Study mission experience also helps to better evalu-ate current and proposed transit improvements andcan serve to identify potential public transportationresearch topics.

Study missions are normally conducted in thespring and fall of each year. Study teams consist ofup to 15 individuals, including a senior official des-ignated as the group’s spokesperson. Transit prop-erties are contacted directly and requested to nom-inate candidates for participation. Nominees arescreened by a committee of transit officials, andthe TCRP Project J-3 Oversight Panel endorses the selection.

Study mission participants are transit manage-ment personnel with substantial knowledge and ex-perience in transit activities. Participants mustdemonstrate potential for advancement to higherlevels of public transportation responsibilities. Otherselection criteria include current responsibilities, ca-reer objectives, and the probable professional devel-opment value of the mission for the participant andsponsoring employer. Travel expenses for partici-pants are paid through TCRP Project J-3 funding.

For further information about the study mis-sions, contact Gwen Chisholm-Smith at TCRP(202-334-3246; gsmith@nas.edu) or KathrynHarrington-Hughes at the Eno TransportationFoundation (202-879-4718; khh@enotrans.com).

About this Digest

The following digest is an overview of the mis-sion that investigated transit design, construction,and operation in the Mediterranean region. It isbased on individual reports provided by the teammembers (for a roster of the team members, seeAppendix A), and it reflects the views of the teammembers, who are responsible for the facts and ac-curacy of the data presented. The digest does notnecessarily reflect the views of TCRP, TRB, theNational Academies, APTA, FTA, or the EnoTransportation Foundation.

TRANSIT DESIGN, CONSTRUCTION,AND OPERATIONS IN THEMEDITERRANEAN REGION

The theme of this study mission was “TransitDesign, Construction, and Operations in theMediterranean Region.” Over a 2-week period, thestudy team met with senior management transit

staffs in Athens, Greece, and Naples, Rome, andMilan, Italy (for a list of host agencies, seeAppendix B). The group learned how these transitagencies have been successful in constructing railtransit systems when faced with geotechnical issuesand archaeological challenges, observed how thestations serve as intermodal connectors and culturalcenters, and studied the measures provided for thesafe and secure transport of riders. In addition, theteam received presentations on the planning strate-gies and approaches of the agencies and the opera-tions of each system.

PROJECT PROFILES

Athens, Greece

Athens, the capital of Greece, is located on thesouthernmost part of Mainland Greece, known asthe Attica plain.

With its metropolitan population of approxi-mately 4 million people, Athens has built a state-of-the-art transport system. It is the largest and mostcomplex transportation project in modern dayGreece, as well as one of the largest built in Europeduring the years of its construction.

The public transport agency, Attiko Metro(AM), was established in 1991 to design, construct,and operate a new metro system in the Attica region.Currently, the system, known as the base project,consists of two metro lines, Line 2 (Red) and Line 3(Blue); runs 19 km; and encompasses 20 stations.(Line 1 has been in operation since 1904.) The sys-tem transports approximately 500,000 passengersdaily and 140 million passengers annually. Theagency is currently working on an additional 14 kmof extensions to Lines 2 and 3 as part of a two-phaseexpansion plan that was envisioned when the baseproject was originally designed.

The first phase, which is currently under con-struction, entails extending Lines 2 and 3 a total of8.4 km and adding four new metro stations and onedepot. As part of this effort, Line 3 will be extendedto the airport by sharing the right-of-way (ROW)with a suburban rail line; a station will also be con-structed at the Athens international airport. Line 2will be extended 1.2 km south from the Dafni stationto Ilioupoli, with one new station added, and 1.5 kmwest from Sepolia to Agios Antonios, also with onenew station. Line 3 will be extended about 6 kmfrom Ethniki Amyna to Stavros; the extension fea-tures two new stations and one new train depot. This

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phase is expected to be completed in time for theOlympics in August 2004.

The second phase entails 11 km of line exten-sions, nine new stations, and one depot; it is sched-uled for completion in 2007.

Naples, Italy

Naples is situated along the Tyrrenia coast at theinnermost point of the Bay of Naples, between Mt.Vesuvius and the Phlegrean Fields volcanic region.It is the third most populated city in Italy (afterRome and Milan), having more than 1 million in-habitants. Together with its suburbs, the populationof the metropolitan area totals 3 million.

Metropolitana di Napoli, SpA (MN), is a privatecompany composed of 10 Italian and internationalconstruction companies. MN is responsible for com-pleting the city’s circumferential ring of Line 1,which began operation in 1993 with 4 km of under-ground track. The line, when completed, will total21.2 km in length, have 26 stations, and connectthe suburban residential areas to the city’s primarybusiness centers, seaport, central train station, andairport, as well as traverse the historic center.Currently, 13.2 km of Line 1 have opened with14 stations. The Dante-Centro Direzionale segment,roughly 5 km in length, is now under construction.The Centro Direzionale-Capodichino (Airport)tract, covering a distance of approximately 3 km, isin the final stages of planning.

Line 1 intersects many of the rail lines within theCampania region. The Line 1 ring will be closely in-tegrated with Line 6—a new underground light railline, which will operate along the central waterfrontcorridor—and with Line 2. Line 2 will share twomajor passenger interchanges with Line 1 at Museo,a major central city destination, and at Garibaldi, theintercity rail station.

By 2011, the public transport network in Napleswill encompass 90 km of rail, 98 stations, 18 railinterchange nodes, and 16 park-and-ride nodes.The third phase of the construction project wasbegun in 1998 and is expected to be completed by2011.

Rome, Italy

Rome, the capital of Italy, is located on the TiberRiver, in the central part of the country, near theTyrrhenian Sea. Vatican City, the seat of the central

administration for the Roman Catholic Church, is anindependent state located within the city of Rome.Rome has 3 million inhabitants.

Metropolitana di Roma (Met.Ro) manages thepublic transportation services of Lines A and B andthe new Line C. Lines A and B form an X-shapednetwork of 37.5 km of rail over a 1,286-sq-km area,with the lines meeting at the Central RailwayStation, Termini.

Line A crosses in a southeast to northwest di-rection from Anagnina to Ottaviano, near VaticanCity. The first 14.5-km segment of Line A wasopened in 1980 and is almost all underground. InMay 1999, the first stretch of a 4.5-km extensionto the northwest was put into service fromCipro–Musei Vaticani to Valle Aurelia, the finalthree stations opening in January 2000.

Line B crosses in a south to northeast directionfrom Rebibbia to Termini to Laurentina. The firstsegment was constructed as an 11-km line, 6 km ofwhich were underground, for the World Exhibitionin 1955. Many years later, in 1990, the 8-km north-ern branch to Rebibbia was opened, with 7 km of theextension underground.

Met.Ro anticipates that the overall number ofpassengers per hour served by Lines A and B will in-crease from 36,000 to 42,000 in the next 20 years.To accommodate this increase in ridership, Met.Rois constructing a new line, Line C, that will encom-pass 25 km, 30 stations, 36 vehicles, and a mainte-nance yard. Line C has three distinct constructionsegments:

• At-Grade Segment (8 km): a 9-station seg-ment within the eastern suburban area; it pri-marily follows a previous rail corridor.

• Middle Segment (10 km—Giardinetti to S.Giovanni): a 12-station underground segment.

• Core Segment (7 km—S. Giovanni toOttaviano): a 9-station underground segment;this particular segment crosses the Tiber Riverand sensitive historical areas, including analignment adjacent to the ancient Coliseum.

Milan, Italy

Milan is a modern city with a population of 1.5million people. The urban area encompasses about4 million people.

The Azienda Trasporti Milanesi (ATM), a joint-stock company, is the main transport provider in thecity and the surrounding metropolitan area. The

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company manages all aspects of public transportservice and development. Within this urban and in-terurban network, the public transport system con-sists of three metropolitan railway lines as well as18 tram, 3 trolley-bus, and 96 bus lines. In addition,a unique “people mover” called Radiobus providesa fifth mode of public transport. (Radiobus is de-scribed more fully at the end of this digest.) Theoverall transit network includes 70 km of heavy rail,of which 45 km is underground. The system reaches86 municipalities and covers nearly 1,400 sq kmwith 85 stations. ATM has 29 facilities, 26 of whichare depots and workshops located throughout thecity and region.

Milan’s rail transit network comprises Lines 1(Red), 2 (Green), and 3 (Yellow). Line 1 opened in1964 and was developed along traditional transitroutes. Continuous expansion occurred throughoutthe 1970s and 1980s. Only Line 1 is third-rail pow-ered. A 2.5-km extension, with two additional sta-tions, is being planned for Line 1; completion isscheduled for 2006. Line 2’s initial segment, be-tween Caiazzo and Cascina Gobba, opened in 1969.Continuous expansion has also occurred alongLine 2, most recently to the southern end. Line 3was first opened in 1990, with expansion occur-ring throughout the 1990s. The most recent additionis a 1.2-km extension from Zara to Maciachini,completed in 2003.

Currently, two expansion projects are underway,and two new lines are under development. These ex-tension projects include expanding Line 3 to thenorth by 3.9 km, converting the southern end of Line2 from a light rail to heavy rail, and adding one newstation to Line 2. The Line 2 project is expected tobe completed by December 2004. The expansion forLine 3 is expected to be completed by 2007.

PLANNING APPROACHES AND STRATEGIES

Athens

In order to ensure the future of transit in theAttica region, AM determined that a need existed forstrategic planning after the completion of the baseproject. A strategic plan was developed that focusedon finalizing the design and operating characteristicsfor the base project, determining expansion needsfor the metro network and other feasible projects,and developing a 20-year business plan, which fi-nancers required for future funding requests.

As part of the planning process for the extensionproject, AM reconfigured its management structure.For the base project, a construction consortium of23 individual companies, composed of nine French,nine German, and five Greek construction firms, wasformed under the umbrella of the Olympic MetroConsortium (OMC) to design and construct the proj-ect. Project oversight and management was pro-vided by AM and Bechtel, who came under contractto the transit agency in 1992.

After the completion of the base project, AMchanged its management style. For the first-phaseextensions, instead of a lump sum/turnkey contract,smaller design/build contracts for specific construc-tion projects were awarded. The contracts are pre-pared with each rail extension subdivided into mul-tiple civil works contracts. The mechanical andelectrical contracts are structured not by segmentsbut by systemwide scopes of work for all the line ex-tensions. AM provides incentive to the contractorsby offering a 4% to 5% bonus for work completedahead of schedule.

These changes have resulted in AM assumingmore risk but retaining direct control over projectmanagement and design. Staff reported that overallcosts for the first phase extensions have been lowerdue to these contracting changes. AM dedicatesthese savings to archaeological excavations and dis-plays. In addition, this approach puts the design-build process on a fast track. Roughly speaking,there are 6 months for design, 6 months allotted forcontract tender, 24 months designated for civilworks construction, and then 24 months for me-chanical and electrical construction (see Figure 1).

In addition, the AM’s planning department con-ducted a Metro Development Study (MDS) once thebase project was completed. This study evaluatedthe existing transit modes (rail, commuter rail, andtram) by formulating transportation models to de-termine demand characteristics for additional tran-sit. The MDS came at a time when the agencyneeded to assess the additional capacity needed tohandle the ridership increases expected during thesummer 2004 Olympics. As a result, AM developedits two-phase extension plan.

Following the completion of the extensionphases, and in preparation for future improvements,AM is conducting design studies for 26 km of lineextensions, 21 new stations, and an additional traindepot. By the year 2010, at final commissioning, the

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system will comprise 83 km of alignment, 76 sta-tions, and 654 train cars.

Naples

In 1994, the city of Naples began planning theintegration of four separate operating railways intoan underground public transport network. TheCampania Regional Metro System (CRMS) first de-veloped a transportation plan for the city of Naplesand then a regional plan for the Campania region.Politicians at the local and regional levels who areengineers by trade were the major proponents for de-veloping an integrated urban and regional publictransport network.

The Metropolitan Transport Plan of Naples(MTPN) was adopted in 1996. The plan also in-cluded integrating the infrastructure through park-and-ride nodes, bus and metro interchange nodes,and connections between rail lines. Finally, thetransportation plan was used to drive land use plan-ning through new lines supporting the location ofnew socioeconomic activities and new stations toencourage the regeneration and renewal of urban

areas. As a result of this plan, the construction andextension of Line 1 began.

In 2002, the CRMS adopted its strategic plan.The regional agency initially focused on determiningwhat new components would be vital to the ex-pansion and upgrade of the system and then deter-mined the funding available for those components.Consideration was also given to the uncertaintiesinherent in the design of the system. In addition,CRMS had the added benefit of learning the nationalrailroad was building a new high-speed line fromRome to Naples. This segment will be completedby 2005, with a connection to Solerno added by2008. As part of its plan, the CRMS will integratethese railway lines into the regional network.

Different simulation models were created tomeasure urban traffic zones, regional traffic zones,and peak- and off-peak-hour passenger flows onLine 1 and within the stations. The data provided bythese models showed the major challenges to creat-ing the regional network. CRMS concluded that re-gional services needed to be designed according toschemes conceptually similar to those of the urbanunderground network.

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Figure 1 Project schedule for Attiko Metro’s first-phase extensions.

The primary planning goal for the region’stransportation system is to increase the percentageof the population living within 2 km of a station.Once these regional rail lines open and begin oper-ation, by 2010, it is estimated that approximately76% of the Campania population will live within a10-minute walk from a transit station. Currently,there are over 1,000 km of existing rail in the region;in 6 years, there will be nearly 1,400 km of rail and83 new regional stations. As a result of the regionalnetwork, CRMS expects the number of riders usingpublic transit to increase by 120% by 2010. In someareas, the increase could be as high as 500%, as-suming future transit modification will provide bet-ter intermodal connections between lines.

Rome

The city of Rome is experiencing a tremen-dously high level of traffic congestion. As part of itsplanning strategy, it, in cooperation with theEuropean Union (EU), developed a mobility plan toaddress traffic congestion. The plan outlined the es-tablishment of three tools and a new agency:

• A planning tool called the General Plan to im-prove the supply of collective transport;

• A technological tool called Intelligent Trans-portation Systems (ITS) that allows an inte-grated, efficient way to improve transporta-tion by using new technologies; and

• An organizing tool and an agency calledSocieta Trasporti Automobilistici (STA) toprovide design and operating solutions to helpimprove mobility objectives.

Met.Ro has an extensive in-house engineeringand planning staff. The current planning efforts forLine C have centered on preparing the three seg-ments for construction contract tender. The solicita-tion is scheduled for March 2004. One general con-tractor will be selected for all three constructionphases. As part of its planning process, the agencycarefully balances providing efficient public transitaccess throughout the city with protecting historicalmonuments.

Milan

The focus of ATM’s planning efforts is toachieve an integrated mobility system for the city ofMilan by ensuring the efficiency and reliability of

public transport so more people choose to ride thandrive. To this end, ATM has set several strategicplanning goals:

• Consolidate and develop the area served byATM,

• Guarantee easy access to the system through-out the city,

• Increase the professionalism of the ATM staffin dealing with customers,

• Keep the public informed,• Listen and respond to the needs of the cus-

tomers, and• Continually improve the entire network by

making it cleaner and more efficient.

To support these goals, several mobility projectsare currently being implemented. They include anextension of the rail network, the construction oftwo new rail lines, the introduction of an electronic-magnetic ticketing system, and the extension of theRadiobus service.

Other improvements consist of the purchase of“intellibuses,” which are fitted with new telecom-munications technologies that perform vehicle diagnosis. Information is collected in real time andanalyzed continuously in order to detect the deteri-oration of components. The technology makes itpossible for the operations division to prevent orminimize vehicle breakdown during service, and itautomatically informs the operations room of anyemergency situation.

ATM is also focusing on refurbishing train ve-hicles (see Figures 2 and 3). New equipment is fullyarticulated, and older cars are undergoing major

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Figure 2 Car remanufacturing with new articulation inMilan.

structural modifications, including the installation ofgangways for full articulation and rooftop air condi-tioning. One of the goals of refurbishment is to stan-dardize all of the trains so that the cars can effec-tively be used on any line. These upgrades areexpected to add another 20 to 30 years of life totrains that are currently 15 to 20 years old. ATM ex-pects to refurbish approximately 100 trains in thenext 5 years.

FUNDING

Greece and Italy are both members of the EU,whose legislation requires that urban public trans-portation be open to competition in order to increaseefficiency and reduce costs. In effect, the EU man-dates that all transportation services be subject totender.

As a result of the EU actions, Italy enacted lawsto create a free market-based system in the early1990s. Italian law requires that services providedby local governments be subject to a competitiveprocurement process. Regions award contracts ei-ther directly or through tenders based on commutercosts.

Capital

Hosting the 2004 summer Olympics has placedAthens in a unique position to improve mobility atthe local level. The EU, banks, and Greece have allcontributed funds to building and expanding thepublic transportation system. In addition, the Athensarea is in one of the EU’s regional developmentareas, making much-needed capital investmentavailable to its transportation system.

Funding for the base project came from threesources: 50% from the EU, 40% from a EuropeanInvestment Bank (EIB) loan, and 10% from theGreek state. The amount of funding was determinedby the needs of the metro system in negotiationswith the Greek government and the EU. As part ofthese deliberations, funding levels incorporated thepotential costs associated with changes in the con-struction alignment and delays associated with thearchaeological excavations. The total cost of thebase project was t2.2 billion. Funding sources forthe first-phase extensions are the same as for thebase project. To date, the total cost of the archaeo-logical excavations has totaled t50 million.

When calculating the pay-back projections forthe 25-year EIB loan, AM has assumed a fare in-crease to match inflation. However, fare increaseshave not corresponded with the initial projectionsbecause the regional government controls fare pol-icy. To compensate for this shortfall, AM focuses onincreasing ridership, minimizing operating costs,and generating advertising revenue. Advertising ac-counts for 8% of the total revenue.

Capital funding for the construction of Line 1 inNaples comes mostly from the Italian national gov-ernment, some from the EU and regional govern-ment, and a very small amount from the city ofNaples. The total estimated cost of building the un-derground network is t3.757 million. Of this total,t1.257 million is available to use for improvementsto the system and the purchase of new rail cars. Thebudget for each station includes 3 to 5% for art.

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Figure 3 An example of a new articulated car interiorin Milan.

The construction of Line C in Rome is beingfunded by the Italian government (70%), the re-gional government (12%), and the municipal rail-way company (18%). Projected construction costsfor Line C are 29 million Euro/km for the at-gradesegment, 105 million Euro/km for the middle seg-ment, and 150 million Euro/km for the core seg-ment. Revenue collected by STA from parking fees,fines, and permits contributes to the funding of theITS program.

In Milan, funding for the various improvementprojects comes from the state, regional, and localgovernments as well as from ATM. ATM officialsnoted conversion of the 1.6-km light rail segment toan at-grade heavy rail operation is approximately8 times more cost effective than an underground ex-pansion would have been. The cost of implementingan electronic-magnetic ticketing system is estimatedat t100 million, of which 75% is provided by ATMand 25% by the regional and local governments.

Operational

In 2000, the AM formed a subsidiary operationscompany, Attiko Metro Operations Company(AMOC), to operate and maintain the new lines. Bythe second year of operation, the operating cost/re-covery ratio exceeded 100%. The first-year recoveryratio totaled 83%; it then increased to 148% in 2001and declined to 139% in 2002. The operational sur-plus used to pay back the loan went from t12.7 mil-lion in 2001 to t17.0 million for the period betweenJanuary and September 2003. The operations com-pany credited low maintenance costs and high rider-ship for the gains in revenue. Also, to be more costefficient, AMOC contracts out certain functions,such as cleaning the trains and stations and main-taining the escalators and elevators.

In Naples, revenues are lower than operatingcosts for the section of the metro system currentlyoperating. The Italian government provides fundingto cover the difference.

As part of the regional transportation plan inNaples, an integrated, distance-based fare policywas implemented on January 1, 2003. A consortiumof 13 train and bus companies or agencies,Unicocampania, was formed to carry out this initia-tive. To get the companies to agree to the new pol-icy, a system to guarantee that companies would notlose money as a result of the change had to be es-tablished. To do this, the ratio between transporta-

tion usage revenue and profits was established foreach company; and subsidies based on those ratioswould be made, with the subsidies to end in thefourth year of implementation.

To increase fare-box revenue, marketing andpromotional campaigns are aimed at getting ridersto purchase a monthly pass, versus daily or single-use tickets. MN officials reported that this efforthelps to prevent fare evasion, which was estimatedat 9.5% in 2000. In addition, MN collects 5% of itsrevenue from concession stands and advertisingfees.

Since 2000, Met.Ro has been required to cover35% of its maintenance costs. The remaining amountis funded by the state. Plans to increase revenue in-clude concessions and advertising in the stations andon the trains. Efforts to increase operational efficiencyfocus on the competitive procurement of maintenanceand operational contracts.

ATM currently has a fare-box recovery rate of53% with the remaining costs covered by the state.To increase the fare-box recovery percentage, ATMhas instituted competitive bidding for contracts.Contracts are based on cost per kilometer to operatethe system exclusive of maintenance costs.

The region that encompasses Milan also con-tributes to the operation of the public transport sys-tem. It provides approximately 46% of ATM’s op-erating costs. ATM has agreed with the regionalgovernment to decrease operating costs and increaseridership so the amount the region contributes willdecrease. Officials at ATM stated that the region’scontribution to supporting the public transport sys-tem has declined since 2002.

ATM devotes an average of over t50 million ayear in renewing its fleets of buses, trolley buses,trams, and metro trains.

CONSTRUCTION

Environmental Process

Greek law requires that every constructionproject obtain an environmental permit. In order toobtain the permit, the transit agency is required to prepare a preliminary Environmental ImpactAssessment (EIA) during the design phase of a proj-ect and then a final EIA report.

These reports cover technical, operational, andproject characteristics, such as demography, traffic,climate, geology, hydrology, archaeology, air qual-

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ity, flora, fauna, and land use issues, as well as thepotential impacts related to local businesses, vibra-tion, dust, traffic, water and power supply networks,and urban environment aesthetics. Any major im-pact is addressed with proposed mitigation mea-sures. For AM, archaeological concerns are a sig-nificant component of these reports.

These reports are then sent to multiple govern-ment agencies, including the affected local govern-ments, for review, comment, and approval. As partof the comment period, the local government in-forms the public and solicits input. If the project isapproved, a permit is granted. In some instances,projects are approved with conditions attached.Once the permit is granted, environmental auditorsmonitor compliance with the environmental re-quirements and conditions. The public can challengethe approval of a project by appealing to the judicialsystem.

EIA reports are also required in Italy. In 1996, apresidential decree was issued to increase the au-thority of the regions and decrease that of the centralgovernment. In the past, conflicts between these twolevels of government have caused delays in the de-velopment of EIAs.

An EIA in Italy covers the description of theproject, an evaluation of the installation methods,impacts on existing systems, assessment of techno-logical and technical solutions, quantification of thevarious technical impacts associated with the con-struction and operation of the system, evaluation ofthe socioeconomic impacts, screening and compar-ative analysis of different alternatives, and the iden-tification of the major modifications needed to min-imize or eliminate unacceptable impacts, as well asenvironmental sustainability issues. Due to the sig-nificant archaeological issues facing these ancientcities, developing the EIA reports are an importantstep in the construction process.

Geotechnical and Tunneling

Athens

Before the OMC began constructing the baseproject in Athens, the geology and geotechnical con-ditions along the 19-km alignment were extensivelyinvestigated, analyzed, and evaluated. The results ofthese investigations were used to develop the geo-technical parameters required for the safe design ofthe tunnels, stations, and other underground works.

The OMC was responsible for all geotechnical workand assumed 100% of the responsibility and risks.

The geology of the Attica region is a compli-cated stratigraphy of sedimentary formations and avariety of magmatic types. The subsoil has a com-plex structural geology that varies significantly bothvertically and horizontally.

Initial planning had assumed that layers of hardrock would be tough to penetrate but easy to stabi-lize. However, once tunneling began, engineersfound variations in the solid rock, very soft soil con-ditions, and other anomalies, such as illegal under-ground sewage connections, deteriorated sewerlines, old riverbeds, and ancient wells. In order toprotect the safety of the construction crews and thestructural integrity of the ancient historical sitesabove ground, a series of pilot tunnels about 3 mwide were constructed to allow engineers to test thesoil and determine its condition before proceedingwith the actual tunneling excavations.

Geological conditions also required considera-tion of vibration mitigation. As a result, AM pro-vided noise and vibration protection of the trackway.The track work is a concrete ballast system withelastic pads specified between the rail and the twoblock concrete sleepers. A special rubber boot isalso provided between the sleeper and roadbed. Forthe alignment near the ancient Acropolis, a full float-ing slab was constructed.

Several tunneling methods that included differ-ent structural lining configurations were employedto satisfy the requirements of the site-specific geo-logical formations: Tunnel Boring Machine (TBM),Earth Pressure Balance (EPB), Open Face Shield(OFS), and New Austrian Tunneling Method(NATM). Cut & Cover was used for selected areasof single, double, and triple track configurations. Inthe majority of cases, the tunneling was within anaverage depth of 20 m.

Softer areas required NATM, a slower process,but better suited for shallower points under weakstructures. In the NATM excavations, narrow tun-nels were carved out and supported with metalarches and shotcrete applications. The tunnels werebroadened with specialized machinery; then a wa-terproofing membrane was laid along with a perma-nent concrete lining.

At deeper locations with stable soil, computer-operated, hydraulic TBMs were utilized. These ma-chines had a 9.5-m diameter with a full-face cutterhead. The TBMs were designed to bore through the

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hardest ground at depths ranging from 8 to 28 mbelow the surface. Rotating cutter heads, fitted withexcavating bits and disk rollers, broke up the rockand soil. Conveyor belts removed the debris.Immediately after each forward push, eight precastconcrete segments were installed around the perime-ter of the tunnel to form a closed ring, leaving be-hind a nearly completed tube. Afterwards, grout in-jection was used to fill gaps in the soil and form thefinal walls of the tunnel.

For the Line 2 project, tunnel production was inthree phases:

• Early period (June 1994 to July 1995): 1.4m/day

• Archaeological Study Phase (July 1995 toJune 1997): 0.4 m/day

• Final Production Period (June 1997 toJanuary 1999): 8.4 m/day

For the extension project, EPBs were used fortunneling. These machines have a 9.5-m diameterwith full-face cutter heads. Cut and Cover methodswere used almost exclusively for station construc-tion. However, NATM was used for five stationsthat had limited street availability.

Monitoring was performed throughout the con-struction of the metro system. Extensive instrumen-tation was used to monitor the behavior of both theadjacent buildings and the construction sites.Vertical and horizontal displacements wererecorded. Appropriate actions were taken when re-quired to address local deformations.

In 1999, Athens experienced an earthquake thatregistered 6.2 on the Richter scale. Accelerations ofthe earthquake up to 0.6 g were recorded in a local-ized area due to abnormalities in the ground. No tun-nels suffered any damage, even though they weredesigned for 0.16 g.

Naples

The city of Naples occupies land with a particu-larly variegated morphology attributed to the vol-canic nature of the region. The subsoil beneath thecity primarily comprises pyroclastic material, suchas ashes, lapillus, cinders, pumice, pozzolana, andtufa. Because yellow tufa is a very common softrock in the region, its presence played a major rolein determining the construction methods used tobuild the alignment and stations.

The soils overlying the tufa formation are loosecohesionless materials, while the tufa itself is gen-erally a soft rock with low permeability, 10.4 to 10.5cm/s. Throughout the urban area, the tufa rock ispermeated by an intricate system of caverns. Prior tothe tunnel mining excavations, these caverns werecarefully filled with cement grout. The area also hasa relatively shallow water table.

The alignment for Line 1 is characterized by rel-atively deep tunnels, which are located within thebase formation of the tufa. The top of this formationis found at depths below the ground level rangingfrom 15 m at the Dante station to 32 m at the Toledostation. Except for a short stretch near the Dante sta-tion, the tunnels are below the water table.

The line consists of two circular tunnels with aninner diameter of 5.85 m and an excavation diame-ter of 6.75 m. The tracks are generally parallel, witha center distance between tunnels of 11 m. The tun-nels are being excavated by a pressurized shieldusing the EPB approach. The platform tunnels, withan outer diameter of 10.9 m, will be excavated bytraditional means after improvements to, and water-proofing of, the surrounding soil.

The tunnels are given a lining, which is formedby using prefabricated concrete segments that are in-stalled inside the shield and then sealed against thesoil by extruded concrete. The lining is made water-tight by gaskets, housed along the whole perimeterof the lining segments, and then tightened with spe-cial bolts. In the stretches above the water table, ashield that performs open-faced advance tunnelingis used.

In addition, steep grades and stations deep belowthe surface have become a necessary design featureof Line 1. Several areas of the system have requiredgrades as steep as 5.5%. Construction of fiveplanned stations requires 20 × 45 m excavations atdepths between 35 and 55 m.

The lower stretch of the Line 1 subway is atpresent under construction; archaeological studiesare currently proceeding at the open cut stations (seeFigure 4).

Because of the shallow water table in Naples, theeffects of possible subsidence are monitored con-stantly. Systematic monitoring is carried out duringconstruction, with vertical and horizontal move-ments monitored at strategic points at both grade andbelow-grade levels and at cross-sectional areas ofthe tunnels and station wells.

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Rome

The central core of the underground segment ofRome’s Line C will be constructed using two 10-m-diameter TBMs to minimize impacts to sensitivehistoric areas and reduce congestion resulting fromconstruction. The twin 10-m-diameter tunnel sec-tions will be constructed with a centerline distancebetween tunnels that generally ranges from 24 to 33 mand is as wide as 42 m. The crossing at the TiberRiver will have a centerline distance of 33 m. It willbe approximately 127 m deep with the top elevationof the tunnels set at approximately 10.8 m belownormal water elevation. Open cuts will be necessaryfor the central core stations to allow for the neces-sary archaeological studies. Planners expect that thearchaeological study zone will be more than 8 mthick.

Gallery spaces above the platform are excavatedby cut and cover. The construction of gallery levelsand entrance corridors above the platform adds flex-ibility in placement and size in relation to platformspaces because the platform level is evacuated by alarger boring machine. Entry/exit corridors are builtfrom these gallery levels, with extreme sensitivity toarchaeological considerations and historical monu-ments above.

Geological studies, in conjunction with subsi-dence studies, have determined that due to volcanicfissures and a 10-m upper zone of geological voids,the central core segment will require extensive back-fill. A bore hole monitoring program is also neededto confirm the proper backfilling of voids. An ex-tensive grout injection program has also become one

of the major factors in higher than expected con-struction costs for the central core segment.

The middle underground segment will be con-structed using four 6-m-diameter TBMs. This seg-ment is characterized by previous excavations thatmust be addressed to avoid future subsidence con-cerns. Engineers have utilized camera technology toassess the areas that need to be backfilled.

A major concern with the construction of Line Cis the possible detrimental effect of vibrations on an-cient monuments. Local universities have providedextensive monitoring of existing buildings to reviewcurrent levels of vibration. The universities usedcomputer model analysis to establish behavior of ad-jacent buildings, verification of behavior on existingbuilding cracks during tunnel excavation, and in-vestigation of subsidence both transverse and longi-tudinal to the tunnel alignment. In particular, usingthe computer-aided Finite Element method, stressanalysis was performed on an existing basilica to de-termine whether the tunnel excavation would ad-versely impact the church. It was determined thattension stress was very low and well within the ap-propriate accepted tolerance levels. The summary ofthe studies indicated that the underground vibrationlevels will be well below the ambient levels that cur-rently exist for street level traffic. Therefore, the de-signers set the vibration criteria at 2 mm/sec. To fur-ther minimize the effects of vibration, the agencyhas specified special trackway designs that employa floating bed concept with rubberized dampening(see Figure 5).

Milan

Milan’s subsoil includes sands and clays in theupper layers. The subgrade water elevation changedthroughout the construction period. This change re-quired adjustments to the construction methods em-ployed for tunnel excavation. Traditional boring loginvestigation was performed to establish design pa-rameters and construction requirements.

Archaeology

Athens

The archaeological excavations in Athens are ajoint venture of AM, the construction contractors,and the Ministry of Culture (MoC). The MoC hasthe responsibility for supervising all archaeologicalactivities. Trained archaeologists oversee each proj-

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Figure 4 Station open cut in Naples.

ect from start to finish. This includes the design ofthe project, the safeguarding and exhibition of anyobjects found, and the publication of reports docu-menting the excavations. The transit agency pro-vides funding and coordinates the archaeological ac-tivities with other phases of the construction project.

Before soil was turned, engineers with the MoCdetermined which points along the planned subwayroutes were likely to be declared archaeologicallysignificant. While historians searched for cluesusing the ancient writings of Herodotus, engineersused georadar, a process that records undergroundimages by sending energy into the earth and inter-preting reflections. By using both these methods,ancient sites were located.

Approximately 70,000 sq m have been exca-vated (see Figure 6), unearthing more than 50,000archaeological findings dating from the Neolithicperiod to the modern era. Discoveries include pub-lic baths, cisterns, ancient roads, city walls, drains,cemeteries, tombstones, statues, and pots and otherhousehold items. For example, an ancient aqueductwas discovered; it has been rebuilt by archaeologistsfor display at the Monastiraki station.

Priority was given to preserving the antiquitiesover maintaining the original plans of the construc-tion project and its schedule. For example, in theearly phase of constructing a new station, 700 graveswere found. Instead of trying to excavate that area,the construction of the station was stopped and theline rerouted. Further, it took 11 years to build theMonastiraki station because of the location of aByzantine church. One station and adjacent tunnelswere deleted from the scope of the project due toarchaeological risks. In addition, the Akropoli,Monastiraki, and Panepistimio stations were builtusing tunneling methods instead of the traditionalsurface excavation because these stations are locatedin the heart of the ancient Greek civilization. Overthe course of building the base project, the archaeo-logical delays slowed construction by 2 years.

Naples

In Naples, archaeological surveys are conductedbefore any construction begins. The team visitedtwo excavation sites in Naples. At the first site,Municipio, excavations are being conducted 3 mbelow sea level. At this site, special pipes were usedto draw water out before the excavation could begin.After draining this site, archaeologists discoveredmany preserved artifacts.

When antiquities are located at the Municipiosite, archaeologists work in two shifts, from 6:00a.m. to 10:00 p.m., to clean, number, catalog and ifpossible, restore the items. In the last year, 13 mhave been excavated. The amount of time it takes toconduct the excavations depends on the number ofartifacts found. Artifacts, dating from the 4th cen-tury B.C. to the 10th century A.D. have been dis-covered. In addition to these discoveries, historianshave learned that the coastline was once much far-ther inland than it is now.

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Figure 5 Rome’s rail configuration for vibration mitigation.

Figure 6 An excavation site in Athens.

The second site, Duomo, is covered and haslighting so work can proceed regardless of theweather (see Figure 7). There are about 20 workersper shift, working from 6:00 a.m. to 11:00 p.m.,Monday through Friday. The workers use shovelsand pails and then small tools to scrape the dirt. Thework at this site is expected to be finished by May2004. Archaeologists are currently excavating ma-terial from the early period of the Roman Empire,the 1st century A.D. Remains of building columnsare being discovered. There are also the remains ofwells from later periods at this level.

Rome

When preparing for the construction of Line C,planners knew the underground would need to travelthrough the heart of the city. This area containsmany historic monuments and buildings and ar-chaeological remains. A database was used to deter-mine the route that would cause the least disruptionto archaeological sites and monuments. Becausetunnels will be excavated underneath the archaeo-logical remains, the most impact to the remainswill come from the construction of the stations.Approximately 18 months is set aside for an archae-ological excavation at a station site. This is to ensuredue diligence in recovery of ancient artifacts and toreduce impacts on project schedule and cost.

Milan

In Milan, archaeological remains are usuallyfound within 6 to 7 m of the surface. They do nothave an impact on construction.

SYSTEM OPERATIONS

Operations Control

Athens

Lines 2 and 3 of the Athens metro system were de-signed to operate with a central supervisory controlconcept. Train operators utilize cab signals with auto-matic train protection (ATP). A supervisory systemprovides real time information to the control center, aninterface for train control, and automatic train identi-fication. Upgrade of the system to fully automatic trainoperations (ATO) was envisioned as an option in theoriginal design concept. The design and constructionof the first expansion phase for Lines 2 and 3 has pro-vided the impetus to begin that process. New cars re-quired for the extensions will be ATO equipped, andan ATO retrofit program is underway for the existingfleet. The control center is located underground at akey station intersection. In the control center, each linehas a contemporary operations console with train lo-cation and signal indications.

The control center is designed to provide super-visory control and data acquisition (SCADA) forpower, ventilation, and other subsystems. Radio andhard wire communication systems also support thecontrol center, as well as extensive closed circuittelevision (CCTV) applications. CCTV is utilized toassist line operation managers, to provide customerassistance, and to support emergency security re-sponse management.

The Line 3 extension to the airport will share theROW with suburban rail and will be controlled by anew suburban rail system control center. In order forthe metro to run on the suburban railway track, thetrains must have dual electric traction power and sig-nal equipment. Seven such trains have been spe-cially ordered. At the airport, the metro and railwaywill have separate dedicated platforms because the dimensions of equipment do not permit jointplatform operation. Unlike the rest of the system,where metro trains operate at a maximum speed of80 km/hr, the metro trains on the suburban line willoperate at 120 km/hr to be compatible with suburbanrailway speeds. The travel time from the airport tothe city center will be 27 minutes, with a frequencyof three trains per hour.

Naples

The operation of Line 1 in Naples is managed ata central control center. The current center is an in-

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Figure 7 Duomo excavation site.

terim configuration, and plans are underway toconsolidate the central control center for Line 1with other lines, including Lines 2 and 6. Trainmovements are supervised from this center withfull ATO capability. Train operators perform a su-pervisory function as trains enter ATO controlareas. Fixed communication circuits monitor andcontrol train movements. The center also main-tains full communication with train personnel andcustomers.

As in Athens, power and ventilation systems arecentrally monitored at the control center by a SCADAsystem. CCTV applications are also extensivelydeployed to assist the control center in operations,emergency response, and security. Command andsupervisory functions are centrally supported by hardwire and wireless communication systems.

Rome

The train control systems planned for Line C inRome will utilize audio frequency circuits and oper-ate with central ATO/ATP. Trains will also have anoperator on board, as is the practice with Lines Aand B.

A road/vehicle management control center hasbeen implemented in the city center of Rome. Theteam visited STA’s traffic control center to observethe ITS ROMA system in operation. The layout andactivity of the control room had many similarities torail operations centers (see Figure 8).

Information at the center is collected from a dis-tributed system of 2,500 fixed roadway sensors and60 strategically placed cameras. The cameras havethe ability for remote field of vision manipulation to

provide greater area coverage. These systems relayinformation over a fiber optic network, much ofwhich is routed through metro tunnels. Real timetraffic flow modifications are achieved through adistributed system of electronic message displaysand zone control sensors that regulate vehicles bysmart card permits. Improperly equipped vehiclesthat enter a controlled access point of a limited traf-fic zone are photographed, and the registered owneris fined. Key traffic signals are also aided by roadsensor technology.

Milan

In Milan, train control for Lines 2 and 3 are ATObased with an operator in the cab. Line 1 utilizes acab signal system with automatic stopping at sta-tions (see Figure 9). The two new lines under devel-opment are expected to be driverless. Train controlis centralized in a contemporary control center. Thecontrol concept provides three major functional di-visions: train operations, station operations, andequipment/power supervision. Effective systemcommunication belongs to a separate surface opera-tions center.

Information technology supporting surfacemodes was also described to the team by ATM.Milan’s high degree of functionality in this area andits transit organizational structure has enabled ef-fective service coordination and enhanced customerinformation between rail and surface modes. Thesurface control center has the ability to track vehiclelocations through a landmark-based system and col-lect data on vehicle status. In addition, vehiclecondition/status data have numerous uses. For exam-

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Figure 8 ITS Traffic Control Center managed by STAin Rome, Italy. Figure 9 Milan’s train operator console.

ple, real time statistics permit maintenance person-nel to intervene when selected performance toler-ance standards are exceeded and before customersare inconvenienced by a vehicle failure. Public ad-dress information may be dispatched centrally to theentire system or to an individual service or particu-lar vehicle. Customized announcements are usuallyentered into a computer console and simultaneouslydispatched through a voice simulator. Voice simu-lation permits improved audio clarity, uniformity ofcommunication, and automated multilanguagecapability.

Power Systems

In Athens, traction power is handled by a dis-tributed system of rectifier installations providing750 volts of direct current (VDC) under normal op-eration. These substations are supplied by the localpower grid and are designed to provide substantialredundancy to protect them from local power out-rages. Rolling stock is equipped with regenera-tive braking systems for energy conservation.Emergency power cut-off switches are also locatedat regular intervals along the ROW. Power for tun-nel lighting, wayside equipment, and stations is pro-vided by separate power feeds controlled at stations.Critical systems are supported by power back-upequipment, generally in the form of increased sup-ply redundancy, battery backups (with a 2-hour re-serve capacity), and uninterrupted power supply(UPS) for data/control systems. In addition, electriccompanies in Athens are provided a separate roomfor transformers at certain stations.

Traction power for Line 1 in Naples is distrib-uted by an overhead catenary system, thereby leav-ing the track bed more accessible for maintenanceand emergency evacuation. Direct current (DC)power is fed by a distributed system of four rectifier-equipped substations. Separate power feeds supplyequipment systems with a hierarchy of reserves andredundancy to ensure power to critical systems inthe event of blackouts or local power interruption.Auxiliary power for selected systems includes UPSand/or diesel generators with up to 4 hours of re-serve capacity.

In the event of a blackout, the Naples railwaysystem is outfitted with a three-level power supplysystem. If this situation were to occur, the normalpower supply would be automatically switched to aback-up supply source sufficient to operate the sys-

tem. In the unlikely event of a failure of the back-upsystem, a diesel generator that is capable of operat-ing the system for up to 4 hours would providepower.

In Rome, power distribution for Line C will em-ploy an overhead catenary system similar to thescheme utilized for Lines A and B.

Power distribution systems for Lines 2 and 3 inMilan are catenary, while Line 1 has third-rail powerdistribution. Line 2 evolved as a catenary system be-cause a portion of the ROW was already utilized bya regional rail service utilizing overhead power. ForLine 3, overhead power was selected as the opera-tional preference. Newer rail cars are equipped withalternating current (AC) propulsion and regenera-tive braking. Many older cars are being retrofittedwith AC propulsion as part of a comprehensiveoverhaul. Finally, local generators are available toprovide power back-up of critical systems.

Ventilation and Lighting

In Athens, routine ventilation of the system isachieved by the piston action of the train and sec-ondary fan equipment at stations.

For Line 1 in Naples, ventilation channelsequipped with large reversible fans are typically lo-cated about halfway between stations. During nor-mal operations, the ventilation system ensures suffi-cient air exchange to remove excess heat and createpositive airflow, counteracting possible pressurechanges due to train movements. Station lightingsystems are typically linear, providing a raceway forother wiring and integration with signage compo-nents. Light wells for both natural lighting and ven-tilation are utilized in several locations.

The mechanical ventilation system in Rome uti-lizes airshafts located between stations and air bal-ance shafts located at either end of the stations. Airventilation systems are located above and below sta-tion platforms.

Tunnel ventilation for Lines 1 and 2 in Milan isprovided by a system of vent fans. Additional emer-gency ventilation capacity is provided on Line 3.Centralized control of power and ventilation sys-tems is supplied at the control center.

Fare Structure

The Athens metro system employs a self-en-forced open-type fare control concept. A customer

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may purchase a ticket from a machine or agent andthen proceed through a control line where ticket val-idation machines are located. The validation is goodfor a certain trip or period of time depending on theticket type: one way, daily, or extended pass. Thishonor system enjoys a high level of customer coop-eration and is enforced by ticket checking. The con-trol line is barrier free, with small widely spacedticket validation devices on waist high pedestals (seeFigure 10). This open concept accommodates an ex-ceptionally high two-way volume of customer traf-fic and greatly enhances the spacious architecturalfeel of stations. However, the agency is currentlyconsidering conversion to a gated control line forimproved security and control. Currently, singletrips cost t0.70 and can only be used on a specificmode, whereas daily (t2.9) and monthly (t35) arecross-honored among the bus, electric bus, andmetro lines. Smart cards are also planned, withsystem-wide roll out expected after the 2004 summerOlympics.

Fare collection on Line 1 in Naples is accom-plished with a closed/gated control line. Tickets andpasses are dispensed by machine. The new inte-grated fare system creates single-ticket destinationzones, with complete mode equity and sharingwithin zones. The zonal concept utilizes time-distance tickets. In the future, it is planned to extendthe integrated fare policy to the ferries.

The fare control system in Rome is a closed de-sign with gated turnstiles. The ticket validation sys-tem is time based, and the system is integrated withsurface modes.

Milan utilizes a closed control line fare system.The fare media is a locally dispensed time-basedticket that is validated at the control line. This sys-tem employs self- enforcement. According to ATMofficials, customers who fail to pay, particularly onsurface modes, will be quite visible to their fellowpassengers and “punished” by the “blush factor.” Anintegrated fare system for seasonal tickets is cur-rently in operation. An electronic ticket or smartcard system is now in the design and testing phase.A system-wide roll-out is expected to begin in 2004.

STATIONS

Facilities/Infrastructure

Athens

In Athens, system control indications are cen-tralized at a station manager control room. The tran-sit agency gives visual and spatial prominence tothis function in the station environment. The stationmanager has indication for local ROW power andsignals, as well as a full spectrum of control for sys-tems supporting that station. Controls include sta-tion lighting, fire-life-safety, elevators/escalators,fare control, and extensive CCTV and public address/information systems. The stations areequipped with state-of-the-art communication sys-tems that ensure radio and cable communication be-tween the Operation Control Center (OCC) and thevarious personnel located along the alignment.

Customer information systems in the station areprimarily directed to the platform area. Fixed sign-age is enhanced by audio messages and electronicsignage. The base line systems are currently beingretrofitted with the more versatile electronic signagethat has been developed as part of the line extensionprojects. Also, cellular phone companies have in-stalled transmission devices in stations and tunnelsso customers can receive reception while riding thetrain. AM charges the cellular companies a user feefor this service.

CCTV is a key element of the station infrastruc-ture. Cameras are deployed throughout a station tomonitor crowding, security, and operations. Thecustomer’s perception of safety and control was akey criterion in the development of CCTV stan-dards. The newest stations make even greater use ofCCTV, deploying in some cases nearly twice asmany cameras as the earlier stations.

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Figure 10 Athens open fare control line for ticketvalidation.

All 20 stations are supervised by station atten-dants. Additionally, each station has a station mas-ter. The station master’s responsibilities are similarto those of the controller in the OCC. The stationmaster has the ability to turn off power to the thirdrail in the event of an emergency. The station mas-ter can control the movement of trains and has theability to control the ventilation systems within thestation.

Special consideration has been given to peoplewith special needs and senior citizens. The metrosystem has 146 escalators and 70 elevators, emer-gency telephone sets, and special ramps at criticalpoints. Additionally, stations are equipped withwarning striping on the platform floors and specialspaces within the train vehicles.

AM places great emphasis on cleanliness in themetro stations. In an effort to keep the sanitationstandards high, the consumption of food and bever-ages is forbidden in the stations and the trains.Smoking is prohibited throughout the network.Littering, graffiti, and destruction of property areprohibited. Pets can be carried on the train only in apet container.

Finally, much effort in the design of the stationsis devoted to complement the local urban street-scape. Where possible, natural ventilation and plantmaterials have been introduced in a “bio-climaticapproach.” This includes utilization of adjacentopen space elements.

Naples

Station equipment controls for Line 1 in Naplesare centralized at the station manager’s location.Generally, these booth-type facilities are placed nextto the entry control line. The station manager has adirect line of sight of customers entering and exitingthe system. The booth has an open appearance, and themanager is readily available for interaction withthe customer. Local signal and ROW power indica-tions are provided at the station manager’s location,as are comprehensive status indication and controlof station equipment systems (see Figure 11). Thecontrol function is aided by extensive CCTV, pub-lic address, and point-to-point telephone/intercomaccess located throughout the station complex.Access to most of these systems, including CCTV,is available at the central control center; however,the station manager is expected to act as the first lineof supervision and response.

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Figure 11 Station manager control booth console.

Figure 12 Guideways for the visually impaired at astation in Naples.

Detectable strips/guideways are present through-out the stations in Naples. These rubber strips withgrooves guide visually impaired customers to traindoors and elevators. The passenger simply slides thecane along the grooves (see Figure 12).

Rome

On Lines A and B in Rome, station controlrooms are located in the area of the fare control line.The station manager has extensive supervisory con-trol of station subsystems. CCTV monitors providesurveillance throughout the station. Line C is ex-pected to utilize more extensive CCTV coveragethan do the existing Lines A and B. Also, Line C willmainly have center platforms, whereas Lines A andB have a variety of center-to-side and side-to-sideplatforms.

Milan

As in Athens, Rome, and Naples, stations inMilan are equipped with a station control room forthe management of the station environment; and thestation manager is the first line of response to eventsin the station. Virtually all the local station controlsfor Line 3, including lighting, smoke detection,equipment indications, and communications, arealso available at central command. Plasma screenshave been installed at selected locations to providereal time information and for the coordination ofsurface transit arrival times.

The platform orientation varies at Milan’s sub-way stations, even on the same lines. Some stationsare accessible to handicapped passengers; some arenot. Accessibility is accordingly depicted on thetransit maps. Some stations have guideways for vi-sually impaired customers. There are pay bathroomsat the stations.

Intermodal Connectors

Athens

In Athens, in addition to Lines 2 and 3, an olderline, metro Line 1, operates from Kifissia to Piraeus.This line has been in operation since 1904 and is25.6 km long with 23 stations. Daily ridership totals330,000 passengers. Although the study team didnot participate in meetings with the company thatoperates Line 1, AM officials did make reference tothe importance of providing Lines 2 and 3 with con-nections to Line 1. For instance, interline transfersexist between Line 1 and Lines 2 and 3 at Attiki,Omonia, and Monastiraki stations. When Lines 2and 3 opened, the passenger load on Line 1 in-creased by 15%.

There are 10 bus-to-metro intermodal stations,most of which are on the outlying legs of Lines 2and 3. Line 2 intermodal stations are Dafni, Sygrou-Fix, Attika, and Sepolia. Line 3 has intermodal sta-tions at Ethniki Amyna, Katehaki, and Panormou.An intermodal station provides for transfer at theLarissa station between Line 2 and the HellenicRailway. Larissa also serves as a transfer point todiesel and electric buses as well as taxis. In addition,metro riders have numerous informal intermodaltransfer opportunities as stations are situated adja-cent to major bus routes operating on nearby streets.An effort has been made to relocate bus stops closeto station entrances to enhance transfers.

The most unusual intermodal operation involvesthe metro extension of Line 3 to the airport utilizingthe suburban railway. As a result of this line, a majorintermodal center is currently being constructedalong a toll road median (see Figure 13). This facil-ity will include a station serving both the suburbanrail line and Line 3, a bus hub, and a 2,500-car-capacity parking garage.

Intermodal transfers are a key element of AM’simmediate and long-range plans for the public trans-port system. In 2004, intermodal connections willinclude bus transfers at almost all metro stations,major park-and-ride facilities at five metro stations,interline transfers, intercity rail transfers at Larissa,suburban rail transfer at Plakentras, and tram con-nections at Sygrou-Fix. By 2007, additional park-and-ride facilities will be constructed, along with atram connection to a metro transfer point at the siteof the old airport. Finally, a metro transfer station atAg. Savas will connect to the intercity bus terminal.

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Figure 13 The intermodal airport station underconstruction.

Naples

When Naples started planning for an integratedpublic transportation system, a number of transferpoints between the old rail line and new subwaylines were established. Beyond the transfer oppor-tunities between the metro rail lines, the metro willeventually extend to the airport, CapodichinoAeroporto. Also, a new metro station is located oneblock from the ferry terminal, facilitating a rela-tively easy transfer. In addition, as Line 1 is put intooperation, bus routes are reorganized to connect tothe stations.

The MTPN emphasizes the importance of inter-modal transfers. For example, while the number ofrailway kilometers increased from 63.5 in 1996 to75.5 in 2002 (19.8%) and tram kilometers remainedstatic at 15, the number of railway interchange nodesgrew from five to eight (60%) and park-and-ridenodes grew from one to four (300%). By 2011, rail-way kilometers will grow to 90 (19% over 2002) andtram kilometers will double to 30. But railway in-terchange nodes will grow 125% to 18 over thissame time period, and park-and-rides will againgrow 300% to 16. The plan for the Campania regionprojects an 18% increase in railway kilometers(1,179 to 1,392 km) between 2001 and 2010, with28 new park-and-rides and 21 new bus-to-rail trans-fer nodes.

The impact on the modal share due to the addi-tion of public transport facilities is expected to in-crease the public transport share in Naples from 36%today to 51% in 2010. The overall public trans-portation mode share for the Campania region is ex-pected to increase from 20% to 33%.

Rome

In Rome, suburban bus lines have intermodaltransfer points to the two metro lines at six locationsmostly located near the end of the lines. Similarly,eight park-and-ride lots are located on the metrolines with adjacent bus facilities. Two regionalrail/suburban bus park-and-ride transfer facilitiesexist, as well as three metro/regional rail transfer fa-cilities. Intermodal transfer facilities between re-gional rail or the subway and the national railwayexist at three locations. Line C will have intermodaltransfer facilities with buses, trams, park-and-ride,and regional rail. There will also be four interlinemetro transfer stations.

As a unique intermodal development and con-gestion mitigation strategy, Rome has created a ringroad around the center of the city. In addition to pro-viding a bypass around the core, it also serves as acheckpoint for tourist buses and for nonresidentautos. The tourist buses must pay for a permit (thecost is based on where in the central city the bus istraveling) and nonresidents must pay for an elec-tronic tag for their autos. Autos are permitted to passthrough without payment during the night hours, butare precluded from parking. The metro lines operatewithin the ring. At points on the ring, intermodaltransfer facilities exist with city buses, park-and-ridelots, and metro trains.

Within the central city, there are numerous op-portunities to transfer between modes due to metrostations being located adjacent to bus stops. In addi-tion, bus stations, usually at grade and open air, arelocated at metro stations and near rail stations.Finally, access to the international airport is pro-vided by regional rail from the center of Rome.

Milan

All three operating metro lines in Milan are ra-dial. There are five park-and-ride lots located atouter stations on metro Line 1 and four interurbanbus intermodal facilities, two of which are at park-and-ride lots. In addition, Line 1 has a regional railconnection at Maggio, an urban railway connectionat Venezia, and an urban railway system connectionat Codorim. It also has interline connections to Line 2at the Loreto and Cadorna F.N. Triennale stations.Metro Line 2 has six park-and-ride lots and four in-terurban bus intermodal facilities at the outer sta-tions. Line 2 also has one intermodal connectionwith the regional railway and interurban buses at thenational railway terminal and an intermodal con-nection with regional rail at Porta Genova. MetroLine 3 originates in the city center and has one park-and-ride at the outermost station, which also has aninterurban bus station. In the city center, there aretwo interurban bus intermodal facilities on Line 3,including one at the central railway station that alsopermits interline transfer to Line 2 and offers con-nections to buses to Malpensa, Linate, and Orio AlSerio airports.

In total, there are 12 intermodal park-and-ridelots, 13 interurban bus intermodal facilities (many incombination with other modes), 8 interconnectionswith the rail system, 3 intermodal connections to

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airport-bound buses, and 1 rail connection to the in-ternational Malpensa Airport. Within the city, thereare also many informal opportunities for transfersfrom the metro to the tram and bus lines. At the mainrailway station, a passenger can transfer to either oftwo metro lines and a number of bus and tram lines.Auto parking is also provided at the railway station.Completing the picture for intermodal transfer is theMalpensa Airport express rail line, which stops atthe two major railway stations that are also inter-modal transfer stops.

Art

Athens and Naples use stations as cultural cen-ters by showcasing archaeological findings andworks of art. Art is also displayed at stations inRome and Milan, but not to the extent of Athens andNaples.

Athens

When it comes to art, AM maintains a philoso-phy that trains and stations should be attractive andaesthetically pleasing to enhance the riding experi-ence of passengers. AM believes this attitude en-courages repeat use and will attract new riders.

Because numerous antiquities were unearthedduring the construction of the metro system, AM de-cided to display significant historical remains at thestations where the artifacts were discovered. Five cen-tral metro stations are considered station-museumsbecause of these exhibits. In addition, three openarchaeological sites are located next to metro sta-tions. The team visited the Syntagma station, wheremany significant findings are presented. The itemson display range from Submycenaean graves fromthe 11th century B.C. to terracotta pipes from thePisistratid aqueduct, which dates back to the end ofthe 6th century B.C. (See Figures 14 and 15.)

In addition to exhibiting the findings from theexcavations, modern artwork by famous Greekartists is on display at 12 stations. Eventually, the artprogram will be expanded to include all stations.Sculptures, ceramic tiles, silk-screened works, andpaintings are located on the platforms, transferareas, and concourses and outside the stations. Astunning piece of art, Aethrio (Atrium) by GeorgeZongolopoulos, viewed by the team at the Syntagmastation, consisted of umbrellas and metal stairs in-side a large circular area covered in mirrors (seeFigure 16).

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Figure 14 Display at Syntagma station highlightingthe different historical eras of Greek civilization. SeeFigure 15 for an enlargement of the outlined section.

Figure 15 Terracotta pipes from the Pisistratidaqueduct.

Naples

Art is an integral component of station design inNaples. Both the Deputy Mayor of Naples and offi-cials at MN stressed the importance of making thepublic transport system a “living civil monument”and stations “a meeting point between people andart.” A priority for MN is creating a design scopethat often extends beyond the actual limits of transitinfrastructure and into adjacent neighborhoods.

International architects were hired for each newstation and the architects were given total responsi-

bility for designing the stations. The architects chosethe colors, art work, and materials. In addition, thearchitects took into account the neighborhoods sur-rounding the stations so that the designs would beboth functional and aesthetically pleasing. To illus-trate the importance of incorporating art into the sta-tions and neighborhoods, the team received a tour ofseveral new stations.

The Dante and Museum stations were designedby Gae Aulenti. At the Dante station, he incorpo-rated a pedestrian zone, used glass entrances to en-hance lighting, and included works by five contem-porary artists. A special feature of the Museumstation, currently under construction, is a passage-way from the station to the national museum. Oncecompleted, it will include an array of photos by fourNeapolitan photographers. The Museum station hasalso restored life to a blighted area and is a good ex-ample of the regeneration of neighborhoods. Thearea now contains a beautiful garden, a café, and anew post office.

The architect for the Salvator Rosa and theMaterdei stations was Atelier Mendini. Although heused similar materials, shapes, and construction fea-tures at the two stations, he created a unique style foreach one. The underground areas are modern, andthe above ground design complements and incorpo-rates the surrounding neighborhood. For example, atthe Salvator Rosa station, a long enclosed escalatorwas installed that forms an aesthetic link from thestation to the neighborhood (see Figure 17).

The Materdei station has two entrances fromthe same square. Traffic was redirected to create a

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Figure 16 Aethrio (Atrium) by George Zongolopoulos. Figure 17 The escalator that links the Salvatore Rosastation to the neighborhood.

Figure 18 Designs along the pedestrian square at theMaterdei station.

square with a pedestrian zone decorated with ellip-tical forms (see Figure 18). The exterior of the sta-tion includes a colored glass spire, colored panels,and a statue (see Figure 19). Again, the surroundingneighborhood was decorated to complement the sta-tion design. The interior is enhanced with mosaics,silk-screens, and wall coverings.

The design of the Cilea-Quattro Giornate Stationwas done by Domenico Orlacchio. Again, trafficwas diverted to create a pedestrian area, and muchof the art displayed at this station represents the his-tory of Naples’ fight for freedom.

Rome and Milan

In Rome, many colorful mosaics adorn the sta-tions on Lines A and B. At the Magliana stationthere is a mosaic by Lossonczy Tamas depictingdancers with the sun and clouds. The Colosseo sta-tion incorporates a very vibrant mosaic by PieroDorazio. In Milan, the team observed a large color-ful sculpture of a needle and thread outside one sta-tion. ATM also incorporates culture into its publictransport system by restoring historic trolleys fromdifferent eras. These trolleys are used for tours andspecial events.

Safety and Security

Minimum safety and security standards are de-fined by the EU for its member states. These regula-tions require that railway safety be maintained andcontinuously improved. Each member state is re-quired to establish a safety authority, known as theMinistry of Transportation (MoT), which is respon-sible for regulating and enforcing the EU safetystandards. In addition, the MoT has the authority toimpose penalties on transit agencies that violate thesafety provisions, and it can authorize amendmentsto the EU safety standards.

The EU sets Common Safety Targets (CST).These targets represent the minimum safety require-ments the member states must meet. They are ex-pressed in terms of risk-acceptance criteria for pas-sengers, staff (including contractors), users ofat-grade crossings, unauthorized persons on rail-ways, and other risks that pose a liability. Memberstates have the option of setting higher target levels.

In addition to the CST, public transit agencies alsoare expected to comply with the EU’s Common SafetyIndicators (CSI). These requirements pertain to acci-dents, incidents, near misses, and technical safety ofinfrastructure. Examples of the indicators used fortechnical safety of infrastructure include percentage oftracks with ATP in operation, percentage of train kilo-meters using operational ATP systems, number oflevel crossings, and the percentage of level crossingswith automatic or manual protection.

The EU standards also require each transit prop-erty to possess a Safety Certification Certificate(SCC). A transit agency receives the SCC after de-veloping a safety plan that meets, at the very least,the minimum requirements of the common safetytargets and indicators. The EU standards also requirethe public transit agency to submit an annual safetyreport to the MoT. The report describes the safetytargets, indicators and the results of an internal auditand observations made regarding operation defi-ciencies and malfunctions.

Athens

In order to avoid any unexpected danger withinthe transportation system, AM incorporates numer-ous safeguards into the design and construction of itssubway system. In addition, AM will institute newand innovative safety and security procedures dur-ing the upcoming Olympic Games.

As mentioned previously, AM utilizes a CCTVmonitoring system in all 20 stations. All cameras aresupervised at the individual stations and a centraloperations control center. In addition to camera sur-veillance, security guards closely monitor stations.These security guards coordinate live surveillancewith the transit police station located at a central sta-tion. The station security guards are trained not onlyto deter passengers from fare evasion but also to de-tect and prevent any other illegal or suspicious ac-tivity. There are 80 uniformed security personnelwho are available for assistance within the stationsand trains. Police personnel positioned in stationsalso include special guards of the Greek Police.Additionally, trained, nonuniformed members of theAthens State Security Force assist in patrollingLines 2 and 3. Through the use of video and audiosurveillance systems, the police and station securitypersonnel are also able to observe passengers andactivity in the tunnels.

Attempting to ensure the safety of the ridingpublic, each station is outfitted with an automatic

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Figure 19 Example of painted buildings surroundingthe Materdei station.

fire detection system. As a part of the fire detectionsystem, there is an automatic fire extinguishing sys-tem in all high-risk areas. These automatic extin-guishing systems are located primarily in the walk-ways and at the entrances and exits of each trainplatform. The engineers and staff at AM believe thatthese fire prevention devices create fire-resistanttrain stations. Emergency ventilation is provided bya system of fans in the tunnels and stations that is de-signed to direct smoke away from passengers in theevent of a fire.

Fire-life safety systems in stations are both pas-sive and active. Automatic protection systems aredesigned for high-risk areas, and dry standpipes andsmoke detectors are extensively deployed. Firealarms are readily accessible to customers. Firesafety systems are designed to help contain fireswithin zones, thereby creating “safe zones” for cus-tomers in the event of a smoke or fire emergency.“Help-point” intercoms and alarms are also locatedin stations and train cars.

All stations are equipped with public addresssystems that allow continuous communication withpassengers. In the event of a fire or explosion, thepublic can be advised immediately. The operationspersonnel have been properly trained to deal withemergency situations. All stations are equipped withemergency plans.

Because of the large crowds expected during theOlympic Games, public transportation officials willbe introducing additional security measures to re-duce the risk of harm to passengers. The securityforce will go through extra drills to better managecrowd control. All stations and the train depot willbe equipped with security fencing. New and louderalarms will be installed in the stations. There will belimited access to certain “control critical” areas inthe train stations. Additional cameras will be acti-vated and monitored by a new security control room.Explosive and chemical detectors will be installed inall stations, and emergency escape markers will beplaced in all train cars. These security measures aretargeted to be in place by June 2004 and will bemaintained after the Olympic Games.

Naples

MN officials stated that safety issues and secu-rity concerns are an integral part of the planning, de-sign, and construction of the system. Because ofthis, no accidents have occurred since 1993, whenthe original 4-km line opened.

All stations are monitored via video surveil-lance. There are approximately 40 cameras in eachrail station. The cameras record a 6-day period. If anaccident is reported within that time, it is likely thatit will be on record with the central control center.This system not only serves to protect against falseaccident claims but also serves to deter crime.Future improvements to the metro system includetransmitting CCTV images directly to the police.

Although the EU has issued safety standards forpublic transport systems, MN officials indicatedthere is no specific legislative language pertaining tointentional attacks on the system. Regardless of thelack of EU requirements, transit agency personnelindicated they plan for such events. In an effort to beproactive regarding handling a sudden emergency,the agency was in the process of conducting its firstemergency evacuation simulation. By simulating aworst-case scenario, the agency planned to assessmanagement response and its ability to evacuatepassengers safely and quickly. Agency officials alsoindicated that periodic simulations of emergency sit-uations are conducted that focus only on coordina-tion and collaboration between the police and firedepartments and emergency medical services.

At each station there is a safety officer on duty18 hours/day. In the event of a fire or bomb, designatedsafety personnel direct the evacuation. Stations areequipped with emergency exits and ventilation sys-tems. There are also evacuation routes. Oxygen tanksare available for emergency personnel.

Fire-and-smoke safety systems in stations in-clude fire alarm areas, which are locally activatedsmoke control barrier systems that aid in compart-mentalizing station areas as safe zones for evacua-tion (see Figure 20). The stations have a fire detec-tion system that is connected to a sprinkler system.In the event of a fire, air is forced throughout theventilation system to keep smoke away from pas-sengers. Fans are regulated to perform in a comple-mentary series of pushing or pulling actions in theevent of a fire or smoke emergency to help providea safe evacuation path for customers.

The timely detection of a fire or smoke emer-gency is fostered by thermo-sensitive cables in tun-nels. Fire detection information is integrated withthe continuous train identification and location datasupplied by the control system. Ventilation systemsare also complemented by active fire suppressionsystems. A system of hydrants is distributed at reg-ular intervals along the alignment.

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Nothing in the Naples metro stations is madeout of flammable material, and all stations areconstructed to resist earthquakes. Even luggagerooms are built to withstand dynamite. To illustratethe priority of safety at MN, even an art display ofthree old Fiat automobiles is totally nonflammable;all flammable materials, including the tires, havebeen retrofitted with appropriate look-a-likes.

Rome

In Rome, monitoring and making improvementsto the transportation system is an ongoing effort to en-sure the safety of the riding public from intentional at-tacks or dangerous situations. To ensure compliancewith the EU requirements, the designers, engineers,and operations personnel implement more restrictivesafety standards. Trains and stations are equippedwith sophisticated surveillance systems. The controlcenter is utilized to inform passengers of emergenciesor dangerous situations. Inside train stations, evacua-tion routes are clearly marked.

Milan

Like the other public transportation systemsaround Europe, Milan actively monitors and recordsthe activities and movement of people within thepublic transport system. The network of video cam-eras has been increased to more than 300 on Line 1,approximately 440 on Line 2, and 580 on Line 3.Emergency interphones connecting passengers withthe operation control center have been installed in-side the passenger compartments of all the under-ground cars: 330 cars on Line 1, 264 cars on Line 2,

and 123 cars on Line 3. In particular, Line 3 also uti-lizes intelligent imaging processing that provides asignal to the station agent or command center in theevent of an unusual occurrence. Indicators and SOSsigns have been installed in all stations (see Figure21). Video surveillance is utilized to assist the re-sponse process. Patrolling the system is the respon-sibility of the police.

Fire protection in Milan’s stations is similar tothat in Naples. Compartmentalization systems uti-lizing water are deployed to create safe zones in theevent of smoke and fire conditions. If a train catchesfire, smoke detectors activate sprinklers at the topand sides of the doors and passageways at the plat-form. This system creates a wall of water to preventsmoke from traveling from the train tunnels into thepassageways beyond the platforms.

As a key component to ensuring safety, the agencyrequires safety training for all operators. The training

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Figure 20 Station smoke/fire barrier in a station in Naples.

Figure 21 Milan’s station SOS intercom.

covers the operator’s role and responsibilities in theevent of an emergency. It also familiarizes the opera-tors with the agency’s policies and procedures for tun-nel safety, fire prevention, and evacuation.

ATM was one of six public transit systems inEurope to participate in a program designed to de-velop innovative security management systems forpublic transport systems. The project, Pro-activeIntegrated Systems for Security Management byTechnological Institutional and CommunicationsAssistance (PRISMATICA), was conducted fromApril 2000 to March 2003 and funded by the EU. Aspart of the technical component of the project, ATMused video cameras and audio systems to automati-cally detect vandalism, trespassing, fare evasion,fires, and suspect packages. If an abnormality in thesystem was detected, a signal was sent to the stationmanager and operations control center. As a resultof this project, best practices in prevention tech-niques and security management will be developedfor public transport operators throughout Europe.

Finally, to provide a safe environment to publictransport riders between the hours of 8:00 p.m. and2:00 a.m., ATM instituted a service called Radiobus.Radiobus is a variable-route transport service thatminimizes waiting times, walking distances, and jour-ney times. It uses a geographic information systemthat continuously adjusts the route according to thetravel requests received from customers. ATM usesseven controllers during the evening hours to overseethe service and one controller during the day to recordthe travel requests. The controllers provide customerswith the approximate time, location, and numberof the bus that they will ride. The bus accommodates2 wheel chairs and contains 16 seats. The service hasan on-time performance rate of 80 to 85% and the rid-ership configuration is approximately 50% workersand 50% pleasure travelers. Currently, this service isavailable only in certain sections of the city; but, by theend of 2004, the service will be provided throughoutMilan. The cost to ride is t3 compared to the usualsingle-ride fare of t1.

APPENDIX A—STUDY MISSION TEAM MEMBERS*

Michael DePallo, Team Leader, Director/GeneralManager, Port Authority Trans Hudson Corp.(PATH), Jersey City, New Jersey

Jack Boda, Director of Mobility Management andProject Implementation, San Diego Associationof Governments (SANDAG), San Diego,California

Reed Caldwell, Deputy Public Transit Director,City of Phoenix-Public Transit Department,Phoenix, Arizona

Robert Cumella, Deputy Chief, Capital Planningand Budget, MTA—New York City Transit, NewYork, New York

Ranord Darensburg, Director, Risk Management/In-House Counsel, Transit Management ofSoutheast Louisiana, New Orleans, Louisiana

Kelly Felty, Manager, Engineering, Metrolink, LosAngeles, California

Erin Fletcher, Segment Manager, Seattle MonorailProject, Seattle, Washington

Kimberly Johnson, Manager, Michigan Departmentof Transportation, Lansing, Michigan

Gary Lemley, Director of Engineering, HoustonMetropolitan Transit Authority, Houston, Texas

Levern McElveen, Manager, Office of Safety andRisk Management, Maryland Transit Admin-istration, Baltimore, Maryland

Shirley Ng, Deputy Project Manager, San FranciscoBay Area Rapid Transit District, Oakland,California

Richard Sarles, Assistant Executive Director, NJTransit, Newark, New Jersey

Eduardo Ugarte, Assistant Vice President, FacilitiesEngineering, Dallas Area Rapid Transit, Dallas,Texas

Margaret Mullins, Mission Coordinator, ProgramManager, Eno Transportation Foundation,Washington, DC

APPENDIX B—STUDY MISSION HOSTAGENCIES/COMPANIES

ATHENS, GREECEAttiko Metro (AM)Attiko Metro Operations Company (AMOC)

NAPLES, ITALYMetropolitana di Napoli, SpA (MN)

ROME, ITALYSocieta Trasporti Automobilistici, SpA (STA)Metropolitana di Roma (Met.Ro)

MILAN, ITALYAzienda Trasporti Milanesi (ATM)

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*Titles and affiliations are as of the time of the study mission.

APPENDIX C—LIST OF ABBREVIATIONS

AC Alternating currentAM Attiko MetroAMOC Attiko Metro Operations

CompanyATM Azienda Trasporti MilanesiATO Automatic train operationsATP Automatic train protectionCCTV Closed circuit televisionCRMS Campania Regional Metro

SystemCSI Common Safety IndicatorsCST Common Safety TargetsDC Direct currentEPB Earth Pressure BalanceEIA Environmental Impact

AssessmentEIB European Investment BankEU European UnionITS Intelligent Transportation

SystemsMDS Metro Development StudyMet.Ro Metropolitana di Roma

MN Metropolitana di Napoli, SpAMoC Ministry of CultureMoT Ministry of TransportationMTPN Metropolitan Transport Plan

of NaplesNATM New Austrian Tunneling

MethodOCC Operation Control CenterOFS Open Face ShieldOMC Olympic Metro ConsortiumPRISMATICA Pro-active Integrated Systems

for Security Management byTechnological Institutionaland CommunicationsAssistance

ROW Right-of-waySCADA Supervisory control

and data acquisitionSCC Safety Certification CertificateSTA Societa Trasporti

AutomobilisticiTBM Tunnel Boring MachineUPS Uninterrupted power supplyVDC Volts of direct current

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