- Bombardier

M ov e
CITIES ON
THE MOVE
The future of urban mobility
MOVE | Contents
contents Move
6
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.
PAGE 5
Including mobility.
Interview
Mathieu Lefevre,
Executive Director of the
New Cities Foundation
PAGE 6
PAGE 9
MOVE DIGITAL
This magazine is also
available electronically.
http://bit.ly/1p3dwfh
2
Riyadh
New trains for the
Saudi capital
PAGE 14
PAGE 16
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
5
18
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.
28
26
16
24
Partnership
Design
Pulling together
Why it is effective to
bring different interest
groups to the table
A different path
Contemporary train design
PAGE 30
Picture sTories
Not ready-made
Individual products for
individual customers
A perfect system
Dabbawallas in Mumbai
PAGE 32
Flexible financing
Financing models
for lean times
PAGE 34
Passenger
recommendations
Passengers as valuable
resources
PAGE 36
PAGE 18
PAGE 22
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
3
MOVE | Urban Mobility
THe PRIMOVE innovation
Bombardier frees e-buses, trams and electric cars from cables, wires and plugs.
T
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.
4
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.
W
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
32.8
48.4
57.0
70.6
67.2
43.0
29.4
1950
51.6
1990
Urban population
2010
2050
Rural population
5
MOVE | Urban mobility
1,650
rental bicycles
stand at the ready
at 150 stations
6
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.
T
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
8
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.
P. 10
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
9
1
MOVE | Urban mobility
3
15
7
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.
6
11
9
5
14
8
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,
>90%
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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
BE
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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
1,
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
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ABOUT 200,000
8
Lots of traffic
In Berlin’s busiest
train stations around
200,000 people
enter or exit per day.
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10
Berlin riding the train
AND CONTINUING TO GROW
11
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.
T
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.
12
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
I
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”.
14
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
12,000
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”.
15
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.
T
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
16
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
beijing
London
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.
17
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.
W
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
18
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.
P. 20
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.
19
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
20
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.”
21
MOVE | a picture and its story
22
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.
23
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.
24
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.
25
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.
26
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”.
27
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.
28
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
29
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.
30
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.
31
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-
32
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.
35
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.
36
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
37
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.
38
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
39