestion, demographic changes and over-population while offering flexible mobility to their citizens. As there is no single solution to these challenges, a city that brings in the right mobility experts to help solving its problems is a smart city. Bombardier is in the business of connecting and moving people. Offering the industry’s broadest product portfolio and unparalleled technological expertise, Bombardier, together with planners, authorities and operators, is able to develop the best solution for each scenario. In the era of urbanisation, transport is the key to cities’ survival.
GROWING MEGACITIES The ratio of land to urban population will almost be reversed by 2050. In percent
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MOVE | Urban mobility
1,650 RENTAL BICYCLES STAND AT THE READY AT 150 STATIONS
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MOVE | Urban mobility
URBAN MOBILITY
BERLIN IN TRANSITION Who really needs their own car? Berlin proves itself to be a testing ground for new forms of mobility: versatile, flexible and smart.
1.3 BILLION PEOPLE RIDE PUBLIC TRANSPORT IN BERLIN EACH YEAR 7
MOVE | Urban mobility
Trend Lab Berlin Berlin serves as a prime example for city planners the world over. New ways of living together, communication and mobility are tried out here every day.
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he German capital is on the move. Statistically every Berlin resident travels three routes a day, spending a total of around 70 minutes in transit. Car ownership is losing its status. Per capita, there are fewer cars on the roads in Berlin than in any other major German city. Car sharing is booming, especially in the downtown areas. This trend of not owning a car may be due to a lot of factors: the hassle of finding a parking spot, traffic jams, cost, and emissions. Those willing to do without are taking to the streets on bicycles, in addition to using public transport. The good old two-wheeler is making a comeback as a fashion accessory. Here too increasing numbers of people using rental bikes are swelling the ranks of bike owners. The tiny computers in our pockets are revolutionizing mobility as well. One smart phone app helps users locate one of the 1,650 Call-a-Bikes spread across 150 stations while another app, Moovel, compares
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departure and arrival times, prices and availability for all modes of transport – car, bicycle, and local public transport. No longer simply a question of Either/Or An invention like Moovel is becoming a symbol of cultural evolution. The number of ways to get from A to B in Berlin is increasing. Today, individuality is no longer about sitting your own car, it is the ability to choose from a variety of transport options and cleverly combine them to suit any given situation. The city is a testing ground for trends where new forms of community, communica-
tion and, of course, mobility can be observed as they arise. Yet, not every project is realised. The idea of closing off a neighbourhood in Prenzlauer Berg to cars with conventional motors for a month, replacing them with electric cars, never took off because push back from politicians and residents was too great. In contrast, other concepts have been far better received than elsewhere in Germany. Not just for today, for tomorrow too What about public mass transit? It is also adjusting to the new state of things, continuing to advance, and
INTEGRATED MOBILITY Through the city with Moovel: in Berlin the app is showing increasing numbers of ways to reach your destination as fast as possible.
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MOVE | Urban mobility
5 QUESTIONS tion will really start to take off in about 10 years. Providing adequate services to future African megacities such as Kinshasa or Luanda will become increasingly urgent. For these reasons, urbanisation is the most important trend of the century. At the New Cities Foundation, we believe that cities really do matter more than ever.
Is attractive public transport at all affordable or economically sensible?
“THE MOST IMPORTANT ISSUE OF THIS CENTURY” Mathieu Lefevre, Executive Director of the New Cities Foundation
How important is mobility? MATHIEU LEFEVRE: Mobility is essential. Everything else in the future city is tied to the issue of mobility: economic vitality, sustainability, inclusiveness, opportunity or health, for example. Mobility is at the very center of the debate on the future city. Traffic is the greatest challenge facing cities around the world.
How can individual needs for quality of life, such as entertainment, relaxation, sports and culture, be met? MATHIEU LEFEVRE: When the range of available entertainment, relaxation, sport and culture is limited, then we have a problem. This requires large investments from both the private and the public sector. But it is hard for any city
to secure sufficient financing. The needs are clear, but so far financing mechanisms are not working, especially given the large sums needed to modernise urban infrastructure or build new cities.
MATHIEU LEFEVRE: By 2050, we think that all cities at the top of city rankings will have strong public transport. It is highly unlikely that cities that are cardependent will be as successful in the next 50 years as they have been in the past 50 years. This is particularly true of large cities. Investments in public transportation and multimodality are essential and definitely economically sensible. Today, cities that are paralysed by gridlock are already suffering in terms of quality of life and competitiveness.
What will be the major difference between the megacities of today and those in 50 years regarding mobility? MATHIEU LEFEVRE: Seamless multimodality will be the key difference. Commuters will not think about mode but about efficiency of each journey. They will not be tied to one mode: bike, driverless car, rail, tram, car sharing and walking will all be transport options all the time. The key to making this future possible lies as much in data as in infrastructure.
Around the world, more and more people are attracted by big cities. Do you think this trend will persist? MATHIEU LEFEVRE: Yes, without a doubt. If you take a global view, the wave of urbanisation has not yet peaked. This is largely due to the fast rate of urbanisation in Asian countries like India, China and Indonesia – among others – whose rates of urbanisation will continue to accelerate for the next decade. The next wave on the horizon is Africa, where urbanisa-
THE NEW CITIES FOUNDATION The New Cities Foundation is an independent, non-profit organisation dedicated to making cities across the world more inclusive, dynamic and creative. www.newcitiesfoundation.org
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MOVE | Urban mobility
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Statistically every4 Berlin resident travels 12 routes a day, three spending a total of around 70 minutes in transit. Car ownership is losing its status. There are fewer cars per capita on the roads here than in any other major German city.
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more necessary than ever before. Today, Berlin is home to around 3.4 million people and if the current rate of influx continues, the city will have to cope with an additional 300,000 to 600,000 newcomers by 2030 – the equivalent of the population of Stuttgart. Every one of these people want a place to live, a job and mobility. Although war, the city’s division and urban restructuring left a lot of building areas in the city,
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Not just different, but smarter A city is only as modern as the range of transport options it offers. Public transport is facing game-changing challenges: the number of passengers and older clients is on the rise due to
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Spaces are increasingly scarce and rents are rising fast. So most, and the largest, residential projects are taking place at the edges of the city, where residents depend primarily on light rail and it’s clear that the number of passengers from these areas will continue to climb.
Planned living space construction through 2025 in living units
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IS THE PERCENTAGE OF PUBLIC TRANSPORT IN HONG KONG’S TRAFFIC. IN BERLIN IT IS AROUND 27%.
Berlin’s “rapid transit trains” have access to a unique, dense and systematic network based on a foundation created 140 years ago. Since the Wilhelminian Era, Berlin’s population has exploded, even passing the five million mark in the 1940s and the light rail and metro networks have grown right along with it. Back in the 19th century, the terminal stations were permanently linked to the circle line and the city railway. This marked the birth of the S-Bahn “crosshairs” network, which was completed in the 1930s with a north-south tunnel. In 2006, Berlin received its first real main station – right in the city’s center – for the very first time. Main line and regional trains, light rail and metro trains, buses, and soon trams as well all operate on different levels there. The foresight that traffic control planners showed in the design of public NEU GEBAUTE mass transport is still paying dividends WOHNEINHEITEN today: short distances, few transfers Lorem Ipsum Lorem Ipsum and frequent trains. 1.3 billion passenLorem Ipsum Lorem Ipsum gers travel by public transit every year Lorem Ipsum and their ranks are on the rise.
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Lots of traffic In Berlin’s busiest train stations around 200,000 people enter or exit per day.
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GEBAUTE In 2012, 937 millionNEU passengers took advantage of the services of Berlin’s BE LO WOHNEINHEITEN transportation provider BVG, 395 million of whom rode the S-Bahn. The W 1 ,0 Lorem Ipsum Lorem Ipsum 0 0regional illustration shows the 15 busiest Berlin train stations (S-Bahn and 2,0 00 Ipsum Lorem Ipsum trains) inLorem the first quarter of 2012. Impulses for expanding rail traffic also AN D Lorem Ipsum MO around 40,000 come from living space construction. In the next 10 years, RE new flats are planned in Berlin. China, for example, where cities attract a lot more people, plans in much larger dimensions: between 2011 and 2015, the Chinese government wants to build a total of 36 million habitations. 0
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BERLIN RIDING THE TRAIN AND CONTINUING TO GROW
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MOVE | Urban mobility
BERLIN RIDES BOMBARDIER Bombardier’s trains have shaped the Berlin cityscape for decades. They are making traffic in the capital safer, more modern and more environmentally friendly, enhancing Berlin’s quality of life. Soon Bombardier innovations will ply the streets of Berlin as well.
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he roomy TWINDEXX Vario doubledeck trains are Berlin’s regional transport link to the neighbouring state capitals Potsdam and Magdeburg, the university towns Lutherstadt Wittenberg and Frankfurt/Oder, and holiday destinations on the Baltic Sea. Top speeds of up to 160 km/h make train travel considerably faster than driving. The highly flexible and economical TALENT 2 regional trains serve the greater Berlin metropolitan area.
In Germany and Berlin, Bombardier can look back on a long tradition of light rail construction. A large, modern fleet of 1,000 cars (Series 481) was built from 1996 to 2004 to replace the old trains, many of which predated the Second World War. Today, designers and engineers are working on a successor. It will be a “true Berliner”: built in the Bombardier factory near Berlin, developed in cooperation with Berlin residents (see page 30: Dialogue for Solutions), built to serve Berlin’s light rail network for the next 30 years, and designed to reflect Berlin’s character and cityscape. The new vehicle will also set new standards in noise control, energy efficiency and reliability. Below Berlin’s surface, the H & HK Series trains zoom through almost every tunnel in Berlin’s metro system. The new walk-through design offers more space, safety and comfort. Above ground, FLEXITY trams run in near silence and highly energy efficient operation. They are wider and longer than their predecessors with space for many more passengers. Because demand has risen precipitously along all lines, the BVG ordered fewer short and more long trams of the unique, award-winning design especially for Berlin.
The TALENT 2 is one of the most flexible and efficient regional trains from Bombardier.
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Starting in 2015, a Bombardier innovation will be electrifying street traffic. Berlin will kick off a test phase of the high performance, silent and environmentally friendly PRIMOVE electric buses that run “off leash”. They charge wirelessly through induction at terminal stops (see page 4).
demographic change. Many of them will depend on barrier-free access to stations, stops and vehicles, but Berlin’s budget deficit leaves very limited margins for investment and increased service. Berlin’s ambition to become a climateneutral capital city with higher quality of life calls for more energy efficiency and quieter drive systems. Automatisation, digitisation and networking are opening up unimagined technical possibilities and Berlin plans to promote and intelligently link smart city technologies in transport, information, communication, energy, and the environment.
BOMBARDIER CONTINUES ALMOST 180 YEARS OF HISTORY IN BERLIN AND HENNIGSDORF
Bombardier has always been a key player in designing public mass transit. Over half the trains operating in the city were made by Berlin and Brandenburg’s largest vehicle manufacturer, or one of its predecessors. The company is carrying on almost 180 years of train-building tradition. The Hennigsdorf factory, the company’s largest European development and production base, is where vehicles have been manufactured for over 100 years and, with more than 2,900 employees, it is one of the largest employers in the region. As such, Bombardier Transportation is one of Berlin/ Brandenburg’s most important industrial enterprises. This is underlined by the fact that its global headquarters is located in Berlin. 600 people from 47 countries work there in the traditional Royal Prussian Railway Directorate. The area near here is Berlin’s “train-central”, along with suppliers, research institutes and start-ups, two of Europe’s largest transport companies, DB and the state-owned BVG, have their headquarters nearby. All these transport specialists are collaborating on different initiatives and projects to develop the mobility of the future – which is often tested in the trend research lab that is Berlin.
MOVE | NEWS
ADJUSTABLE PANTOGRAPHS Together with Stemmann Technik Bombardier has developed Variopanto. The novel pantograph has a rocker that can be adjusted to two different overhead wire widths. This is a breakthrough for trains that operate across national borders, since the power supply and wire width differ widely throughout Europe. As a rule, EMUs need two or more pantographs. Locomotives are regularly outfitted with four different types of these pantographs, but even that is often not enough. There is no room for any more though. This new pantograph frees up extra space on the vehicle roof, allowing for plenty of additional seating on the upper deck of a double-deck train. Extensive vehicle testing will start in winter 2014.
ON THE SAFE TRACK In 2014, TÜV NORD certified the entire new BOMBARDIER MITRAC TCMS product platform in accordance with the EN 50128 and EN 50129 European standards. Bombardier now leads the pack with a complete, safety-tested platform that enables the development of safety integrity level 2 functions (SIL 2). The MITRAC TCMS is the brain of Bombardier vehicles – an intelligent communication and control system. It monitors and controls communication flow between the different on-board systems as well as with other trains and wayside systems. The new MITRAC product platform enables a train’s control system to be put into a predefined secure state should a system failure arise.
ADJUSTED ENTRY LEVEL By the end of 2017, new BOMBARIDER TWINDEXX Vario double-deck electric multiple units will provide passenger services from Frankfurt to Mannheim via Biblis and from Frankfurt to Mannheim-Friedrichsfeld via Darmstadt. These trains offer unique features, such as lowfloor entrances that allow passengers to enter and exit easily on the same level as the 760 mm high platforms usually found in this region. The trains are also characterized by generous headroom on the upper deck and spacious entry areas. All the doors will be outfitted with extendible bridge plates to No gaps to be seen: the span the gap between new TWINDEXX trains train and platform when feature bridge plates needed. for easy entry and exit.
MOVE | Urban mobility
RIYADH’S RENAISSANCE
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Saudi Arabia’s capital, Riyadh, is transforming mobility.
magine an oasis at the heart of the city. Beneath a striking, curved roof of polished stainless steel far from the traffic’s frenetic pulse, tall palms ring a vibrant, shady plaza criss crossed by small irrigation canals flow down into a atrium – a verdant garden with fountains and seating. A technically sophisticated system filters the blazing Arabic sun
down below the earth’s surface where the metro trains of two underground lines arrive and depart in transparent tubes on either side of the plaza. A rapidly growing city What is now just an award-winning computer simulation will become reality in a few years. The Qasr Al Hokm Downtown Metro Station with its stunning stainless-steel roof will serve as a
A NEW METRO NETWORK FOR RIYADH For 22.5 billion US dollars, Saudi Arabia is building a whole new metro system in its capital Riyadh. The rail network will cover a total of 176 kilometres and comprise six lines. Bombardier is involved in building the “Red Line”.
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landmark at the center of the rapidly growing megacity of Riyadh. Saudi Arabia’s capital is embarking on a renaissance designed to sustainably enhance the attractiveness and living quality of the metropolis, now home to just under six million, and estimated to grow to eight million over the next 15 years. Under the leadership of the Riyadh Development Authority (RDA), the city is expanding to become the “exceptional historical, economic, and cultural centre of the kingdom.” More than 3,000 individual projects are in planning and the total investment volume translates into roughly 100 billion US dollars. Prominent architects and urban planners from around the world are working together to create a city that is both liveable and environmentally responsible. International industrial consortiums have already begun with implementation. Creating a new quarter The construction of the King Abdullah Financial District is one of the key projects. The new trade centre will feature over 30 new skyscrapers and is designed to be fully self-contained. More
MOVE | Urban mobility
than 12,000 people will live and work here. The contractors have selected the Bombardier INNOVIA Monorail 300 System as the new district’s public transportation for its innovative design and efficient operation. This system offers a number of advantages compared to conventional railways: a line can be constructed quickly and cost-effectively using industrially pre-fabricated segments, and the elevated guideway is architecturally designed, taking up limited space on the ground and integrating seamlessly into the environment. Tight curves allow all the most important locations in a densely developed area like the new financial district to be optimally linked. Along a 3.6 kilometre stretch with six stops, six two-car
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PEOPLE WILL LIVE AND WORK IN RIYADH’S NEW FINANCIAL DISTRICT
INNOVIA Monorail 300 driverless trains will offer high transportation capacity with a quick succession of trains, establishing a connection to the future rapid transit network.
The Riyadh Metro Public Transport Project is one of the more ambitious parts of the mobility plan. A rapid transit network approximately 175 km in length and outfitted with automatic driverless trains is scheduled for completion by 2018. With six lines and 85 stations, officials are calling it the country’s largest infrastructure project. Projected costs are roughly 22 billion US dollars. This investment will help meet the central aims of the urban redesign: fewer traffic jams, cleaner air and improved quality of life. Bombardier is part of the ArRiyadh New Mobility (ANM) international consortium and will sup ply new Bombardier INNOVIA Metro 300 trains for the 40-kilometrelong “Red Line”.
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MOVE | RELIABILITY
RELIABILITY
FROM GATE TO GATE The world comes together at the airport. Thousands of travellers converge daily at these aviation hubs and need to move swiftly between terminals. Bombardier transit systems manage passenger flows at airports – safely and efficiently.
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he number of passengers in air travel has grown by approximately 5% per year over the past 30 years. To meet rising demand, a great number of airports are adding new runways and terminals. To move passengers from A to B, many airport operators rely on BOMBARDIER INNOVIA APM automated people mover systems. “Our turnkey APM solutions are tailored to meet individual airports’ needs, helping the airport operators to
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efficiently manage the passenger flow,” explains Pierre Attendu, President Systems at Bombardier Transportation. Bombardier, the world’s leading supplier of railway technology, has already installed more than 25 turnkey APM systems around the globe, including at the three busiest airports in the world: Atlanta, Beijing and London. The INNOVIA APM 200 system at Phoenix Sky Harbor International Airport is the latest instalment in this success story. Eighteen driverless trains run on a 4.7 kilometre track that can carry up to 3,300 passengers per hour per direction.
Operating every 60 seconds Airport operators rely on driverless rail systems to ensure the safe, reliable and rapid transfer of passengers between terminals. Bombardier installed the first driverless system at Tampa International Airport in Florida back in 1971. “Our systems not only offer great safety advantages; they are also exceptionally reliable,” Attendu notes. “If passengers miss one train, the next one arrives almost immediately.” Thanks to proven technologies and effective maintenance regimes, INNOVIA APM systems achieve unprecedented availabil-
MOVE | RELIABILITY
99.8%
AVERAGE AVAILABILITY ACHIEVED BY INNOVIA APM SYSTEMS
ity levels of more than 99.8 percent on average. Fully automated and driverless operations are possible thanks to the BOMBARDIER CITYFLO 650 communications-based train control (CBTC) system that allows services to be optimally adjusted on demand to provide more frequent trains for the morning rush
hour and fewer trains at off-peak times. This makes the system very energy efficient. Attendu adds: “Our CITYFLO train control systems bring many benefits including improved safety, high reliability, shorter headways between trains, as well as reduced energy and maintenance costs.”
ATLANTA
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The INNOVIA system at Hartsfield-Jackson International Airport has been in operation since 1980 and is the most used and complex system of its kind worldwide.
Right on time for the start of the 2008 Olympic Games, INNOVIA APM 100 trains began operating in Terminal T3 of Beijing’s airport.
In 2008, the INNOVIA system began operating in Terminal 5 of Heathrow Airport. Today it moves more than 6,500 passengers per hour.
INNOVIA AUTOMATED PEOPLE MOVER SYSTEM Bombardier can look back on more than 40 years of automated transit experience. These efficient systems provide exceptional availability of more than 99.8 percent and move large numbers of passengers with a smaller environmental footprint. Rubber tires also make them very quiet and limit vibrations. The newest generation, the INNOVIA APM 300 system, not only offers roomy, modern trains with large windows, but also on-board information displays and plenty of space for luggage. An intelligent energy management system also makes this system particularly environmentally friendly.
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MOVE | Design
DESIGN
WHERE TECHNOLOGY MEETS AESTHETICS Just 30 years ago, design in rail vehicle construction was thought a necessary evil at best. Even today, in-house design teams are the exception. Bombardier Transportation has chosen to follow a different path though. We have designers like Michael Sohn. They give our trains a face and make essential contributions to vehicle development.
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hen Michael Sohn walks through the hall where the TALENT 2 regional trains are being built, he can’t hide his sense of pride: “The flow of the lines here,” he says, pointing to the front of the train, “that was no accident – that was our doing.” For designers like Michael Sohn, the head of the multiple unit train is like the train’s face – a feature that influences how people interact with the vehicle. New crash absorber panels had to be integrated into the “face” of the TALENT 2, creating the rounded sides train enthusiasts affectionately refer to as “hamster cheeks”. Designing trains isn’t just a matter of ensuring an overall balanced look inside and out, it’s also a matter of linking technology with aesthetics in such a way that all the different parties are satisfied with the results, from the train operator to the passengers. For Michael Sohn, this means new challenges every day. Sohn has been designing rail vehicles for a quarter of a century. He has never counted them all, but they must number around 25 by now. Since 2006, Michael Sohn has
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headed up the Bombardier Design Studio in the Hennigsdorf plant near Berlin, the largest production site in Europe. The design team of twelve permanent and a changing number of freelance employees is responsible for projects for the regular Bombardier product range and custom projects in Central and Eastern Europe and the CIS states. This is in addition to occasional projects from other parts of the world such as most recently from China (ZEFIRO 380) and Singapore (MOVIA). Designed for people Like architects, train designers, as a rule, are responsible for the entire complex “building”, from the facade to the division of interior space, right down to the fixtures. This is what Sohn finds so appealing: “The product is so complex – from the alignment and paint on the exterior to details like handles and seats. It is an amazingly wide field of operation that never, ever gets boring,” he enthuses. It also includes devising complex and hard-won solutions, since a wide array of requirements and demands from very different sides have to be incorporated. The paint, for example, has to meet customer specifi-
cations and comply with current governmental guidelines as well – such as contrast specifications to clearly distinguish the doors from the rest of the train. As many seats as possible have to fit into the available space without sacrificing comfort. The definition of “comfort” here in turn depends largely on whether the train will be used for mainline and commuter rail services and
MICHAEL SOHN Michael Sohn trained as an industrial designer. In 1990 he joined the design studio that has been part of Bombardier Transportation since 2001.
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MOVE | Design
FROM THE DRAWING BOARD TO THE TRACK Trains also require individual design. The designers at Bombardier take their inspiration from unique buildings – in this case the TV tower in Berlin – located in the city where the train will eventually run.
Only the first drafts are drawn by hand. 3-D design programs have replaced pencil sketches. The designers cannot, and do not want to, rely entirely on digital formats in their work.
So they cut models out of hard foam to test the layout of the lines. And in the workshop, they still construct individual elements out of wood. Then the designers create a com-
plete train mock-up. Designers, technical designers and customers can test the final details directly in and around the vehicle and make any necessary last minute changes.
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MOVE | Design
“Scandinavians prefer a clear, simple design. Decorative elements that aren’t functional are completely out. Italians, on the other hand, love anything exciting, interesting and attractive,” Michael Sohn provides one simple example. Train design has to reflect local preferences, though train designers cannot simply follow every trend. Nor would they want to. Their products have an average service life of 30 years. So it would make no sense to pay homage to short-lived fashion trends, since a train would quickly fall right back out of fashion. “A certain timelessness is essential to rail vehicle design,” Michael Sohn emphasises.
Train design is teamwork. Michael Sohn’s team currently has twelve permanent and a changing number of freelance members.
there again on the type of traveller: to a business traveller, peace, quiet, and plenty of room may be the hallmarks of comfort, while it means easy access to a wheelchair user and enough space for a bicycle to a student. The designers do their best to please everyone. Michael Sohn explains his philosophy:
“Our trains have to transport hundreds of people at a time and we want everyone to feel comfortable.” Tastes vary Working on international train projects means the team needs to be familiar with local aesthetic preferences too:
Design for the environment Bombardier designers are right on trend with sustainability though. It is not just because there are a lot of legal guidelines and customer requests to conserve energy, and reduce noise and emissions. “The best design is always one that conserves resources. This is ingrained in the designer’s professional ethics,” Head Designer Sohn notes. So
EXCEPTIONAL DESIGNS External experts are also impressed by Bombardier trains. Below are a few examples of trains honoured with design and innovation awards.
1
ZEFIRO 380
Design: Bombardier Transportation Prizes: German Design Award, iF Product Design Award, Good Design Award
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2
TWINDEXX EXPRESS
Design: Bombardier Transportation Prizes: Good Design Award, iF Product Design Award, German Design Award, Red Dot Award
3
TALENT 2
Design: Bombardier Transportation Prizes: Good Design Award, Innovation Award Berlin-Brandenburg
4
INNOVIA MONORAIL 300
Design: Bombardier Transportation Prizes: Intermodal Innovation Award for the system in São Paulo
5
FLEXITY MELBOURNE
Design: Bombardier Transportation Prize: Good Design Award
The designs for new trains are created on computers, drawn by hand directly onto a graphics tablet with a plotter pen.
“OUR TRAINS HAVE TO TRANSPORT HUNDREDS OF PEOPLE AT A TIME AND WE WANT EVERYONE TO FEEL COMFORTABLE.” Michael Sohn
designers continue to work to improve the aerodynamics of the trains, for example, or rework solutions that make a train lighter overall to reduce energy consumption even further. The line between design and technical development is often very fine and fluid, so the designers work in very close cooperation with the other members of the project team. “We work side by side with the technical designers and suppliers. Sometimes we take the lead and
drive the process forward, sometimes we pick up other’s contributions and run with them,” Michael Sohn emphasises. As in-house designers, Sohn and his co-workers have a clear advantage over external service providers – and not just because they are in such close proximity to production. The fact that designers are integrated into the same information channels as the engineers throughout the entire project is equally important. This creates optimal oppor-
tunities to influence the process and an environment of cooperative decisionmaking. Designers still have to give up on some of their ideas over the course of a project. So it pleases Michael Sohn even more when his peers recognise the final design as exceptional and “his trains” win design prizes. Just this past July the TWINDEXX Express train won its fourth award. After taking the Good Design Award, the IF Product Design Award, and the German Design Award, it was honoured with the Red Dot Design Award. The prizes are on rather modest display next to the model in the design studio. “Having a wall full of certificates and awards would be embarrassing,” the Head Designer confesses. The prizes are important to him though: “They represent recognition of my team’s work, the work of everyone who contributed to the design.”
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MOVE | A PICTURE AND ITS STORY
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MOVE | A PICTURE AND ITS STORY
MUMBAI, INDIEN
DABBAWALLAS are the food couriers who have been an integral part of Mumbai’s streetscape for more than 100 years. They deliver between 175,000 and 200,000 meals to offices, shops and train stations every day. Demand for their services is on the rise too. A clever system of letters, numbers and colours ensures each meal reaches the proper recipient. And it works (almost) perfectly: recent research has revealed that only one meal gets lost for every 16,000,000 deliveries.
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MOVE | Life Cycle Costs
PLANNING
OPERATIONS
CONSTRUCTION
MAINTENANCE
LIFE CYCLE COSTS
LIFETIME ACHIEVEMENT In the competitive climate of the transportation market, lifecycle costs (LCC) are becoming increasingly important for railways. The drive to save energy, maintenance
A
and material costs has become a focal point for purchasers of new fleets.
s a railway partner, B o m b a r d i e r Transportation has developed computeraided tools that allow reliable LCC calculations to be drawn up during the initial project phase. Through close cooperation with the customer, Bombardier can simulate the interplay between the technical components needed to meet the specific demands of a customer’s rail operations before vehicle construction has even commenced to optimise all aspects of the LCC.
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A holistic approach is key. Bombardier’s approach looks at the availability needs of the customer, including their operational diagrams and fleet utilisation to produce a ‘designed for maintenance’ vehicle design, then combine it with a proactive/conditionbased maintenance regime utilising the award winning BOMBARDIER ORBITA system that minimises life cycle costs. Bombardier’s commitment to further life cycle cost reductions is demonstrated in areas such as minimising energy consumption amongst others through its comprehensive portfolio of ECO4 technologies.
Know-how and expertise from a single source Reducing LCC is a constantly evolving challenge for both the manufacturer and the operator. That’s why Bombardier offers customers a full range of additional maintenance services that provide vehicle manufacture expertise combined with railway operator experience. This allows day-to-day operations to be analysed to create improvements, not only related to the maintenance practices of existing fleets but also directly integrated into the design of new vehicles.
MOVE | Life Cycle Costs
TRAXX
AVENTRA
More than 1,700 locomotives from the
The BOMBARDIER AVENTRA is the new high
BOMBARDIER TRAXX platform operate through-
performance electrical multiple unit for the UK.
out Europe creating a wealth of operating experi-
Incorporating feedback and experience from
ence to be drawn upon, enabling Bombardier to
decades in the UK rolling stock market the
continue to develop sophisticated programs to
AVENTRA epitomises LCC best practice, combin-
further reduce LCC. The technical expertise
ing light-weight vehicle design, optimised main-
provided by Bombardier’s Services division has
tainability and smart energy control to mini-
contributed to an improved maintenance regime,
mise costs and maximise fleet availability. The
doubling the distance travelled by the loco-
AVENTRA product platform will form the fleet for
motives between regular maintenance intervals.
the prestigious Crossrail line running East–West across London.
FACTS TRAXX nnThe locomotives are available with electric and dieselelectric drive nn For use in crossborder traffic, TRAXX locos are available as multisystem locomotives
FACTS AVENTRA nnThey can be used for heavy freight and passenger trains nnThe German railway (Deutsche Bahn) has the largest TRAXX fleet: over 700 locos
nnThe AVENTRA train is lighter than its predecessor models and weighs between 30 and 35 tons nnA train can carry up to 1,500 passengers
nnThe nine-car trains for Crossrail are 200 meters long and have so-called pocket doors on both sides. They open and close faster than conventional doors.
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RELIABILITY
LONDON’S RELIABLE ICONIC “TUBE” 3.5 million people ride the London Underground’s world famous “Tube” every day. The popular underground system is reaching the limits of its capacity and Transport for London is working hard to offer more frequent services. With its new trains for the Victoria Line, Bombardier Transportation is making a contribution to improving travel.
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MOVE | Reliability
80,000
B
KILOMETRES – DISTANCE TRAVELLED BY OUR TRAINS WITHOUT FAILURE.
eneath London’s bustling city lies a vast network of tunnels, a 400 kilometre system of narrow corridors and tight curves, transporting millions of passengers, day and night. This is London’s Tube – the city’s much lauded underground transportation system. The London Underground celebrated its 150 anniversary last year, reflecting the fact that the iconic system is also the world’s oldest. One of its most important arteries is the Victoria Line. In readiness for the London Olympics in 2012, it was equipped with 47 new trains built by Bombardier Transportation, consisting of 376 metro vehicles from the MOVIA series. The investment has already proved worthwhile: passen-
FACTS VICTORIA LINE
ger capacity has increased by 21 percent. And since the introduction of the new train fleet, with up to 34 underground trains operating on the Victoria Line per hour – a figure that is targeted to rise further – this means that passengers have a wait of less than 2 minutes between services. And the new trains are not just more modern, comfortable and frequent, they are also chalking up points for reliability. The Victoria Line trains can run 80,000 km without failure, a distance equivalent to twice around the world. As well as providing the most reliable operations on the London Underground network, this is world-league performance. Passing the stress test with flying colours The MOVIA trains have been tasked with matching the demands of the world’s best performing metro systems and are passing the test – with
nnThe Victoria Line was opened between 1968 and 1971 nn It is 22.5 kilometres long with 16 stations nn Currently up to 34 trains run every hour
nn Passengers can transfer to other train lines from every station except “Pimlico” nn It is one of two Tube lines in London that run entirely underground
flying colours. Peter Doolin, Vice President Project Management for Bombardier Transportation, loves challenges like this: “We are used to meeting even the most rigorous demands with our trains, which offer an exceptional level of performance, reliability and safety. Delivery of the Victoria Line fleet has provided the perfect opportunity to show what teamwork can achieve when it comes to improving passenger services.” Bombardier experts have also optimised the energy efficiency of the new fleet: the braking energy recovery system in the new trains has the potential to reduce energy consumption by up to 34 percent.
THE COOLEST RIDE IN TOWN The success story continues: Bombardier is currently delivering the new trains for the Circle and District, Metropolitan, and Hammersmith and City lines in London. For the first time in the history of the London Underground, the trains feature airconditioning and through gangways. They have already received an award for their ergonomic design. Passengers are also praising the innovative design of the new Underground. Mayor Boris Johnson called it “the coolest ride in town”.
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MOVE | Partnership
PARTNERSHIP
MOBILITY COOP
As a good partner, Bombardier focuses on exchange with those involved to find the best solution for any given situation. Cooperation allows projects to be realised with more efficiency and
with a more targeted approach, optimally adjusted to meet the needs of different interest groups and users, yet complying with requirements and standards.
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MOVE | Partnership
1
DIALOGUE FOR SOLUTIONS Bombardier is blazing new trails by integrating all interest groups. PAGE 30
2
LISTENING AND PUTTING INTO PRACTICE What does the customer really need? Bombardier experts have made working with customers to define these needs their explicit goal. PAGE 32
3
FLEXIBLE FINANCING Innovative financing models are helping the Australian state of Queensland realise its rail infrastructure projects.
4
CONVINCING ARGUMENTS Attractive and safe trains will inspire more people to switch to public transport. PAGE 36
PAGE 34
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MOVE | Partnership
INVOLVING INTEREST GROUPS
DIALOGUE FOR SOLUTIONS With the the new rapid transit system (S-Bahn) for Berlin, Bombardier is demonstrating new approaches to planning and developing large infrastructure projects
1
Politics and business are growing increasingly aware of the importance of involving different interest groups in the planning and decision-making process for large infrastructure projects. Simply presenting people with a fait accompli can result in outrage. If people feel their concerns have been heard, however, they are more likely to constructively engage with the process of creating something new. Community involvement leads to better results – even if complex processes mean you can never please everyone.
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New rapid transit, new approaches Bombardier is consciously choosing a collaborative approach. This is especially important for a project that will affect the mobility behaviour of Berlin residents for decades to come. The vehicle manufacturer is participating in the tender for the development and construction of a new train line in Berlin, the new S-Bahn line. It is scheduled for completion in three partial networks. The first is the Ringbahn or circle line and its feeder lines. This part of the project will require about 390 new cars. Adding the second and third partial networks brings the total number of cars up to roughly 1,400. Because the tunnels are narrow with low ceilings and
the power supply is 750 volt DC, none of the competitors can simply enter an existing vehicle in the race. New development is called for. This “Berlin original” must meet international standards in every way, from the interior to the exterior design. Bombardier is taking an unprecedented step by soliciting the extensive involvement of different interest groups during the S-Bahn tender process and is turning an S-Bahn line into a communal act. The company is initiating dialogue so it can integrate ideas and criticism from passengers, operators, train drivers and the client body. This process aims to ensure the new S-Bahn meets the increased expectations of people in Berlin and Brandenburg and becomes a symbol of reliable public rapid transit in Berlin. Talking and listening In terms of sheer numbers, passengers make up the largest group. On any given workday, the Berlin S-Bahn transports up to 1.3 million people. Whether these are regular commuters, occasional passengers, or night owls, Bombardier can only profit from the combined wisdom of this group. The same applies to people with specific needs, such as wheelchair users, cyclists, and the visually impaired. Dialogue is the only way to find out whether the reality of the rapid transit system in Berlin can truly meet demand. Key partners who can contribute to the new S-Bahn concept’s success are also found outside the trains: operators and policy makers. Bombardier’s goal is to ensure that people in the capital and the surrounding area are completely satisfied with their S-Bahn. This can only be accomplished through dialogue – as a community project.
THE INTEGRATED APPROACH With an integrated approach, Bombardier is blazing a new trail for involving all reference groups. The company plans to hold an annual Passenger Open House which all are invited to attend. The motto: Valuable exchange – talking and listening. The most important topics: safety, reliability, comfort and design. At these events, Bombardier will be able to provide concrete information about how the new vehicles will reflect passengers’ expectations. Organising exchange among interest groups The special interests of passengers and conservationists are organized into associations. The development of a new S-Bahn model is an opportunity to rework and improve on existing concepts and the groups involved will meet four times a year to exchange ideas at Association Round Tables. Bombardier has joined forces with the Berlin Association for the Disabled (Berliner Behindertenverband, BBV) and the Association of Blind and Visually Impaired People (Blinden- und Sehbehindertenverein, ABSV) to hold practical workshops designed to provide a better understanding of the experience of people with handicaps. Bombardier has also obtained new insights into the needs of disabled, blind and visually impaired passengers that will flow into the develop-
ment of a vehicle concept. In addition, talks have also been held with representatives of the German Cyclist’s Association (Allgemeiner Deutscher Fahrrad-Club, ADFC) to learn more about what cyclists hope to see in terms of access and places to park their two-wheelers.
Discovering what is important in the driver’s cabin Another place improvements could be made is in an area off-limits to passengers: the driver’s cab. Bombardier is in talks with the German Train Driver’s Union (Gewerkschaft Deutscher Lokführer, GDL) to find out more about the needs of those who have chosen to drive trains for a living. In keeping with the lifecycle approach, Bombardier already considers maintenance over the planned lifetime when designing its vehicle concepts. Bombardier’s services include long-term spare parts management, maintenance management and inspections. All this is developed in collaboration with operators to optimize operational interfaces and ensure lasting reliable operation over the long term. Bombardier also meets with policy makers and presents its concepts for the new S-Bahn and its integrated approach at relevant events, then compares and adjusts them to the expectations of political representatives.
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MOVE | Partnership
WORKING WITH CUSTOMERS
LISTENING AND PUTTING INTO PRACTICE Rail networks require teamwork. Travellers can only reach their destinations comfortably, quickly and reliably when partner companies work hand in hand. Two current projects (S-Bahn Hamburg and OMNEO trains for France) from train technology specialist Bombardier show what optimal cooperation looks like.
2
The future of H a m b u rg ’s S-Bahn is bright red. The Hanseatic city has taken another step forward in reaching this goal. Since mid-June 2014, a life-sized model of the new electrical multiple units (EMU) stands polished and ready at the S-Bahn Hamburg GmbH’s Ohlsdorf maintenance workshop. One thing was immediately apparent to Kay Uwe Arnecke, Managing Director of S-Bahn Hamburg GmbH: “These new vehicles will make us even more attractive to customers,” he enthused. The model presentation, also called a mock-up, is an important milestone for Bombardier. Thirteen months ago, the train technology experts began designing and developing the new rail vehicles in the Hennigsdorf plant. “This is when we set the course for the future train. So it is very important to explore, fine tune and coordinate all the particulars in detail,” Bernd Hoppe, Vice President Engineering at Bombardier Transportation, explains. Only then can Bombardier real-
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ize their commission from S-Bahn Hamburg. Rapid, open communication and cooperation are key elements here – as in any other project phase. Working closely with the customer is part of the daily routine for the train experts at Bombardier. This project is special, though, because it is the first time the train technology company is supplying trains to S-Bahn Hamburg without the involvement of a partner company. “Our work on the previous series means we have a lot of valuable experience to fall back on, which has allowed us to develop a new, energy-sav-
ing rail vehicle with low maintenance costs,” Dave Barry, Vice President and Head of Project Management & Bids at Bombardier Transportation, explains. The train technology company has been commissioned to provide 60 new trains. The Hennigsdorf factory will develop and assemble the modern EMUs, the coach bodies will be built at the Wroclaw site, the bogies developed and made in Siegen, and the drive system in Mannheim along with the signalling technology. In the first stage, an initial eight vehicles – four dual-voltage and four sin-
HONOURED BY SNCF The French state railroad, SNCF, awarded the Bombardier plant in Crespin, France with the prize for best manufacturer and best plant. In July 2014, Jean-Marc Larivoire, Director of Rolling Stock at SNCF, personally handed over the trophy to the Francilien and site team. This represents SNCF’s recognition of the exceptional quality and reliability of these trains. Their punctuality rate on the H Line is currently more than 95 percent – the best in rail traffic on the Île-de-France network. Bombardier employs 2,000 people in Crespin. The most important products and developed for France include the Regio 2N double-deck train, the Francilien, and the 700 Autorail Grande Capacité (AGC) regional trains.
gle-voltage commuter trains – will complete a 40-week test run. The trial period ends at the close of 2016. The remaining trains will then be delivered successively, with the last vehicle rolling out of the Bombardier workshop to bolster the Hamburg S-Bahn fleet in the fourth quarter of 2018. A New Train for France While Bombardier experts were able to expand on their experience with the previous series in Hamburg, their French colleagues faced completely new challenges. “We really started with a blank slate for the development of the new platform for the electric OMNEO doubledeck trains,” Pierre-Yves Cohen, Project Director since 2008, from Bombardier in Crespin (Northern France) recalls. Together with the French national railway company – the Société Nationale des Chemins de fer Français, or SNCF – the teams in Crespin designed a new generation of regional trains. The innovative Regio 2N vehicles offer more than just increased transport capacity, they also score points with passengers for their exceptional comfort. As for the design, “A team of representatives from the French Regions, SNCF and Bombardier experts and a designer worked together during the first year of the project to compile a product catalogue of patterns, colours and fabrics for the interior the different regions could choose from,” Pierre-Yves Cohen explains. Technical implementation was a particular challenge though, since hundreds of standards had to be met simultaneously. The new trains have to conform to European, French and SNCF guidelines. “Here we used our expertise as a globally established train technology specialist and we could use SNCF’s expertise on some specific points,” the Bombardier expert adds. After an extensive 24-month test phase with 9 trains, the Regio 2N teams at the Crespin site are now ready to build and deliver the 159 trains ordered by SNCF on behalf of the French Regions. Cohen attributes the on-schedule development of the new Bombardier platform mainly
43 percent of all Hamburg residents travel more than half an hour to work every day. Just one of the reasons the further expansion of metro rail services is a hot button topic in the Hanseatic city right now.
FRANCE
GERMANY
The development of the OMNEO double-deck trains for the French regions began with a completely blank slate. The end product was the result of close cooperation between the SNCF and Bombardier experts.
The design of the new S-Bahn trains for Hamburg in Germany took inspiration from its predecessors. Together with operator Deutsche Bahn AG, Bombardier created a state-ofthe-art train for the Hanseatic city.
to excellent communication between the teams. And this is already bearing fruit: the French regions and SNCF tasked Bombardier with developing two new versions: the V200 for intercity services and a larger, XL 10-car version. Bombardier will certainly continue in the same spirit of close cooperation when designing these new trains.
33
Queensland ordered 75 new trains and maintenance services from Bombardier. The project is being financed through a public-private partnership. Bombardier is an equity partner.
INNOVATIVE FINANCING MODELS FOR PRODUCTIVE PARTNERSHIPS
FLEXIBLE FINANCING
Cities are growing and existing infrastructure is under pressure. However, governments need to fill the funding gap before they can deliver much needed infrastructure improvements. A popular solution in Australia is the Public Private Partnership (PPP): this flexible financing model is continuing to enable states such as Queensland to deliver the infrastructure needed for their growing populations, in spite of the economic climate. 34
MOVE | Partnership
3
PPPs combine the skills of the public and private sectors and share the risks between them. This approach pays off too. According to an independent study conducted by Infrastructure Partnerships Australia, projects with public-private sector cooperation are delivered considerably faster and at lower cost than projects undertaken by the public sector alone. And that is not all. The state coffers are also spared since the private partners assume the initial financial burden. The public sector only begins paying when key project milestones are achieved, allowing governments to drive important projects and development forward. This approach has enabled Queensland to make significant investments in transport infrastructure; investments which are essential to meet the changing needs of its population. The “Sunshine State”, as it is popularly known, is faced with a rapidly growing population which is expected to more than double in size by 2061, with
92%
OF ALL AUSTRALIANS LIVE IN CITIES, ESPECIALLY ALONG THE SOUTHEAST COAST AND IN PERTH, THE ONLY MAJOR CITY ON THE WEST COAST
people aged over 65 being one of the fastest growing demographics. Furthermore, this growth is concentrated on the south eastern and coastal areas of the state. While Queensland’s approach to transport has until recently been largely focused on the road, changes in population density and demography have strengthened the viability and desir-
ability of new transport networks. Two recent examples of PPP investments in transport are the Gold Coast light rail transit system and the Queensland New Generation Rollingstock project. Delivered in three years, the 13 km Gold Coast light rail system has capacity for 75,000 passengers per day and provides a sound public transport infrastructure around which the city can grow. In addition to new transport systems, Queensland also recently made its largest single investment in new rolling stock: the Sunshine State has awarded Bombardier and its consortium partners a multi-billion euro contract for 75 new six-car trains, maintenance services for a period of 30 years and the construction of a purpose-built maintenance centre under a 32-year public-private partnership. As the PPP market continues to mature, the flexibility of this model is increasing and the public partner is able to make more innovative financing arrangements. This stands PPPs in good stead to continue enabling infrastructure developments to be built, even in economically difficult times.
The recently opened Gold Coast system has a capacity of 75,000 passengers per day. Since many surfers also ride the trams to the beach, special surfboard racks are a standard feature.
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MOVE | Partnership
DIALOGUE WITH THE PUBLIC
CONVINCING ARGUMENTS Many metropolitan transport authorities are currently investing massively in expanding their public transport systems, but commuters often need to be persuaded to make the switch from road to rail. The examples of São Paulo and San Francisco show that early involvement in new transport schemes can build citizen engagement from the beginning.
4
If you want to live without a car in Brazil’s São Paulo and travel by public transport instead, you may not find your journey any faster or any easier. This is because the mass transit system still mainly consists of bus lines. Although buses have their own lanes, these can be as packed as the car lanes during rush hour due to demand exceeding capacity. This congestion has created a new trend: those who can afford it now fly around Brazil’s financial and industrial center via helicopter to avoid the traffic jams queues. Around 500 helicopters are registered in the city alone.
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The city population is growing at breakneck speed. According to UN estimates, it will be home to around 20 million people by 2015. São Paulo’s public transport operators are implementing plans to increase capacity and enhance the attractiveness of their networks. These plans include expanding the city’s metro network, but the high cost and time required to build new subway tunnels does not always make this a viable option. Instead, Bombardier Transportation was able to demonstrate that an over-ground mass transit Monorail system would be a lower cost and fast-to-build solution. São Paulo’s citizens have been engaged in the project from its earliest stages. In one campaign, a full-size
INNOVIA Monorail model was displayed at key locations around the city. In another campaign, operator São Paulo Metro used social media to invite citizens to create a design for the exterior of the INNOVIA Monorail. The response was extremely enthusiastic: 2,752 designs were submitted and more than 70,000 people voted in favour of JP Ferreira’s winning entry. His design reflects the cultural diversity of the city. It was transferred to a full-size model train and presented for the first time at the “Business on Rails” exhibition in São Paulo. Bombardier is employing the INNOVIA Monorail 300 system in mass transit for the first time on the new São Paulo Metro 15 Line. When fully equipped, the system will have the cap-
SÃO PAULO, BRAZIL
SAN FRANCISCO, UNITED STATES
The INNOVIA Monorail 300 will transport up to 48,000 passengers per hour per direction. Citizens were involved in the exterior design process.
Over 17,000 visitors looked at a model of the new train for the San Francisco Bay Area between April and May 2014. Many evaluated the trains and offered suggestions for improvements.
The task for the YOURAIL contest was to design innovative train interiors. 4239 entries were submitted; shown above is the winning design.
acity to carry up to 48,000 passengers per hour per direction. From 2016, the monorail will connect the urbanisations of Vila Prudente and Cidade Tiradentes, with 17 stations along the route, reducing journey times from around two hours by car to just 50 minutes. Citizen participation is a global issue In the San Francisco Bay Area in the US, operator Bay Area Rapid Transit (BART) is also counting on public participation. BART is replacing its mostly 40-yearold fleet of trains and involving Bay Area citizens in decisions about the design and features for the new trains. To date, around 35,000 people have participated in a range of public outreach events and campaigns. They have contributed valuable ideas that BART and Bombardier have been able to integrate into the train development process. In April and May 2014, over 17,000 people turned out to see a life-sized model of half of a train car during its tour of 10 locations throughout the Bay Area. Of the over 7,000 visitors who completed a questionnaire, most rated the train model either “excellent” or “good”. The exterior appearance and the flooring received the best grades. Some visitors also provided constructive criticism, pointing out that there were not enough seats. These suggestions in-
spired BART to set a goal to secure funding to increase the size of the fleet from 669 to a total of 1,000 cars, increasing seating capacity by 38 percent. The next phase kicks off in summer 2015 when 10 test train cars will begin comprehensive testing on the BART system. Based on feedback received about the train car model, the test train cars will feature various options in terms of the number and placement of floor to ceiling poles and bike racks. In late 2016, the test
train cars will be put into revenue service so that the public can experience the options and provide feedback once again before delivery of the production series cars. São Paulo and San Francisco are just two examples of how Bombardier is working with cities, communities and operators, gathering ideas and suggestions from locals, to continue to improve the attractiveness and acceptance of its trains and, as such, its portfolio.
YOURAIL
YOUCITY
(2009/10)
(2011/12)
The task for the YOURAIL contest was to design innovative train interiors. Over 4,000 entries were submitted; shown above is the winning design.
Participants were asked to develop innovative mobility solutions for the fastgrowing urban areas all over the world. Due to the complexity of the topic, the contest primarily solicited submissions from students and experts.
38,160 Individual visitors
13,125 Individual visitors
2,486 Registered members
809 Registered members
8,519 Hours spent on the website
2,570 Hours spent on the website
4,239 Submissions (designs)
215 Submissions
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MOVE | News
FACT TICKER OVER 95%
of the materials used in Bombardier trains are recyclable today. By 2025 all our new products will be reusable.
UP TO 50%
less overall energy consumption for the ECO4 portfolio from Bombardier Transportation, reducing emissions by up to 80%.
385 KM/H
was reached by the ZEFIRO very high-speed train during test runs in China.
12.6%
how much Bombardier has lowered its water consumption since 2010
12 SEC
time required for the Bombardier 415 amphibious firefighting aircraft to take 6,137 litres of water on board
24.4%
how much Bombardier Inc. has lowered its greenhouse gas emissions since 2009
LEGAL NOTICE Publisher: Bombardier Transportation, Schöneberger Ufer 1, 10785 Berlin, Germany; Phone: +49 30 986 07 0, Fax: +49 30 986 07 2000 Responsible for content: Karin Luke Authors: Marcus FischerDieskau, Leslie Koch, Eberhard Krummheuer, Dr. Caroline Zörlein Photographers: Oliver Vonberg Photos: Bombardier; Gallo Images 38; Getty Images cover, 5, 8, 10, 31, 33; Philip Pramer 22/23; Shutterstock 6/7, 15, 19, 26, 28/29 Illustrations: Vincent Callebaut, Nils Müllerleile, Felix Oppermann Concept and realisation: plan p. GmbH, Hamburg
Many African countries are investing in expanding rail connections.
SIGNALLING ON COURSE FOR GROWTH The World Bank has estimated an economic growth of around five percent on average for the African countries south of the Sahara from 2013 to 2015. Many countries are currently expanding their infrastructure. Since 2006, Bombardier has equipped a total of 2,500 kilometres of track and more than 160 train stations with state-of-the-art signalling and rail control systems. Peter Cedervall, President, Division Rail Control
AVENTRA, Bombardier 415, CITYFLO, ECO4, FLEXITY, INNOVIA, MITRAC, MOVIA, OMNEO, ORBITA, PRIMOVE, TALENT 2, TRAXX, TWINDEXX, ZEFIRO are Trademark(s) of Bombardier Inc. or its subsidiaries. Variopanto is a Trademark of third parties.
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Solutions at Bombardier Transportation, re-enforced the company’s commitment: “We will continue to increase our engineering and manufacturing capacities on the African continent and as such do our part to promote rapid economic development.”
NEW YORK, USA
SHORTER TRANSPORTATION ROUTES Fruit, vegetables, mushrooms and algae to feed the residents may be grown all year round in the high rises of the future. In the “Libelle” building, designed by Belgian architect Vincent Callebaut, there is even room for aquaculture and meat products. The building would rely on wind and solar energy and be completely self-sufficient. Such farmscrapers would considerably reduce transport routes and costs, and, as such, lower CO2 emissions. Illustration: VINCENT CALLEBAUT ARCHITECTURES www.vincent.callebaut.org
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