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EDITORIALEditor – Simon Johnston

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the official journal of the light rail transit Association

The future of transport is now very much in our handsOver the past month transport systems around the world have been stripped of their most vital asset – passengers. In just a few weeks our lives have been turned upside down as enforced lockdowns see many of us working from our sofas or hastily-constructed home offices as the COVID-19 pandemic has spread – its RNA structure making it remarkably easy to catch but very difficult to kill.

We’re not commuting or travelling abroad, and tram, metro, bus and train services have been reduced to cater for only our most essential journeys. Yet cleaners, medical staff, childcare providers, tram, train, bus and delivery drivers cannot work remotely; those that allow society to run smoothly and safely are the very ones being put most at risk. What is apparent is that our concept of ‘community’ is being reshaped before our very eyes.

Many scientists and economists predict that we’re in this for the long haul. A year that started with such optimism will likely now be a year of managing decline, with 2021 offering a chance to stabilise, rebuild and recover.

Whether the dramatic changes we’re currently seeing are forever depends on our response. We have a unique opportunity to reassess our place in the world and how we will shape its future. Difficult decisions are coming: investment may well be diverted and revenue forecasts will have to be recalculated as we rebuild. Emergency grants and loans, where available, will hopefully get us through these challenging and unpredictable times.

An alternative view suggests an acceleration of key projects to leverage cost-saving opportunities and pooled resources. There are other silver linings, too. This horrific global pandemic has afforded us a snapshot of a potential future where the air is cleaner, roads are less congested and public transport is given its rightful place as a crucial element of our communities. We may even see a major rebound in ridership as people realise they don’t need the added expense of a car if they are working from home more in the future...

While we wait and see what the future holds, TAUT is still here. For the next issue or two, while we will still deliver the latest news from around the world, we will add more ‘big reads’ – delving into greater detail to celebrate light rail and give us all half an hour’s respite from the incessant news of coronavirus... Stay well. Simon Johnston, Editor

CONTENTS

COVER: An empty Königstraße in the centre of Kassel, Germany, during lockdown on 3 April. carl / cc bY-Nd 2.0

NEwS 164Berlin signs its biggest-ever U-Bahn order; Trafford Park Line opens early; COVID-19 pandemic devastates public transport demand around the world; US commits USD25bn to transit emergency fund.

LESSONS IN CRISIS MANAGEMENT 171Morgan Lyons offers a step-by-step approach to crisis communications for these unprecedented and challenging times.

NExT-GENERATION LRT: DOHA 173Julia Wahnsiedler reviews the technology behind the hybrid tramway that serves one of the world’s greenest regeneration projects.

TRAM-TRAIN: BRIDGING THE GAP? 178Dr Rob Carroll explores the challenges related to the provision of level boarding.

NOT ALL RAIL IS CREATED EQUAL... 183Daniel Pyke explains the different types of rail used by urban mobility systems.

SYSTEMS FACTFILE: BRANDENBURG 186Neil Pulling explores this small German city and its intriguing metre-gauge tramway.

wORLDwIDE REVIEw 191Canberra commissions expansion studies; Bombardier replaces its CEO; Cork to assess light rail route options; Krasnodar places order for up to 56 new low-floor trams.

MAILBOx 195UK Government report ignores LRT... again.

CLASSIC TRAMS: LEIPzIG MUSEUM 196Mike Russell surveys the smart and spacious new tram museum in Saxony’s biggest city.

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BVG overcomes legal challenge to place largest ever U-Bahn contract

News

On 20 March the regional appeal court rejected Alstom’s legal attempts to stop

Berliner Verkehrsbetriebe (BVG) placing a direct EUR3bn order for up to 1500 U-Bahn cars with Stadler Pankow.

The contract contains provision for at least 606 cars and the supply of spare parts for 32 years, worth EUR1.2bn – 376 for delivery from 2022 and 230 to be confirmed at a later date – including two- and four-car trains for both small (U1-U4, 2.4m-wide) and large (U5-U9, 2.65m-wide) profile lines. This is two years later than BVG hoped when it tendered for the contract. The framework includes an option for a further 894 cars.

BVG and Stadler are already working together on IK series trains for the Berlin network (54 four-car trains) and the new order will be classed as type J and JK. To simplify maintenance the two types will use many common components, so the JK will have two instead of three pairs of doors and the same distance between windows and doors.

Stadler is to invest up to EUR70m in its Pankow factory in the northern Berlin suburbs in order to fulfil the order. “We are very proud to have won one of the largest rolling stock contracts ever awarded in Europe, and that we are able to implement it in Berlin for Berlin. We decided to speed up our planned investments in locations in the German capital to create an optimal basis for this large project”, said Jure Mikolcic, CEO of Stadler in Germany.

This the second time that the city’s U-Bahn orders have been delayed by legal challenges. In 2018 Siemens challenged the award of an emergency EUR120m contract to Stadler (without tendering), but later withdrew after BVG reduced the number of trains covered by the ‘urgency’ contract. The basis of the Alstom appeal was that BVG changed the contractual conditions during the tender process, including a requirement that manufacturers had to guarantee the reliability of the trains for up to 30 years, and increasing the volume from 1050 to 1500 cars.

BVG has a shortage of U-Bahn trains, with the fleet having an average age of 28 years and the oldest dating from the 1960s. The total number of cars fell from 1403 in 2001 to 1242 in 2012, while patronage went up by 21% during the same period.

A report presented to the Berlin Senate in March states that three U-Bahn extensions have been deemed ‘structurally and technically’ feasible.

The study is designed to inform transport priorities in the German capital following completion later this year of the 2.2km (1.4-mile) U5 extension to Berlin Hbf between Alexanderplatz and Brandenburger Tor. The cost of this long-awaited ‘missing link’ has risen by almost 20% to an estimated EUR525m.

The future projects include a southern U7 extension from Rudow to the new Berlin-Brandenberg airport at Schönefeld, estimated to cost EUR306m; a northern extension of U8 from Wittenau to Märkisches Viertel and potentially Senftenberger Ring; and a U6 branch to serve future

development on the Tegel airport site – this comes with an estimated cost of up to EUR607m depending on the chosen route.

Other longer-term plans under consideration include a short western extension of U7 from Spandau to Heerstraße Nord; an extension of U3 from Krumme Lanke to Mexikoplatz (150m of tunnel for this scheme has already been built); a 600m extension of U2 to Pankow-Kirche; and a southern U9 extension to serve new housing developments at Lankwitz.

While there is broad bipartisan agreement on U-Bahn expansion, coalition partner Die Linke – backed by the Green party – argues that it is more urgent to address the estimated EUR2bn backlog of modernisation of existing U-Bahn lines alongside short-term expansion of the city’s tramway network.

A computer-generated impression of a Stadler JK U-Bahn train at Olympia-Stadion on the small-profile network. Stadler

Up to 1500 cars to be delivered to the German capital from 2022, as debate continues over expansion

Trafford Park line opens earlyMetrolink’s 5.5km (3.4-mile) Trafford Park Line opened for revenue service on 22 March, seven months ahead of the original target. The GBP350m (EUR400m) construction contract was awarded in 2016 to the MPact-Thales consortium and was the first to benefit from the regional devolution deal for Greater Manchester. The scheme included a GBP20m (EUR23m) contribution from Trafford Council.Services currently operate as a shuttle from Cornbrook to the Trafford Centre and will be extended to the city centre and Crumpsall later in the year when additional M5000 trams are expected to be delivered.

The new line was delivered on the day services were revised on the remainder of the UK network due to the coronavirus epidemic. As TAUT went to press, tram patronage had fallen by 95% with further reductions seeing a base 20-minute service from 6 April. New operating hours are 06.00-22.00 Monday-Saturday and 07.00-22.00 on Sundays.

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In its Budget statement on 11 March, the UK Government agreed to fund a GBP103m (EUR117m)

scheme to increase service frequency, reduce journey times and improve reliability on the Tyne and Wear Metro. ‘Metro Flow’ will see the Pelaw – Bede freight line upgraded and electrified from September 2022, eliminating three sections of single track and boosting

capacity by 30 000 passenger journeys daily. Trains are to inter-work with heavy rail services on the same basis as the jointly-used Sunderland line.

GBP95m (EUR108m) is to come from the Transforming Cities Fund launched in November 2017, some of which will be used to add four more trainsets to the 42 already on order from Stadler (see TAUT 987), to allow an increase in

frequency to every ten minutes outside the central area.

Passenger Transport Executive Nexus has also called for studies of the feasibility of up to ten proposed Metro extensions and local passenger rail re-openings. These were identified in the 2016 Metro & Local Rail Strategy and include extensions in South Tyneside and Wearside, direct services from South Shields and Sunderland to the International Advanced Manufacturing Park, a rail link to Doxford, and a new route from Sunderland to Washington.

Introduction of the new Stadler trainsets has been put back to summer 2023 as an intensive period of testing and training will be required after deliveries start in the autumn of 2022. All the new trains should be in use by autumn 2024.

Tyne & Wear Metro gains improvement fundingLatest UK Government investment for line upgrades and more new trains


In March the transport authorities in the German cities of Leipzig, Görlitz and Zwickau published a joint tender for up to 167 trams to serve both fleet replacement and network expansion ambitions between 2023 and 2030.

The initial order for the neighbouring cities in Saxony calls for 25 XXL 45m, 2.4m-wide low-floor trams for Leipziger Verkehrsbetriebe for delivery from 2023. The technical specification includes the ability, to negotiate 19m curves, capacity for at least 270 passengers (90 seated) and the capability of running in coupled pairs.

The tender includes options for an additional 64 XXL cars, as well as 66 shorter 30m L type cars (capacity for 176 passengers, 60 seated). Görlitz operator GVB plans to buy eight 2.3m-wide L type trams by 2025, with an option for a further six, while Zwickau’s SVZ plans to put six 2.3m-wide L cars into service by

2024. SVZ has two options, each for six further cars.

Bids were required by 3 April, with a contract for the base order expected to be awarded in early 2021.

Görlitz is looking to expand and modernise its tramway;

the procurement of new digital ticket machines is already well advanced with all machines due to be replaced by mid-2021, and a study is due to be published shortly on a planned route to the city’s hospital that could open in 2026.

Saxon cities to combine tram orders

LEFT: The latest UK Government investment unlocks the funding for a further four Stadler trainsets for the Tyne & Wear Metro, adding to the 42 already on order. Stadler

Nottingham prepares three new routesAn outline business case has been prepared for three potential extensions to the Nottingham Express Transit tramway (UK). The longest would run from the Meadows near Nottingham station, serving Meadow Lane, the Cattle Market, the yet-to-be-built Waterside development and continuing along Daleside Road to the Nottingham Racecourse park-and-ride site. A further extension to a new park-and-ride near Gedling Country Park, is not included in the present draft proposals.

The other extensions are from Clifton South park-and-ride to a forthcoming Clifton Pastures housing and business estate; and the route to the planned Toton HS2 station and on to Long Eaton.

Glasgow’s 5G pilotStrathclyde Partnership for Transport is to trial 5G signalling on the Glasgow Subway (UK). The 18-month pilot will take place in a section between Buchanan Street and St Enoch in a partnership between SPT, Cisco, the University of Strathclyde and the South Korean Transport Agency. The results are to be shared with other underground systems as appropriate.

New APPLRG ChairThe LRTA’s campaigning arm TramForward has welcomed Andy Carter as the new Chair of the All-Party Parliamentary Light Rail Group (APPLRG), the independent forum for MPs and Peers from all political parties whose object is to encourage, promote and develop tramway and light rail schemes. Mr Carter was elected as the Member of Parliament for Warrington South in 2019.

Re-routing Danhai LRT A new route for the second Danhai Light Rail line in New Taipei (Taiwan) was announced by the city’s Department of Rapid Transit Systems on 24 March.

The Blue Seaside line was originally to run on separate single tracks between MRT Tamsui Station and Station V23 near the Fortress San Domingo, converging near V23 and extending westward to Fisherman’s Wharf. However local residents’ concerns over noise and environmental damage in the popular tourist spot of Tamsui Old Street will now see the entire line built alongside the Tamsui River.

If formally approved, work could start in 2021 for completion in 2024. The Green Mountain line opened in 2018; a further two lines are in the planning stages.

Leipzig still operates Tatra T4D cars from the 1980s; 2145 and 2146 are pictured on Rosa-Luxemburg-Straße. Schnitzel-Bank / CC BY-ND 2.0


Public transport ridership has been decimated as the global coronavirus pandemic that began in

China in December has spread rapidly around the world. Falls of between 60% and 95% have reduced tram, metro and bus services to serving all but essential travellers as countries have increasingly adopted ‘lockdowns’ of their populations.

The amount of confirmed COVID-19 cases accelerated exponentially during March and early April. As TAUT went to press, reported infections

worldwide had passed 1.3m, with 70 000 deaths.

Although national restrictions varied by their start date, the immediate responses by transport authorities and operators followed a common theme: reducing timetables to weekend levels; enhanced cleaning for vehicles and stations; requirement of contactless payment or smart ticketing to reduce cash handling; strict enforcement of social distancing; limiting staff numbers in depots and control centres; and home working for administrative staff where possible.

Data released by mobility app Moovit showed that bus, train, metro, light rail and ride-sharing numbers have fallen by more than 80% in most European and US cities. The worst-hit cities are those with the strictest travel restrictions and where there are higher instances of confirmed cases of the coronavirus – Milan was down 86%, Madrid 84% and New York 80% . Moovit’s data is updated daily at www.moovitapp.com/insights

In extreme cases services have been suspended entirely. For example, India’s strict 21-day lockdown saw its metros closed from 26 March until 14 April, with only essential freight services allowed on the nation’s rail networks. This approach began in China, with urban systems repurposed to deliver vital supplies instead of fare-paying passengers in some cities.

In the US, the Santa Clara Valley Transportation Authority shut its three light rail lines entirely on 26 March after a trainee driver tested positive for COVID-19 the day before. Bus replacement services are in operation for an as-yet undisclosed period.

Elsewhere in California, San Francisco’s Muni light rail system, which usually carries 175 000 passengers/day, closed on 30 March with bus substitution services in place. The MTA said: “This is a unique opportunity to improve the state of good repair of our system and come out of this shutdown stronger than ever,” adding that closing the seven rail lines would allow more staff to focus on works on the network’s 151 vehicles, 116km (72 miles) of track, three tunnels, nine subway stations, 24 surface stations and 87 surface stops.

Wuhan’s transport re-opens after lockdownWuhan, the city in central China’s Hubei Province where the coronavirus outbreak began, resumed operations on 117 bus routes on 25 March – around 30% of the city’s bus network capacity.

Six metro lines re-opened the following Saturday, although restrictions still apply, including the requirement for passengers to wear face masks, register with their names and scan a QR code, and take a temperature check

before entering stations and vehicles. Revised timetables were posted at stations. To minimise any further infection risk, those over 65 or with underlying health conditions are still not encouraged to use public transport.

The city’s public transportation services closed on 23 January in an attempt to contain the epidemic; similar restrictions were soon introduced across Hubei province and in other cities.

National lockdowns see patronage fall by up to 95%

During these extraordinary times, Tramways & Urban Transit has spoken to authorities, operators and suppliers around the world to not only report the latest developments, but also to share first-hand experience.

As the global pandemic affects every facet of society, we cannot possibly illustrate the whole picture of this rapidly-evolving crisis, but have endeavoured to give a snapshot of the challenges for the industry.

A huge thank you to all those who have participated – you’re doing an incredible job and we are here to support to you all. Stay safe.

News Special Focus: COVID-19 impacts

Travel restrictions hit transport operators hard

As one of Europe’s coronavirus hotspots, Milan’s normally busy streets were empty in March due to strict travel restrictions. A. Trentanni / CC BY-2.0

EXPERIENCES: BLACKPOOLOn Sunday 22 March we reduced our service from 15 to 30 minutes due to a drop in patronage of around 80%. We took

the decision to close the tramway completely after service on Saturday [28 March] as there are no tourists and we were down to less than 500 passengers.

We’re lucky in one respect in that we also operate the number 1 bus that runs parallel to the tramway, so we’ve enhanced peak services on that route to cater for key workers and essential travel. We’ve also introduced free bus travel for NHS workers and a GBP1.50 [EUR1.70] flat rate.

Starr Gate depot is all sealed up, with CCTV and intruder alarms all monitored from Rigby Road depot and we’re sending security patrols every two hours. We’re keeping the trams powered up for the time being, and if we need to we can move them around to stop wheel flats etc.

Tramway staff have been furloughed inline with Government guidelines, but they are all on 48 hours’ notice to return as and when the passengers re-appear. Two are still working to look after essential overhead line maintenance. Ian Middlemiss

Tramway Manager, Blackpool Transport Services

As nations surveyed the economic impacts of the pandemic, the US Senate and House of

Representatives unanimously agreed a USD2.2trn stimulus package – the Coronavirus Aid, Relief and Economic Security (CARES) Act – that was signed into law on 27 March.

The largest economic rescue deal in US history, the CARES Act includes over USD110bn in grant funding, loans and other direct relief to transportation sectors severely affected by COVID-19. USD25bn has been directed to transit agencies to offset either capital or operating losses, including direct costs such as additional cleaning or the purchase of personal protective equipment; farebox losses and lost income related to advertising and sales tax revenues; and recovery and restart costs.

USD13.79bn has been allocated to urban systems, USD2bn to rural areas, USD7.51bn to ‘state of good repair’ maintenance and USD1.71bn to systems in growing and high-density states. The law stipulated that funds be distributed according to “fiscal year 2020 apportionment formulas” with seven days of the signing of the Act. USD1.02bn is also allocated to support Amtrak’s passenger rail services.

American Public Transportation

Association President Paul P. Skoutelas, representing 1500 public and private sector organisations, applauded Congressional leaders and the Trump administration for reaching bipartisan agreement so quickly on the provision of these desperately-needed funds.

The USD25bn figure matches the amount the ten largest transit operators in the US said would be the minimum to help the industry cope with COVID-19 disruption on 23 March, although city leaders and transit advocates believe it may take as much as USD40bn to keep agencies solvent if the crisis continues into the summer.

On 23 March UK Transport Secretary Grant Shapps confirmed that existing heavy rail franchise contracts would be suspended for at least six months, transferring all revenue and cost risk to the Government, with operators paid a small management fee. A separate agreement allocates GBP567m (EUR646m) for the country’s bus operators.

As TAUT went to press, there were no details of such a package for light rail systems despite pressure from authorities, operators and the supply chain. In a video message released on 2 April, Tobyn Hughes, Managing Director of Nexus, said: “It’s

US enacts urgent rescue packageUSD2.2trn emergency fund launched, including USD25bn to support transit agencies


ABOVE: MTA staff disinfecting frequently-used surfaces at the New York Subway’s Fulton Center. P. Cashin / MTA

LEFT: The Tyne & Wear Metro is continuing to operate for NHS and other key workers, but has seen passenger numbers fall more than 90%. Nexus

EXPERIENCES: INDUSTRYSuch significant falls in patronage and reduced timetables clearly have an impact on revenues, and we’re actively

working with the Department for Transport to explore the support members need to meet the fixed costs associated with maintaining what is a vital service in key cities.

Unlike some other forms of public transport, a sector-wide solution is not possible due to the differing contractual obligations under which networks operate, but we’ll continue to raise the concerns of members with Ministers and officials and press for suitable financial support where it is needed.

James Hammett Managing Director, UKTram

From our operator survey, these are the most common approaches being taken to limit the spread of infection:

Develop a business continuity plan that deals with scenarios resulting from staff shortages due to illness and self-isolation Support management, administrative and support staff to work from home where possible, with daily video conferences replacing face-to-face meetings to address updated guidance and key issues. Online training and guides for all staff Adjust service frequency to meet passenger demand/expectation Inform driver-trained staff they may be required to maintain service Enhanced sanitisation of vehicles and stops, with regular cleaning of frequently-touched surfaces

such as doors, handrails and ticket vending machines etc throughout the day. Review the use of the most appropriate cleaning products Limit the number of passengers per vehicle, with directions to sit diagonally at a 2m distance Minimise personnel overlap in depots and control centres, rotating teams to limit transmission risk Distribute information on health and service alterations, using physical and digital means, updated regularly as guidance from government, emergency services and health authorities change Review revenue protection measures to reduce contact between staff and customers Personal protective equipment for all customer-facing staff Alcohol-based hand sanitisers

available to duty staff and cleaning kits for drivers’ cabs to apply at the start and end of each shift Installation of floor markings to give guidance on social distancing at stops and stations

Regular situation updates with local, regional and national authorities to determine the level of services to be maintained – and in the case of a worsening situation, at what point services should stop entirely

Where possible/appropriate: Rear door boarding only for all public transport vehicles

Pedestrian crossing and door opening/closing buttons automated or controlled remotely

Remove cash handling with passengers encouraged to undertake contactless payment

Canteens separated to single tables placed two metres apart, with staggered break periods

Change the configuration of air conditioning and heating systems, with additional filters to ensure the circulating air contains fewer potentially harmful particles; change filters more regularly

Offer financial incentives such as reimbursing or pausing monthly ticket subscriptions

vital that we continue to offer public transport networks for key workers to get around... but we’re actively discouraging people from travel unless their journey is absolutely essential.

“The Government really does need to take this issue seriously if it wants to preserve vital local systems like the [Tyne and Wear] Metro and tram systems in other UK cities.”

KEEPING PASSENGERS AND STAFF SAFE

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Cleaning robots and ‘subways by appointment’Working in partnership with Hong Kong-based biotech company Avalon, MTR Corporation has begun the deployment of ‘Vapourised Hydrogen Peroxide Robots’ to sterilise its trains and office buildings.

The robots spray an atomised hydrogen peroxide solution to penetrate gaps that may be difficult to reach during manual cleaning; they can be preset with a floorplan of the designated area, or remotely controlled

Germany’s operators follow pre-prepared VDV guidanceIndustry body’s head calls for compensation after ‘devastating’ fare income decline

German transport body Verband Deutsche Verkehrsunternehmen (VDV) has rejected

suggestions that public transport passengers could be registered, [as has been implemented in China] arguing that with 30 million passengers/day, such an approach would be unrealistic.

Public transport is exempt from Germany’s ban on contact between more than two people, introduced on 23 March. However, on 3 April VDV reported that sales of single and monthly tickets had fallen by 70%-90%. VDV head Oliver Wolff described the financial consequences for transport organisations as ‘devastating’, calling for government compensation to offset losses. Some moves have already begun in that direction, such as the establishment by the state of Lower Saxony of an emergency fund to ensure the liquidity of public transport

companies, bringing forward financial aid for the rest of 2020, a total of EUR67.5m, to provide short-term support to aid cashflow and prevent bankruptcies.

However, light rail operators have instead been able to draw on a comprehensive approach to pandemics developed in response to the swine flu outbreak in 2009. On 28 February VDV reproduced its guidance paper, No. 9040 Influenza - Pandemieplanung in Verkehrsunternehmen (Influenza – pandemic planning in transport organisations) – that covers both management and operational situations, as well as advice for employees when away from work, such as how to shop effectively and maintain social distancing.

Drawing on research by the US-based Centers for Disease Control and Prevention, the guidance warns that in a city of 600 000, around 500 people may be expected to die, and

that at the peak of the outbreak 40%-50% of an organisation’s employees might be unavailable. It also cautions that a pandemic might be expected to have two or three waves, each of around eight weeks in duration.

Separately, the VDV has set up a members’ area on its website to share coronavirus-related information and made access to its professional education

materials free of charge. In addition, the organisation has published a ‘charter’ arguing that freight movement should be concentrated on rail, given its relatively low personnel intensity.

It is also recommending that planning starts on how to reduce crowding and maintain social distancing once the strictest restrictions are lifted – for example by staggering school hours.

EXPERIENCES: STUTTGARTWe are facing unusual times indeed, and much that seemed to be certain proves not to be so.

We are adjusting staff rosters to the changed patterns of the timetable; there are some personal requirements for additional days off, for example to care for children, so this gives some relief in terms of counterbalancing the reduction in ‘hours in duty’.

To communicate with passengers we are using social media channels, our website, announcements at stations and short messages on platform displays. We are aiming at maximum transparency in our internal and external communication.

Reinhold Schröter Operations Manager Bus and Tram, SSB

EXPERIENCES: PRAGUE

We are doing our best to run the shortest

interval between vehicles possible to avoid overcrowded services and all passengers must cover their nose and mouth before entering DPP premises and vehicles. It does not matter if they use a face mask, a bandana or a scarf, the most important thing is to be kind and courteous to each other and especially drivers. Front doors of almost all vehicles are closed, with rear boarding only.

All vehicles are disinfected daily and all stations are wet-cleaned regularly. We are testing two new types of disinfectant, based on the ability of nanopolymers to destroy bacteria, viruses and other micro-organisms. The tests are being undertaken on two 15T trams and one SOR NB 12D bus, and both products have health certificates from the National Institute of Public Health and meet the relevant Czech and European standards. They have been shown to be effective for up to 21 days, while the effectiveness of conventional disinfectants is in the order of tens of minutes or hours.

These products create an ultra-thin invisible hydrophobic layer and have a ‘self-cleaning’ effect. This layer is anti-bacterial, and respectively anti-viral. In addition to their durability, they are non-flammable, water- and alcohol-soluble, colourless, fragrance-free, do not irritate eyes or mucous membranes or cause allergic reactions. They are effective from 0°C to 100°C and are non-corrosive, biodegradable and do not contain alcohol, aldehydes or phenols.

Jiří Došlý Head of Corporate Affairs, Dopravní podnik hl. m. Prahy

with a mobile device from up to 20 metres. It takes four hours to deep clean an eight-car train in automatic mode. Dr Tony Lee, MTR Operations Director, said that a plan to deploy 20 of the robots for train cleaning in depots was in progress.

The collaboration includes the creation later in the year of a dedicated face mask manufacturing facility for MTR, producing masks capable of blocking PM2.5 particles with nanofibre technology developed with Hong Kong Polytechnic University.

Chinese metros are trialling a ‘subway by appointment’ system to prevent overcrowding as travel restrictions are lifted.

In Beijing, commuters can use smartphone apps to book their entry to two of the Chinese capital’s busiest subway stations during rush hour. Once signed up to the app, users are given a QR code that is valid for a 30-minute window for their journey.

Up to 20 ‘VHP Robots’ are to be deployed across MTR’s network to enhance the sterilisation procedures for trains and office buildings. MTR Corp.


Keeping cities moving while maintaining the recommended two-metre social

distancing has proved a challenge, with reduced timetables seeing overcrowded vehicles in contravention of the recommendations in some cities.

While countries such as Sweden have relied on voluntary responsibility and trust to limit the spread of the virus, other approaches have led to fierce debates on the role of government in enforcing lockdown rules. Complaints that peak time London Underground services were dangerously overcrowded in March due to service reductions drew the city’s Mayor into conflict with the UK Government.

On 25 March London Mayor Sadiq Khan said Transport for London (TfL) was doing its best considering that “nearly a third of staff are now off sick or self-isolating – including train drivers and crucial control centre staff. Many have years of safety-critical training in order to run specific lines – so it is simply not possible to replace them with others.”

Over 500 British Transport Police officers have been deployed across London, opening different routes to platforms and turning off down escalators to slow the flow of passengers.

With well-documented budgetary pressures, TfL forecasts suggest the impact of the pandemic on its finances could be up to GBP500m (EUR566m).

UK Health Secretary Matt Hancock claimed there was “no good reason” why timetables have been cut, with Mr Khan responding that “[TfL will do] everything possible to continue safely running a basic service for key workers including our amazing NHS staff”, but warned that staff numbers could continue to fall due to sickness or self-isolation.

Train drivers’ union Aslef joined the argument by saying that more should be done to limit the number of people still using public transport: “As MPs vote to leave their own place of work, it is disgraceful that the government puts key workers’ lives at risk by refusing to close other non-essential workplaces.”

Tube overcrowding rowLondon Mayor at odds with the UK Government over reduction of services

CANADA: Work on the CAD6bn (EUR3.9bn) Réseau Express Métropolitain (REM) light metro in Montréal was suspended on 25 March in response to Quebec’s partial lockdown and the closure of all non-essential businesses the day before. Around 100 workers reportedly walked off construction sites related to the project the week before over fears of the spread of the coronavirus.

POLAND: From 25 March only 50% of seats were allowed to be occupied on public transport vehicles in a nationwide measure.

RUSSIA: Moscow Metro has been using modified infrastructure inspection vehicles to spray all its tunnels – both running tunnels and those used for stabling or connections to depots – with liquid disinfectant.

UKRAINE: Metro service in the cities of Dnipro, Kharkiv and Kyiv was suspended from 18 March as part of tactics to prevent mass infection.

UK: In April, Transport for West Midlands made travel on its bus and tramway network free for National Health Service staff, as well as school travel for all children of key workers.

USA: New York Metropolitan Transportation Authority (MTA) Chairman and CEO Patrick J. Foye tested positive for COVID-19 a day after the authority, in partnership with state health authorities, said it had secured 75 000 masks for employees on 27 March. New York State has become the epicentre of the pandemic in the US.

Museum and heritage tramway closures The effect on the fragile finances of transport museums and heritage lines is still to be fully understood, but as an example the Kapiti Coast Electric Tramway – home of the Wellington Tramway Museum – closed to the public on 22 March. Located in Queen Elizabeth Park, about 45km (28 miles) north of New Zealand’s capital, the tramway uses equipment salvaged from the city’s four-foot (1219mm) gauge system that closed in May 1964.

Built in 1923, double-saloon tram 151 is seen at the terminus for Whareroa Beach. It awaits its passengers on 14 March, for whom the tramway visit formed part of a cruise ship itinerary.

In response to the pandemic, public transport in Wellington and Auckland were made free from 26 March until June.

NEWS IN PICTURES

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EXPERIENCES: JERUSALEM

We have introduced a revised timetable with

last trams from both sides leaving at 20.00 instead of 00.00. There is no service from 20.00 on Thursday until 05.30 on Sunday morning. Staff patterns have been modified accordingly and the activity of inspectors has been limited to avoid interaction with passengers. The Operations Control Centre (OCC) is isolated, with a limited number of controllers allowed in the room at one time.

Our supply chain is currently running well, however we have received a notice from Alstom that this may be interrupted in the medium-term.

Simcha Ohrenstein Consultant, Israel Ministry of

Transport and Road Safety

EXPERIENCES: EDINBURGhWe have halved our regular frequency. Trams now run a 15-minute service, with spare

capacity as required. Government advice on non-essential travel and the near-closure of the Airport has reduced our patronage by over 90%.

I’m proud to say I have 100% buy-in to the Government’s job retention scheme with every colleague agreeing, if required, to enter into the scheme, with over half confirmed already placed onto furlough leave for the next two months.

My goal was always to ensure that by maintaining the safety and security of the staff and our customers we would be able to continue running a service capable of supporting Edinburgh through these difficult times. We’ve managed to do this, which I believe is a fantastic endorsement of the leadership team, and in the future of the business.

Patronage will bounce back, but we could well see a fundamental shift in travel behaviour once the pandemic is over. Working from home may become more of a norm and, for example, discretionary travel demand outside of peak hours could grow as people re-think their travel options.

Lea Harrison Managing Director, Edinburgh Trams

EXPERIENCES: ISLE OF MAN

Operation of the steam railway, horse tramway, Manx Electric and

Snaefell Mountain Railway are all suspended until 28 June. We will review this position during May and issue another update then.

We are maintaining bus services, running a Saturday frequency from start of service until 10.00 and then Sunday hours to allow key workers to get to work.

We have reduced staff numbers due to loans to other key areas of Government. For example, railway staff are driving buses, minibuses and ambulances, and acting as security staff at the hospital and virus testing sites. Railway and catering staff have been being redeployed to increase the frequency of bus cleaning.

For passengers arriving on the Island by air and sea we are using a special service, with even more cleaning, to take them to quarantine for 14 days.

Ian Longworth Director of Transport Services, Isle of Man


EXPERIENCES: BRUSSELS

We’ve introduced a new timetable for weekdays and another for weekends,

with priority given to lines which run close to a hospital. We have redeployed staff to clean all vehicles after each service and there are people on certain endpoints to clean all the handles etc.

The first door is not accessible on our buses and some types of trams and each driver has a kit to disinfect their cab at the end of their shift. While cleaning products are in short supply, we have a stock and a daily update is done with a redistribution of products organised every day.

EXPERIENCES: BUChAREST

Taking into account the significant decrease of passenger traffic, around

50%-60%, as well to protect our own staff, it was decided to decrease the number of trains by 15%. All holiday requests have been approved. Metrorex has already asked the sanitation companies to intensify their cleaning actions and using 3D nebulisation, subway trains are disinfected using a portable device patented and manufactured in Romania. This is one of the most efficient forms as it can sterilise every corner in the wagon, also the ventilation systems.

EXPERIENCES: DENvER

Certain staff can work from home and at this point this is happening through

10 April. Front-line employees are being provided PPE as it becomes available,

although some supplies are hard to acquire as we are competing with the rest of the world, and supply chains are making health care facilities their top priority.

EXPERIENCES: LONDON

All employees are aware of the Government’s social-distancing

guidance, however where close contact is required to assist our customers, staff are required to wash their hands as soon as possible. Gloves are also made available to all staff who request them.

We have not experienced any supply chain issues so far, but are aware that other companies have received hand sanitisers that were out of date – this was only discovered because staff reported a burning sensation upon using it.

EXPERIENCES: LOS ANGELES

Trains are running often and we continue to provide service on a daily

basis, but in accordance with ‘Safer at Home’ emergency orders. We have asked employees to work from home where possible.

We have strengthened sanitation operations and are reviewing these as the situation evolves. METRO has installed hand sanitiser dispensers at major transit hubs and is exploring equipping buses and trains with these dispensers.

EXPERIENCES: TENERIFE

Our timetables have been revised in accordance with instructions from

the Central Government, meaning a 50%

reduction in frequency [occupancy has fallen by 90%]. All weekend night services have been cancelled.

Our city is not badly affected, we have among the lowest confirmed cases in the country, and from 23 March we have offered a free service. Passengers who bought a non-single ticket from 1 to 15 March and have only used it three times will receive a complimentary ticket with similar conditions when the lockdown is over.

EXPERIENCES: ZARAGOZA

From March 30 all services use double trams. Frequencies are now 10 and 13

minutes in the central hours on weekdays, and 30 minutes on Saturdays and Sundays. In this way, the availability of space is fully maintained and distributed among the connected trams, while maintaining the highest frequencies.

The seats in which it is forbidden to sit have been marked on the tram, to guarantee compliance with the maximum capacity decreed for each type of vehicle and prioritise the safety of both users and employees. The maximum capacity for each five-module tram has now been limited to 70 passengers.

The impact of the coronavirus in Zaragoza has not been as hard as other Spanish cities, like Madrid. However, the city council has decided that all healthcare employees can now travel for free by tram and by bus, as well as those who work in nursing homes.

In recent days the tramstops have all been disinfected by the Unidad Militar de Emergencias (Emergencies Military Unit), like many other places in the city.

‘An experiment in cleaner air’New figures show how cities are seeing public health benefits as industry slows and roads clear

Data from the UK’s National Centre for Atmospheric Science (NCAS) released in

late March showed marked reductions in nitrogen dioxide (NO2) and PM2.5 particulate matter in many cities as industry slows and forced travel restrictions take effect.

Speaking to the BBC, NCAS Director of Science Professor Ally Lewis said that in an unexpected way, the pandemic offers something of a policy experiment to test realistic targets for clean air: “We’re essentially looking into the future when we don’t have diesel cars because we plan to take them off the roads. This summer may tell us what level of PM2.5, for example, is likely to be achievable in big cities such as London or Birmingham.”

The UK data mirrors trends seen around the world as people have spent less time in cars, offices and factories and more time at home. Monitoring stations in Hong Kong recorded PM2.5 levels down by 32% in February, while the larger particle pollutant PM10 fell by up to 29%, and nitrogen dioxide (NO2) was reduced by up to 22%.

It is also reported that in Germany these factors and the associated reductions in electricity usage could see the nation emit between 50m and 120m tons less CO2 this year, meaning it could even exceed its annual climate target.

But it is not just general industry that is closing factories, as rail manufacturers across Europe closed their plants in March.

Bombardier, CAF and Hitachi have temporarily put rolling stock

production in the UK on hold, with skeleton teams remaining, under ‘enhanced safe working practices’, to maintain rolling stock maintenance, technical support and spares, as well as ensuring that production lines can be restarted at short notice.

In Spain, CAF agreed with local authorities and unions to cease production in Zaragoza, Beasain and Irun until 20 April, creating agreements to recover the lost hours when restrictions are lifted and the hiring of extra staff to fulfil orders.

Blue skies over Bratislava. A deserted Jesenského Street in the heart of the old town on 13 March. Young Shanahan / CC-BY 2.0


Crisis management

Remember the Kipling line, “If you can keep your head when all about you are losing theirs?” Morgan Lyons takes a calm and methodical approach to crisis communications.

I like smacking arcade vermin as much as the next person. Whack-a-mole is alternatively satisfying and frustrating – but the frustration generally lasts longer

than the satisfaction. Just reacting to the problem popping up in front of you only gets you so far. Think about that when planning for or managing a crisis. Communicators don’t have to play along.

Consider coronavirusThe response in some sectors to the ongoing coronavirus pandemic seems a bit whack-a-mole. One problem pops up, it gets hammered, another pops up somewhere else and the cycle repeats – it’s hard to see the strategy through the chaos because all anyone is doing is reacting. There are some notable exceptions, but as the coronavirus situation plays itself out on a global stage it looks like a lot of people are just whacking away without following a coherent strategy.

The pandemic was a significant discussion topic among public information officers at the recent Marketing and Communications Workshop of the American Public Transportation Association (APTA). People compared notes on preparations by their respective agencies. Keep in mind that APTA is a diverse trade association with members as large as New York, and as small as agencies with fewer than ten buses. The discussions were obviously varied and wide-ranging.

Because I’ve been in the industry a long time, I’ve handled crisis communications at Dallas Area Rapid Transit (DART) during the Ebola (2014) and Swine Flu (2009) outbreaks, amongst others. I have also lectured frequently on the topic, so my fellow transit communicators had many questions about their current preparations.

It’s simple: focus on what you know.

The nature of a crisisThe events moving a crisis from emergent to imminent are typically fast-moving and confusing. The randomness of the situation is often no-one’s fault, just the nature of a crisis. But while seeking information about larger organisational plans (and being part of the conversation), act upon what is known.

Trust the science. Seek the known experts. Put aside the non-essential tasks, and take

advantage of the time and consider what customers, stakeholders and the media need to know about how this is affecting operations.

In the case of transit systems, people want to know if the trams, trains and buses are running and if they will be safe when riding.

1. You have been here beforeYour organisation may not have experienced a pandemic, but chances are it has been through something that has significantly interrupted its business. In the case of transit, something that has forced a service reduction. Remember what you told people then and review your notes – this might not be hugely different.

2. You are not a healthcare expertThis is the part where the operations and emergency management folk tell communicators to “stay in their lane”. They’re right. You run public transport systems; you talk about trams, buses and trains. It’s your job to know how the timetables and schedules are being affected. What you’re not is an infectious disease specialist. Stay focused on your operations, and in online comments link widely to the vast resources of agencies like the World Health Organisation, Centers for Disease Control and Prevention (in the US), or Public Health England (UK), as well as local and regional emergency management officials.

In any case, those agencies should be the principal communicators on all things related to public health.

3. Stay connected with your peersThis is another element of being prepared. Make sure you understand who has the lead in your organisation for the agency response and know who they’re going to for their facts. Establish (or re-establish) contacts with counterparts at the local emergency management or health agencies. They should

talk about what they’re doing, and you should do the same. The good news is that health and emergency management agencies are going to get a lot more media attention than transport operators.

Take extra steps to keep those organisations in the loop about your operations and future plans so they can be included in their communications. Transit operators live in a political environment and it is never a bad thing to have local officials brag about your service in the media. After all, this is about keeping the communities we serve healthy and happy – we’re all in this together.

Follow industry colleagues and see what they’re doing. Compare notes. Vent frustration with trusted friends and counterparts as needed. Do what it takes to stay sane. These events can break quickly but tend to resolve themselves slowly. Remember that every location will handle things differently. Also remember not all of your excellent advice will be followed. It’s likely to not be the first time that’s happened.

4. Keep your messages clear and your information easy to findYour core message is simple and should be familiar: “We are going to keep you safe.” It’s not only the truth, it also provides some coverage if you have to change your normal operations at short notice.

During your communications planning, consider the best ways to deliver information. How can you use your website or social channels? E-mail still works. Can you use local media to spread the word? How you can reach people outside regular work hours?

Tell the truth. Always.

Predicting the futurePosing hypothetical or ‘what if?’ questions is a common media interview tactic. It’s a cheap

whacK-a-MoLe: a Lousy cRIsIsstRategy

an almost empty Qingdao Metro line 3 service in February; ridership on public transport networks around the world has declined dramatically in many cities due to the coVID-19 outbreak. qdjuncheng / CC BY-SA 4.0


and easy ‘gotcha’ that makes for fun live television or radio. But the answers are rarely illuminating and that’s why most media advisors counsel their clients to pivot from them back to their message. In any case, one cannot predict the future.

Just as a person preparing for an interview has to anticipate these kinds of questions, crisis managers must not only expect hypothetical incidents or outcomes, they are well-served to develop contingency plans. They cannot be expected to develop complete plans for every eventuality (again, no-one has a crystal ball), but multiple scenarios should be discussed with the crisis and executive teams. Such work is rarely wasted time.

Let me give you an example. A driver on a break at a busy end-of-the-line station is seen sneezing and coughing by customers. She’s actually dealing with a pre-diagnosed sinus problem, but almost immediately a nervous bystander shoots a video and posts it to their social network with the headline, “Hey ‘X’, what are you doing about your infectious drivers?!?”

The mind boggles over the possible outcomes in the current overheated communication environment. It is reasonable to expect broad social sharing of the content, which leads to panicky media coverage, which leads to increased calls to the transit agency customer service, which in turn leads to complaints from the transport workers union about health and safety at work protocols. In quick succession this leads to a demand for more detailed cleaning of transport facilities, to possible service reductions caused by the need to limit vehicle pullout to allow for more time for servicing. However this is already slowed because vehicle maintainers are either actually sick and cannot come to work, or they are scared to come to work, or they have to stay home because their child’s school is closed in response to concerns about a local outbreak. And all following the public sighting of a ‘sick’ operator at a busy station.

Perhaps less dramatically, think how service adjustments can be more sanely made and effectively communicated when demand is

one in place. By all accounts this incident is probably going to last for some months. Take advantage of the time to improve your processes as the situation develops and look out for future crises. Trust me, you’ll be here again. Just like the flu.

Think about the messages you’ve been delivering. Do some resonate with your audiences more than others? Have you found new tactics, or do some work better than others?

In my long years of public relations practice, and as a working reporter before that, I’ve learned that the crucible of a critical incident can lead to clear thinking because all of the other day-to-day stuff is truly burned away. Consider what you’re doing now that you should be doing after this incident has passed.

Always remember the teamThis is a final thought, but maybe it should be the first: how are the employees in your organisation holding up under the pressure? What about the people responsible for communicating all this change? People need rest and need to take a break. High-pressure incidents can, and do, take a toll on mental, as well as physical, health. People need time to NOT be employees and be the face of the organisation. They need time to be human. Their kids are out of school and their family members are in nursing homes or may be dealing personally with serious health issues.

Team leaders need that time and space too. Go ahead, the crisis will be here when you get back.

ConclusionViruses and other critical incidents have always been with us – they endure because they size up the current environment and seek opportunities to change and sustain themselves. Effective organisations and the communicators who support them must do that too – in good times and bad.

You and your agency have been here before. It’s all relative, so take a moment to breathe and reflect on what you know and how you’ve managed previous critical incidents. You got through that, so with robust planning you’ll get through this latest round of whack-a-mole too… and the next one… and the one after that.

reduced (and revenue lost) because large ride-generating events – sporting events or concerts – are cancelled or closed to the public.

Whack-a-mole players know the varmint is in the box and will pop up. But they do not know when, where or how many will do that at the same time. The best players consider the possibilities based on previous experience and plan their strategy accordingly.

Review, adapt, act, repeatOne advantage to sustained critical incidents like the current coronavirus outbreak (or any major public health emergency) is the ability to do things differently – and better. Calm and considered situational analysis and planning is the key to success. While there will likely be no slow days, take the time to review what has been done in your organisation and peer agencies. Was the communication quick, clear and did it promote calm action? Want a do-over?

Be open to new ways of addressing the problem. If a ‘lessons-learned’ process is not already in place at your organisation, put

Morgan Lyons is a recognised expert in crisis communications and media relations. Transitioning from a career as an award-winning journalist, he was Vice-President, External Relations, at Dallas Area Rapid Transit in Texas before opening his own communications consultancy, Lyons Strategic.

Morgan has served as Chair of the Marketing and Communications Committee for the American Public Transit Association, and as a member of the body’s Board of Directors. He is presently a member of the Legislative Committee. Visit his website at www.lyonsstrategic.com

ABouT THE AuTHoR

LeFt: transit agencies are ramping up intensive ‘deep clean’ programmes for vehicles and stations. Nyct personnel disinfect a R-160 subway train at coney Island yard in early March. M. A. Hermann / MTA

“The best players considerthe possibilities based

on previous experienceand plan their strategy

accordingly.”

J. Kontur / CC BY-ND 2.0


Crisis management

Julia Wahnsiedler updates TAUT on TIG/m’s progress in delivering battery-dominant hybrid transit systems that reduce capital and operating costs, including using hydrogen fuel cells for more sustainable, less intrusive urban tramways.

On the eve of 2020, Qatar’s Msheireb Properties launched an innovative 2km (1.2-mile) light rail line in its newly-constructed and revitalised

LEED Gold standard Msheireb Downtown Doha development. As the world’s first sustainable downtown regeneration project, this 31ha scheme has been designed to revive the city’s old commercial district by combining traditional Qatari architecture with the latest construction methodologies and materials.

The USD5.5bn investment incorporates a modern tramway circulator supplied by TIG/m, that by early February had already recorded 40 000 riders. A fleet of three modern battery dominant/hybrid trams – designed and manufactured by TIG/m in Chatsworth, California – circulate the district counter-clockwise in a closed loop with nine stops, improving travel between key locations, as well as providing a connection to the underground Central Msheireb Metro station. This key interchange, directly below the streetcar route’s Nakheel Square, is the largest in Qatar and serves as the network hub where all three of the city’s new metro lines (Red, Green and Gold) intersect.

The trams complete a circuit of the loop in 18 minutes, operating at six-minute intervals, benefiting from virtual tram detection and priority at traffic signals, as well as real-time passenger information, onboard CCTV, and Wi-Fi.

Each 15m MRV-3 series low-floor vehicle has 33 seats and capacity for 100 passengers in total. They are fully air-conditioned and incorporate special glass panels that inhibit over 90% of the heat from Doha’s intense sunlight. These modern single-body cars, unique to the Msheireb Downtown Doha tramway, are also ‘convertible’ with removable windows – they can be operated as open-air trams during the cooler months.

Removing the wayside supplyTIG/m was founded in 2005 with the goal of eliminating wayside power systems by supplying self-powered vehicles with enough onboard stored energy for a revenue cycle of up to 20 hours without the need for in-motion or opportunity charging. To date, it is the only streetcar manufacturer to have achieved that goal through the design and manufacture of self-powered heritage-style and modern low-floor streetcars that require no overhead catenary wires, or wayside power stations and

can generate zero pollutants. The company’s system requires four essential energy components to operate under municipal conditions:1. Onboard energy storage2. Regenerative braking3. Onboard power generation4. A fuelling station for the onboard generators

“All of our projects are bespoke,” explains TIG/m President and principal vehicle designer Brad Read. “We build custom vehicles with the propulsion systems configured especially for the site conditions, but the end goal is always the same: 20 hours of continuous operation with no wayside power requirement at all.”

For the Msheireb Downtown Doha tramway, the ancillary power supply to the onboard batteries is provided by an LPG generator. “However,” Read continues, “the generator set is self-contained and can be swapped in about an hour, with no impact at all on the vehicle’s design. Our preference for the generator is a hydrogen fuel cell, but our clients can choose between hydrogen, LPG, or CNG as the fuel for this function.

“The overall configuration is project-specific and designed for uninterrupted passenger service during a duty-cycle, while maintaining

nexT-GeneraTIon lrT:doha

aBoVe: TIG/m’s MRV-3 Tram operating in Msheireb

downtown doha, Qatar.

All photos and illustrations by Brad Read, except where

stated otherwise.

Doha


a 25-30% surplus of power in the traction battery, thereby avoiding deep-cycles and extending the battery service life.”

The system is still battery-dominant however, and each vehicle is equipped with two 375V dc 400A/hr LiFePO4 lithium-iron phosphate battery cells, which TIG/m guarantees for ten years. These are controlled by a proprietary battery management system which uses a generator to prevent them from deep-cycling and maintains a charge between 30%-85% of full charge to extend their life.

“We eliminate all of the infrastructure required to distribute power, which consists of about 40-60% of the initial infrastructure cost,” says Read. He adds that, as steel wheels offer only 15% of the rolling resistance compared with rubber tyres, they were also able to develop a specially-engineered propulsion system designed for the reduced rolling resistance of steel wheel on steel rail.

Furthermore, the energy to power the vehicles can be 100% renewable and emissions-free, as demonstrated with the tramway line installed in Oranjestad, Aruba. In this case, both the power to charge the batteries and conduct the electrolysis process to create the hydrogen is powered entirely using wind-generated electricity.

The range of off-wire solutionsThe move to off-wire operation has inspired many new, as well as long-established, light rail vehicle system promoters to explore and introduce strategies for eliminating the installation, operation, and maintenance challenges – as well as the visual pollution – of the labyrinthine spiderweb of overhead wires. Globally, off-wire capability is now


Doha

wayside power supply system, meaning additional costs to install and maintain, involving underground conduits and equipment enclosures. Again, dwell time at stations is increased.

• Hydrogen fuel cell technology has been around for some time. Several tram builders are testing hydrogen-powered vehicles that rely solely on a fuel cell for primary traction power. But a traction system on a streetcar, depending only on a fuel cell, would need to carry over 20kg of hydrogen onboard and a large 40kW fuel cell in order to handle the loads of starting and stopping the vehicles. This would require relinquishing a lot of passenger space. If the vehicles were to carry less hydrogen and a smaller onboard fuel cell, frequent refuelling stops would interrupt continuous revenue service. Most of these concepts are serviceable,

but far from ideal, off-wire strategies. However, TIG/m’s fully self-powered propulsion system solution has demonstrated efficiency that has been lowering CapEx and OpEx for over 20 years already.

In January 2015, a TAUT feature described how TIG/m’s strategy of containing all traction power onboard the vehicle entirely eliminates the lifecycle – and not just monetary – costs of installing, maintaining, and replacing overhead catenary, as well as their requisite wayside power station.

Removing the need for the track system to act as part of an enormous electrical circuit has other significant benefits. The trackform itself can be less intrusive as the technology required to isolate and ground the system is no longer needed,

a key specification for sections of many new-build streetcar and tramway systems, as well as extensions to existing networks, that cross areas of visual or architectural significance.

With the trend to move away from catenary-dependent power transmission systems, vehicle manufacturers have employed a variety of methods to get energy onboard vehicles, for example:• In-motion charging – intermittent contact

systems – if incorporated into a tramway, still requires a large percentage of the capital and maintenance costs of a full overhead catenary wire system.

• Contactless in-track systems (contactless induction, for example) are very expensive and inefficient.

• Contact-type in-track systems can be equally expensive to install and are subject to damage and environmental degradation.

• Supercaps – onboard supercapacitors – can handle very large loads very quickly without overheating, but they hold energy only for a short period of time and require frequent opportunity recharging if used as a primary energy storage system.

• Station-installed overhead opportunity charging, which employs top-down pantographs that lower from overhanging conductive charging structures. While off-wire, this may expose passengers in loading areas to high-voltage output and risk damage from birds nesting on and inside the structure and, well... doing what birds do. Opportunity charging is also time- consuming, increasing dwell time at stations by up to several minutes.

• Station-installed in-ground opportunity charging units, while ‘invisible’ are still a

BeloW and rIGhT: accessing roof-mounted equipment and swapping out a generator set in the doha depot.

“We eliminate all of theinfrastructure required to

distribute power, which consistsof about 40-60% of the initial

tramway infrastructure cost.”


and the long-term maintenance and remediation of stray current is eliminated. Plus, with an onboard propulsion system, dwell time at stations can be as brief as 40 seconds, enough time for passengers to alight and board.

Hydrail: An elegant solutionHydrail is now a common descriptor for rail-borne vehicles that utilise hydrogen as a primary or auxiliary power supply.

Hydrogen is the most abundant element in the universe and, like batteries, is classed as an

energy carrier. If a renewable energy source is used, such as wind or solar power generators, it can be produced and consumed with zero impact on the environment, while reducing dependence on traditional fuels. Its use is as safe – and in many cases safer – than that of gasoline or natural gas.

TIG/m hybridised this technology into the rail-based transit systems designed and built for the Downtown Dubai Trolley System in UAE, and for the Downtown Oranjestad Streetcar System in Aruba, both delivered in 2015.

The Oranjestad streetcar is one of the world’s first light rail systems to utilise a hybrid battery/hydrogen fuel cell traction power system, operating full 20-hour duty cycles. Aruba is committed to a fossil fuel-free future, and its streetcar is thereby a groundbreaking example of zero-carbon rail transit. Wind farms supply power to the grid, which then supply power to the batteries used on the streetcars, as well as the current used to electrolyse the water for hydrogen isolation, pressurisation, storage and delivery: it is a genuinely sustainable system.

At off-peAk houRs

once DAily continuAl

wheneveR AvAilABle

At peAk houRs

when necessARy

THE GRID

Renewable energy source

hydrogen generation

hydrogen fuel storage and dispensing

tiG/m stReetcAR

pRopulsion systeM

ADvAnceD BAtteRies

hyDRoGen fuel cell

ReGeneRAtive BRAkinG

aBoVe: TIG/m’s new MRV-4, a 200-passenger articulated tram.

leFT: The HRT 1A operating in oranjestad, aruba. Richard panse


Doha

The hydrogen/hybrid streetcar utilises a high-capacity lithium-iron phosphate battery system that is charged overnight by an onboard system. Battery banks located below the vehicle’s chassis keep the centre of gravity low, and are configured as cassettes that can slide easily in and out on a rack system.

This charger receives its energy from the electric power grid. Energy stored in the batteries is augmented while the vehicle is in operation by regenerative braking and a fuel cell that produces 12kW of power for a total of eight hours.

The fuel cell is programmed to operate whenever the PLC (programmable logic controller) requires energy to keep the batteries at a programmed charge state; the generator consumes about 2kg of hydrogen during this period. This hydrogen is stored in a cylinder at 350 bar (5075psi) within the self-contained fuel cell generator. A fleet of three vehicles, for example, would therefore require a daily fuelling capacity of approximately 6kg of hydrogen gas.

Regardless of the type of fuel used to power an onboard generator, a system to store and dispense the fuel to vehicles is required. This is essentially a storage container (a tank or cylinder), which must be replenished by an external supplier, and a pumping station located trackside at the entrance to the depot to dispense the fuel to the vehicles – once per day – before the start of revenue operations. However, with the use of hydrogen gas as the fuel, rather than CNG or LNG that must be transported from distant production facilities, another option is available: the fuel can be produced right at the pump with the proper specialised equipment.

After researching available suppliers and comparing the options of purchasing hydrogen from a third-party producer and transporting the gas in pressurised cylinders, TIG/m concluded that the most cost-effective means of supplying hydrogen is onsite

the battery systems are always maintained at an optimal state of charge and balance, allowing them to double the battery manufacturer’s warranty for service-life.

Additionally, there is an answer to the by-product question: the only emission from this propulsion system is a small volume of pure water, which can be collected for reintroduction into the electrolysis cycle or simply expelled along the route.

Keeping ahead of the curve Doha’s tram fleet includes the advanced systems expected now by most operators and their passengers, including virtual tram detection, ‘next stop’ (onboard) and ‘next tram arrival’ (station) notifications, onboard CCTV, IP camera broadcasting and Cisco WAP.

TIG/m has spent the past 15 years redesigning every system and sub-system in its streetcars to operate at minimum energy consumption, while maximising power and safety. Its streetcars require no overhead catenary or other type of external power supply, operating entirely on an internal battery/hybrid system.

Along with many system designers who are reaching towards the next level of technological advancement, the California pioneers are likewise developing software to allow its MRV-3A to be outfitted as an APM (automated) vehicle to run on dedicated alignments.

The company is also manufacturing scalable tram configurations, as well as systems installed with a virtual coupling system. Virtual coupling wirelessly connects two or more trains, so that the consists run in sync without being physically connected, and at much closer proximity (at absolute braking distance). This helps to reduce coupling time and excessive driver costs, and eliminates deadheading empty seats.

Thanks to TIG/m for its assistance with this article. TIG/m provides a full turnkey service, from feasibility and full system studies, design and manufacture, through operations and maintenance. AutoARK® is a registered trademark of Millennium Reign Energy, Ohio, USA.

production. This involves the electrolysis of water using Millennium Reign Energy (MRE) equipment, cutting the cost per kg by about half. MRE, based in Englewood, Ohio, has designed and developed a fully-automated hydrogen generator, the AutoARK®, which is ideal for producing hydrogen as an energy supply for the vehicles. Passing current through water, the generator splits water via electrolysis into its constituent gases: hydrogen and oxygen. An internal membrane isolates the hydrogen, and the captured gas is transferred into a larger tank for storage and pressurisation. The oxygen is purged into the environment, actually improving the air quality surrounding the unit.

For dispensing hydrogen into the streetcars’ onboard fuel tanks, TIG/m’s contracts included – in both Dubai and Aruba – the installation of MRE’s SHFA (Scalable Hydrogen Fuelling Appliance), a renewable fuelling station providing three required functions for high-pressure hydrogen delivery:• Transfer of hydrogen from the

generating unit at 90psi (6.2 bar), up to 375psi (26 bar)

• Compression of gas to 5000psi (345 bar)• Storage of pressurised hydrogen in steel

vessels within the cabinet, with capacity up to 6kg (additional storage is provided in adjoining sheds).The entire system can be procured and

installed for considerably less than the cost of 1km (0.6 miles) of overhead line and, being a single point ‘return-to-base’ system of getting energy on-board the vehicles, it is far more cost-effective to maintain than a far-flung wayside electrical distribution system.

So, by sizing the fuel cell generator to provide the additional energy required for a specific duty cycle, the system can be customised to maintain a nominal 25-30% surplus usable energy in the battery banks. This eliminates deep-cycling and ‘hot charging’ of the banks. The comprehensive EMS (Energy Management System) ensures

TIG/m's tramway system is one of the core features of Qatar’s Msheireb downtown doha, transporting residents and visitors in an eco-friendly way around the world’s first sustainable downtown regeneration project.

“An entire hydrogen system can be produced andinstalled for less than the cost of 1km of overhead line.”

Road Crossings // Pedestrian Crossings // Tram Stops // Depots // Anti-Trespass

Minimise DisruptionThe design and implementation of urban and light rail networks in busy towns and cities presents signi� cant engineering challenges. At the same time, the pressure to minimise disruption and cost has never been greater.

Whether it’s for pedestrian crossings, tram stops, depots or complex crossovers and turnouts, our engineered solid rubber panels help you overcome your challenges faster and more cost-e� ectively than other systems.

Rosehill Rail – Setting New Standards

For more information, or to enquire about training, please call the Rosehill Rail sales team on +44 (0)1422 317 473, or email [email protected]

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NO WAYSIDE POWER SYSTEMSReduced infrastructure costs • Lower O&M costs • Increased system resiliency

TIG/m is an innovative turn-key design/builder of street-running public transportation rail systems commonly known as streetcars or trams. We are changing light rail transit: there is no longer any need for overhead wire or any other type of wayside power systems, resulting in savings of up to 50% in infrastructure construction and lifetime system maintenance costs.

Each of our vehicles is self-powered by a battery-dominant propulsion system and can operate for 20 hours on a single charge.

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178 / may 2020 www.tautonline.com . www.lrta.org

Accessibility for all

Accessibility:cAn trAm-trAinbridge the gAp?dr rob carroll of mott macdonald describes the challenges to the provision of level boarding and presents some of the solutions to extend the greater level of accessibility from tramways to heavy rail networks.

From 1 January 2020 rail vehicles in the UK were required to meet legislation that acts to improve the accessibility of the service for all users1. However, there is one key

gap still to be overcome in providing heavy rail passengers with the same accessibility that modern tram systems provide.

The ‘gap’ between platform and vehicle, for the majority of trains, is bridged by a manual ramp, with passengers requiring assistance from staff. This often has to be booked in advance and can result in increased station dwell time, leading to service delays. Despite the Equality Act having been in force for ten years, it is

therefore debatable if access to railways is truly equal for all. It will take significant funding to resolve many of the legacy issues, some of which date back to the Victorian era. To accelerate change, a campaign for level boarding has recently been set up – www.levelboarding.org.uk.

In contrast to main line railways, many modern tramways and light rail systems – including all those in the UK – are designed to be fully-accessible, with level boarding between vehicle and platform guaranteed for all passengers. Additionally, level boarding provides wider benefits for those travelling with pushchairs, luggage or other large items.

portable ramps are the traditional railway approach to accessibility.

What do tramways do?Accessibility requirements for tramways are defined in the Rail Vehicle Accessibility (Non-Interoperable Rail Systems) Regulations 2010, known as RVAR2. Along with providing vehicle design requirements, RVAR sets out various ways of ensuring easy access for those with mobility impairments.

All tramways in the UK have been designed for level boarding. With full access to vehicles and no need for additional staff assistance or requirement for ramps, the other advantage

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“Level boarding is defined as a vertical step of less

than +/-50mm and a horizontal step of less

than 75mm.”strike the platform edge when moving. UK tramways originally benefited from being built to accommodate just one vehicle type, however some have realised this is not always an advantage if the original vehicle is of a bespoke design or network expansion, or indeed time, requires the operation of mixed

fleets. Where new rolling stock has been introduced, level boarding and clearance have been maintained through the specification and adaption of the vehicle – such as the Bombardier M5000 in Greater Manchester or the Citylink in Sheffield – or by infrastructure modifications such as the platform alterations made on the West Midlands Metro to accommodate the CAF Urbos 3.

Why can we not do this on heavy rail?Accessibility on the heavy rail network is required to be in accordance with the Persons with Reduced Mobility Technical Standard for Interoperability (PRM-TSI); the stepping distance requirements are identical to those stated within RVAR.

There are several challenges here to level boarding however; in contrast to tramways the network has to accommodate many different vehicle types with a range of sizes. Platforms need to be positioned so they allow passenger access but are sufficiently far away for non-stopping passenger and freight trains to clear them easily. Vehicle movement increases with speed and as trains travel faster than trams the platform clearance requirements are greater.

Railways, in the UK in particular, were built many years before level boarding became desirable and also before the application of national standards. Platform height is nominally 915mm above rail (but in reality can be anywhere between 700 and 1100mm4 5; there is also a set distance for the platform edge from the rail, which can have similar variance. Platforms on curves add a further challenge.

The traditional approach to vehicle construction has been for the level of the doors to be much higher than the platform, with a step up of 200-400mm. Only in the last few years have new trains been ordered from Stadler by Greater Anglia, Merseyrail

is minimising the dwell time at stops for people to alight and board3. Level boarding is defined as a vertical step of less than +/-50mm and a horizontal step of less than 75mm (see Fig. 2, below). As a minimum this access must be provided at one door per vehicle on each side, indicated by a sign. These tolerances must be maintained at all times, therefore the design of the interface between vehicle and infrastructure needs to consider any possible track movement, vehicle suspension behaviour, wheel and rail wear and maintenance of the platform edge.

For all systems there is a balance that needs to be found between the small gap between the vehicle and platform for boarding while ensuring the vehicle does not

An example of the integration of high-floor tramstops within urban environments, st. peters square in central manchester. R. Briggs

Figure 2: Allowable tolerances for level boarding required by rVAr 2010 and prm-tsi.

door threshold

Vehicle height

platform height

50mm

50mm

75mm



and Transport for Wales that are designed for level boarding. London’s new Elizabeth line (Crossrail) will also provide level boarding, but only in the central tunnel section as the platforms have been built at approximately 1100mm above rail to match the height of vehicle doors 6. This means that level boarding will not be possible where the line operates on existing Network Rail infrastructure, however.

How do tram-trains help?Tram-trains operate on both tramways and heavy rail networks, providing a seamless

journey for passengers. As a result they need to provide level boarding on both systems to meet the expectations of passengers in terms of accessibility, and meet the gauging requirements on both systems for safety.

For those developing tram-train projects several factors need consideration to deliver level boarding. The first is the choice between high- and low-floor vehicles. For projects that interoperate with existing tramways, the choice in most cases will already be determined – hence low-floor was chosen for the UK Pilot between Rotherham and Sheffield 7.

Manchester Metrolink was designed as a high-floor system because of the conversion of the legacy heavy rail routes in the original planning, however changes have been required at stops to ensure they are a consistent height to guarantee level boarding at all doors. For the system’s proposed tram-train extensions, the promoters need to ensure the heavy rail stations to be used meet the standard height to provide the same level boarding as on the tramway.

The choice is harder for schemes with no extant tramway and will depend on the requirements of each promoter. Where the proposal involves operation on existing heavy rail routes – with limited new on-street running as in the case of the South Wales Metro – then high-level platforms may be an option, although any aspirations for network expansion should be considered. While high-level street platforms are sometimes considered to present barriers to pedestrian flow and have a perceived safety risk, Metrolink has shown how they can be integrated into the urban landscape (see page 181).

Horizontal gapsThe challenge for tram-train is to minimise the horizontal gap while maintaining the clearance between the platform and all vehicles allowed to travel past. Although the RVAR requirement is less than 75mm, this should not be the target; the horizontal gap should be minimised as much possible to ensure that wheelchairs and mobility scooters with small wheels do not fall into the gap.

The designer therefore needs to consider the ‘as built’ situation, while also factoring in changes due to use. These include wheel flange and rail side wear, the ability of the track to move away or towards the platform – called ‘track fixity’ – and an understanding of vehicle and infrastructure maintenance

rotherham central: gap fillers affixed to platform edges, connected sleepers for track fixity and various anti-trespass measures.

the track fixity solution at rotherham central; concrete blocks have been installed between the sleepers and the platform face.

track fixity blocks

platform edge gap filler

connected sleepers

Anti-trespass measures


actions and when they are carried out. To allow for these changes, Light Rail Safety and Standards Board (LRSSB) LRG1.0 Tramway Principles and Guidance give a target of 40mm as the gap to aim for during design 8.

There is a clear conflict between a small stepping distance and the requirement for vehicles to remain clear of the platform when moving. This is possible for tramways where speeds are low and only tram or tram-train vehicles operate, although the scrapes on the side of some vehicles demonstrate it is still a challenge. For platforms that heavy rail vehicles pass the challenge is greater still.

The UK Pilot has demonstrated that an infrastructure solution is possible with platforms positioned to provide the required stepping distances with no impact on the speed of heavy rail trains passing by. The solution here has been to fix the position of the track relative to the platform by the

use of concrete blocks positioned along the ends of the sleeper against the platform face (see opposite top left). To ensure there is no movement away from the platform, towards the opposite track, one in five sleepers of both tracks are fastened together (see left).

To minimise the step into the vehicle a small rubber ‘gap filler’ has been affixed to the platform edge. To ensure the horizontal distance is within the 75mm requirement, the position of the platform edge to the nearest rail is less than the 730mm minimum allowed by the Rail Industry Standard4 requiring a deviation to be granted. If platforms are located on a curve, like those at Rotherham, this presents additional constraints on the gauging requirements that need to be overcome by the designer.

Although the platform gap fillers in use in the UK are fixed, the tramway in the French city of Orléans has adopted moving gap fillers on curved platforms that move into position once the vehicle has stopped 9. The benefit of platform-based moving gap fillers is to ensure clearance to all non-stopping vehicles; it does however require accurate stopping by the driver to ensure they align with the doors. For a tram-train, the interlocking required with

ability to serve platforms that may be further away from the track than the standard allows; and the elimination of gauging and clearance issues for all rolling stock. Balanced against this is the slight increase in dwell time while the step deploys and is proven to be in position before the doors are allowed to open, and the reverse during closing. There is also additional equipment on the vehicle to maintain and the potential for failures resulting in the vehicle being withdrawn.

Platform height and vertical gapsLevel boarding requires close control of the platform height in relation to the rail to ensure that the vertical step is within +/-50mm at all times – this is a harder challenge. However, the height of a vehicle in relation to the platform is not fixed but changes over time: the suspension moves to accommodate the number of people onboard; even with air suspension that automatically adjusts there is a range the vehicle will remain within and a time lag for the adjustment to take place; wheel and rail wear means the vehicle gets lower to the platform over time; the track also moves in relation to the platform.

All of these variables (Fig. 7A, above) need

the heavy rail signalling system to guarantee they are retracted when vehicles are moving will be extremely complicated. Regular maintenance will also be needed, requiring track access when trains are not running and offering potential delays to other train operators if faults develop. The suspension of all rail services could incur significant financial implications.

The alternative is a vehicle-based solution, a sliding step at each door that extends towards the platforms and can be positioned far enough away to ensure there are no issues with clearance. Such steps are in use on many systems including Paris (see above), and are proposed for the new South Wales and Tyne and Wear Metro fleets. The steps are designed to deploy, detect the edge of the platform and then retract to provide a set gap of around 30mm. This mechanism allows for track curvature to be overcome with the step at each door moving by different amounts to provide the same gap. The retractable bridge plates in use in Portland, OR, are similar but rest on the platform when in the deployed position.

The benefits of the vehicle-based sliding step are readily apparent: a reduction in requirements to alter infrastructure; the

the sliding step on an Alstom Citadis Dualis as used on a the paris t11 tram-train service.

FActoRs AFFecting level BoARding:

4mm

rVAr and prm-tsimax. step Up = 50mm

915mm above rail

rVAr and prm-tsimax. step down = 50mm

door threshold 10mm below platform

45mm

925mm above rail 10mm

15mm

10mm

10mm

14mm

10mm

Upward track movement

Vehicle suspension

Wheel wear

rail wear

downward track movement


Vehicle suspension

Wheel wear

rail wear



915mm above rail


15mm

10mm

10mm

14mm

10mm

31mm

door threshold 15mm above platform

20mm

900mm above rail15mm

door threshold level with platform


Vehicle suspension

Wheel wear

rail wear


915mm above rail 15mm

10mm

10mm

14mm

10mm

35mm

6mm



915mm above rail

“The choice of low-floor or high-floor is harder for

schemes with no extant tramway and will depend

on each promoter.”

Figure 7A: Vehicle level with platform

Figure 7b: vehicle above platform

Figure 7c: vehicle below platform



to be considered when designing or modifying platforms. The majority of the tolerances result in the vehicle height reducing over time and designers should therefore consider designing the interface so that the vehicle is higher than the platform (Fig. 7B, page 183) when new rather than being an exact match (Fig. 7A), or lower (Fig. 7C). It should be borne in mind that the likelihood of all the variables occurring at the same time is low, therefore some form of probability gauging assessment should be included when designing the stepping interface.

In the UK, Network Rail standards dictate that measurement of platform gauging is required, however these may not be at the intervals required to ensure maintenance is carried out so that level boarding remains within the set limits. Additional inspections may therefore be required. A sliding step may solve many of the problems with horizontal stepping, however the majority still require the height of the platform to be within the same tight parameters.

One of the considerations associated with a low floor tram-train is that new-build platforms will be required on the heavy rail infrastructure which can be designed specifically for them. This requires additional platforms, often in locations where space can be a major constraint, and the potential requirement for land purchase and planning permission. One of the additional challenges for the provision of low-level platforms on heavy rail networks is the assessment and mitigation of the risk they potentially bring to the operational railway. These risks include people falling or deliberately trespassing onto the track from a low-level platform and the proximity of passengers to heavy rail vehicles. The UK Pilot has shown that these risks can be safely controlled with the measures shown on page 182.

High-floor tram-trains have the ability to use the same platforms as heavy rail rolling stock. In the UK, new platforms should be built to a height of 915mm (+/-15mm), however the historical nature of the rail network means the majority of existing

platforms are outside this range 10. Therefore, when introducing a new high-floor tram-train utilising existing railway platforms, a gauging assessment is required, with the results likely to show that changes to the platform height or to the track will be required in some locations.

The ability to have one vehicle that can stop at low-floor tramway platforms (heights of 350-400mm) and heavy rail platforms is possible. For example, the Stadler Citylink in operation in Chemnitz has doors at different heights, the first and last doors for tramway use with the middle doors for railway; ramps have been included within the vehicle allowing access between the doors. However, the difference in level within the vehicles, between 435mm and 600mm, is manageable as the railway platforms in Germany are around 550mm. The much higher heavy rail platforms in the UK make the provision of ramps within the vehicle impracticable.

A similar challenge was encountered in León, Spain, where a vehicle was proposed and built with different door heights (see above), with steps and lifts within the vehicle. This was never put into service as the project was cancelled for financial reasons. Although this provides a solution to level boarding the provision of lifts inside the vehicle comes at the dual costs of reduced passenger space and increased maintenance. Station dwell time is also likely to be an issue with the reduced number of doors for each platform and ensuring the passengers are at the correct level for the platform.

ConclusionsThe provision of unassisted level boarding on tramways is one of the key accessibility benefits they bring for all passengers. The UK rail industry is only now starting to implement level boarding, but in the short term this will be limited to a few locations where new rolling stock is introduced that has been designed to provide it.

The solutions presented here, based on Mott MacDonald’s experience, could be implemented in the introduction of tram-

Dr Rob Carroll is part of Mott Macdonald’s light Rapid transit Practice and is responsible for the company’s tram-train activities across the UK, including delivery roles for clients in south Wales and future routes in greater Manchester. He was previously involved in the UK tram-train Pilot on behalf of stagecoach supertram.

Mott Macdonald is the current global light Rail Awards supplier of the Year and can draw upon its knowledge of all UK lRt systems, a wide portfolio of heavy rail projects and its successful design role as part of the team that delivered the UK tram-train Pilot.

ABoUt tHe AUtHoR

1. Equality Act 2010, 2010 Chapter 15. 2. Rail Vehicle Accessibility (Non-Interoperable

Rail System) Regulations 2010, Statutory Instruments, 2010 No. 432.

3. van der Bijl, R., Bukman, B. & van oort, n. Investeren in de stad; Lessen uit 47 light rail projecten. Amsterdam: Milete Media, 2015.

4. Interface between Station Platforms, Track, Trains and Buffer Stops. london : RssB, 2019. Ris- 7016-ins issue 1.1.

5. Investigation of platform edge positions on the GB network. london: RssB. t866.

6. stacy, Mungo. ‘Mind the gap!’ Rail Engineer, January 2017.

7. sheffield - Rotherham Tram-Train: Construction, Testing and Commissioning. Bilcliffe, R, i carroll & J. Manchester: PWi & Ueeiv, 2018. PWi & Ueeiv technical seminar - Urban Railway infrastructure engineering.

8. Tramways Principles and Guidance. Birmingham: lRssB, 2019. lRg1.0.

9. comble lacune. Bigorre Ingenierie. [online] [cited: 5 3 2020.] www.bigorre-ingenierie.com/fr/produits/comble-lacune/.

10. Anon. Investigation of platform edge positions on the GB Network. london: RssB, 2011. t866.

ReFeRences

example of a dual height tram-train vehicle, planned for the tram-train system in león, spain, that was eventually cancelled on cost grounds.

trains to extend the accessibility benefits from the tramway to heavy rail.

Images courtesy of Dr Rob Carroll unless stated.

www.tautonline.com . www.lrta.org maY 2020 / 183

Urban networks use a wide variety of rails to guide, steer, restrain and even power our transport systems. In the first part of a new series, Daniel Pyke explores the different types of rail and their uses, while demystifying some common terminology.

I t might come as something of a surprise to the layman to learn that there is more than one type of rail used by railway and tramway networks – and yet, perhaps, still something of a surprise to

even those within the industry as to the variety and broad range of uses for these types of rail.

Put simply: not all rail is created equal... With differing requirements for load bearing, speed ratings, there are also literally thousands of types of steel out there fulfilling different needs in different parts of the world. So, let’s start by examining the most commonly-used types of rail, and how and why these are used.

Vignole railsFlat-bottomed, or Vignole, rail, is the most common type and takes its name from engineer Charles Blacker Vignoles, who introduced it into Britain in the 1830s. This type of rail can be found in many applications, from high-speed to heavy haul – and of course urban transit.

Vignole rails come in a multitude of sizes and profiles, with over 100 types being found around the globe, but all share a few common features: they are symmetrical (vertically) and have a flat base to enable them to locate easily on pads/sleepers.

The taller the rail profile (and generally heavier weight per metre), the higher the vehicle loads it can withstand. Main line railways typically use 50-60kg/m profiles; tramways and light rail systems are more usually 35-50kg/m for comparison.

Check railsA special type of rail is required where the rail vehicle does not run on top, but rather against

the side. Check rails are used in areas where extra axle steering forces may be needed, such as very sharp curves or to provide additional safety for switches and crossings.

In tight curves the short vertical edge bears against the flat back of the rail wheel to provide extra lateral steering force (restraint) and prevent the wheel flanges climbing the rail head which could lead to a derailment. Because the wheel back essentially ‘scrubs’ against the face of the rail, rather than rolling over it, check rails usually require adequate lubrication to reduce wear and noise (the dreaded ‘wheel squeal’ heard on some tramways). Due to the scrubbing action they require adjustment as they wear to keep the clearances correct and prevent flange climb derailments.

track masterclass: not all raIl IscreateD eqUal

aBoVe: Vignole rail is also called flat-bottomed rail, and is the most commonly-used rail type.

aBoVe: check rail can be used in areas where extra steering forces might be needed, such as corners.

Track

184 / maY 2020 www.tautonline.com . www.lrta.org

like grooved rails, but does not have a web and foot in the traditional sense. Instead it is essentially a block of steel with small flanges at its base for fixing.

Bullhead railsA bit of a peculiarity, bullhead rails are a throwback to days past but are still in fairly common use today. The London Underground uses them, as well as other UK railways, so I have included them here for completeness as several thousand tonnes of the type is installed each year replacing life-expired rails. It is reputed that the design lent itself to being flipped upside down once it was worn to extend its useful life – however in practice that doesn’t work and I’m not sure this ever actually happened.

In 1905 one of the first British Standards issued (BS 9) covered their requirements. There were once many types of bullhead rail, but only the 95lb/yd variety – often nicknamed ‘95RBH’ – is still commonly produced. The BS11 standard largely remains current due to the continued use of this rail section.

The profile essentially forms a dog bone shape with the similar head and foot joined by a parallel web. Its narrow shape and compact height make it more flexible than flat-bottomed rails, lending itself well to the tight curves of underground or subway systems; but it does require special housings for the rail to sit in (as it has no flat foot), and it is restrained via the web with keys made from either steel or wood.

Its low height and special fastenings have resulted in it having such a long life and replacement with ‘modern’ flat-bottomed rails requires a replacement of all track components, and often excavation in tunnels to deliver the same clearances. This is vastly more expensive, not to mention disruptive, than simply changing the rail.

Guard railsI mentioned earlier that some people call check rails, guard rails. This is at best confusing, so I discourage this practice.

Guard rails in the ‘correct’ sense are used to control the path of a vehicle when the normal guidance from the rails has failed; so in reality they are only there for when things have already gone drastically wrong – they are the last line of defence and prevent a derailment becoming a catastrophe.

Typically set flush into its surroundings, in use you see very little of a grooved rail – just the head, the groove and the top of the keeper are visible in the road surface. The latter often also serves the dual purpose of not only restraining the road from obstructing the rail wheels, but also as a built-in check rail. In these applications the back of the wheel contacts the keeper to provide extra steering forces as a tram negotiates a curve.

Personally, I’m not enthusiastic about using the keeper as a check rail as it is generally quite thin with a small wear allowance. If significant wear occurs to this part of the rail and there is a failure of the keeper, the wheelset travels to the wrong side of the keeper and pulls the axle into a derailment. I’m aware this is normal practice in many tramway networks, so perhaps my concern isn’t justified – but I’ll voice it here all the same.

A similar but noteworthy extra type of grooved rail is the ‘block rail’ – although unusual, this type uses the head and keeper

Check rails have a similar function in switch and crossing layouts. Here they ensure the correct route is followed by the wheel flanges, giving extra lateral steering forces as required.

Various types of rail can be used as check rails – even normal flat-bottomed rails in some circumstances – however, the most common check rail used today is 33C1, with virtually identical equivalents U69 and UIC33 also employed depending on specification used.

Some within the industry refer to check rails as ‘guard rails’, however that term also has another common meaning (explained later), so care when using terminology is required.

Grooved railsGrooved rails – as the name implies – feature a deep and wide groove used to provide safe flangeway clearance for rail vehicles such as trams and LRVs. Typically laid into the road surface (either paved, concrete or asphalt) or within grassed areas, the grooved part of the rail stops the road surface fouling the space needed for tramway wheels to pass.

Grooved rails may also be called tramway rails and even girder rails, but these aren’t names I favour as many systems also contain a significant proportion of flat-bottomed rails also, leading to potential confusion.

Similar in construction to a flat-bottomed rail, made up of a head, a web and a foot, grooved rails have an extra part often called the ‘keeper’ (as it keeps the road away from the wheels), or sometimes the ‘horn’ (as it looks a little like a rhino horn to some).

Track

aBoVe & aBoVe rIGHt: Grooved rail features deep and wide grooves to provide safe flangeway clearance – it is usually fitted flush to its surrounding area.

aBoVe: Bullhead rail was reputedly designed to be 'flipped' upside down to extend life usage.

leFt: an example of both guard and check rail use on a tramway curve. left to right: Vignole rail, guard rail, check rail, Vignole rail (repeated on both tracks).

“Guard rails are only there for when things have

already gone drasticallywrong... they are the last

line of defence.”

www.tautonline.com . www.lrta.org maY 2020 / 185

Typically, guard rails are seen around bridges, tunnels and other vulnerable areas where a derailment could be disastrous if the vehicle significantly deviated from the route. Many different standard types are used as guard rails, so you’ll not usually see a separate section with that name.

Asymmetric railsAsymmetric rails are just that – they aren’t symmetrical around their vertical axis. Often found in and around switches and crossings, some look much like a Vignole rail, but their foot is inclined at an angle e.g. 50E6A2 (U60), while others are much more clearly asymmetric with very short ‘dumpy’ rails such as 60E1A1 (pictured) which are used for machining into shallow depth switch blades, and then forged to join with standard ‘full depth’ flat-bottomed rails. This range of rails contains some weird yet wonderful profiles; essential for allowing traffic to pass from one track to another smoothly and safely.

Thick web railsThese like asymmetric rails, are typically found in switch and crossing manufacture. Visually they resemble Vignole rail, but with an unusually thick web to enable complex switch and crossing layouts to be created with the necessary machining and welding required in their construction.

Transition railsSpecially-produced short rails that join two different profiles together, forged transition rails are used to connect flat-bottomed rails of different heights or weights.

Another more complex transition may be required when joining flat-bottomed rail to grooved rail – for example, entering a street-running area of a tramway – and in these cases the transition must introduce the presence of the keeper by funnelling the wheel flange into the groove at the same time as dealing with any difference in height.

Conductor railsAnother unusual type of rail, essential for subway operation, the conductor or ‘third’ rail has one unique job: to convey electricity for the train to pick up and use for motive power. This function requires a very different composition to running rails and there is a

Daniel Pyke is a technically-focused marketing manager, most recently working for British Steel. With a strong background in rail, steel and materials science, metallurgy, product development, manufacturing, quality assurance and certification, he helps infrastructure owners, maintainers, installation contractors and operators in building stronger and safer railways by using the right rails in the right place.

ABOUT THE AUTHOR

Next time... Rail degradation and rail wear: Solutions and remedies

variety of proprietary types, although they broadly fall into two categories: Steel/iron rails, and aluminium/stainless steel rails.

Where steel conductor rails are used, the composition is tailored to give a very low resistance to allow efficient conduction. The electrical resistance may be around half that of a standard rail and they are therefore generally made of nearly pure iron, making them much softer. Conductor rails may also have a heavy section (up to 75kg/m, to carry large currents), and a flat head to allow good contact with the pick-up equipment mounted on the vehicle.

Other multi-metal conductor rails are also used in rail networks, and these often rely on the excellent electrical conductivity of aluminium coupled with a surface layer of stainless steel to give the necessary wear performance related to the electrical contact from the vehicle. The contact between rail and vehicle is made via a shoe that slides across the surface, and so good electrical conductivity and wear resistance are important factors for years of trouble-free service.

The nature of the operating environment can place significant challenges on conductor rails, with snow and ice being a challenge for some systems and bi-metallic corrosion another significant task that requires management.

Piste railsResembling a construction section more than a rail, piste rails have another unique function: providing the running surface for rubber-tyred metro trains. These transit systems use both

conventional rails to support and guide the train, as well as rubber tyres to provide additional traction and braking forces (over what a steel rail could typically achieve).

Suited to steep gradients, and offering higher acceleration and braking rates, this double-rail system is adopted in networks such as those in parts of the Paris Metro. The reason these are classed as ‘piste rails’ rather than a construction section is because the tolerances for rail are far tighter than for standard steel construction sections to ensure a smooth ride for the passengers.

Images by the author unless stated. Profile photographs courtesy of British Steel.

aBoVe: asymmetric rail is used to produce shallow depth switch rails.

rIGHt: Forged transition rails allow the joining of dissimilar rail profiles.

aBoVe: Piste rails provide the running surface for rubber-tyred vehicles.

aBoVe: 75kh conductor rails. these have a unique job: to convey electricity to the vehicle/s.


systems factfileNo.151

Tatra KTNF6 181 leaves Jacobstrasse stop to join the southern loop to the Hauptbahnhof. Steintorturm in the background is one of Brandenburg an der Havel’s four remaining gate towers and now contains a museum.

Words and pictures by Neil Pulling.

Brandenburg

JS Bach’s Brandenburg Concertos, Berlin’s Brandenburg Gate and the German state of Brandenburg formed in

1990 have all eclipsed the fame of the city and associated lands that bequeathed the name. In common with many communities in the former East Germany, Brandenburg an der Havel (mainly just Brandenburg in this Factfile) has suffered a population decline since national reunification. Rising costs in Berlin and good transport links with the capital have, however, helped to slow the trend.

Younger people moving in are especially valuable for Brandenburg’s future: the 2018 population of 72 369 included almost 20 000 over age 65. A tourism-related study published during 2016 forecasts an overall 11.5% population decrease for the 20 years up to 2030. Federal funding has helped economic readjustment and environmental repair following

the decline of the city’s former main industries, textiles and steel making.

Brandenburg is about 60km (38 miles) west of central Berlin and 35km (22 miles) from Potsdam, the state capital. The main station, Brandenburg Hauptbahnhof (Hbf), is around the mid-point of the Berlin-Magdeburg railway. It is primarily served by regional trains, with most long-distance services having transferred to the high-speed Berlin-Hannover NBS line which opened in 1998.

The Hbf is at the southern edge of Brandenburg’s urban spread, a location that has helped the metre-gauge tramway, a reliable fixed-link feeder service, to remain a part of public transport coverage. Befitting the city’s full name, Havel river channels and canals are the main geographical feature, crossed by the tramway at several points. The tram-served main commercial area in the Neustadt – an historic site despite the name – is on one of Brandenburg’s several river islands.

Municipal transport operator Verkehrsbetriebe Brandenburg an der Havel GmbH (VBBr) evolved from a horse-drawn tram service begun in 1897. It connected two points that remain important on today’s system, Nicolaiplatz and the main station. These are located at either end of the ‘figure of eight’ layout in central Brandenburg. The original tramway was taken over by the city in 1910 and electrification began in the following year.

Post-war repair and reinstatement from 1945 under communist administration was soon followed by extensions to serve growing industrial and housing areas to the north and west. These lines and subsequent reconstructions greatly increased the proportion of track with dedicated rights of way. This now applies on all of the system’s lines out from Fouquéstrasse/Technische Hochschule and on the southern arc nearest the Hbf.

Brandenburg an der Havel, Germany

The reach of history is strong in this small city – beneficially for tourism, but less benignly for its tramway. Neil Pulling explores a city of renown greater than its size.

Brandenburg an der Havel

germaNy

ABOVE: Fouquestrasse Fachhochschule in Altstadt district is near 19th Century military buildings, partly now occupied by Brandenburg’s Technical University.


magdeburg had gotha trams and trailers in regular service until 1998 when commissioning and modernising newer stock allowed withdrawal. Two-car, uni-directional ČKD Tatra KT4D (170-185) were received in 1979-1983. Two (174 and 179) remained in that configuration for passenger services. all were modernised in the 1990s at Berlin Schöneweide railway repair workshops. In 1997-98, ten had a centre car added by mittenwalder gerätebau, a specialist in rolling stock upgrades located just south of Berlin.

The new KTNF6 indicates six axles and low-floor space (NF/niederflur), representing about 30% of the vehicle overall. They are 28.1m long, capacity 145 including 45-50 seats depending upon configuration.

Brandenburg received four new, 70% low-floor Duewag/Siemens MGT6D (100-103). Built in 1995, they remain the system’s newest trams. Bi-directional, double-sided and with three sections, they are 29.9m long with 68 seats and 98 standing places. Two similar vehicles (104-105) arriving in 2014 are the latest acquisitions, although they were respectively built in 1992 and 1993 in a version as used on the Bochum (Bogestra) system. New as Halle’s 500 and 501, they stayed ‘low mileage’ due to their use in testing and working on other systems, including Brandenburg during 1995.

The network livery is cream and pale green, with advertising as full wraps or on roof boards.

THe FLeeT

LEFT: Hauptbahnhof tramstop which is opposite Brandenburg’s main railway station. Tram 183 ‘Zander’ is one of several KTNF6 carrying the name of freshwater fish.

BELOW LEFT: Düwag MGT6D 100 on the junction at Nicolaiplatz, the connection of Brandenburg’s outer lines with the city’s central ‘figure of eight’.

BELOW: One of the two ex-Halle MGT6D trams, 105 leaves Rosa Luxemburg Allee towards Hohenstücken Nord, an area of system-built housing now being thinned by demolition.


Brandenburg

ABOVE: Named in 1929 to mark the city’s 1000th anniversary, the Jahrtausendbrücke (Millennium bridge) site has had many structures: 176 is on the mid-1990s version. Pre-dating BUGA 2015, the tower in the background became a viewpoint for a garden show site.

LEFT: Quenzbrücke terminus on the turning loop for lines 2 and 12; these were suspended in 2020 due to an emergency bridge closure. The artwork represents a preserved 1954 Gotha tram.

Opened: 1897 (electrified 1911)

Lines: 3 (+1 limited hours)

Length: 17.2km (10.8 miles)

Stops: 39

Depots: 1

approx. weekday hours: 04.00-21.00

Line frequency: Wide variations

Gauge: 1000mm

Power: 600V dc, overhead supply

Fleet: 16

City network/operator: Verkehrsbetriebe Brandenburg an der Havel – www.vbbr.de

Regional network: Verkehrsverbund Berlin-Brandenburg (VBB) – www.vbb.de

Civic and tourist information: www.stadt-brandenburg.de

network facts

ABOVE: KTNF6 and MGT6D cross at Fontanestrasse.

ABOVE: The Neustadtischer Markt Katharinenkirche platforms are around the junction in the central shopping area.

BELOW: Both Hauptbahnhof-bound from this Neustadtischer Markt Katharinenkirche platform, lines 2 and 6 take different routes to the station.

Plauer See


Rebuilt in 2012, Hauptbahnhof tram stop allows for its use as a terminus for the three regular Monday-Saturday lines. There are also interchanges between trams and trains on the hourly-served Brandenburg-Rathenow line. They are Bahnhof Altstadt and Bahnhof Görden, the latter with an at-grade railway-tramway crossing.

Despite modernisation either side of the 1990 German reunification, the system’s future has at times been uncertain. As elsewhere in the Eastern Bloc, the 1970s oil cost rises assisted the tramway’s retention, but a planned run-down to closure remained possible. During the 21st Century the city authority cut back on service levels and again contemplated closure. The system’s costs and falling patronage in a shrinking economy were however tempered by the associated environmental benefits.

“in the 21st century the city has contemplated tramway closure...

the system’s costs and falling patronage were however tempered

by environmental benefits.”

VBBr identifies 8.5 million annual passengers on its bus and tram network. It is a member of Verkehrsverbund Berlin-Brandenburg GmbH, an association covering the two states which since 1999 has had a common tariff system. Outside of Berlin’s own A-B-C fare zones, the Brandenburg system was (before emergency cutbacks in December 2019, see below) operating as three lines (1, 2 and 6). Line 1 is the longest, scheduled for 27 minutes between termini. A fourth, line 12, runs only on Sundays and public holidays when it replaces lines 1 and 2. Despite not entering the city centre and with a 30-minute interval, line 12 is configured to overlap at several stops for transfer with line 6, which does run every day.

Replacing the depot at Kanalstrasse near the city centre, a new facility also handling VBBr buses opened

in September 2000. Access is from a delta junction near a line 6 stop with the depot’s name, Betriebshof Hohenstücken, sometimes also termed as Upstallstrasse. Part of a 1992 reconstruction – one of several bridge-related events to have affected the tramway – another delta junction south of the stop links with a spiral towards the level of the Silo Canal. This became the new connection with one of the two long western branches. From line 1/12 Waldcafé Görden stop – referring to woodlands to the west – are single-track sections with a turning loop amongst the trees at Anton Saefkow Allee. The name commemorates one of over 2000 killed on an adjacent site (now Brandenburg-Görden Prison) during its greatest notoriety in the Nazi era. A memorial museum (www.brandenburg-zuchthaus-sbg.de) is near the terminus. Beyond here lie infrastructure remnants of a 5.6km (3.5-mile) route used by the Plaue and Kirchmöser West service, which closed in 2002.

The outer end of the other western line which ends at Quenzbrücke (line 2/12) was added in the 1950s to support heavy industry. Metal working remains in the city, but a 1993 closure represented a drastic change from Brandenburg’s former position as

ABOVE: Heading north from the central area on Hauptstrasse, ČKD Tatra KT4D 185 climbs towards Jahrtausendbrücke on 29 July 2019.

Kilometres

10 2

DePOT

Plauer See

ritterstraße/museum

Hauptbahnhof

61

6

1

Hohenstücken Nord

Tschirchdamm

rosa-Luxemburg-allee

Willibald-alexis-Straße

Betriebshof Hohenstücken

anton-Saefkow-allee

Kaltenhausener Weg

asklepios Klinik

Waldcafé görden

Bahnhof görden

geranienweg

gördenalleerotdornweg

am Silokanalaugust-Bebel-Straße

Fontanestraße

Karl-marx-Straße

Technische Hochschule

magdeburger Straße

Nicolaiplatz

Jahrtausendbrücke

Hauptstraße

Neustädtischer markt

Steinstraße Sankt-annen-Straße

Jacobstraße

große gartenstraße

Blumenstraße

Luckenberger Straße

Kanalstraße

geschwister-Scholl-Straße

Quenzsee

Bee

tzse

e

NOTE: Map indicates the situation following the closure of lines 2/12 in early 2020. For current position refer to www.vbbr.de


Brandenburg

ABOVE: The oldest of VBBr’s service trams, new as a KT4DM in 1979 and carrying boards commemorating the tramway centenary in 2007, 170 is on Ritterstrasse.

BELOW: Used by line 1, the western crossing of the Havel which includes Kanalstrasse stop. The junction for the old tram depot is in the foreground.

local travel: VBBr office (Fahrgastzentrum) at 66 Steinstrasse, close to Neustädtischer markt. Vending machines aboard VBBr passenger vehicles; some also in fixed locations. Single (60-minute) ticket eUr1.80; day-ticket eUr3.80. If Brandenburg Havel visits include Berlin and/or Potsdam, the VBB day ticket (Tageskarte VBB-gesamtnetz) covers public transport networks in all these cities and regional trains between them after 09.00 (m-F) 00.00 (S-Sun): eUr22.00 if bought from machines (up to five adults at eUr33.00). Prices as February 2020.

What is there to see? a helpful tourist information office near Neustädtischer markt tram stop. This is in the main retail area which is dominated by Sankt annen galerie centre. as short-stay visitors are unlikely to indulge in the watersports and angling for which the area is known, Brandenburg an der Havel’s main appeal is its unhurried calm. Trams pass through the central areas, but these and waterside districts are better explored on foot.

Despite wartime destruction, amongst many historic buildings are watchtowers from now-removed city walls, the Old Town Hall, and a cathedral amongst several churches. Travelling on the tramway’s north-south arms adds a contrasting reminder of developments during the communist era. Brandenburg combines easily with visiting Potsdam (20 minutes by regional train) and Berlin (50 minutes to Berlin Hbf).

eSSeNTIaL FacTS

No. 177 ‘Karpfen’ (Carp) taking the route from Nicolaiplatz as used by Brandenburg’s original horse-drawn tramway.

Added low-floor space and other modernisation improved the Tatra stock, but it no longer meets expectations and VBBr is seeking replacement.

East Germany’s main steel producer. Near Am Stadion/Industriemuseum stop is a reminder of those times, with retained buildings and equipment (www.industriemuseum-brandenburg.de). Following an emergency closure in late 2019, lines 2 and 12 have been replaced by bus services. This is due to an over-bridge, opened in 1969 and titled in honour of East Germany’s 20th anniversary, deemed in danger of collapse. As the bridge near Bahnhof Altstadt carries an arterial road and the tramway, it has raised local concerns over this becoming a permanent system cutback.

The tramway’s northern reach to the urban spread in the late 1970s to Hohenstücken Nord stemmed from a policy to create new mass housing for a demand expected to continue. Some of the development that was planned, including tramway extensions, did not happen. Social and economic reversals are reflected by the over-provision of tracks on the Hohenstücken Nord turning loop and demolition of some housing blocks.

Between April and October 2015 Brandenburg was a Havel Region

co-host of the biennial national horticulture show (BUGA), a major event bringing extra local public transport demands. Although not as significant for this system as was BUGA 2001 in nearby Potsdam, the 2015 show brought some timetable rearrangements that were retained. It was also felt to have stimulated greater patronage of trams by local users, possibly substantiating the marketing premise that a crowd attracts a crowd.

With some challenges in common, VBBr joined two other operators of Brandenburg state’s metre-gauge tramways, Cottbus and Frankfurt Oder, to increase their buying power. These systems to some degree rely on old stock that falls below prevailing access requirements and passenger expectations. Their pooled requirement was for 45 new trams with at least 70% low-floor space, of which Brandenburg would have four firm orders and eight options. In late 2019 this process – intended to replace all of the Tatras by 2025 – was delayed due to a challenge by a potential supplier.


Worldwide ReviewAUSTRALIA

ADELAIDE. The successful bidder to run the Adelaide tram network from July was Torrens Connect, a joint venture of Torrens Transit, UGL Rail Services and John Holland. P. NicholsonC A N B E R R A . T h e A C T Department for Transport has commissioned studies for two further extensions to the city’s tramway. Stage 3 would create an east–west line linking Belconnen to the airport, while stage 4 would see the existing north–south line extended from Woden to Mawson and Tuggeranong. G. SutherlandNEWCASTLE. A summary of the business case for extensions to the city’s tramway has been released by the NSW Government, indicating that the most feasible next stage is a route to John Hunter Hospital through Broadmeadow and along Russell Road. Newcastle HeraldP E R T H . A n A U D 2 0 0 m (EUR111.2m) contract between the Government of Western Australia and a Huawei-led consortium to renew communications on the suburban rail network has been scrapped due to the potential effect of US trade restrictions. ABC

AUSTRIAGRAZ. Ex-Duisburg eight-axle tram 524 has been scrapped after no interest was expressed by potential purchasers; 521 has gone to a fire department training ground, and 530 has joined the fleet of Tram Museum Graz. BSWIEN (Vienna). All eight Bombardier Flexity Wien were withdrawn on 1 March due to a gearbox fault. Repairs were anticipated to take a week. DS

BANGLADESHDHAKA. An order for traction energy storage systems for metro line 6 has been placed with Toshiba Infrastructure Systems & Solutions Corp (one 500kW output and seven 2000kW units).

BELGIUMBRUXELLES/BRUSSEL. From 18 March headways were increased on all public transport lines, and again from 30 March. Work has started on the new Toots Tielemans metro station in Stalingradlaan that is on the 650m section being built to divert around Lemonnier tram stop by 2024.

BRAZILSALVADOR. Chinese company BYD and Metrogreen have formed the Skyrail Bahia Consortium to build a 19.2km (11.9-mile) monorail line estimated to cost BRL2bn (EUR3.5bn). BYD will

deliver 28 four-car trains ready for opening in mid-2022. RGI

BULGARIASOFIA. Sofia Metro has exercised the option in its contract with Metrowagonmash and wil l send a further 40 metro cars for modernisation to ensure a further 15 years service. The initial contract covered eight cars, which were completed in February. RGI

CANADAINDUSTRY. Bombardier shut down all work at its rolling stock plants in Québec and Ontario from 24 March in response to the Coronavirus pandemic.

On 6 April Éric Martel became the new President and CEO of Bombardier, taking over from Alain Bellemare who had held the post since 2015.OTTAWA. On 10 March the city issued a notice to Rideau Transit Group (RTG) claiming the consortium misled the city about its ability to build and maintain t he CA D2 .1bn ( EU R1.35bn) Confederation light rail system.

RTG responded on 31 March with a plan of how it would meet the city’s milestones for improving performance and addressing recurring issues. CBCT O R O N T O . I n f r a s t r u c t u r e Ontario and Metrolinx have selected an HDR-led team to serve as technical adviser for the CAD8.2bn (EUR5.3bn) Ontario Line, a free-standing subway that will link Ontario Place/Exhibition Place to Ontario Science Centre via the city centre.

Bombardier Flexity 4406 is now in passenger operation; 4402-05 are still testing. Prototype 4401 finally returned to Toronto on 20 March but is still to enter service.

CLRV 4024 has gone to the Halton County Radial Railway for storage; its eventual destination is the American Industrial & Mining Museum in Brownsville, PA. R. Barrows, D. Drum

COLOMBIABOGOTÁ. The Arco Bogotá Zipa consortium of Ardanuy Ingeniería and Coral Delgado has been awarded a 17-month contract to oversee studies and planning for the Regiotram del Norte light rail project. The 39.5km (24.5-mile) line is expected to open in the first half of 2024, built, operated and maintained by China Civil Engineering Construction Corporation. IRJ

CZECH REPUBLICBRNO. The first two Allianz TW/Krnov/Pragoimex/Cegelec

E V O 2 t r a m s a r e 1 8 2 2 / 2 3 . The ex-Praha T6 sets are 1228+1223 (ex-8681+8684), 1221+1227 (ex-8613+8676), 1229+1222 (ex-8686+8646) and 1225+1226 (ex-8664+8666). BSOLOMOUC. Work has started on stage 2 of the new tramway in Novy Sad to Schweitzerova, for completion at the end of 2021. BSOSTRAVA. Withdrawn Tatra K2 tram 803 has joined the museum fleet, while 802 is now works car 8210. Seventeen T3 cars have been sold to Kyiv and ten scrapped. BSPLZEŇ. Astra 03T low-floor articulated trams 306/10 have been sold to Brno, where they will be used as a source of spare parts; 301/3/7-9 remain in service. BSPRAHA (Prague). Finance has been made available for the extension of metro line D from Pankrac to Nove Dvory. The line is expected to open in 2023 at a total cost of CZK70bn (EUR2.7bn). BSTÁBOR – BECHYNĚ . This 24.1km (15-mile) line, opened as a light railway in 1903, will complete its conversion to a heavy railway in 2023-24 with its conversion from 1500v dc to 25kV ac. TR

DENMARKKØBENHAVN. The 2.2km (1.4-mile) branch of metro line M4 from Osterport to Orientkaj opened on 28 March, without ceremony due to coronavirus restrictions. urbanrail.net

EGYPTEL QAHIRA (Cairo). On 30 March, Transportation Minister Kamel al-Wazir called upon the Cairo Metro to provide commuters with free face masks to prevent the spread of the COVID-19 virus.

Since the introduction of a t w o - w e e k n a t i o n a l c u r f e w (19.00–06.00) on 25 March, the metro saw extreme overcrowding – regular operating hours are 05.30-01.00. More trains were added to help the issue. Zawya

FRANCEAVIGNON. Tramway service was suspended from 27 March due to the COVID-19 pandemic. Just four bus lines served the town. lineoz.netB O R D E A U X . D u r i n g t h e pandemic lockdown tram services were operated 05.30-08.30, 13.00-16.00 and 19.00-22.00 with a basic 20-minute service. lineoz.netMONTPELLIER. This is one of several French systems that operated Sunday timetables throughout the week from 25 March due to the reduction in patronage resulting from government-enforced travel restrictions. lineoz.netSTRASBOURG. Line D was cut back from Kehl to Port du Rhin from 08.00 on 16 March at the request of German police i m p l e m e n t i n g C O V I D - 1 9 prevention precautions. DS

GERMANYB A D S C H A N D A U . T h e Kirnitzschtalbahn suspended tram operation from 28 March due to the coronavirus pandemic. DSBERLIN. Work on the 2.7km (1.7-mile) tramway extension from Adlershof to Schöneweide was to start in mid-May, for completion in September 2021. Services in the Köpenick area were to return to normal from 2 June on completion of infrastructure work.

Tenders have been invited for the construction of a EUR120m, 50 000m2 60-car tram depot at the former coal yard between the Görlitzer Bahn and Köpenicker Strasse, that will be brought into use in 2025-28.

KT4D trams 6104/25/9/31-4/46 have been sold to Magdeburg.

The shuttle U-Bahn line U55 was discontinued from 27 March due to lack of traffic. It is unlikely to re-open but will be replaced by the extension of U5 in December. The elevated U-Bahn between Kottbusser Tor and Warschauer Strasse was closed from 14 April to

The new diversion of the Belgian coastal tramway along the N34 coast road to bypass the village of Lombardsijde has two stops at Schoolstraat and Zeelaan. BN 6004 is seen at Schoolstraat on 8 March. C F Isgar


Worldwide ReviewWorldwide Review

permit renewal of infrastructure. Bus replacement is provided. BSBOCHUM-GELSENKIRCHEN. New Stadler Variobahn trams 140-2 were delivered in January – March, completing the series. The option for eight further vehicles has been converted into an order, that should be fulfilled in 2021. Original low-floor cars 404/40 were sent to Łódź in Poland in February. Regular operation was expected to return to lines 309/310 on 1 April. BSBRAUNSCHWEIG. It is hoped to start work on new tram links to Rautheim and Volkmarode Nord in 2022, for completion in 2024. BSBREMEN. Work to renew the infrastructure of lines 2 and 10 between Lindenhof Strasse and Gröpelingen depot started on 2 March, resulting in various diversions and bus replacement. Line 2 was cut back to Waller Friedhof, resulting in the use of 2.65m-wide trams on this line for the first time. Once the work is completed the whole network will be open to 2.65m-wide trams.

The first of 77 new four-section 37m Siemens Avenio trams arrived on 31 March. Public presentation of the new tram will not take place due to the coronavirus social distancing restrictions.

Correcting our earlier report, the new Windhoff works car is 3903. BSCHEMNITZ. With all the new Škoda trams in service, operation of Tatra sets is reduced to five (515/6, 517/8, 509/19, 525/6 and 529/30). Variobahn prototype 601 (ABB 1993) from 1993 has been withdrawn.

Planning is going ahead for the EUR120m Stage IV of the Chemnitzer Modell, a 17km (10.6-mile) tram-train line to Limbach-Oberfrohna. A 2.3km (1.4-mile) urban section could open in 2027, the remainder in 2030. The project involves rebuilding 12km (7.5 miles) of the 17km (10.6-mile) railway line closed in 2003. BSDESSAU. Tram service was withdrawn on a temporary basis from 25 March, replaced by

buses running the night bus routes and timetables all day. DSFRANKFURT/MAIN. Twenty of the 45 Alstom Citadis 305 type T trams on order will be fitted with an additional 8.5m body section, bringing their length to 38.5m and redesignation as Citadis 405.

The mayors of Frankfurt and Bad Vibel have signed a letter of intent to study a tramway extension from Bodenweg (Preungesheim) to Bad Vibel (Südbhf or perhaps Bad Vibel Bhf).

When the new terminal 3 at Flughafen opens in 2023 it will have its own station on the S-Bahn network for lines S7 and RE70. BSFRANKFURT/ODER. KT4D 228 from 1990 has been scrapped, leaving 205/8-10/2/5/-26 still in service. The peak run-out is 15 trams of which six are low-floor cars. BSHAMBURG. The new Elbbrücken S-Bahn station had to be closed for several hours from 17.40 on 10 February due to a south-west storm wind causing the River Elbe to flood. Service resumed during the afternoon of 12 February. BSHANNOVER. Delivery of GTZ6-H trams from HeiterBlick had reached 3147 by the end of February; 6117/45 have been withdrawn. BSHEIDELBERG. The renewal of infrastructure to Leimen started on 2 March and will be carried out in five phases up to March 2022.

Several potential tramway alignments have been identified to serve the former US Army quarters Patrick Henry Village, which is being redeveloped as a residential area. BSINDUSTRY. Check-in/check-out ticketing using the Fairtiq app is now available across trains, trams and buses in the Verkehrsverbund Mittelthüringen region covering Erfurt, Weimar, Jena, Gera and Gotha.

Introduction of the app has been brought forward due the COVID-19 outbreak, removing the need for passengers to handle cash, or buy tickets from vending machines or drivers.

K A R L S R U H E . W i t h d r a w n Stadtbahn car 519 has been moved to the fire department training centre in Bruchsal, replacing earlier tram 174 (now scrapped). Waggon Union car 502 of 1983 has joined the museum tram fleet. BSKASSEL. In common with several other systems, from 17 March, due to COVID-19, the public transport system operated to a Sunday timetable on every day of the week, with service provided 06.30-20.30 only. DSLEIPZIG. LVB has launched a tender for two new tram driver simulators for delivery in 2022, including options for further units to support its future tram procurement.MAGDEBURG. The new tram tunnel at Hbf is due to open for passenger service on 27 August. The transfer point between tram and train will be Kölner Platz.

Eight Tatra KT4D trams have been purchased from Berlin with a budget of EUR300 000 for acquisition and overhaul. They will enter service on line 10 from 27 August, repainted in MVB colours. BSNAUMBURG. The heritage tram carried 185 900 passengers in 2019, a 4% increase on 2018. The Technical University at Braunschweig is to produce a study of the potential for recreating the Ring tramway, possibly to coincide with centenary celebrations in 2028. BSROSTOCK. An open day to mark 30 years of Tatra trams is planned for 12 September; three T6 trams remain in the fleet. BSSAARBRÜCKEN. Saarbahn line S1 was cut back to Hanweiler from 16 March due to closure of the French border in connection with COVID-19 precautions.SCHÖNEICHE. Škoda ForCity Smart Artic 53 was delivered from Finland on 18 February. BSSCHWERIN. The first fare changes since December 2014 took effect from 1 February; the 24-hour ticket was reduced in price to EUR4. BSSTUTTGART. An attempt to introduce Sunday timetables to respond to reduced traffic (due to coronavirus) on S-Bahn routes failed on 24 March when the 30-minute morning headway was incapable of carrying all intending passengers. Lines reverted to a 15-minute headway. DSWOLTERSDORF. The re-opening of the tramline to Schleuse was postponed to 6 April and may be postponed futher. BSWUPPERTAL. The historic Kaiserwagen on the Schwebebahn should return to service in July after being fitted for the new signalling system and 750V dc operation. BS

INDIAPATNA. Tenders have been invited for the construction of the first section of metro, 6.1km (3.8 miles) of elevated line that will form part of the 14km (8.7-mile) east–west line 2. RGI

IRELANDCORK. Consultants were to be appointed in April to assess route options for a proposed EUR1bn 17km (11-mile) light rail system, which would link Ballincolig with Mahon via the city centre with 25 stops. The line forms part of an expected overall EUR3.5bn framework for transport in the Cork metropolitan area over the next two decades, with completion during the latter half of the plan.

Initially EUR545m will be spent to improve bus services, with dedicated bus lanes including a high-frequency east-west corridor expected to form the basis of the proposed light rail route.DUBLIN. A collision between a Luas tram and a lorry at the junction between Queen Street and Benburb Street saw the Red line closed between Belgard and the Point from 16.30 on 30 March.

Tram services were running normally as of the start of April, although a number of operational changes were in place to maintain social distancing and passenger and staff well-being.

ISLE OF MANGENERAL. All Isle of Man heritage lines suspended operation after service on 19 March, shortly before non-residents were banned from visiting the island. The Douglas Bay Horse Tramway had not begun operation. April heritage events have been shelved.

ITALYMILANO. Due to the coronavirus pandemic public transport is operating Saturday timetables on Monday-Friday, and Sunday timetables at the weekend. UTM

JAPANTOYAMA. The link between the two networks at the railway station was due to open on 21 March. BSOSAKA. A new three-section low-floor tram from Alna Sharyo (Series 1100) has doubled the fully-accessible fleet available for daytime services on the Hankai Tramway. The 14.1km (8.8-mile) tramway serves the city’s Sakai district, operating a diverse fleet of modern and heritage vehicles, some dating back to the 1920s. RGI

MEXICOMEXICO CITY. A contract has been placed with Leitner Ropeways to provide two Cablebús 2 urban

Pending the arrival of new Škoda trams, RNV Mannheim is carrying passengers in three sets of 1957 Düwag trams originally used on the Rhein–Haardt-Bahn. GT8NF


cable car lines by mid-2021. T h e t w o l i n e s , t o t a l l i n g 10.6km (6.6 miles), will feed metro stations at Constitución de 1917 and Santa Martha. RGI

NETHERLANDSAMSTERDAM. The Vervoerregio Amsterdam (VRA, commissioning authority for public transport) is in discussions about its direct contract award with GVBA to operate the Amsterdam network. This is due to run until 2024, but the VRA may decide to put a new contract in place from December 2021 with more ambitious targets (at present GVBA must achieve annual growth of 1% in passenger km).

From 30 March the direction of operation of the Centraal Station tram loops was changed as part of the the general rebuildi ng programme for the area. Line 26 was using the emergency loop under the bus station. With ten of the new CAF trams delivered, passenger service on line 24 was due to start in mid-April. OR

POLANDBYDGOSZCZ. A further EUR38m in EU Cohesion Funds have been awarded towards the EUR86.6m programme to enhance and modernise the tram network and the procurement of new trams. The project is expected to finish by 2021. transport-publicznyCZĘSTOCHOWA. The first of ten new Pes a trams worth P L N 9 0 m ( E U R 1 9 . 7 m ) w a s delivered in mid-March. infotram.plGRUDZIĄDZ. A second round of tendering for four new double-ended trams saw Modertrans s u b m i t t i n g t h e o n l y b i d , PLN22.75M (EUR5m). infotram.plOLSZTYN. EUR85m in European Regional Development Funding has been granted for expansion of the city’s transport network, as well as the installation of a new intelligent transportation system. The projects have a combined value of EUR122.5m and cover the city’s second 12.3km (7.6-mile) tramline, a new 16.6km (10.3-mile) bus line and the procurement of six new trams. transport-publiczny W A R S Z A W A . T h e 3 . 4 k m (2.1-mile) extension of metro line M2 from Rondo Daszynskiego to Ksiecia Janusza opened on 4 April. Services are operated by a fleet of 20 six-car Inspiro trains. urbanrail.netWROCŁAW. Due to a drop in passenger numbers because of COVID-19, Saturday timetables were operated on Monday-Friday from 17 March. infotram.pl

PORTUGALPORTO . On 17 March the

EU Cohesion Fund confirmed EUR107m i n investment to support upgrades to the Yellow l ine, including the 3.2km (two-mile) extension from Santo Ovídio to Vila d’Este. The EUR169m project includes three new stations – Manuel Leão, the Santos Silva Hospital and Vila d’Este – construction of a new depot, a turning track south of Santo Ovídio and two new substations. Passenger service on the extension is expected to begin in 2023.

The city’s three heritage tramlines were suspended from 13 March as part of the city’s response to COV ID -19. The planned parade on 9 May is also now unlikely to take place. M. J. Russell

ROMANIAG A L AŢ I . E i g h t A u t e n t i c low-floor trams have been ordered from Astra Vagoane, with an option for ten more. The contract value for 18 trams is RON119.7m (EUR24.8m). RGI

RUSSIAKRASNODAR. A fleet of 29 71-623-04 bogie trams with low-floor sections at the doors have been ordered from Ust-Katav for delivery before the end of the year; a further 27 more should follow in 2021. The contract price is RUB31.6m (EUR366 000) per tram. transphoto.ruMOSKVA. Nekrasovskaya metro line 15 was extended 14.4km (nine miles) from Kosino to Lefortovo on 27 March. The opening brings the line’s length to 22.3km (13.8 miles) with ten stations urbanrail.netNOVOKUZNETSK. An order has been placed with Ust-Katav for seven single-ended and two double-ended low-floor trams for delivery in 2020. infotram.plORSK. Tramline 5 was suspended from 17 March in an effort to reduce the undertaking’s electricity bill. transphoto.ruUFA. The first 71-407 bogie tram with a low-floor centre section was delivered from Uraltransmash on 20 March for testing. It carries fleet number 1004. transphoto.ruSAMARA. Metrowagonmash has delivered another further four-car metro train of type 81, boosting the fleet on the 11.6km (7.2-mile) line to 50 cars. RGISMOLENSK. Half the tramway i s o u t o f s e r v i c e d u e t o r e c o n s t r u c t i o n w o r k . L i n e 2 is worked by back-to-back o p e r a t i o n o f b o g i e t r a m s due to a lack of turning circles. BSVLADIVOSTOK. The ten 71-619K trams acquired from Moskva are entering service as 330-9 in a blue

livery. The first carried passengers on 8 March. transphoto.ruYEKATERINBURG. The first of ten Uraltransmash 71-418 100% low-floor three-section trams was on trial in March, carrying fleet number 395. transphoto.ru

SERBIAINDUSTRY. The Government has committed EUR900 000 towards a 16km (ten-mile) rail link to Kragujevac, the site of the new Siemens plant, to enable raw materials to be delivered and transport for new rolling stock. BS

SINGAPOREMASS TRANSIT RAILWAY. The Land Transport Authority has awarded the contract to build 2.3km (1.4 miles) of elevated metro, the Pandan Reservoir branch of the Jurong Region line, to a joint venture of John Holland and McConnell Dowell South East Asia. RGI

SOUTH KOREASEOUL. SG Rail has placed an order for 15 eight-car trainsets for the 83.1km (51.6-mile) line A commuter rail service with Hyundai Rotem. The line is due to open in 2024. RGI

SPAINCÁDIZ. Test running on the common section with RENFE between Cadiz and Rio Arillo using dual-voltage tram-trains finally started on 13 March, over three years late. There is still no date for passenger service. RGIMADRID. On 19 March Metro de Madrid awarded Knorr-Bremse a two-year EUR5m contract for the supply of components and spares for its train’s air braking systems.MÁLAGA. A contract has been awarded for the 1.8km (1.1-mile) subway extension of line 2 from Guadalmedina to Hospital Civil. TRP A L M A D E M A L L O R C A . Government approval has been given for the extension of the

metro to Son Espases, and for the long-planned tramline from Plaça Espanya to the airport via the seafront. BS

SWITZERLANDBASEL. Tramway operation o n l i n e 1 4 f r o m M u t t e n z (Rothausstrasse) to Pratteln is suspended from 23 March to 28 June to permit replacement of the tramway infrastructure.

Be6/8 5006 has received a special livery to mark 125 years of BVB.

Sunday service was operated on a daily basis from 21 March due to reduced patronage.

Basler Zeitung, BSZERMATT – DISENTIX (MGB). A C H F 1 4 8 . 5 m ( E U R 1 4 0 m ) contract has been signed with Stadler for 12 rack-equipped EMUs, with an option for 15 more. Delivery will start in 2022. IRJZÜRICH. A referendum on 9 February rejected CHF1.1m (EUR1m) plans for two new s e c t i o n s o f t r a m w a y : Albisriederplatz – Hardplatz and Escher-Wyss-Platz – Bucheggplatz – Milchbuck.

Prototype Bombardier Flexity 4001 started test runs from Oerlikon depot on 17 January. Driver training was expected to start in April and passenger service on line 11 in the summer. EA, BS

TURKEYISTANBUL. Tuesday 19 May was to see the inauguration of the first section of new metro line M7 from Mahmutbey to Sisli-Mecidiyeköy on the European side of the city. urbanrail.net

UKRAINEGENERAL. Rapid tram service in Kryvyi Rih was affected for three days in March; regular tram service continued. In Lviv restrictions of ten passengers per tram have been introduced. transphoto.ruKHARKIV. Prequalification for the contract to build a 3.5km (2.2-mile) southern extension of line 3, including two underground

The Vladivostok tramway in Russia’s far east has been modernised with ex-Moskva KTM-19 trams. Alexander V

stations, has been published. Work is to start in 2021 and take 48 months; the project is financed using EBRD and EIB loans.

UNITED ARAB EMIRATESDUBAI. The Roads and Transport Authority launched a three-month trial of autonomous shuttles at the Expo 2020 site in late March. The electrically-powered EasyMile shuttles have a maximum speed of 25km/h (15.5mph) and can operate up to 16 hrs/day, carrying up to 15 passengers, ten seated.

UNITED KINGDOMB L A C K P O O L . B l a c k p o o l Council’s Executive meeting on 23 March approved funding for demolition of the existing Wilko store at Talbot Gateway. This facilitates completion of the new tramway interchange at Blackpool North station, plus an underpass, hotel and retail and leisure facilities. The tramway extension is to be completed to a temporary terminus in 2021, with full completion in 2022.

All heritage operations and events have currently ceased in light of the coronavirus pandemic.EDINBURGH. A decision was taken to stop physical construction of the Newhaven extension in March, as a result of the coronavirus crisis. Off-site work is to continue and the project’s contact centre will remain open.

From 22 March the tramway operated a reduced service between Edinburgh Airport and York Place to a basic 15-minute headway. First and last trams remained at normal times.GLASGOW. From 21 March the Subway moved to an eight-minute service on both inner and outer circles with the last train from St. Enoch at 21.00. Passengers are being asked to pay for tickets/ load their smartcard by credit/ debit card rather than cash.GREATER MANCHESTER. From 22 March lines began

operating to a basic frequency of 12 minutes to a Sunday pattern, but with as many services as possible being formed of double units to enable social distancing of two metres between passengers. Monday-Saturday trams will run 06.00-23.00; on Sundays, services will start an hour later. The early morning Airport service is suspended due to reduced numbers of flights and staff at the airport.

The stored T68 donated to the Manchester Transport Museum Society left Trafford Depot in mid-March for a period of display at the Crewe Heritage Centre. It is likely to stay there for at least 12 months as the MTMS has yet to find space for it to be displayed at the Heaton Park Tramway.L O N D O N ( T R A M S ) . T h e tramway adopted a Sunday service in late March, but with a greater number of trams during peak times in response to the COVID-19 outbreak.N O T T I N G H A M . F r o m 2 4 March a Sunday timetable was introduced throughout the week: trams run every 15 minutes 06.00-07.00 and 19.00-23.00. From 07.00-19.00 a ten-minute headway is operated. Proposed fare changes from 29 March have been deferred.SOUTH YORKSHIRE. Re-routing the tramway from the rear to the front of Sheffield station is among redevelopment proposals for the area. Work could take place from 2026-31 and create a new line between Granville Road and Fitzalan Square, serving Sheffield Hallam University and Sheffield I n t e r c h a n g e u s i n g r a i l w a y formation.

From 23 March tram services were reduced on the Yellow and Blue lines to every 20 minutes and on the Purple and tram-train lines to every 30 minutes until 20.00-21.00. Limited Yellow and Blue route services operate 21.00-00.00.

TYNE AND WEAR. Metro s e r v i c e s w e r e r e d u c e d t o 24-minute frequencies from 23 March, which means a train every 12 minutes between Pelaw and South Gosforth. Additional p e a k s e r v i c e s h a v e b e e n w i t h d r a w n . T h e c h a n g e s reflect availability of train crew and fewer people travelling.WEST MIDLANDS. A temporary timetable was introduced from 30 March. Frequency on Monday-Saturday is 15 minutes from start of service to 06.30, then every 12 minutes until 20.00, after which trams run every 15 minutes until normal end of service. There is no change to Sunday times.

Although design and planning work on network extensions is continuing, physical work was halted in late March.

USANEW YORK. The driver of a Subway train was killed in a fire onboard a train in the early hours of 27 March. Emergency services responded to a call just after 03.00 to 110th Street Central Park North and Lenox Avenue in Manhattan; the 36-year-old driver was found on the tracks suffering from smoke inhalation and died later in hospital. A further 16 people were injured. Other fires were reported at the same time, at 86th Street, 96th Street and 116th Street, leading to an investigation into co-ordinated arson attacks. New York TimesPHILADELPHIA, PA (PATCO). Four of the 13 stations on the Speedline closed from 28 March due to reduction in patronage (Ashland, Westmont, City Hall and 12th/13th), with headways increased from 15 to 20 minutes. W. VigrassPHILADELPHIA, PA (SEPTA). With patronage down 70% because of the coronavirus pandemic, Saturday service has been introduced Monday-Saturday. W. VigrassSALT LAKE CITY, UT. An earthquake measuring 5.7 on the Richter scale on 18 March saw all services on the TRAX light rail system brought to a standstill. No damage was reported, although the earthquake knocked out power across the metropolitan area.

Beginning on 5 April, weekday headways were increased from 15 minutes to 30 minutes in response to a 60% decline in ridership associated with the COVID-19 outbreak. Weekend services were reduced from every 20 minutes to 30 minutes. RT&SSAN FRANCISCO, CA (Muni). The delivery of 219 Siemens LRVs has resumed its schedule

after problems identified in 2019 were resolved, and all should be on the property by 2025.SEATTLE, WA. Light rail returned to double-track service in central subway stations from 3 0 M a r c h f o l l o w i n g t h e conclusion of Connect 2020, the programme to join the existing system in central Seattle with the new East Link line, that should carry passengers to Redmond from 2023.

Light rail patronage is down nearly 70% due to the coronavirus pandemic. R. BarrowsWASHINGTON, DC. Responding to a 90% drop in patronage on Metrorail, 19 stations were closed from 26 March. R. Barrows

MUSEUM NEWSBEAMISH (UK). The museum closed to visitors on 20 March, with the tram service worked that day by Sheffield 264 and Blackpool 31. During the pandemic as many of the historic fleet as possible will be kept under cover in secure storage, with additional CCTV installed. Various planned events have been cancelled or deferred.CRICH (UK). Following UK Government advice in relation to the coronavirus pandemic, the National Tramway Museum has been closed until at least 22 May.LOFTUS (AU). The Sydney Tramway Museum was closed from 23 March in response to the coronavirus pandemic. TW

CONTRIBUTORSWorldwide news items for inclusion should be sent to Michael Taplin at Flat 8, Roxan Villa, 33 Landguard Manor Rd, Shanklin, Isle of Wight P O 3 7 6 E A , U K . F a x : + 4 4 ( 0 ) 1 9 8 3 8 6 2 8 1 0 o r e-mail: [email protected]

UK and Ireland items are welcomed by Home Editor, John Symons, 17 Whitmore Avenue, Werrington, Stoke-o n - T r e n t , S T 9 0 L W , U K . E-mail [email protected]

Acknowledgements are due to Australian Broadcasting Corporation (ABC); Basler Zeitung; Blickpunkt Strassenbahn (BS); Drehscheibe (DS); Canadian Broadcasting Corporation (CBC); Edinburgh Evening News; Eisenbahn Amateur (EA); infotram.pl; International Railway Journal (IRJ); Irish Times; lineoz.net; Manchester Evening News; New York Times; Newcastle Herald; Nottingham Evening Post; Op de Rails (OR); Railway Gazette International (RGI); Railway Track & Structures (RT&S); transport-publiczny; Today’s Railway (TR); transphoto.ru; Trolley Wire (TW); urbanrail.net; Urban Transport Magazine (UTM), urbanrail.net and Zawya.


Worldwide Review

A tram is pictured at Victoria Falls station (Zimbabwe) on the tramway that opened in August 2018. The open-sided replica tram seats 21 passengers and is powered by an internal combustion engine capable of 25km/h. Pure Africa

www.tautonline.com . www.lrta.org May 2020 / 195

It is disappointing to read that the UK Government’s publication Decarbonising Transport: Setting the Challenge – apart from a passing reference to the expansion of the Metrolink system in Greater Manchester – makes no mention of the vital role played by trams and light rail.

Such modes have very low (or zero when using renewable-sourced electricity) carbon emissions; the low rolling resistance of steel-wheel on steel-rail gives inherently lower energy consumption than rubber tyres on asphalt, especially when combined with more efficient drive systems that allow high levels of regeneration.

Trams also have a far better track record of encouraging modal shift from private to public transport than buses, and would therefore reduce congestion and help fulfil one of the Department for Transport’s stated aims of making public transport ‘the natural first choice for our daily activities’.

The UK Government would do well to remember that carbon emissions represent just one of the environmental challenges that currently face society. Air quality is also of huge importance and seems not to be given the priority it deserves. While electrifying cars and buses may reduce CO2 in our atmosphere and the pollution created by tailpipe emissions, such measures do nothing to lessen pollution from non-exhaust emissions (NEEs) – the damaging particulates caused by tyre and road wear. Indeed it is likely to make the situation worse as electric vehicles tend to be heavier than their internal combustion-powered counterparts.

While we would not suggest that trams replace buses everywhere, their use on the most heavily-trafficked urban

routes would go a long way to reducing roadside pollution where it is at its worst and where it affects the most people.

The Government has in the past shown a tendency to view problems in isolation, as with the diesel car debacle. It is time for joined-up thinking in the corridors of power to find solutions that will address environmental problems equally, not to lessen one at the expense of worsening another.

The air quality benefits from the current, vitally necessary drop in road use to minimise the impact of the coronavirus must not be lost or ignored. It will be instructive to see how society bounces back and whether we will see a return to the levels of private car usage seen previously when the ‘lockdowns’ end.

The fact that Government has undergone a significant change in its outlook, behaviour and spending in tackling the public health threat posed by Covid-19 has highlighted, inadvertently, the benefits of modal switch to home and raised the public awareness of ‘clean air’. There is now a rising expectation that improved public health is wanted, nay demanded, and transport pollution to be tackled in a vigorous manner.

One must hope decision-makers will stop ‘kicking the can down the road’ as the benefits of cleaner air are being seen around the world, albeit due to the most unfortunate circumstances.

As towns and cities recover, the time to re-evaluate our transportation priorities is now. More roads and more cars are not the answer. Authorities at national and local levels have to prioritise people over traffic by creating a sustainable, user-friendly public transport system that reduces car dependence and transforms both the environment and quality of life for all.Jim Harkins, LRTA Campaigns Group Chair

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systems factfileNo.151

Tatra KTNF6 181 leaves Jacobstrasse stop to join the southern loop to the Hauptbahnhof. Steintorturm in the background is one of Brandenburg an der Havel’s four remaining gate towers and now contains a museum.

Words and pictures by Neil Pulling.

Brandenburg

JS Bach’s Brandenburg Concertos, Berlin’s Brandenburg Gate and the German state of Brandenburg formed in

1990 have all eclipsed the fame of the city and associated lands that bequeathed the name. In common with many communities in the former East Germany, Brandenburg an der Havel (mainly just Brandenburg in this Factfile) has suffered a population decline since national reunification. Rising costs in Berlin and good transport links with the capital have, however, helped to slow the trend.

Younger people moving in are especially valuable for Brandenburg’s future: the 2018 population of 72 369 included almost 20 000 over age 65. A tourism-related study published during 2016 forecasts an overall 11.5% population decrease for the 20 years up to 2030. Federal funding has helped economic readjustment and environmental repair following

the decline of the city’s former main industries, textiles and steel making.

Brandenburg is about 60km (38 miles) west of central Berlin and 35km (22 miles) from Potsdam, the state capital. The main station, Brandenburg Hauptbahnhof (Hbf), is around the mid-point of the Berlin-Magdeburg railway. It is primarily served by regional trains, with most long-distance services having transferred to the high-speed Berlin-Hannover NBS line which opened in 1998.

The Hbf is at the southern edge of Brandenburg’s urban spread, a location that has helped the metre-gauge tramway, a reliable fixed-link feeder service, to remain a part of public transport coverage. Befitting the city’s full name, Havel river channels and canals are the main geographical feature, crossed by the tramway at several points. The tram-served main commercial area in the Neustadt – an historic site despite the name – is on one of Brandenburg’s several river islands.

Municipal transport operator Verkehrsbetriebe Brandenburg an der Havel GmbH (VBBr) evolved from a horse-drawn tram service begun in 1897. It connected two points that remain important on today’s system, Nicolaiplatz and the main station. These are located at either end of the ‘figure of eight’ layout in central Brandenburg. The original tramway was taken over by the city in 1910 and electrification began in the following year.

Post-war repair and reinstatement from 1945 under communist administration was soon followed by extensions to serve growing industrial and housing areas to the north and west. These lines and subsequent reconstructions greatly increased the proportion of track with dedicated rights of way. This now applies on all of the system’s lines out from Fouquéstrasse/Technische Hochschule and on the southern arc nearest the Hbf.

Brandenburg an der Havel, Germany

The reach of history is strong in this small city – beneficially for tourism, but less benignly for its tramway. Neil Pulling explores a city of renown greater than its size.

Brandenburg an der Havel

germaNy

186-190_TAUT2005_SF Brandenberg.indd 1

07/04/2020 08:27


Leipzig is no stranger to heritage tramcars. With great prescience, examples of its first electric trams were put aside after World War One and since then an impressive

collection has been built up, featuring almost every type of motor and trailer car.

The collection was formerly housed in Möckern depot, which was damaged by fire in 1972 and later given up as an operating depot. The site provided some covered accommodation but was cramped, and did not allow for the growing collection.

Möckern depot was vacated for redevelopment at the end of the 2018 season. During that autumn and winter, the heritage fleet was transferred to new premises at the former Wittenberger Strasse depot. This site is much more light and spacious, and in addition to extensive covered accommodation with workshop facilities, features a large open-air track fan on which parades can be staged.

The ‘red’ and the ‘blue’Tramway operation in Leipzig, one of Germany’s oldest and most culturally distinguished cities, began in May 1872 with a horse-car route network that ultimately reached 46.5km (29 miles). The original track gauge was 1435mm but owing to poor construction standards, the tracks gradually spread until it was decided, from about 1879, to standardise on a slightly broader gauge of 1458mm, which the system retains today.

As was the case in other German cities, two companies provided the original urban electric services in Leipzig. The Grosse Leipziger Strassenbahn (GLSt) was known as the ‘blue’ company, after the principal livery in which its rolling stock appeared, whilst the Leipziger Elektrische Strassenbahn (LESt) cars were red and described accordingly.

The GLSt was first to open its electric route from Connewitz – Gohlis on 17 April 1896. The LESt opened its first line on 20 May, from Mockau Kirche to the Concerthaus. Cars were supplied from a newly-built depot, workshops and headquarters at Wittenberger Strasse – the site of the new museum. Later a network of long, interurban lines was developed and operated by the Leipziger Aussenbahn AG (LAAG), some of whose routes (e.g. to Schkeuditz and Böhlitz-Ehrenberg) survive today as part of the Leipziger Verkehrsbetriebe (LVB) network. The Wittenberger Strasse depot was destroyed during a heavy bombing raid in December 1943, but later rebuilt.

As early as 1924, examples from the first fleets of the two original operators (united at the end of 1916, before full municipalisation in November 1919 under continued use of the

GLSt name) were set aside for preservation. After municipalisation the operator assigned type numbers to its rolling stock. Today, ‘blue’ car 308 (type 10), built for the GLSt in 1896 by AG für Eisenbahn-Wagenbau of Breslau, and its contemporary six-window car 64 (type 14), built by Herbrand of Köln for the LESt, are amongst the most treasured possessions. Car 308 is claimed to be the oldest tram with its original equipment still serviceable anywhere in Europe.

No fewer than nine motor cars and five trailers in the collection date from before 1914. Some have been rebuilt to original specification from works cars, whilst others have been recovered and restored from uses such as garden sheds and fitted with appropriate running gear. The oldest cars remain in LVB ownership.

GLSt cars built in 1897 by Breslau were designated types 11 and 12 and are represented by 349, sold out of service in 1926, recovered from a local garden in 1987 and now fully restored. The series of 90 motor cars that later formed type 13 were the first to be built in the GLSt Central Works at Lindenau, which built almost all the company’s subsequent rolling stock delivered before 1914; car 500 represents this type.

The LESt continued to purchase from commercial firms and in 1900, Herbrand supplied 20 cars of Salon design, which became type 15 and are represented by 179. Type 16 is the designation given to 97 former LESt motor cars later modernised by GLSt as type 27; after withdrawal from Leipzig service in 1955 car 257 passed to Erfurt and then Eisenach, from where it was returned in 1976. The car has since been returned to its type 16 state. The sole type 17 car is 506, built at Lindenau in 1907 to a more modern design with fully-glazed platforms, sliding doors and radial trucks. The latter were replaced in 1925 by a Brill underframe fitted with Peckham trucks. After a career as special car 5000 it was withdrawn in 1982; it is now being restored.

In 1913 Lindenau works built a series of 145 cars (type 20) that maintained the glazed vestibules of car 506 but reverted to open platforms; 809 is their representative.

A particular gemThe remaining pre-World War One tram (type 24) is an absolute gem and the pride of the fleet. Car 20 of the former Aussenbahn (LAAG) fleet is one of ten built in 1910 by Norddeutsche Waggonfabrik of Bremen. The LAAG solely operated these magnificent cars with their maximum-traction bogies, with the other ten built by Falkenried of Hamburg; trailers, when required, were hired in from

the urban operators. In 1939-43, 11 cars were rebuilt in the Heiterblick works and fitted with three-axle Westwaggon trucks.

After serving as works car 5097 until 1977 and designation as a museum car in 1988, LAAG 20 exchanged its three-axle truck for maximum traction bogies still fitted to works car 5081. With three forms of braking (air, electric and hand) and fitted with a stove for internal heating, these cars must have been a welcome sight for passengers making long journeys to and from the city; the magnificent restoration is a tribute to the skills and dedication of the museum’s volunteer team.

The wartime rebuilding of 11 former LAAG maximum traction bogie cars included lengthening of the platforms and fitting three-axle trucks. The rebuilt cars were designated type 24a (1378-88) and several survived in the works fleet after their passenger days. One of those built by Falkenried, originally LAAG 1, latterly GLSt 1378 and finally LVB tool car 5096, was saved after withdrawal in 1980 and renovated to illustrate their rebuilt state after passage through Heiterblick in 1943.

Nominally the oldest pre-World War One GLSt trailer is 183, one of 126 built in Lindenau works in the years following 1900. This example dates from 1907 and when taken out of service as a works trailer in 1980 was the last survivor of the class. The body was found to be in such a degraded condition that it was scrapped, with useable parts saved as templates for a completely new body to the original type 51 design. This is a rare example of a Nachbau (replica) in the Leipzig collection.

In 1900 the GLSt ordered a batch of 250 trailers divided between Gottfried Lindner of Ammendorf and its own Lindenau works. Car 751 (type 52) – entering service in 1913 – has survived. It was designated as an historic car in 1972 and was the first car restored by volunteers of today’s Arbeitsgemeinschaft Historische Nahverkehrsmittel Leipzig e. V.

The oldest trailer of all is former LESt 86 (type 53), one of 20 small cars built by Waggonfabrik Steinfurth of Königsberg for the system’s May 1896 opening. LESt trailer car 305 (Type 55I) represents the 120 similar cars built by AG für Eisenbahn-und Militärbedarf of Weimar and Gottfried Lindner of Ammendorf starting in 1908, though this one did not enter service until 1911; it is identical in design to motor cars of type 16, such as 257.

Summer-trailer 103 (type 54I) built by Breslau in 1896 was in service until 1937, then served as a garden house. In 2002 it returned to the collection but is now also a Nachbau.

To be continued in the next issue.

Leipzig’s new TrAm museum

Saxony’s biggest city has a smart and spacious new tramway museum in the former depot at Wittenberger Strasse.

Mike Russell surveys its premises and impressive collection.

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Classic Trams

PART ONE


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1. Placed in historic service as a museum car in 1988, former Leipziger Aussenbahn maximum-traction bogie car 20 of 1910, seen attached to trailer 751 of 1913, with LESt Salonwagen 179 behind, is in Rudolf-Breitscheid-Strasse on 28 June 1991.

2. Former Leipziger Aussenbahn (LAAG) maximum-traction bogie car 20 turns from Berliner Strasse into Apelstrasse on special route 21E on 15 September 2019. An authentic touch is the attachment of LESt trailer 86; the LAAG had no trailers of its own and borrowed suitable stock from the urban operators.

3. The oldest surviving LESt motor car is 179 of 1900, which after its service days were over served as a mobile advertising car until joining the historic fleet in 1965. On 15 August 2010 it is seen about to depart from the former Möckern depot with a full load of passengers.

4. Former GLSt motor car 308 of 1896 is the oldest in the collection. It is claimed to be the oldest working tramcar in Europe with its original equipment and on its original system; shown in the Möckern depot on 2 October 2018.

5. Herbrand of Cöln (Köln) built the first series of motor cars for the LESt, and number 64 represents them in the museum fleet. It is seen here displayed within the Wittenberger Strasse premises on 15 September 2019.

6. The extent of the transformation during 1943 upon 11 of the former fleet of 20 LAAG bogie cars was extensive and in addition to major bodywork remodelling, evident by car 1378, involved replacement of the original maximum traction bogies by three-axle Westwaggon trucks. This view in Wittenberger Strasse museum was taken on 15 September 2019.

7. Motor car 349 was built at Breslau in 1897 for the GLSt and lived on after withdrawal for 60 years as a garden house. This four-window car is one of the museum’s more recent restorations. It is shown at Wittenberger Strasse in September 2019.

8. Former LESt motor car 257 and trailer 305 in Apelstrasse on 15 September 2019, approaching the museum entrance with another group of museum visitors arriving by the special 21E Zubringer line.

All photography courtesy of Mike Russell.

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NEWS FROM THE LIGHT RAIL TRANSIT ASSOCIATION

The UK Government introduced its long- awaited Environment Bill in February, replacing existing EU legislation and claimed

by Prime Minister Boris Johnson as an opportunity to demonstrate that the UK has adopted tougher policies than the EU.

However, we are disappointed that the Bill contains no legally-binding targets to meet World Health Organisation (WHO) air pollution standards by 2030. This is despite the July 2019 Government report Assessing progress towards WHO guidelines levels of PM2.5 in the UK, which stated: “It would be technically feasible to meet the WHO guideline level for PM2.5 across the UK in the future.”

What are the WHO recommended levels?The World Health Organisation guideline levels of PM2.5 are 10µg/m³ as an annual mean threshold by 2030. At the moment only the Scottish Government has adopted these guidelines.

Client Earth, the environmental law charity that has in the past instigated judicial reviews against the UK Government for its failure to meet binding EU air quality targets, has estimated that 83% of reporting air zones in the UK have air pollution levels that breach legal limits.

Tory MPs vote down binding limitsAt the last bill committee in March, Conservative MPs voted against an amendment to put binding limits in line with WHO guidelines. TramFoward believes this is a retrograde step and is pushing for this vote to be reversed once the bill returns to the floor of the House of Commons.

LRTA Chair Paul Rowen explained: “There is still an opportunity to reverse this decision, that’s why we have tabled a petition on the Parliament website and drafted a letter to send to MPs. Light rail can play a huge role in helping the UK meet clean air targets. Go to our website, sign the petition and write to your local MP. Act now to clean our air.”

Act now for clean air The Association’s new website is now up and running and can be found at www.lrta.org

The redesign is the first element of a three-stage process. Next will be a ‘new look’ shop, followed by an enhanced members’ area. For those wishing to access articles and resources on the original site, they can do so at www.lrta.org/archive

Please log on and sign up to our campaign to include statutory targets in line with WHO guidelines in the Environment Bill which is currently before Parliament (see left).

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Members and supporters are asked for their patience and understanding if your magazines or any books on order are delayed during the current coronavirus lockdown.

Whilst the publication schedules of both TAUT and Tramway Review remain the same and book orders are still being processed, our dispatcher – in line with many others – has had

to reduce the number of staff working at any one time in-line with government guidelines. This WILL delay the dispatch and delivery.

For orders and subscriptions in the USA, we have had to suspend dispatch as we have been advised by Royal Mail that it cannot guarantee delivery through the US postal system. All books and magazines will be dispatched

as soon as normal service resumes. If any subscriber would like access to the online edition of TAUT please e-mail [email protected] with your details and membership number.

We apologise for any inconvenience, but the well-being and safety of all of our suppliers and partners is paramount. Stay inside, stay safe.

Deliveries of TAUT and books during the coronavirus lockdown

in your nextPLUS...+ Caen: Neil Pulling visits France’s

newest tramway as the city moves from rubber tyres to steel wheels

+ Morocco: Expanding LRT service in Rabat-Salé and Casablanca

+ Classic Trams Special: Transport museums and heritage operators share their ‘lockdown’ challenges

+ All the latest news and analysis, system developments and transport policy from around the world

June issue – On sale 15 May

20 yEARS oF LoNdoN TRAMSA TAUT special focus celebrating this modern LRT success story,

featuring in-depth interviews with the key people who have shaped the success of the tramway that has revolutionised South London travel.

All LRTA meetings have been cancelled until further notice – stay updated at www.lrta.org

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Order online from www.lrta.info/shop – or by post from:LRTA Publications, 38 Wolseley Road, SALE, M33 7AU

Bookshop

Tramways & Stadtbahnen in Hannover

New from the LRTA. Believed to be the first history of the system to be published in English, this book relates the pioneering nature of the extensive network in and around the city from the 19th Century through the conversion of most routes to the modern light rail lines of today, with several underground axes.

The author, the late Reverend Richard Buckley, was editor of Tramway Review from 2008 to 2017.

(Due for publication on 1 April, but may be delayed due to coronavirus restrictions).

> A4 softback; 232 pages, fully-illustrated in colour and black & white plus several maps.£35.50 (UK addresses) £42.50 (outside UK) £47.50 (Airmail beyond Europe)LRTA Members: £3.25 discount

Order direct from the publisher as shown

ТРОЛЛЕЙБУСЫ ПЕТЕРБУРГА(St Petersburg Trolleybuses)

Chronological history of what is now the world’s largest trolleybus network, richly illustrated with photographs and artworks detailing the huge fleet and route developments over its 85-year history. Russian text.

> B5 hardback, landscape format; 240 pages, 233 colour and 113 black & white pictures, 12 colour drawings, three maps.£40 – www.nationaltrolleybusassociation.org

Metropolitane d’ItaliaMappe e numeri di tutte le rotaie e i fili delle città italiene

Fascinating guide to the seven metro/light rail, 13 tram and 14 trolleybus systems in Italy.

Comprehensive statistics include the national and local heavy rail networks. Italian text.

> A4 hardback, landscape format; 276 pages, 170+ colour pictures, 145 pages of maps.EUR30.00 – www.shop.ferrovie.it

TrolleybusMagazineJournal of the National Trolleybus Association

Vol 56 No 350 March-April 2020

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Interested in Trolleybuses? Then why not join the

National Trolleybus Association

You will then enjoy the NTA’s flagship journal, Trolleybus Magazine

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Full annual membership of the NTA costs just £26.00 in the UK, £30.00 in Europe and £35.00 for the rest of the world. It is easy to join, just log on to our website www.nationaltrolleybusassociation.org

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