february 2020 no . 986 2020 vision...systems and an operations control centre and a depot. four of...

THE INTERNATIONAL LIGHT RAIL MAGAZINE

Hamilton LRT cancellation ‘a betrayal’

Tram & metro: Doha’s double opening

China launches 363km of new routes

Our predictions for the new systems due to open this year

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2020 vision

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European Light Rail Congress

Our local partners at Tranvía Zaragoza have arranged a depot tour as part of day one’s activities at the European Light Rail Congress. At the event, attendees will discover the role and future of light rail within a truly intermodal framework.

The European Light Rail Congress brings together leading opinion-formers and decision-makers from across Europe for two days of debate around the role of technology in the development of sustainable urban travel.

With presentations and exhibitions from some of the industry’s most innovative suppliers and service providers, this congress also includes technical visits and over eight hours of networking sessions.

For 2020, we are delighted to be holding the event in the beautiful city of Zaragoza in partnership with Tranvía Zaragoza, Mobility City and the Fundación Ibercaja.

To submit an abstract or to participate, please contact Geoff Butler on +44 (0)1733 367610 or [email protected]

www.tautonline.com . www.lrta.org FEBRUARy 2020 / 43

FEBRUARy 2020 Vol. 83 No. 986www.tautonline.com

EDITORIALEditor – Simon Johnston

[email protected]

AssociAtE Editor – Tony [email protected]

WorldWidE Editor – Michael [email protected]

NEWs Editor – John [email protected]

sENior coNtributor – Neil Pulling

WorldWidE coNtributors richard Felski, Ed Havens, Andrew Moglestue,

Paul Nicholson, Herbert Pence, Mike russell, Nikolai semyonov, Alain senut, Vic simons,

Witold urbanowicz, bill Vigrass, Francis Wagner, thomas Wagner, Philip Webb, rick Wilson

ProductioN – Lanna Blyth tel: +44 (0)1733 367604

[email protected]

dEsiGN – Debbie Nolan

ADvERTIsIngcoMMErciAl MANAGEr – Geoff Butler

tel: +44 (0)1733 367610 [email protected]

PublisHEr – Matt Johnston

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the official journal of the light rail transit Association

Welcome to the second decade of the 21st Century This month, one of our lead stories focuses on a Canadian city that had planned its future around a new light rail system line – only to have spent millions before having the rug pulled from underneath it.

Once again, a transformational urban transportation project has descended into arguing about whose numbers were correct – the current administration,

or the one which came before. Figures quoted to support the cancellation of the Hamilton LRT scheme claim it would cost nearly five times the amount calculated just a few years ago – surely they couldn’t be that far out? Audits have been called and the lobbying continues…

Across the pond, the new UK Government has also set out a plan for investment in transport unseen for generations. Tantalisingly, light rail and tramway schemes are mentioned – so now it is time for them to deliver on the bold pre-election promises. We take a deeper look at what this may mean on page 50. Fittingly, Reg Harman also offers a short critique of the UK’s appraisal and development processes and asks if they are adequate in assessing the true benefits of long-term investment in tramways and light rail schemes.

Elsewhere, Mike Taplin takes a look at the prospects for new systems in 2020. Some are re-entries, others are mega-projects that have taken years to reach fruition; they all have a few common drivers – addressing crippling urban congestion, reducing reliance on the private car and preparing cities for planned population growth.

The second decade of the 21st Century will offer some of the greatest challenges we have ever faced. It also offers some of the greatest opportunities. We have the technology to make the changes that society needs, but do we have the political will to come together when it really matters? I am hopeful that we will make the right choices – it’s just a question of how quickly we can put those plans into action. Simon Johnston, Editor

CONTENTS

COVER: The futuristic design of the new Alstom Citadis for Paris tramline T9, due to open to passengers later this year. Alstom / toma-Atypix

NEwS 44Doha completes its metro and opens its first tramway; China’s annual mega month of new openings; Sydney opens the first phase of its South East line; Fury at Hamilton LRT cancellation; CRRC wins in Monterrey.

A NEw ERA FOR Uk LIGHT RAIL? 50TAUT reviews the transport promises made by the new UK Government and makes the case for moving quickly with investment.

NEw TRAMwAyS FOR 2020 52Michael Taplin presents his annual review of the systems that could open this year.

DEVELOPMENTS IN DENVER 58Vic Simons explores the latest openings in Colorado as the RTD faces a labour crisis.

wHAT IS yOUR TRAMwAy wORTH? 61Reg Harman offers a critique of UK transport appraisal processes.

SySTEMS FACTFILE: BERLIN 64Neil Pulling returns to one his favourite cities to look at tramway expansion in the German capital.

wORLDwIDE REVIEw 70São Paulo extends its monorail; Macau inaugurates a new light metro service; tramway extensions open across French cities; Würzburg places 18-tram order with HeiterBlick; Abidjan confirms metro proposals; Kraków receives first of 50 new Stadler low-floor trams; St Louis’ Loop Trolley closes due to funding shortfall.

MAILBOX 75Dealing with disruption in Ottawa; Why the 2020s will be the public transport decade.

CLASSIC TRAMS: GOTHA 76A small-town survivor, Mike Russell pays a visit to the German tramway renowned for its excellent celebration events.

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Double celebrations in Doha

News

The first section of the Education City Tram in Doha, Qatar, opened to passengers on

24 December. The Blue line features seven stops, serving sites across the 12km2 (4.6 square mile) education and research complex development built by the non-profit Qatar Foundation to the east of the capital. Facilities served include the Education City Stadium, Qatar Academy and VCUarts Qatar.

A fleet of 19 three-section 100% low-floor Avenio trams have been

delivered by Siemens under a USD412m turnkey contract (with Middle Eastern construction partner Habtoor Leighton Group) awarded in 2012. This also saw the supply of electrification, signalling and communications systems and an operations control centre and a depot.

Four of the 27.7m-long, 2.55m-wide trams – capacity for 234 passengers, 60 seated – are used for the initial service. They have been adapted for the local climate with insulated and tinted windows, uprated air-

conditioning throughout and sunshades to protect the roof-mounted electrical equipment. The vehicles also feature Siemens’ Sitras hybrid energy storage system of supercapacitors and batteries, with recharging taking place via roof-mounted conductor rails at tramstops and in tunnels. Platform screen doors are installed at four stops.

Travel is free, with trams running 06.30-17.00 on weekdays and to a four-minute headway at peak times.

The Qatar Foundation’s Capital Projects Directorate has said other lines will open in the coming months, completing a 11.5km (7.1-mile) network with 24 stations linking Education City’s north and south campuses – including via a tunnel under Al Luqta Street. Three multi-storey park-and-ride sites offer free parking for tram passengers.

The line also offers interchange with the automated metro Green line that opened on 10 December. This 22km (14-mile) route between Al Riffa and Al Mansoura,

known as the Education line, includes 11 stations on a mostly underground route; 5.4km (3.4miles) at the western end is on an elevated alignment. It is open to passengers 06.00-23.00 Saturday-Thursday and 14.00-23.00 on Fridays.

Two extensions of the north-south Red line opened on the same day, taking the system’s longest line to 40km (25 miles) with 23.4km (14.5 miles) underground. These include a one-station spur from Oqba Ibn Nafie to Hamad International Airport Terminal 1, and a northern extension with three stations to Lusail; this route features a station at Legtaifiya that is yet to open but will provide interchange with the Lusail tram network when this opens later this year (see page 52 for more on 2020’s tramway openings).

The Red and Green lines have connecting stations at Al Bidda and Msheireb, the latter also providing interchange with the 14km (nine-mile) east-west Gold line which opened in November 2019. The latest openings all but complete the metro’s first phase.

ABOVE: The interior of the Avenio trams features large digital passenger information screens and colours described as ‘neutral and calming’. Qatar Foundation

LEFT: The Education City Tram features canopied stops with charging rails used to top-up the hybrid energy storage system of the Siemens-supplied vehicles. Qatar Foundation

Sutton extension and new trams in London plansExpansion of London’s tramway to Sutton and an expectation of new vehicles are included in transport plans for the UK capital released in late December.

Transport for London’s draft 20-year strategy anticipates delivery of the long-discussed Sutton extension together with expansion of the Docklands

Light Railway (with an extension to Thamesmead), Underground and Overground networks. The plan includes provision for GBP16.7bn (EUR19.6bn) from TfL towards the cost of delivery of these schemes, but notes that they would likely be delivered in co-operation with London Boroughs.

Separately, the latest version of TfL’s draft Business Plan for 2020/21-2024/25 includes an expectation of orders being placed for new trams to replace Croydon’s 23 original Bombardier CR4000 vehicles. These will be 26 years old by the end of the period. The authority has also committed to

providing 100% renewable energy to its rail services by 2030 with plans including converting Therapia Lane tram depot to solar power.

Additionally, the draft plan confirms the order for 43 new trainsets for the DLR, due in 2023 from CAF, plus modernisation and extension of Beckton depot.

First modern tramway service opens in the Qatari capital as the state-of-the art metro is completed

The light rail project for Hamilton (Canada) was cancelled in a shock announcement on

16 December, just months after Ontario Premier Doug Ford confirmed that the scheme was included in the Province’s budget. Transportation Minister Caroline Mulroney made the announcement in a statement, citing cost overruns and inaccurate project estimates.

The cancellation was met with surprise as bids from three shortlisted consortia – CityLine Transit Group, Ei8ht Transit and Mobilinx – to design, build, finance, operate and maintain the 14km (8.7-mile) line were expected in the Spring.

Hamilton Mayor Fred Eisenberger called the decision a “betrayal by the Province”, adding: “This will not only hurt Hamilton’s economy, but Ontario’s economy. The message to the world is that Ontario is an unreliable partner. Ontario is not a place where you can do business because of the Ford government. Their timing on this is just outrageous. If they were going to do this, they could have picked a better way.”

Ms Mulroney’s statement emphasised that the previous Liberal administration’s CAD1bn (EUR690 000) estimate did not reflect the project’s actual cost and that an independent review commissioned by the Province showed that the proposed line would in fact cost

CAD5.5bn (EUR3.8bn). Her statement went on to claim that the previous provincial administration had failed to include a CAD1bn provision for long-term operating and maintenance costs.

Former Liberal Transportation Minister Steven Del Duca responded in a statement saying that Ford had “been searching for a way to kill the Hamilton LRT.”

Ms Mulroney added that the Province is to pledge CAD1bn to develop public transport services in Hamilton for projects “that can be delivered quickly and in a fiscally responsible manner.” Plans for these schemes are due to be reported in February and may still include elements of light rail.

The LRT project, known as the Hamilton Street Railway in a reference to the street tramway that ran in the city over half a century ago, was planned

to connect Eastgate Square shopping mall and downtown Hamilton with McMaster University. The City of Hamilton and Metrolinx have already spent a reported CAD80-100m (EUR55-69m) to acquire properties, with CAD165m (EUR114m) spent on the project in total.

Both City of Hamilton officials and local business leaders have been highly critical of the cancellation decision.

“It’s going to have a huge impact on the investment climate here,” said Keanin Loomis, President and CEO of Hamilton Chamber of Commerce in response to the news. “The developers will tell you, time after time, that it’s because of the LRT project and they paused when the new government came in because everyone was wondering ‘will

they continue to go forward with this?’ They said they would, so the projects went forward.”

An estimated 5000 workers from the Laborers’ International Union of North America (LiUNA) were expecting to work on the line, according to spokesperson Victoria Mancinelli, who described the cancellation as a “slap in the face”.

LiUNA was also critical of the figures, claiming the Province’s estimate factored-in elements not included in other LRT projects such as the new lines planned for Mississauga and Brampton, adding that the Province should have waited until the RFP closed in early 2020. The union has launched its own audit of the Province’s figures to challenge estimates that include capital costs of CAD2.8bn (EUR1.93bn) and operating and maintenance costs that over 30 years add up to the claimed total of CAD5.55bn.

Ontario’s Auditor General Bonnie Lysyk has confirmed that she will include a full appraisal of how reasonable the Province’s cost estimates for the Hamilton LRT project are as part of an upcoming ‘value for money’ audit of Metrolinx. Observers suggest this may be a blow to Metrolinx’s other light rail ambitions.

Ms Lysyk confirmed the audit in response to questions from local politicians as to why the stated cost-per-kilometre figures for the Hamilton scheme are significantly higher than the Hurontario and Finch West lines.

Hamilton LRT project is cancelledControversy surrounds Ontario’s decision to remove support ahead of bidders’ responses

www.tautonline.com . www.lrta.org february 2020 / 45

ABOVE: The Hamilton LRT project would have served 17 stops; in early January the Province said that it would still consider a truncated form of light rail as it allocated CAD1bn to transport projects for the city.

Canada’s CLRV retiresToronto’s final CLRV in revenue service was 1982-built 4193 in the early hours of 29 December. Earlier 4001, one of six prototypes built in

Switzerland by SIG in 1977, was the ceremonial last car from Wolseley loop to Russell yard, filled with passengers who had their seats allocated after a ballot. CLRV 4001 was one of four prototypes that survived in service until the summer of 2019.

The first CLRV entered service on 20 September 1979 on the 507 Long Branch route and the TTC purchased 196 cars of the type, supplemented in 1988 by an additional 52 articulated ALRV variants. The ALRV was officially retired on 2 September 2019.

NEWS IN PICTURES FAR LEFT: TTC 4001 at Russell Car House having just completed the final CLRV trip on 29 December, pictured with TTC employees, including the final CLRV streetcar operators from this day. Car 4001 was the first CLRV delivered on 29 December 1977 and is now part of the TTC historic fleet. A. Grahl

LEFT: The donation-funded ‘Streetcar named Toronto’ is a moving artwork to celebrate 40 years of CLRV service in the city; car 4178 is seen at Wolseley Loop on the final day. A. Grahl


Amongst the massive metro expansion, three Chinese cities also opened new tramways or extensions in December.

The first to open, on 27 December, were a series of extensions almost tripling the size of the tramway in Chengdu (Sichuan province). After a year of operation on the initial 13.5km (8.3-mile) section, T2 was grown by the inauguration of three new sections taking the system to 39.1km (24.2 miles). They are: Hexin Road – Chengdu West railway station; Chenguang – Pixian West railway station; and Xinye Road – Renhe.

Foshan (Guangdong province) saw the isolated ten-stop 6.6km

(4.1-mile) Gaoming tramline in the western suburbs brought into regular revenue service from Zhihu to Cangjiang Road on 30 December. Five three-section CRRC Qingdao Sifang trams powered by hydrogen fuel cells provide a ten-minute service. When five more trams are available, the line will be extended to 17.4km (10.8 miles); this could take place in 2021. (Read more about Foshan’s new tramway in TAUT 984).

Also on 30 December, Shanghai’s two-line Songjiang tramway was completed with the opening of the 3.9km (2.4-mile) T1 extension from Xinmiaosan Road to Xinqiao railway station.

New openings make Beijing metro the world’s biggest…December sees over 350km added to city metro networks across China

Beijing’s metro became the world’s largest system with the opening of two extensions on

28 December, overtaking the extensive network in Shanghai. Inauguration of the line 7 extension from Jiaohuachang to Huazhuang (16.6km/ 10.3 miles) and the Batong Line suburban metro from Tuqiao to Huazhuang (4.5km/2.8 miles) took the network to 699.3km (434.5 miles) with 405 stations. China’s capital followed up on 30 December with the opening of Qinghe station on line 13 to provide interchange with the Zhangjiakou high-speed rail line.

However, another major month for Chinese metro expansion actually began nearly three weeks previously in Shenzen (Guangdong province) on 8 December, with the extension of metro line 9 from Hongshuwan South to Qianwan (10.8km/ 6.7 miles) that took the network to 303.4km (188.5 miles). The expanded line 9 is worked by 51 trains from CRRC Changchun.

Qingdao (Shadong province) was next, on 16 December, bringing its 4.2km (2.6-mile) extension of line 2 west from Zhiquan Road to Taishan Road into service, taking the system to 28.4km (17.6 miles). Further extensions due to open in the next two to three years will

expand the line to 61.3km (38 miles).

Two separate openings took place during the month in Guangzhou (Guangdong): the second phase of metro line 21 from Zhenlong Xi to an interchange with line 5 at Yuancun (35.3km/ 21.9 miles) opened on 20 December, expanding the metro system to 513km (318.7 miles). On 28 December line 8 expansion followed, with the opening of a 1.8km (1.1-mile) extension from Fenghuang Xincun to Cultural Park station.

Suzhou (Jiangsu) added the 45.3km (28.1-mile) line 3 from Xinqu railway station to Weiting on 25 December, while Xiamen (Fujian) inaugurated new metro line 2 from Wuyuanwan to Tianzhushan (41.6km/25.8 miles) on the same day. The first new aluminium-bodied CRRC train for line 3 has also been unveiled.

Both an extension and a completely new line were opened in Chengdu (Sichaun) on 27 December. Linking Huagui Road and Huilong the new line 5 runs for 49km (30 miles), while line 10 has been extended by 25.8km (16 miles) with the opening of

the section from Shuangliu International Airport to Xinping.

As well as the openings in Beijing, 28 December brought expansion in four other cities: Guiyang (Guizhou) extended line 1 west by one station from Xiamaixi to Dougan; Jinan (Shandong) inaugurated the new line 3 from Tantou to Longdong (21.6km/13.4 miles); Tianjin extended line 1 from Lilou to Donggulu (a further two-station extension is under construction); and metro line 2 in Zhengzhou (Henan) was extended by 10.3km (6.4 miles) from Liuzhuang to Jiahe.

Hohhot (Inner Mongolia) began operations on China’s 40th metro with the launch of its 21.7km (13.5-mile) line 1 from Yili Health Valley in the

west to Bayan airport in the east on 29 December. Rolling stock has been supplied by CRRC Changke, with the manufacturer claiming that weight reduction measures through use of innovative construction methods and materials save ten tonnes across each six-car unit. Line 2 (27.3km/20 miles) is expected to carry passengers before the end of 2020.

Finally, 30 December saw the opening of a further section of the Loop Line orbital metro in Chongqing, from Haixialu to Erland (9.5km/5.9 miles), while line 1 was extended west by one station from Jiandingpo to Bishan.

News

beIJING

CHINAQingdao

Shanghai

Xiamen

Chongqing

Guiyang

The latest tramway opening in Shanghai takes the city’s tram network to 31km (19 miles) and is operated by a joint venture of Shanghai Shentong Metro Group and Keolis. Shanghai Keolis

…while three Chinese cities welcome more trams

SuzhouChengdu

JinanTianjin

Zhengzhou

Hohhot

ShenzenGuangzhou

Australia’s largest city inaugurated the first stage of its South East Light Rail Line linking

Circular Quay in the city centre with Randwick in the south-east suburbs (L2) on 14 December. A branch to Kingsford (L3) should open in March, bringing the city’s tramway network, operated for Transport for New South Wales by Transdev Sydney, to 24.7km (15.3 miles).

The cost of the South East LRT project has risen from AUD1.6bn (EUR1bn) to AUD2.96bn (EUR1.84bn), due to the outcome of a dispute with Spanish contractor Acciona (which received AUD576m (EUR359m) in compensation for utilities problems). Major construction began on the 12km (7.45 miles) of routes in October 2015, but was hampered by poor knowledge about underground services, especially in the city centre along George St. This section (Bathurst St to Circular Quay) features Alstom’s proprietary APS surface current collection system; elsewhere overhead with pantograph current collection is used.

Operating from a new depot at Randwick, 60 five-section Alstom Citadis (001-60) have been delivered for operation in coupled sets to carry 13 500 passengers/hour/direction. Lines L2/3 cross line L1 at a flat

crossing near the Chinatown stop (with connecting curves), but there is no in-service interoperability due to the respective specifications of the Alstom and CAF trams used and the loading platform profiles. New speed limits have been introduced for highway traffic where trams operate (on part of George St the 40km/h limit has been reduced to 20km/h).

Adult fares range from AUD2.90 (EUR1.80) to AUD6 (EUR3.70), reduced to AUD2.24-AUD4.80 (EUR1.40-3) if an Opal stored-value card is used (there is a AUD16.10/EUR10 daily cap).

The service was fare-free for the first weekend, when the Sydney Tramway Museum lent 1899 two-axle tram 29 for display at Circular Quay.

Service is provided 05.00-01.00 with eight-minute peak headways, using coupled sets of 33.5m Citadis X05; a 67m pair can carry up to 450 passengers. Although initial running times of 50 minutes were scheduled, this is to be accelerated to 38 minutes once the operation has bedded in. Bus services will not to be cut back until March.

Standard-gauge trams returned to Sydney on 31 August 1997

when line L1 opened between Central Station and Pyrmont. This was extended to Lilyfield in 2000 and Dulwich Hill in March 2014, bringing the length to 12.7km (7.9 miles). The original ADtranz Variotram rolling stock has been replaced by 12 33m CAF Urbos 3 low-floor trams built in 2013-15 (2112/4-24). L1 carries 11m passengers/year.

A further 12km tramline is under construction in the suburban area of Parramatta (Westmead to Carlingford) for completion in 2023. This will be worked by 13 45m CAF Urbos 3 trams with wire-free operation.

Sydney opens South East Light RailCentral city line with ground supply section joins the network; Kingsford branch to open in March

Light rail has been named by the UK’s new Government as a potential beneficiary of a future GBP4.2bn (EUR4.9bn) regional transport fund.

Announced during the run-up to the General Election in December, which resulted in a Conservative victory, the money is expected to be made available from 2022 and is intended for transport projects outside London.

Specifically mentioned were: A new metro or light rail system in West Yorkshire, including to Dewsbury, Pudsey and the Spen Valley; extensions to Greater Manchester’s Metrolink light rail system, including to Stockport and Bolton; upgrades to the Tyne

& Wear Metro and new heavy rail lines in the north-east; and extensions to the West Midlands Metro tramway, including routes to North Solihull and Birmingham Airport.

Nominated areas would have to bid for the funding, which would also require local contributions, although other national funding initiatives may also become available. Currently, government funding of transport in the Greater London area is almost 2.5 times greater per person than in the provinces.

See our analysis of the new UK Government’s commitment to transport on page 50.

New UK GBP4.2bn fund could benefit light rail


First new Flexity tram arrives in GöteborgDelivery of 40 M33 33m Flexity low-floor trams from the consortium of Bombardier and Kiepe Electric began with the arrival from Wien (Vienna) of 490 in Göteborg (Gothenburg) during the night of 13 December.

The consortium is supplying 30 single-ended and ten double-ended trams under a contract placed in October 2016. A second is to arrive in the coming months, with trials underway until the end of the year. Delivery of all 40 to the Swedish city is expected by the beginning of 2022.

The EUR140m deal includes options for up to 60 further trams (to be ordered in minimum tranches of ten) until 2026; these can either 33m or 45m vehicles.

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The new tramway serves the city’s central districts; the route to Kingsford is due to open in a couple of months’ time.


News

Utihoflijn opens for service After a formal opening on 14 December, and a weekend of free rides, Utrecht’s EUR500m De Uithof tramway (line 22) opened for revenue service on 16 December. The 8km (five-mile) line runs from the Dutch city’s main station and Jaarbeursplein to the Utrecht Science Park at De Uithof, serving UMC Utrecht, Utrecht University and the HU University of Applied Sciences.

Replacing bus line 12, ten trams/hour are provided at peaks, with 12 planned for later in 2020. Initially there is no weekend service, with buses meeting the limited university traffic on Saturday-Sunday. The end-to-end journey time is 19 minutes.

Services are operated by Trenitalia subsidiary Qbuzz; its current four-year concession runs to 8 December 2023.

Work on the line began in late 2016, with an opening for the nine-stop line set for July 2018. Completion was delayed by works around Utrecht Centraal station and the final cost was EUR84m higher than forecast.

The fleet of 27 five-section CAF Urbos trams is maintained at the city’s existing depot, which has been expanded and re-opened on 29 November. Maintenance of the CAF and original SIG-built high-floor fleet is contracted to Alstom for a four-year period, starting on 19 December.

Flurry of orders defines European tram competitionŠkoda, CAF and Stadler all win in December, while CRRC breaks into market with Porto deal

Late 2019 saw the announcement of several large vehicle orders from European tramways,

and showed which builders are achieving success in market share in this important region.

Škoda has confirmed an order for Bonn (26 double-ended 30.6m cars), cementing the Czech manufacturer’s progress into Germany that started with Chemnitz and progressed via the RNV in Mannheim/Ludwigshafen. The company is happy to customise its ForCity for the customer; a double-ended tram (as opposed to Stadtbahn) will be a novelty for Bonn.

The CZK2.7bn (EUR106.4m)contract signed on 16 December includes spares and maintenance for 25 years and an option for a further 12 cars (taking the total to almost CZK4bn/EUR157.7m), proving how important ‘add-ons’ continue to be for manufacturers in securing future revenues.

CAF, an aggressive challenger for recent orders, will supply much-needed new trams for the Portuguese capital, Lisboa. CAF sold Carris six low-floor trams in 1995 that were to a Siemens design, but has since established itself with its Urbos. Lisboa will acquire 15 trams for coastal tramline 15 under a EUR45m deal that includes a EUR5m maintenance element; the line is being extended at both ends, but the extra trams will also support longer-term ridership growth.

Stadler followed up on an order for 27 Tramlink cars for the Swiss capital, Bern, by winning a deal for 11 new trams for the German city of Augsburg. A few years ago this would have been Siemens territory, but the German giant had to be satisfied with an order for 12 Avenio from Nürnberg (plus an option for a further 75).

Stadler’s success continued into 2020, with confirmation on 6 January that it is to supply 14 five-section 43m trams in a EUR62m order for Darmstadt. With options for 30 more, the first will enter service in 2022.

Another German city, Würzburg, has for some years been contemplating new trams to replace the last traditional Duewag cars still operating in Germany, and has now chosen HeiterBlick. Unlike its Stadtbahn cars for Hannover and Bielefeld, the Leipzig manufacturer will develop a five-section low-floor car for the 18 vehicles to be supplied to Würzburg, with all axles driven to cope with the steep gradients.

Possibly the most significant development is the arrival of the Chinese in the western tram market, with Portugal’s second city, Porto, ordering 18 four-section low-floor trams from CRRC Tangshan. This subsidiary of the state-owned equipment supplier has delivered five trams to the Turkish city of Samsun, and holds a Siemens licence (Siemens was one of the rival bidders). It is suggested this will

The future CRRC Tangshan tram, seen on Porto’s Dom Luis I bridge. Metro do Porto

CAF-built 6007 was one of the trams used to open Utrecht’s De Uithof tramline on 16 December. This section at the university is shared with buses. E. Swierstra

An artist’s impression of the new double-ended ForCity variant for Bonn. Škoda Transportation

be used to build the Porto cars. Škoda was the other bidder.

The order comes as Metro do Porto expands its tramway, while catering for an impressive growth in patronage following large fare reductions designed to encourage modal shift (see TAUT 985). As a consequence, funding for the EUR49.6m order comes from the Ministry of Environment & Climate Action’s Environment Fund; the contract includes five years’ maintenance. Deliveries are to take place in 2021-23 at the rate of one per month.

Alstom continues to maintain its grip on the French tram

market, with an order for an additional 20 Citadis (33m) trams for Angers in a EUR55m order. The vehicles will add to the 17 that entered service on line A in 2011. With capacity for 210 passengers each, the new trams will be equipped with APS ground level power supply and will run on lines B and C from 2022.

One name missing from the above is Bombardier, whose last order win was 30 cars for Dresden last August.

For a complete analysis of the worldwide tram market worldwide, see our April issue.


CRRC contract completes Metrorrey fleet renewalChinese LRVs will join refurbished U3 cars from Frankfurt am Main

CRRC Zhuzhou has been awarded a contract to supply 26 LRVs for the

Metrorrey system in Monterrey, Mexico, with an option for five more. The Chinese manufacturer beat competition from other bidders including CAF, Stadler Rail Valencia and Jiangsu Railteco Equipment Co.

The design chosen includes energy-saving elements such as LED lighting and a variable HVAC system that can be adjusted depending on load; such innovations are claimed to reduce energy consumption by 30-50%. A newly-developed wheel design allied to CRRC’s latest articulated bogie technology also promises a noise reduction of 2-5dB.

The new vehicles are in addition to the 24 second-hand Duewag LRVs already procured in a deal signed with Verkehrsgesellschaft Frankfurt am Main in November 2018. These 25.7m U3 cars, built in 1979-80 (with capacity for 246 passengers and 64 seats), will be modernised by Aachen-based Talbot Services.

Many of the cars have been out of service since 2010, and modernisation with new traction systems, wheels, air conditioning, passenger Wi-Fi, LED lighting, new interiors and

passenger information and CCTV is reportedly costing EUR1.6m per car. Talbot is subcontracting some of these works to specialists Prose and Schaltbau Refurbishment in Germany before the first U3 is shipped to Mexico in August.

A total of MXN2.4bn (EUR113.7m) is being spent on the 50 new LRVs.

Metrorrey is a fully segregated 1435mm-gauge high-floor light

rail system that opened in 1991; a second line opened in 1994, bringing the system to its current 32km (20 miles).

A third line, 7.5km (4.7 miles) from Macroplaza to the metropolitan hospital in the eastern suburbs is nearing completion in infrastructure terms and is due to open in February 2021. Ridership on the system is then expected to reach 250 000 passengers/day.

The UK Government is to allow light rail and metro vehicles that do not meet new accessibility regulations to continue to run – but has written to the operators affected to describe the situation as “deeply frustrating”.

In letters to the Docklands Light Railway, Nexus (Tyne and Wear Metro), Strathclyde Partnership for Transport (Glasgow Subway) and Transport for London (London Underground) sent in December, Parliamentary Under-Secretary of State for Transport Baroness Vere wrote that authorities had “ten years to prepare for the 31 December 2019 deadline set

in the Rail Vehicle Accessibility (Non-Interoperable Rail System) Regulation 2010.”

She added that the “Secretary of State’s powers to permit non-compliant vehicles to continue in operation have not been used lightly and should never result in detriment to the quality of disabled passengers’ journeys” and that delivering an accessible service “must not be delayed any longer.”

Under the regulations, new vehicles from 2010 (and older vehicles on refurbishment) had to meet new rules making them more easily accessible – covering aspects such as handholds,

priority seats and provision for wheelchairs. While RVAR 2010 covers trams and non-main line vehicles such as those on the London Underground, heavy rail trains are covered by equivalent rules encompassed in the EU-wide Persons of Reduced Mobility Technical Specification for Interoperability.

Most vehicles on the country’s systems are now compliant, with further deliveries expected to replace the remainder that are not. However, some observers have criticised the UK Government stance, on the basis that the country’s rail systems are reliant on central funding to

acquire new rolling stock, which is often delayed.

Exemptions have been given for vehicles on the Glasgow Subway (until July 2022), Bakerloo line (January 2022/January 2024), Docklands Light Railway (December 2024), the Central and Waterloo and City lines (January 2025), Tyne and Wear (July 2026, for Metrocars 4001, 4002, 4040, 4083) and Piccadilly line (up to January 2027).

Various dispensations have also been given across the UK’s heavy rail network, including for the unpopular Pacer diesel multiple units that date from the mid-1980s.

UK failure to meet disability rules ‘deeply frustrating’

CRRC Zhuzhou Chairman Zhou Qinghe signs the agreement for 26 new LRVs with Nuevo León state governor Jaime Rodríguez Calderón. State of Nuevo León

Škoda signs Russian vehicle partnershipRussian investment company Sinara Group has established a joint venture with Škoda Transportation to produce metro trains, trams and trolleybuses for the Russian market. The 50-50 partnership, named Sinara-Škoda, will be based in St Petersburg.

Sinara Group was founded in 2001, focused mainly on real estate, transport engineering and financial services. Its subsidiary Sinara Transport Machines was established in 2007 and has over 30 000 employees.

Bath Trams conferenceA conference that considers the potential of reintroducing trams to the UK city of Bath is being held on Saturday 8 February.

The event will bring together politicians, local stakeholders, manufacturers and industry professionals for a day of presentations and open debate in seeking solutions to the traffic congestion and associated pollution issues in the city, as well as exploring trams’ role in improving social mobility and encouraging inward investment for the Somerset city and neighbouring communities.

For more details see page 75 and visit www.bathtrams.uk

Chicago 7000 series metro cars on testTen pre-series CRRC Sifang-built 7000 metro cars for the Chicago Transit Authority have started a year-long reliability testing programme before delivery of the first trains takes place at the end of 2020. Part of a base order for 490 cars, options exist to take the contract to 846 cars.

The bulk of the production vehicles will be completed at CRRC Sifang America’s plant in the city’s Hegewisch district, using components from more than 40 specialised US suppliers.

http://www.bathtrams.uk/

50 / febrUArY 2020 www.tautonline.com . www.lrta.org

NOW IS THE TIME TO TURN WORDS INTO ACTIONS

Despite previous talk of the potential for a ‘hung parliament’, it is unlikely that the UK General Election result of 12 December will have come as a surprise to many. The 80-strong majority secured by the Conservative Party in the country’s third election in

five years is clear evidence of a ‘push-back’ against years of weak parliaments, broken promises and a willingness to break the deadlock on Brexit that has been holding back decision-making and key investment that the UK desperately needs.

Although it was clearly a one-issue election for many, the result stands to change far more than purely the country’s relationship with the European Union in isolation. Whether voters were EU ‘leavers’ or ‘remainers’, the evidence is that both shared a common frustration at the lack of progress from elected representatives. Bickering between the benches and a lack of belief in the ability of bi-partisan agreement for the benefit of the country has seen Boris Johnson and colleagues gain the largest majority in nearly 20 years.

There were regional variations, partly emphasised by the UK’s ‘first past the post’ system; the Conservatives lost seats in Scotland to the Scottish National Party (who increased their representation in Westminster from 35 to 48 seats), and other parties gained the odd seat here or there – but fundamentally the UK has decided on five more years of Conservative rule.

So the nation has spoken. It turned its back on an economically-radical Labour manifesto that focused on mass nationalisation, and also rejected a divisive Liberal Democrat manifesto from a party that has never really recovered from its part in the Conservative-Liberal coalition of 2010.

Assurances from all the parties centred on taxation, national infrastructure and the environment – and the Conservatives clearly made the most convincing arguments to many. But words are one thing… now it must deliver.

In seeking to woo voters, particularly in the traditional Labour heartlands of the Midlands and north of England, the Prime Minister and his party were profuse in the weeks running up to the election to offer what people have demanding for decades – investment. Investment in schools, investment in hospitals and the health service, and, crucially for us, investment in transport.

Now the Conservatives have won the mandate from many of these communities, they will have their feet held to the fire by councils and sub-regional bodies to make good on their commitments. They still need to truly win the north, rather than just borrow it, and wafer-thin majorities in some seats mean that it will only take a small swing to change the map back again. This scale of investment and rebalancing of the economy also sends an important message to those north of the border who will be pushing for another independence referendum to make that border very real…

HS2, HS3 and LRTThe new Government can’t hang around. For the way the electoral map has been redrawn is not simply the normal pendulum of politics; many of the seats won from Labour have not changed

hands in decades and could easily swing back if words aren’t backed by actions. Because of this it’s unlikely that we’ll see ‘more of the same’; after two years of political stalemate, the Conservatives need to be seen to deliver the key projects touted in the run-up to the election.

We have been promised an end to austerity and an “infrastructure revolution”, financed by an increase in public borrowing. This equates, so far, to over GBP100bn (EUR117bn) for new rail, roads and other infrastructure projects over the next five years – notably in so-called ‘red wall’ constituencies that switched their allegiance.

But to achieve this, the spending initiatives hinted at in early December will need firming up quickly. There are plenty of plans out there waiting for approval, and councils are keen to address their own priorities now that we have some headroom in Westminster and Whitehall following two years of starvation due to Brexit and weak government.

The clock is ticking in another way too. The UK will formally leave the EU at the end of January, but the real deadline – now being enshrined in law – is the end of the year. That is when the transition period during which the UK continues to follow EU rules, but

retains automatic access to its markets comes to an end.

What happens next is dependent on negotiations on everything from freedom of movement, security, defence, science, education, the environment to developing a new economic relationship with the EU. Depending on the way those negotiations go (and what any trade deal looks like) this could either free up the Government to carry out its grand vision – or further constrain it; the next 12 months are crucial to what the UK will look like in future.

The biggest infrastructure project the new Government will have to make progress with, or not, is the planned HS2

high-speed rail project to link London with the north. Even now, uncertainty remains. A draft version of the ‘Oakerveee Review’ into the controversial project has already been leaked, suggesting that the scheme should go ahead with only minor alterations. However Prime Minister Boris Johnson has suggested that delivering the scheme in its entirety will entail a 12-figure bill to the taxpayer.

To complicate matters further, in December a group of over 20 Conservative MPs wrote to demand an urgent meeting with the Prime Minister and the Transport Secretary Grant Shapps to discuss the project. They argue that the business case for HS2 is “collapsing”. Significantly, many of them represent not the traditional Tory seats in places like the Chilterns (which have long been at best ambivalent about the project), but those won from historically Labour-served constituencies who fear that the project is too reputationally-scarred.

Carrying on without a clear vision, tight control on the reins and crystal clear better clarification of the benefits to the north will only further dent trust in a new Government that needs to work harder on delivering local priorities, they argue.

Note too that in contrast to its so-far ambivalent stance on HS2, the Government has already committed to delivering elements of what has been dubbed HS3 – a new rail line across the Pennines.

Simon Johnston and Tony Streeter assess the promises made by the new UK Government to transport investment in its pre-election campaigns

“The way the electoral maphas been redrawn is not

simply the normal pendulumof politics; many of the seats

won have not changed handsin decades and could easily

swing back if words aren’tbacked by actions.”

Comment

www.tautonline.com . www.lrta.org febrUArY 2020 / 51

Of course, HS2 is just one component of an urgently-needed overhaul of Britain’s transportation network. The full proposal consists of three lines radiating from Birmingham – spurs to Manchester and Leeds and one south to the capital – and proponents argue it will increase capacity across the entire network by removing express trains from lines that are currently at capacity to free up space for much-improved regional services. Many light rail and tramway advocates point to the fact that these new high-speed lines will drive demand for new light rail links to and from the new HS2 stations, delivering efficient, green, end-to-end connectivity.

Leeds is back in the headlinesThe Conservative pre-election promises also offered teasing snippets of investment in new light rail schemes across the Midlands and north of England. In an announcement just before the election, the Tories pledged GBP4.2bn (EUR4.95bn) from 2022 for local transport projects in the main combined authority or Mayor-controlled areas – including money for light rail and tram schemes.

The statements made even went so far as to announce what some of these schemes might be: enhancements to the Tyne & Wear Metro, realisation of further West Midlands Metro lines to the airport and North Solihull, and a ‘Phase 4’ for Greater Manchester Metrolink, including to Stockport and Bolton.

Cynics will claim that some of these schemes are already in the works and that the Government’s funding package is merely a ‘rubber-stamp’, but the most tantalising announcement is arguably the confirmation of a rapid transit project in West Yorkshire. In the Queen’s Speech debate on 19 December, Prime Minister Boris Johnson seemed fairly clear, reiterating his commitment from earlier in the year to deliver a mass transit system for Leeds, saying: “We will remedy the scandal that Leeds is the largest city in Western Europe without light rail or a metro.”

The West Yorkshire Combined Authority has already launched its consultations to bring light rail, tram-train or bus rapid transit to the city by 2033. Preliminary plans for three routes have already been revealed, linking Leeds to neighbouring areas – but they need financial backing from the Government to once and for all put the disappointment of the failed tramway and trolleybus schemes behind them and deliver the improved transport that the people of Leeds have been waiting for for over two decades.

While many of these schemes are predicated on HS2 reaching Yorkshire in the 2030s to reach their full potential, they are all valid in their own right.

Now authorities across England are back to the stage of bidding for their share of this pot of promised cash. Almost certainly local funding input would be required for each scheme as four billion won’t actually go very far, but there will also likely be other local growth initiatives over the next five years that could be tapped into to make the pot bigger.

Transport Secretary Grant Shapps said that “these plans will change the face of local transport in towns and cities across the country… They will kickstart the transformation of services so they match those in London, ensuring more frequent and better services, more electrification, modern buses and trains and contactless smart ticketing.”

All positive words, but now we must wait for the actions to reinforce them... after all, there have been false dawns before.

Recreating the ‘London effect’Local Mayors will have the final say on where the money will be spent, but the Government has said that light rail and tram networks could be at the centre of the new funding package. This pledge will likely be key in retaining the faith placed in the Conservative party by northern seats, targeted so heavily by all the parties in the campaigning ahead of the election.

As we all await the results from the DfT’s ‘Call for Evidence’ on the future of light rail and rapid transit in the UK – released almost a year ago – it is tempting to think that the Government is one step ahead in its thinking and has already earmarked

some of this GBP4bn-plus pot for new schemes that can be delivered quickly. Is that wishful thinking?

The Conservative plans have already come under some scrutiny, with Labour’s Shadow Transport Secretary, Andy McDonald, saying that the announcement is a “pathetic attempt to cover up the government’s disastrous and incompetent failure to invest in public transport.”

To back up this claim, Mr McDonald pointed to figures that he said showed that the north is set to receive GBP2389 (around EUR2820) less per person that the capital in terms of transport investment. This imbalance needs to be remedied and in the run-up to the general election, Boris Johnson repeatedly made the case that he wanted to deliver the kind of investment and resulting prosperity he achieved during his time as Mayor of London. While the success of some of his ideas was questionable, many of these schemes that were completed have undoubtedly benefited the capital and will continue to do so for decades to come. Other towns and cities want to see this replicated where they are.

Of course we all have our own wish-lists. Whether it’s a commitment to funding NET Phase 3 and the creation of a regional light rail network for the East Midlands to include Derby; investment in tramway or light rail to support economic growth in Merseyside; further expansion of Tyne & Wear Metro services to reinvigorate the North-East; development of tramway proposals for Bath, Bristol and the South-West, completing more of the original Edinburgh Tramway; or further tramway lines in London. These are just a few of the schemes we would all like to see come to fruition under a new Government that might have more breathing room to make the key decisions.

So the billions announced before Christmas must be spent wisely, but they also need to be ring-fenced quickly. The imperatives over air quality, social mobility and economic prosperity are just as urgent as they were on 11 December, and we all must now look to a government that we take action.

So the transport landscape has opened up once again and Boris Johnson has put some cash on the table. It is possible that this Government could be the most radical in a generation. Arguably, if it is to succeed, it will have to be.

Lots of promises have been made, but can the new Government actually get any new urban transport schemes built in the next decade for the cities that so desperately need a step-change? We must remain hopeful, and the voters are watching…

“Local Mayors will have the final say, but the Government has said that light rail and tram networks

could be at the centre of the new funding package.”

West Midlands Metro Director Peter Cushing and TfWM Managing Director Laura Shoaf at the launch of the extension to Centenary Square in December 2019. Will the new Government bring more investment in light rail in the Midlands? TfWM

Have your say... Where would you spend money on light rail? [email protected]


The past year was certainly a good one for the opening of new tramways around the world, with 11 new cities inaugurating their first lines. Some of those that

opened in 2019 faced delays (ranging from a few months to years), while others – notably those in Australia – seemed to meet their opening targets and budgets and hit the ground running from day one.

The full 2019 listing was: Canberra, Newcastle (Australia); Ottawa, Waterloo – Kitchener (Canada); Foshan, Sanya (China); Cuenca (Ecuador); Avignon, Caen (France); Port Louis – Curepipe (Mauritius); Utrecht – Uithof (Netherlands).

It is worth noting that the inauguration of the 10.2km (6.3-mile) line in Cuenca, Ecuador, should really only be treated as a soft opening. The new standard-gauge line from Parque Industrial to Control Sur – with a 4km (2.5-mile) catenary-free section in the city’s historic city centre using Alstom’s APS ground supply technology – carried invited passenger groups in 2019, but with no fares charged. Indeed, this issue is one of the key barriers still to be overcome before full service can begin. The fares suggested by three separate reports are too high, the city argues, but it is yet to agree the framework of a multi-year subsidy agreement.

City authorities are also still negotiating with other urban transport providers on how to best integrate the new tramway into the existing public transport network, while final regulatory sign-off and the agreement of a maintenance contract with Alstom – or perhaps an alternative supplier – are reportedly close to conclusion. It is hoped that opening can be achieved

early in the New Year, although no date has been confirmed.

The Cádiz tram-train project in Spain failed to achieve passenger service in 2019 (again) and is therefore rolled forward into our 2020 list. This seems to be the victim of institutional problems to do with introducing lines in new environments, and is now running several years late, despite extensive testing during that period.

After a busy few years (12 systems opening between 2015 and 2019, four alone in 2018), North America is taking a break in 2020, but is expected to return to the listings in 2021.

There were no significant tramway closures in 2019, just the Łódź interurban in Poland, and right at the end of the year (hopefully temporarily) the Loop Trolley in St Louis, USA. A USD90 000 loan in November 2019 kept the troubled 3.5km (2.2-mile) loop line, which opened in November 2018, operating until the end of the year and it is hoped that negotiations between the city and Bi-State Development – the agency which already oversees the city’s MetroLink light rail system – may find a solution to funding future operations.

We have identified 12 new tramways that could open in 2020. They cover some far flung parts of the globe and also include two or three in Europe.

new tramways

for

2020

Michael Taplin looks at the prospects

for new tramway openings this year,

with new lines around the world

due to open – and a few hanging

over from 2019.

the first of 22 alstom Citadis X05 trams arrives in orly on

22 november 2019; it is part of a framework order for lines t9

and t10 in the Île-de-france region. Île-de-France Mobilités


ALGERIAAlgerian tramway development was covered in our recent two-part series (TAUT 983-984) and the next to open should be in Mostaganem (population 250 000), a hilly port city on the country’s Mediterranean coast around 80km (50 miles) east of Oran.

Although works on 14.5km (nine miles) of lines have been underway since 2013, delays can be ascribed to bankruptcy of the original contractor, flooding and subsidence. A roster of 25 Alstom Citadis 402 43.9m double-ended trams with all bogies motored have been delivered from the CITAL joint venture factory in Annaba. Photographs show the infrastructure approaching completion, and it is hoped to carry passengers before the end of 2020.

The city of Annaba itself (population 260 000), is another seaport in the north-east, close to the Tunisian border. As well as hosting the joint venture tram factory since 2015, the city has long planned a two-line 21.7km/13.5-mile tramway of its own (a large loop and a branch to the railway station and northern suburbs) – 72 trams will be required. Progress has been slowed by national financial difficulties resulting from the fall in oil prices, but the tramway is still under construction.

Batna, 120km (74.5 miles) inland with a population of 290 700, used French consultant SYSTRA to develop plans for a 15.5km (9.6-mile) east–west line between Cité–Hamla via Université and Gare SNTF. Work began in 2014, but was suspended in 2015 for financial reasons. Despite some realistic computer-generated images, a completion date is unclear.

aBoVe: the new tramway in mostaganem will use a fleet of 25 alstom Citadis 402 trams, delivered from the CItaL factory in annaba. Tramway de Mostaganem

Left: work on the depot in mostaganem was well underway in the summer of 2019. Tramway de Mostaganem

BOLIVIAThe fourth-largest city in Bolivia, Cochabamba lies in an Andean valley and has a population of 630 500 who enjoy the ‘eternal spring’ climate. Although served by a comprehensive bus network and with high public transport usage (over 50% of the estimated two million daily journeys), city streets are still described as ‘suffocating’ from traffic congestion.

In August 2017 work started on a USD447.6m, 42km (26-mile), light rail system known as Mi Tren. The project connects the six municipalities of Sipe Sipe, Vinto, Quillacollo, Colcapirhua, Cercado and Sacaba and consists of three lines with a common city terminus at the main rail station: Red (5.3km/3.3 miles) to the University of San Simón; Yellow (7.7km/4.8 miles) to El Castillo, and Green (27.4km/17 miles), partly on elevated infrastructure to Suticollo.

Work began in August 2017, with tracklaying and civil engineering works undertaken by Spanish construction specialist JOCA and project management handled by Swiss company Molinari Rail. Credit Suisse is providing the project finance.

Stadler Rail was awarded a build and maintain contract for 12 33.76m three-section trams, built in the company’s factory in Minsk, Belarus, to the Metelitsa design (that can already be seen operating in Sankt Peterburg). Each can carry 221 passengers (66 seated).

After delivery through the port of Iquique in Chile, trial runs started in September 2019 and passenger service should begin in 2020, possibly on 26 August, after the 6 August Independence Day holiday. It should be noted that this project started under the sponsorship of President Evo Morales, who recently left Bolivia for Argentina; the consequences of which are still uncertain.

Cochabamba’s first-generation tramway closed in 1948.

aBoVe: Interior and exterior views of the stadler-supplied Metelitsa low-floor tram for Cochabamba; built in Belarus, they started arriving in Bolivia in september 2019. note the extra large roof-mounted passenger information screens. stadler staff will maintain the fleet for three years. Stadler Rail

aBoVe: as the first trams arrived, work on the depot in Cochabamaba was underway in late summer 2019. Autonomous Government of Cochabamba


CHINAThe development of rail schemes in China is always rather opaque, with news of openings often only available days in advance.

Delingha is the capital of the Haixi Mongal Tibetan autonomous prefecture, with a population of 80 000 and built 2982m above sea level; due to its altitude it is served by trains equipped with oxygen supply. A 14.4km (8.9-mile) two-line tramway is under construction and CRRC Qingdao Sifang is building two-section 100% low-floor 168-passenger trams featuring supercapacitor and battery energy storage specially adapted for the high altitude. After missing earlier deadlines, a 2020 opening is now possible.

We have already illustrated (TAUT 945) trial operation in Mengzi City/Honghe (population 417 000 in south-east Yunnan

province) where a four-line tramway totalling 62km (38.5 miles) is under construction at a cost of CNY6.6bn (EUR845m) to serve the population of 330 000. Debugging trials were in progress in 2018. Regular passenger service was supposed to start in 2019 using 34 CRRC-supplied trams, but 2020 now seems more likely.

Tianshui started building its 12.9km (eight-mile) tramline in summer 2018 and the first test runs were carried out on a 600m section of line in March 2019. Opening is predicted for 2020. Rolling stock is coming from China Railway Signal and Communication, which will supply 17 five-section cars of its Pioneer design. This 100% low-floor car can carry 370 passengers (58 seated) and uses onboard energy storage with a pantograph recharging the vehicle at stops.

The project seems to be a PPP joint venture between the city and CRSC, valued at CNY2.5bn (EUR320m).

New tramways

CrrC Qingdao sifang is supplying two-section 100% low-floor trams for the high-altitude tramway in Delingha. CRRC Qingdao Sifang

China railway signal and Communication is another new entrant to the low-floor tram market, supplying its Pioneer design to tianshui. CRSC

FRANCEThe tramway revival in Paris began in July 1992 with the opening of line T1. The network has expanded steadily since, now reaching 104.7km (65 miles), but mostly with the addition of standalone lines. Even where a track connection exists (T1/T2), incompatible rolling stock means there are no through passenger services.

December 2020 will see the addition of another such line with the inauguration of T9, 10.3km (6.4 miles) from metro station Porte de Choisy to Orly Ville (Place Gaston Viens). Its introduction will relieve RATP’s second-busiest bus line (183, Porte de Choisy – Aéroport d’Orly, terminal Sud) by giving non-airport riders a choice for local journeys in the fast-developing suburbs. T9 will also connect with T3a at Porte de Choisy, and RER line C at Choisy-le-Roi.

When the Grand Paris Express orbital metro line 15 opens, it will cross line T9 at Vitry Centre. A future link may run from the outer terminus to a connection with T7 (Villejuif – Athis-Mons).

Competitive tendering has seen the 66-month contract to operate T9 (and seven local bus routes) awarded to Keolis – making it the first tramline in the Île-de-France region not to be run by RATP.

In November 2016 Île-de-France Mobilités awarded Alstom a EUR70m contract for 22 air-conditioned Citadis X05 trams for T9, with delivery starting in November 2019. The seven-section 45m trams can carry up to 314 passengers with eight double doors each side. The new design is reportedly 99% recyclable.

aBoVe: tracklaying underway on Paris tramline t9 in summer 2019; the new 10.3km line is due to open towards the end of 2020. Île-de-France Mobilités

the new Citadis X05 for Paris t9/t10 has a striking wraparound light design. Alstom

the spacious interior of the new t9 cars. C-L. Havet / Île-de-France Mobilités


“The tiny Gulf state is using its vast resources of liquefied natural gas

to fund massive infrastructure development, including

public transport.”

QATARThe tiny Gulf state of 2.8 million is using its vast resources of liquefied natural gas (the country is one of the world’s leading exporters, recently announcing plans to increase production by 64% within the next decade) to fund massive infrastructure development – including public transportation projects. A key driver of this investment is also the nation’s hosting of the 2022 FIFA World Cup football tournament.

After a long gestation period, the Education City Tram in Doha opened at the end of 2019 (see page 44). The next major project to open for passenger operation is the Lusail tramway, designed to serve new waterside development (eventual population 200 000) in the northern suburbs of the Qatari capital. The new tramway will join the expansive driverless metro, the first phase of which was completed with the opening of the third (Green) line in December.

A 20-year concession to operate the 28km (17.4-mile) four-line standard-gauge light rail system (7km/4.3 miles in subway and 1km/0.6 miles on viaduct) has been awarded to RKH Qitarat, a joint venture of Hamad Group and French transport companies Keolis/RATP Dev.

The system’s at-grade stops feature various platform configurations, while the underground stops all utilise platform screen doors. As with other Gulf rail projects, manufacturers have had to deliver materials and products that will be resilient to the operating climate of the country’s hot, desert environment.

Alstom was awarded a EUR750m contract that includes the design and supply of electrification systems and the delivery of 28 100% low-floor 33m Citadis X05 trams (with an option for 32 more). APS surface current collection is used, except in the subway, which employs rigid fixed overhead, and in the depot which uses traditional overhead contact lines.

The first tram rolled out of the La Rochelle factory at the end of January 2018 and arrived at Hamad Port in March. Test running – including official rides for dignitaries – started in June the same year. The system will connect with the metro at Lusail and Legtaifiya stations.

The five-section trams are capable of 60km/h (37mph) and feature both ‘family’ (24 seats) and ‘commuter’ (40 seats) carriages.Tickets will be available from vending machines at stops, with fares also payable via contactless bank cards and through a dedicated mobile app.

Minor delays have been experienced due to the Qatar blockade, but project sponsor Qatar Rail has managed to mitigate many of these by helping to facilitate co-working between its network of global design and construction partners with local companies.

Qatar has a third tramway, a simple 2km (1.2-mile) loop using battery trams provided by Californian manufacturer TIG/m. It serves the MDD (Msheireb Downtown Doha) property development zone and has achieved the highest environmental certification for its design and construction.

The capital may also see ‘trackless trams’ – in reality rubber-tyred optically-guided buses, described as Autonomous Rail Rapid

Transit (ART) – supplied from China in 2020, making it the most interesting Gulf city to visit for transport purposes. The ART system, developed by China’s CRRC Zhuzhou Electric Locomotive Institute in 2017, was given its first overseas trial in the Qatari capital in July 2019.

aBoVe (Left anD rIGHt): Qatari dignitaries onboard the art demonstration vehicle that was trialled in Qatar in July 2019. Qatar MOTC

aBoVe: Lusail’s modern tramway system will join the city’s new automated metro early in 2020. Qatar Rail

aBoVe: the new tram depot in Lusail has been designed for expansion and will stable the system’s 28 Citadis trams. Qatar Rail


New tramways

the three-section Caf tram-train vehicles have completed thousands of kilometres of testing on the new infrastructure between san fernando and La Chiclana; passenger services should begin in 2020. Junta de Andalucia

SWEDENLund is a city of 121 500 inhabitants in the southern Swedish province of Skåne, famous for its towering cathedral and its highly-respected university. The population is expected to increase to 160 000 by 2040 and so in 2015 the city took the decision to aim for completely pollution-free traffic by 2050. As part of that plan it was decided to build a tramway to replace buses on the city’s most heavily-patronised corridor.

Today the buses using routes 6 and 20 between the city centre and the science village research facility (ESS) in the north-east suburbs are marketed as Lundaläken, carrying about 7000 passengers/day. In August 2020 they should be replaced by trams running every 7.5 minutes Lund CS–ESS.

Construction of the tramway began in February 2017 by contractor Skanska in what will be the first new tramway city in Sweden since 1911. The SEK776m (EUR91m), 5.5km (3.4-mile), standard-gauge line will run on the surface (along St Laurentiigatan), mostly on non-signalled reserved track, with 40 000m2 of grass laid where possible plus 300 new trees, and with 750V dc overhead. Nine stops with 35m platforms are being built. Finance is being split between the Municipality of Lund and the Swedish Government.

SPAINIn Cádiz, one of the oldest continuously-inhabited cities in western Europe (population 117 000), the Bahia de Cádiz tram-train project dates from 2008. It involves 10.3km (6.4 miles) of shared track with RENFE broad-gauge trains from the city station at Plaza de Sevilla to La Ardila (Río Arillo), then 13.7km (8.5 miles) of new tramway through San Fernando to La Chiclana (with a depot at La Hoya).

CAF has supplied seven 38.1m three-section dual-voltage (750/3000V dc), 1668mm-gauge cars, capable of 100km/h (62mph) running. With a 55% low-floor, they were delivered in 2016 and tested in north-east Spain. Different door heights (760mm/380mm) accommodate both the railway platforms and street stops.

The service will be operated by RENFE and it was hoped to carry passengers before the start of summer 2017. However, despite 16 hour/day testing there have been significant delays, and additional expenditure of EUR116m, mostly focused on the interoperability over the ADIF section of track, where Thales has been retained to complete the adaptation of interlocks. This was due to be completed in December 2019.

Since the line was built using EUR134.6m from the EU’s European Regional Development Fund, but has as yet failed to carry passengers, an argument has developed between the promoter Junta de Andalucia and the EU about repaying the funding. In the meantime a TAUT reader who visited in November found everything complete, but no sign of a date for entry into revenue service. Will 2020 produce results?

Looking further ahead, there are plans for a second line linking to Jerez airport (Cádiz does not have its own airport).

“Despite 16 hour/day testing, delays mostly focus on interoperability over the ADIF section of track.”

aBoVe: an artist’s impression of the Caf Urbos for the new tramway in Lund; the

first vehicles are due to arrive in march. Spårväg Lund

BeLow: works on the new depot have been delayed and may affect the planned august 2020 opening date, although no new official date has been given. Lund Municipality

Left: the first Citadis test tram on Bordeaux tramline D (france) in october 2019. Sébastien33 / CC BY-SA 4.0


Service will be provided 05.00-24.00 by seven five-section 33m Urbos 100 trams (2.65m-wide) ordered from CAF for SE175m (EUR16.8m), working from a depot at Brunnshög beyond the outer terminus. They will carry up to 218 passengers (70 seated), giving a capacity of 1300 passengers/hour/direction.

The fleet is due to be delivered in March-June, but completion of the depot is the critical path for the opening; infrastructure work along the line was completed on 16 December. The line will have stub termini, requiring double-ended trams.

An opening date of 16 August 2020 was announced, to coincide with the start of the university term, but construction delays may see this pushed back to October. A future extension from Brunnshög to Dalby is being considered.

Lund did not have a first-generation tramway.

“An opening dateof 16 August 2020was announced, but construction delays may see this pushed back to October.”

Left: main infrastructure works for metrolink’s trafford Park Line (UK) were completed at the end of 2019; full line testing is now in progress ahead of the april 2020 opening. TfGM

Left: two short extensions to milwaukee’s modern streetcar (Us) were due to open in 2020, but delays to adjacent developments may put these plans in jeopardy. Vic Simons

TRAMWAy ExTENSIONSWhile it is easy to focus on new tramways, with over 400 existing systems worldwide, modernisation and expansion is a constant process, particularly in Europe (where the last weeks of 2019 were extraordinary for new lines).

In the UK, Manchester Metrolink trams will start carrying passengers on the 5.5km (3.4-mile) branch to the Trafford Centre in April (for more on this see TAUT 980) and the coastal resort of Blackpool may even open its extension to North Station in late 2020 (provided agreement can be reached with the tenant of the store currently standing in the way of the new terminus).

On the other side of the world, the Australian city of Sydney will open the Kingsford branch of its new South East Light Rail line early in the new year, while the Japanese port city of Toyama will open a link between its Portram light rail system and the city tramway in May.

In France, Bordeaux will complete line D of its tramway to Eysines-Cantinelle, following the introduction of the first 3.5km (2.2-mile) section

to Bouscat in December 2019. The additional 6.3km (3.9 miles) should open in February.

The German city of Chemnitz is also building 2.2km (1.4 miles) of new tramway to permit further expansion of its tram-train network, while in Freiburg-im-Breisgau a new tramway link will form a connection to Messe (Exhibition Halls). Karlsruhe is also due to open a 1.5km (0.9-mile) extension of line 2.

In Greece, trams should start running on the extension of the Athina (Athens) system from Faliro to Akti Poseidonos; the Turkish city of İzmit is also expanding its tramway in 2020.

In the USA, plans to extend The Hop streetcar in Milwaukee have run into difficulties. Two short extensions of 0.65km (0.4 miles) apiece were due to open in 2020, but while infrastructure works on the lakefront line are in progress, delays with a major private development have seen this slow significantly. Plans for the line to the convention centre, alongside a proposed route to Bronzeville and Walker’s Point, are still on the drawing board.

58 / FEBRUARY 2020 www.tautonline.com . www.lrta.org

Denver

Build it and they will come. This mantra is often applied to rail projects, building upon the reputation of fixed infrastructure as a key driver of investment

and economic prosperity. Nowhere is such a philosophy more evident than in the Coloradoan city of Lone Tree.

It was incorporated as a city in 1995, when the population of this community to the south of Denver was around 3400. By 2019 it had grown to 15 000, but was still somewhat isolated from the growing metro area to the north. The opening of the latest extension of the Regional Transportation District’s light rail system on 17 May 2019 is seen as a catalyst of big things to come.

The 3.7km (2.3-mile) Southeast Rail extension brings the three lines from their previous terminus at Lincoln – the E line to Union Station, the F line to the downtown loop and the R line to Peoria, where it connects with the A line to Denver International Airport – to a new facility at RidgeGate Parkway. Bringing with it a certain weight of expectation, the project forms part of the RTD’s multi-billion dollar FasTracks programme. It cost USD233.1m, with the City of Lone Tree contributing USD28m (including land donations valued at USD3m), USD101m from Federal sources and the remainder generated locally in Denver.

The new infrastructure takes the rail offering of the RTD to a new southern extremity, constructed through 2000 mostly green acres (810 hectares) on the east side of Interstate 25, allowing for 360-degree development. Although the new terminus at RidgeGate Parkway is therefore currently in somewhat of a greenfield setting, thousands of acres in the RidgeGate subdivision, annexed in 2000, are earmarked for development. The Mayor of Lone Tree has promised major construction projects worth millions of dollars within the next five years around the three new light rail stops.

A new 400-acre urban core is to be centred on the new light rail stop at Lone Tree City Center, with walkable blocks of retail and housing that will serve as the city’s ‘downtown’. This dense mixed-use urban neighbourhood will be akin to the thriving neighbourhoods in downtown Denver, albeit situated in the south suburbs.

Coventry Development Corp., the developer leading this new vision, donated substantial parcels of land to enable construction of the light rail line. Businesses in the south metro area added a combined USD40m in cash, land, permits and in-kind contributions towards the new LRT line — 16.5% of the total pricetag, according to the RTD.

Coventry’s plans include up to 10 000 new residential units that will double the population of the northern Douglas County city within three new residential ‘villages’. The multi-decade vision also includes up to 1.1m sq. metres (12m sq. feet) of office, retail and medical space; more than 600 acres of parks, trails and wildlife habitat; and 145 acres of land dedicated to schools and civic facilities, including a new civic centre for Lone Tree.

Major corporations such as Kiewit and Charles Schwab have already staked their claim to prime new office locations near

Vic Simons provides a short update from a visit in 2019.

RidgeGate Parkway, showing the station layout and large multi-storey car

park in the background.

“A new 400-acre urban core is centred on the new light rail station in Lone Tree, with walkable blocks of retail

and housing that will serve as the city’s ‘downtown’.”

ABOVE: R line trains pass on the approach to the new RidgeGate Parkway terminus.

UPS AND DOWNSiN DENVER

www.tautonline.com . www.lrta.org FEBRUARY 2020 / 59

the recently-opened line, bringing many thousands of jobs to the area.

Park-and-ride sites are an important component of the new line, which began construction in 2016, with 1300 new parking spaces created alongside the two new intermediate stops and the terminus. Parking was initially offered free at RidgeGate Parkway, although fees came into effect as of 21 October 2019. The first 24 hours are free, with USD2 charged per day after that for vehicles registered within RTD boundaries and USD4 for those registered outside the area.

Resolving the commuter rail issuesElsewhere in Denver, the 17.6km (11-mile) eight-station G commuter rail line out to Wheat Ridge, to the west of the city, opened in April 2019 – some two years late. This travels from Denver through Olde Town Arvada and up to Wheat Ridge, proving popular for commuters living in the northwest region of the Denver metro area.

The delays were caused largely by the same issues related to crossing gate software as those experienced with the A line (reported in TAUT 958). The opening was conditional on flagmen being provided at level crossings; most of the line’s outer section has a parallel freight line which uses the same crossings. RTD removed the flagmen from each of the 16 crossings on the G line in early August once federal approval was given for the software that controls the timing of its crossing gates. RTD’s contractor, Denver Transit Partners, had been paying the bill for the flagmen since the opening.

Generally, a 15-minute headway is operated (reduced at weekends) and the end-to-end running time is 27 minutes; 2300 parking

spaces have been provided along the new line at seven of the new stations. Siverliner V trains (identical to the A line stock) have been supplied by Hyundai Rotem, with two-car trains operated as interconnected married pairs. The stainless steel-bodied railcars were assembled in Philadelphia and will also be used on the North Metro line (designated N) that is planned to open in 2020.

With the operational issues associated with the A line now behind it, the RTD reports that ridership is averaging an impressive 20 600 passengers/day. In January 2019, four-car trains were added a full year ahead of schedule, doubling the line’s capacity.

Staffing shortagesAll of this recent expansion and longer-term optimism is tempered by the worst driver shortage in the agency’s 50-year history, however. The issues have become so critical that a meeting of the RTD board in December heard from outgoing CEO Dave Genova – a 24-year RTD veteran who also announced his retirement in December – that plans are under consideration to reduce bus and light rail services across the region.

As well as difficulties in hiring new employees, The Denver Post reports that

staff retention is a major problem; the paper claims that in the previous 33 months, 791 new bus drivers were hired, but 710 were lost. Over the same period, RTD hired 177 rail operators, but, significantly, lost 201.

Proposals are there to make cuts, including halving the service on the R line, which provides travel between Peoria and Lone Tree, to two per hour. D line service between Littleton and downtown Denver would be eliminated at the weekends, while Saturday frequencies on the H line would be reduced from 15 to 30 minute headways.

The next steps for the transit agency are to present its proposals in more detail to the public through a series of meetings in January and February, before making its recommendations in March. Any changes would come into effect in May.

No commuter rail lines — like the new A and G lines — are being contemplated for cuts.

The bus routes slated for reduction or removal largely service the metro area’s suburbs and include the 16L on West Colfax, the 55 in Arvada, the 99L in Lakewood, the 157 to Buckley Air Force Base in Aurora, the 236 in Boulder and the 403 that runs along Lucent Boulevard in Highlands Ranch.

Grateful thanks are due to Pauletta Tonilas of the RTD for her input into this article. All images taken by Vic Simons.

E line services at RidgeGate Parkway on 30 June 2019; the

land surrounding this new terminus is slated for major

development in the coming years.

“The A line is averaging 20 600 passengers/day,

with four-car trainsintroduced a full year

ahead of schedule.”

Have your say... Is LRT investment driving growth in your area?

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systems factfileNo.148

The area around Eberswalde Strasse’s elevated U-Bahn station exemplifies a city of distinct neighbourhoods. Konnopke’s currywurst kiosk is visible behind the tram; another Berlin institution, the Prater beer garden, is nearby.

Words and pictures by Neil Pulling.

Berlin

Neil Pulling returns to one of his favourite cities and considers the changes to Germany’s biggest tramway as it develops, reflecting the policies of a once-divided city.

formally restored as the capital of Germany in 1990 and the seat of national Government by 1999, Berlin is also a federal state.

The population of the capital’s 12 bezirke (districts/boroughs) was 3.67m at the start of 2017 and it maintains a slow increase. The central Mitte district includes many of the city’s landmarks and attractions for the city’s visitors. It also contains some key points on an immense multi-mode public transport network. Berlin is wholly surrounded by another state, Brandenburg, whose capital – Potsdam

– borders Berlin’s south-western edge. Potsdam has the biggest of the four tramways which are physically discrete from that in Berlin, yet are included in the Berlin ticketing zones. All of these tram operations, local bus services, ferries, and local and regional trains are within Verkehrsverbund Berlin-Brandenburg (VBB), an association with a common tariff since 1999.

The tramway is largely sited in the city’s north-east quadrant. Comparatively a minor outlier, there is also a presence in the south-east centred on Köpenick (incorporated with Berlin in 1920) that would alone

be a significant system in many other contexts. Berlin’s tramway distribution relates to the political circumstances summarised below. Despite only partial coverage of the city’s 892km2, it is nonetheless Germany’s largest tramway. The scale is exemplified by the 23km (14.4 miles) ‘as the crow flies’ between Alexanderplatz – the main central transport concentration – and Alt-Schmöckwitz in the south-east. Given the alternatives in BVG’s journey planner, few might attempt the journey by tram with on-foot transfers, but such a trip would involve five tram lines and take around three hours.

Berlin, Germany

berlin

GermaNy

64-69_TAUT2002_SF Berlin.indd 1

06/01/2020 11:06

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The history of the development of tramway and light rail schemes in the UK is littered with the remains of plans whose transport business cases were deemed

too poor to allow their implementation. Others remain on the drawing board because of concerns that their results might also prove too low when appraised through the Department for Transport’s Web-based Transport Analysis Guidance (WebTAG).

This reflects the requirement that analysis and appraisal using WebTAG is used for all transport development that requires central government approval, including light rail. Effectively these criteria enable government to determine the value for money of all significant transport projects.

WebTAGWebTAG is based on the Treasury Green Book, which constitutes binding guidance on all departments so that projects across different policy fields can be compared. WebTAG is defined by the Ministry of Housing, Communities and Local Government as a multi-criteria analysis (MCA) approach, and its text covers the assessment of environmental, social and distributional impacts. However in practice

Appraisals

the major focus is on economic results, values for non-monetary aspects (e.g. values of time) being attributed by defined procedures based upon modelling operations and traffic. Indeed, paragraph 2.5.1 of the Guidance for the Senior Responsible Officer states “…the transport appraisal framework has been built on a cost-benefit analysis approach”.

Originally introduced (as the New Approach to Appraisal, or NATA) by the 1998 transport White Paper, WebTAG has been regularly developed, with a major ‘refresh’ in 2009 and further updating in 2019. The principles and processes are set at several levels, including guidance sets for senior managers and several technical papers on modelling, including travel choice factors. This modelling concentrates on operational performance and trip attraction, measured in numerate (monetary) terms, enabling the generation of a rate of return against the capital cost.

Guidance is given on measuring impacts such as environmental, social and distributional effects outside the transport model where cash-oriented modelling cannot provide direct numbers. All these impacts – monetised, quantified, or qualified – are summarised and presented in the form of an Appraisal Summary Table (AST). The information in this is used to create

the transport business case for the project. However, this too is primarily influenced by the (numeric) rate of return.

Beyond the monetary valueTramways and light rail projects offer a range of substantial benefits, repeatedly spelt out by trade and campaigning bodies such as the Light Rail Transit Association, UKTram, and the APPLRG (All-Party Parliamentary Light Rail Group), and identified for particular schemes by their proponents. These include high-quality access; supporting denser commercial and residential development with reduced car usage; much better accessibility without a car for everyone; enhancing quality of life and reducing spending on social welfare; reduced pollution and improved air quality, improving the health of urban communities and at the same time reducing associated healthcare costs.

Tramways are proven to bring a step-change in travel patterns, something that is regularly at the top of aims in transport strategies.

So how and where do these ‘softer benefits’ show up in a WebTAG appraisal? Let’s look at three examples of such benefits.

By moving large numbers of people fairly rapidly in a small space, tramways can support denser residential development and denser grouping of commercial and public facilities. WebTAG has for some years

What’s yourtramWayreally Worth?

reg harman offers a short critique of the current planning

and development processes for uK light rail schemes.

the French city of tours is often used as a model of optimal collaboration between transport planning and wider land usage policies. R. Harman

http://www.gov.uk/guidance/transport-analysis-guidance-webtag

http://www.gov.uk/guidance/transport-analysis-guidance-webtag


included an element for agglomeration benefits, which includes a valuation of user benefits approximated by the land value uplift of sites whose development is dependent on construction of the transport project. However, the proposer has to make the case for including particular development and the process is a one-way calculation leading to an extra line in the monetary totals on which the single rate of return figure is based.

Yet the best way to optimise the link between high-density transit such as a tramway and high-density development is to co-ordinate the planning and implementation of both. There are various ways to achieve this, used widely across Europe. For example, in the French city of Tours the formal rules for implementation that constitute Part 3 of the 2011-12 PLU (city development plan) allow higher densities of residential and commercial occupation, coupled with lower limits for parking provision, in planning zones along the tramway route. The argument in Britain is that land use planning and transport are managed by district and sub-regional authorities respectively; yet France has the same divide of formal duties.

Tramways create far less pollution than other forms of motorised movement, for two reasons. Firstly, the lower friction coefficient of steel wheel-on-steel rail means much lower energy consumption per passenger than buses or cars. They are powered by electricity, increasingly from non-fossil sources. Additionally, they do not generate particulates from the interaction of rubber tyres on asphalt or concrete surfaces (non-exhaust emissions, NEEs), now identified as a substantial part of road traffic air pollution. As a consequence, they reduce local air quality degradation, thus supporting improved health in the area, and they reduce carbon output, thus helping tackle climate change.

Environmental and public health issues are now major factors in public debate and policy statements – climate change is a universal issue. Transport is recognised in the UK as still offering severe challenges to the resolution of both issues, yet the WebTAG appraisal effectively limits the potential impacts of environmental gains from transport projects to one-liners in the AST; they do not appear in the all-important monetary returns.

Changing travel behaviour now forms a widely-shared policy ambition; and new tramways usually have a significant impact. For example, the typical impact in French cities has been to increase overall public transport usage by around one third, while reducing car traffic on the corridors served by trams and also increasing city centre trade. Tramway traffic often then increases in the following years as people change homes, jobs and education to use the tramway more (‘asymmetric churn’). This effect is not limited to France: the London Trams system in Croydon is now carrying nearly twice the number of passengers as it did for its first full year, despite no major network additions.

The WebTAG processes however are based on modelling the effects of proposed projects against a database of current travel patterns and factors, with short-term forecasts of growth and change. But this database, and hence the forecasts, are themselves based on travel patterns reflecting previous development and current transport provision. In consequencesignificant new travel patterns which do not apparently improve the effectiveness of existing movement may not show up as positive gains.

ImplicationsAlthough the extensive WebTAG documentation considers assessment of wider aspects, the methodology focuses

primarily on the production of monetised values used to compile the single rate of return. The final project decision is therefore based on the transport business case (value for money) assessment. While this reflects the AST and supporting statements on non-monetarised items, it too remains strongly influenced by the cash rate of return.

In 30 years, the UK has seen six tram systems built and one modernised – with a few extensions in hand. Over the same period, France has seen over two dozen new systems emerge and widespread expansion continues.

The French approach is based on a consistent strategy for developing urban transport networks against clear aims for future city structures and lifestyles. The principal mechanism for this is the urban transport plan (PDU), regularly updated by city region authorities, usually incorporating detailed and disciplined analyses and proposals. Once adopted, PDU strategies, including new tramway lines, are usually taken quite quickly through formal processes and implemented. Subject to formal approval by government (déclaration d’utilité publique, DUP), the major responsibilities and powers for this lie with local authorities.

In theory, WebTAG supports clear development of options. In practice however, British transport strategies are produced in an almost nebulous state, too often based on wordy documentation, and ignoring urban structures and network effects. Implementation of projects which emerge relies heavily on Government approval based on their WebTAG transport business case. Hence any new tramway scheme is likely to be left in limbo or, more probably, be converted to a supposedly cheaper busway.

Sadly this seems unlikely to change while WebTAG remains at the heart of regional and local transport decision-making.

“The best way to optimise the link between high-density transit and high-density development is to co-ordinate the planning and implementation of both.”

Department for Transport - Transport analysis guidance – www.gov.uk/guidance/transport-analysis-guidance-webtag

Department for Transport (2018) – Transport Analysis Guidance: Guidance for the Senior Responsible Officer – DfT, London

Department for Farming, Rural Affairs & Agriculture, Air Quality Expert Group (2019): Non-Exhaust Emissions from Road Traffic - DEFRA, London

H. Dimitriou, R. Harman & E. Ward (2010): Incorporating Principles of Sustainable Development within the Design and Delivery of Major Projects (OMEGA 3) – OMEGA Centre, University College, London

T. Bolden & R. Harman: Transport in the UK – Planning for an electric future, Energy World (June 2018)

REFEREnCEs

Have your say... Are UK appraisal processes fit for purpose?

[email protected]

the tramway serving Croydon and its neighbouring communities is one of Britain’s success stories, carrying over 30m passengers each year. n. Pulling

Appraisals

https://www.gov.uk/guidance/transport-analysis-guidance-webtag

https://www.gov.uk/guidance/transport-analysis-guidance-webtag

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systems factfileNo.148

The area around Eberswalde Strasse’s elevated U-Bahn station exemplifies a city of distinct neighbourhoods. Konnopke’s currywurst kiosk is visible behind the tram; another Berlin institution, the Prater beer garden, is nearby.

Words and pictures by Neil Pulling.

Berlin

Neil Pulling returns to one of his favourite cities and considers the changes to Germany’s biggest tramway as it develops, reflecting the policies of a once-divided city.

formally restored as the capital of Germany in 1990 and the seat of national Government by 1999, Berlin is also a federal state.

The population of the capital’s 12 bezirke (districts/boroughs) was 3.67m at the start of 2017 and it maintains a slow increase. The central Mitte district includes many of the city’s landmarks and attractions for the city’s visitors. It also contains some key points on an immense multi-mode public transport network. Berlin is wholly surrounded by another state, Brandenburg, whose capital – Potsdam

– borders Berlin’s south-western edge. Potsdam has the biggest of the four tramways which are physically discrete from that in Berlin, yet are included in the Berlin ticketing zones. All of these tram operations, local bus services, ferries, and local and regional trains are within Verkehrsverbund Berlin-Brandenburg (VBB), an association with a common tariff since 1999.

The tramway is largely sited in the city’s north-east quadrant. Comparatively a minor outlier, there is also a presence in the south-east centred on Köpenick (incorporated with Berlin in 1920) that would alone

be a significant system in many other contexts. Berlin’s tramway distribution relates to the political circumstances summarised below. Despite only partial coverage of the city’s 892km2, it is nonetheless Germany’s largest tramway. The scale is exemplified by the 23km (14.4 miles) ‘as the crow flies’ between Alexanderplatz – the main central transport concentration – and Alt-Schmöckwitz in the south-east. Given the alternatives in BVG’s journey planner, few might attempt the journey by tram with on-foot transfers, but such a trip would involve five tram lines and take around three hours.

Berlin, Germany

berlin

GermaNy

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Bombardier Flexity Berlin 9049 draws away from U Alexanderplatz (Tram), one of several stops around this public transport focus. Tram coverage was removed here during the 1960s, as part of a perceived modernisation for East Germany’s capital.

ABOVE: Rebuilt to standard specification, ‘short’ bi-directional prototype 4001 near U Naturkundemuseum. North of here, track to U Schwartzkopffstrasse was removed following service closure in August 2013.

LEFT: Needing bi-directional trams, the S+U Warschauer Strasse extension opened in 2000. Oberbaumbrucke is visible in the background.

With single-car T6A2 and trailers, also KT4Dt (all withdrawn by July 2014), the 18.1m two-section KT4D ensured ČKD Tatra stock was the system’s mainstay into the 21st Century. Due for withdrawal by the end of 2015, then 2017, there remain about 40 modernised KT4D in service two years later. Commonly used in multiple, those remaining were built between 1980-86, with a 1990s modernisation programme at Waggonbau/DWa Bautzen (later Bombardier) and renumbering in a 6001-series. Despite deliveries of low-floor vehicles, their survival is due to there otherwise not being enough stock for timetable demands. many ex-BVG Tatras have gone for use on other systems.

Derived from maN/aeG trams built for the Bremen tramway, the adtranz GT6N was Berlin’s first low-floor stock, with the first four (then as 1001-1004) delivered for testing in august 1994, later made standard with the production series. Four batches were received up to 2003 totalling 150 examples, latterly as Bombardier products. The final batch (now 2216-2245) are distinguished by a continuous roofline. all have been modified, reclassified and renumbered. Barring some accident withdrawals, all remain in service. In three sections, they are 26.5m long and 2.3m wide. most are single-ended: 45 with a ‘Z’ identification indicates the bi-directional version.

Developed by Bombardier with BVG and Berlin-based IFS Design, three variants of Flexity Berlin have together become the fleet’s most numerous type. Four 2.4m prototypes were received from Bautzen in 2008, two had five sections (30.8m long) and two had seven sections (40m). For each length there was a uni-directional and a bi-directional version. Three prototypes were rebuilt to match the respective series specifications. The uni-directional ‘short’ variant was not pursued, with 3001’s sections redeployed in 8026 in the 40m, uni-directional 8001-series.

Nos. 4001-34 are five-section and uni-directional. The most numerous variant is the seven-section, bi-directional 9001-series for which deliveries continue. entering public service in September 2011, the production series trams have been assembled at Bombardier Hennigsdorf, Brandenburg, immediately north-west of Berlin. Depending upon variant, capacities are around 180 (30.8m) and 240 (40m) with 75-88 seats. exercising its final options under present arrangements, BVG ordered a further 21 trams for eUr71m in February 2017. Two bi-directional 30.8m Flexity Berlin were introduced on the Strausberg line in 2013.

THe FLeeT

Berlin Hauptbahnhof, showing the part-covered Hbf tramstop in the road median; BVG identifies about 50km (31 miles) of the system as having grassed track.

Once administratively separate from Berlin, Kopenick has a convergence of routes in the south-east: GT6N-U 1552 at Rathaus Kopenick on 31 July 2019.


Berlin

Horse-drawn trams began services in Berlin in 1865, then as the capital of Prussia; the city assumed that role for Germany under the 1871 unification. Lichterfelde in the south-west hosted the world’s first electric tram service, a 2.5km (1.6-mile) metre-gauge installation by Werner von Siemens opening in May 1881. Electrification covered all the city tramways by 1902 and 1435mm-gauge became the standard. The many lines in private and municipal ownership were combined as Berliner Verkehrs-Aktiengesellschaft (BVG) in 1929, passing into city ownership by 1939. Title changes allowed for retaining the established BVG identity.

The tramway reached 634km (396 miles) in length by 1930, but a slow reduction came with bus and trolleybus replacements. The suitability of trams for a sprawling city, and being able to continue during fuel shortages, meant that it remained a major carrier, albeit with reducing coverage.

The 2018 Deloitte City Mobility Index for ‘Greater Berlin’ (includes parts of Brandenburg contiguous with the urbanisation) gave a modal split of walking 31%, private car 30%, public transport 22%, bicycle 13% and ‘other’ at 4%. The level terrain and measures to encourage cycling and walking have encouraged the popularity of these modes. Berlin’s size means that national railway services are significant for local travel, with even long-distance trains using several stations within the city. Covered by VBB ticketing and serving many more stations, regional trains are popular for longer trips within Berlin and Potsdam.

Although sharing some alignments, the 15 lines of the 330km (206-mile) S-Bahn are separate from main line tracks and use a different power system; the S-Bahn is run by a subsidiary of national rail operator Deutsche Bahn (DB). In addition to the tram network, BVG is responsible for ten U-Bahn (metro) lines with 146km (91 miles) of route that combines narrow and large profile formats on a common 1435mm gauge. BVG also

Opened: 1865 (electrification from 1881)

Lines: 22 (night network, 9)

Length: approx. 190km (119 miles)

approx. weekday hours: 04.30-00.30

Line frequency: Wide variations

Gauge: 1435mm

Power: 600V dc, overhead supply

fleet: approx. 360

City network/operator: Berliner Verkehrsbetriebe – www.bvg.de

regional network: Verkehrsverbund Berlin-Brandenburg – www.vbb.de

Civic information: www.berlin.de

Tourist information: www.visitberlin.de

network facts

runs 156 regular ‘day’ bus lines and six ferry services. The former East and West both used trolleybuses, with a collective presence between 1933-73. BVG reported 563m U-Bahn journeys during 2017. The tramway, 190km (119 miles), carried 197m tram passengers during the same period. Boarding is from platform, pavement and road level, the latter including some in the centre of four-lane roads.

Like much in Berlin, public transport and its administrative arrangements were shaped by the post-World War Two divide. Germany’s administration in military zones also applied within Berlin. Neither were truly sovereign. Two new countries were formed, both existing between 1949-90. East Germany (DDR) was a satellite regime of the Soviet Union and West Germany (Bundesrepublik Deutschland) aligned with the western powers. Berlin’s American, British and French zones – becoming West Berlin and not constitutionally part of West Germany — thereby became a political island. Surrounded by Soviet-controlled territory, it was externally connected by controlled road, rail and air corridors.

With division came physically and organisationally distinct transport networks: the East’s BVG-Ost (later BVB) and the West’s BVG. Track cutbacks and layouts to turn back trams were made on both sides. The 155km (97-mile) border around West Berlin became best known for the approximately one-third within the city termed the Berlin Wall (Berliner Mauer). The August 1961 installation of this ultimately 3.6m-high barrier came after the tramway’s division. Breached with international news coverage on 9 November 1989, the Wall was officially dismantled from June 1990. The convenient East-West distinction obscures the old border’s many turns – establishing relative positions in the two ‘halves’ now is not always easy.

To bolster Berlin’s identity as East Germany’s own capital, a new focal point was created away from the previous key locations near the Wall such as the Brandenburg Gate,

TOP RIGHT: Expansion during the 1970s-80s focused on construction in outer districts, with tracks and stops often set in road medians, as at Brodowiner Ring in Marzahn-Hellersdorf.

LEFT: New connections on Invalidenstrasse have improved central tram coverage. Passages at Nordbahnhof station (in the background) house displays concerning the years of division.

TOP: Identified as the first border crossing to open on 11 November 1989, Bosebrucke on Bornholmer Strasse was without a tram service between 1953 and 1995. Westbound 9027 is on interlaced track, used due to limited space on the bridge deck.

ABOVE: 1984-built 6094 leads a KT4D pair terminating at Schoneweide station on 31 July 2019. An under-construction line from Karl Ziegler Strasse will connect near here.

RIGHT: Seen a month after opening in October 2011, final works were continuing on the Adlershof-Karl Ziegler Strasse line, the first phase of a Schoneweide station connection.

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LEFT: On 19 May 2011, bi-directional Adtranz 2008 (now as GT6ZO 2208) turns from Bernauer Strasse towards Nordbahnhof, then a terminus. The Berlin Wall Memorial is in the right background.

RIGHT: Am Kupfergraben stop includes route used by horse-drawn trams. Access via Friedrichstrasse station was restored in 1997.

BELOW LEFT: Friedrichstrasse has Cold War associations, including being the location of Checkpoint Charlie.

BELOW RIGHT: Different Flexity Berlin lengths at Allee der Kosmonauten Rhinstrasse, a Metrotram intersection.

The system’s most easterly point, the turning loop at Rahnsdorf Waldschanke is just over 1km from Rahnsdorf S-Bahn and the western Woltersdorf tramway terminus.


Berlin

Potsdamer Platz and the triumphal avenue, Unter den Linden. Prior to restoring Nicholaivierteal near the Town Hall to represent ‘old Berlin’, nearby Alexanderplatz and the Fernsehturm (broadcasting tower) which opened in 1969 were intended as a showcase of modernity. As such, tram tracks were removed from here and other central areas.

East Berlin retained its tramway however, becoming a base for later expansion. With big gaps between railway coverage, tramlines were built to serve housing estates and industry in the north-eastern suburbs. Increased capacity came from 1976 with new Czech-built ČKD Tatra stock. Long stretches on broad avenues radiated from around the centre and on some outer orbital roads. Proving the suitability and acceptability of trams for longer journeys was a legacy upon which today’s system has built. Opened in 1985 to support the BVB modernisation, Marzahn remains BVG’s newest and biggest of its five active depots. The next newest is Lichtenberg, opened in 1913, albeit much expanded. History has necessarily shaped the location of maintenance and storage facilities, something which will need addressing with the delivery of expansion projects.

Tram services remained on the west of the political divide, but from the mid-1950s operations were reduced in favour of buses and private vehicles, plus expanding U-Bahn coverage. Although isolated, West Berlin was prosperous and car ownership far exceeded that in the East. West Berlin’s last trams ran on 2 October 1967 on a north-western route including the once-separate city of Spandau. This is an area now amongst several longer-term projects for expanded tram operations. The official vision for more public transport schemes is contained within the 2019 document Nahverkehrsplan Berlin 2019-2023.

Berlin’s senate committed to modernising and expanding the tramway during 1993; investment in the early post-reunification years was however proportionally small compared to heavy rail funding. Reinstating high-capacity S-Bahn and U-Bahn operations was logistically sensible and a tangible expression of urban unity. In the national context, rail connections with ‘the West’ were a small if politically important presence. Zoologischer Garten (‘Zoo’) had become West Berlin’s main station, an awkward station for such a role. Post-1989, the reinstatement of through-services saw Ostbahnhof became a temporary main station until huge investment created today’s Berlin Hauptbahnhof (Hbf). Very close to Germany’s then-emerging government district, the Hbf is a split-level crossing of main lines. These are the east-west axis on the historic elevated Stadtbahn and the much newer in-tunnel north-south route.

Restructured tramline identities in the 1990s (which extended to Brandenburg state’s Potsdam, Strausberg, Woltersdorf and Schöneiche systems) were modified by the BVG 2005 plus plan. Rather than being separate operations, transport modes became presented to users in an integrated manner. Lines in the new Metrotram category that would approximate to U-Bahn and S-Bahn service levels gained an M-prefix. The most frequent regular services with at least a ten-minute main interval are (in 2019) nine lines in the series M1-M17. Higher frequencies apply in the peaks and over core sections. Metrotram is also in BVG’s night network, running at 30-minute intervals. Fifteen other lines are numbered between 12-68.

Just east of Berlin but as separate entities, Woltersdorf tramway is 87, Schöneiche-Rüdersdorf is 88 and Strausberg is 89. The substantial

Berlin’s east-west core railway route which includes Alexanderplatz and the Hauptbahnhof uses the 12km (7.5 miles) of Stadtbahn dating from 1882. ODEG Stadler KISS with a regional service passes Jannowitzbrucke S-Bahn station alongside the River Spree.

Szczecin’s many visitors from Berlin are likely to encounter some familiar trams. Still in BVG colours in July 2019, Tatra T6A2 stock is at Wyszynskiego.

S-Bahn Class 485 stock (former DDR Class 270) at Messe Nord ICC (Witzleben) on 1 August 2019. Originally Witzleben, the station closed during the 1980-1993 suspension of Ringbahn services.

The return of trams since 1998 is such that track encircles Alexanderplatz DB station. With service changes in place due to infrastructure work, this is S+U Alexanderplatz Bhf-Dircksenstrasse in July 2019.

Osloer Strasse Prinzenallee stop on the 1995 re-opening to Louise Schroeder Platz on 19 May 2011. Leading KT4D 6059 remains in BVG service (late 2019); 6012 went to Oradea, Romania.

local travel: BVG information points at U-Bahn stations include alexanderplatz, Zoologischer Garten, rathaus Spandau and Warschauer Strasse. The small format map Liniennetze S+U Bahn Tram is recommended, arguably better for navigation than web-based alternatives, although BVG’s journey planner is very useful. Single tickets with a two-hour validity (excluding return trips) cost from eUr2.80.

Zone a covers the area within and including the S-Bahn ring line. Zones a-B-C cover those Berlin area tramways mentioned in this Factfile. Day tickets are available in various duration and group formats: Single-person zones a-B ticket (includes Tegel airport buses) eUr7; a-B-C – eUr7.70 (also includes rail/bus for Schönefeld airport). There are also many street stop and station ticket machines. Tickets bought from machines on trams or from bus drivers are valid immediately; tickets bought otherwise need validation at boarding. revenue protection is via mobile checks.

The DB Brandenburg Berlin Ticket costs from eUr29 and covers both states, trams in Berlin, Potsdam, Brandenburg, Frankfurt (Oder) and Cottbus. It also includes regional trains to Szczecin, Poland, and trams/buses in that city (prices as at December 2019).

What is there to see? a 1.2km (0.8-mile) radius from the intersection of Unter den Linden and Friedrichstrasse includes much of interest for the first-time tourist: the Brandenburg Gate, reichstag building, museum Island and Cathedral, Checkpoint Charlie, alexanderplatz, Spree river trips and bar/restaurant concentrations like Nicholaivierteal and tram-served Hackescher markt. With greater public transport use, such diverse settings as the 1936 Olympic Park, Charlottenburg Palace, Treptower Park Soviet War memorial and several Berlin Wall/Cold War locations may be added.

Going to tramway extremities at rahnsdorf Waldschänke or alt-Schmöckwitz, or on the railway towards Wannsee and Potsdam, conveys the scale of Berlin’s forests and lakes. repeat visitors are also likely to return for more abstract qualities, perhaps sampled in Berlin’s many atmospheric neighbourhoods.

eSSeNTIaL FaCTS


Potsdam system uses numbers between 91-99. Overall where tramstops coincide with railway stations, the name incorporates S, U and Bahnhof as appropriate.

Historically Berlin is a uni-directional system with terminus and interim turning loops. The S+U Warschauer Strasse extension in May 2000 and a need for temporary termini during rebuilding has led to the fleet having a higher proportion of double-ended stock. Never-used modern tram tracks on Leipziger Strasse (for a 3km/1.9mile Potsdamer Platz-Alexanderplatz line) and on Oberbaumbrücke (bridge) showed advance planning far ahead of implementation. Although road works prompted removal of tracks on the bridge, they will need replacing if Oberbaumbrücke is used for an extension to Hermannplatz.

Amongst reinstatements in former West Berlin, the first and longest was completed in two stages by October 1997. It runs west from Björnsonstrasse, a turning point on Bornholmer Strasse, to Virchow-Klinikum. Tram services over Bösebrücke near Björnsonstrasse had ceased with the tracks removed following the splitting of tram operations in 1953. Bösebrücke is regarded as the first border crossing to have opened on 9 November 1989. Nearer the city centre, Bernauer Strasse has a section opened in 2006 which lies immediately north of the Berlin Wall memorial park, thereby briefly in ‘the West.’ This route used by M10 became integrated with an extension opened in 2014 – years later than intended – which added Berlin Hbf to the tramway.

When opened in 2006, Berlin Hbf was a structure standing in relative isolation, in respect of transport connections beyond its own services. Befitting status and high demand, Hauptbahnhof stop with covered platforms is substantial by system standards. Avoiding a turn-back at

LEFT: Due for replacement by new stock, a small profile A3L71 U-Bahn train is on Oberbaumbrucke in July 2019. Intended for an early extension into the former West, never-used tram tracks on the lower deck were due for removal because of road works.

ABOVE RIGHT: Then in prototype form for evaluation, 9001 is in public service at Spandauer Strasse-Marienkirche in May 2011. Adding this route to Hackescher Markt was part of the central tramway reinstatement.

RIGHT: A Bombardier Flexity Berlin. On-board ticket machines are standard across the fleet.

Hauptbahnhof, track continues west on Invalidenstrasse until turned to arrival-only Lüneburger Strasse. Further on the return loop is space for stabling trams. Eastbound services begin by way of a single platform stop, Clara Jaschke Strasse, before rejoining track at Hauptbahnhof. Such arrangements would change with another westward extension, with Turmstrasse U-Bahn as the initial target for further westwards extension, thereafter towards Jungfernheide on the S-Bahn ring line.

Tegel Airport in north-west Berlin never received a fixed transport link. Its expected closure when Berlin-Brandenburg Airport opens – the latest of several targets is October 2020 – should free more land for re-use. An airport that has closed, Tempelhof in 2008, is a potential site for a new depot that would be needed to provide for southern and western system growth.

The south-eastern area near Schönefeld Airport (the upgraded runways will be used by Berlin-Brandenburg Airport) is another development location. In September 2011 a new tram route opened between Adlershof S-Bahn station and a terminus amongst research centres at Karl Ziegler Strasse. The second phase is being implemented to add 2.6km (1.6 miles) with five new stops between Karl Ziegler Strasse and existing track at Schöneweide station.

Once with the prospect of being removed from the system, Pankow in the north had an extension in 2000 and is being studied for greater coverage. Improvements and replacement of existing infrastructure are exemplified by a planned 1.2km (0.8-mile) section for bringing trams closer to Ostkreuz, a key eastern interchange completely rebuilt with the station remaining operative over several years. At Berlin’s eastern edge, tram arrangements south of Mahlsdorf S-Bahn have not kept pace with changed conditions. An in-study

project will improve tram to train transfers with a short extension, reduce road traffic conflicts and remove the limits created by the present single-track sections. Construction is expected to start by 2022.

For detailed maps of Berlin’s tramway and metro see www.bvg.de/en/Travel-information

AUSTRALIAMELBOURNE. With 81 out of 100 E class low-floor trams in service, tests have been undertaken with a view to their use on line 58. At present they are used on lines 11, 86 and 96.

West Coburg tram terminus is to be rebuilt with a 33m D D A - c o m p l i a n t p l a t f o r m between 15-22 February with trams cut back to Bell St.

Railway Digest, P. Nicholson

AUSTRIAWIEN (Vienna). This year’s cemetery service on 1 November was the least since 1945, with no special routes or extensions, and just a reduced headway on line 71.

The Bombardier Flexity loaned to Graz, 306, is now in service in Wien. EB

BELGIUMANTWERPEN. The new network from 8 December has a peak run-out of 156 sets, or 190 trams when 34 coupled sets of PCC cars are taken into account. A total of 263 trams are available in the fleet (including 117 PCCs). Single PCCs are used on lines 11 and 12.CHARLEROI. Tram service between Fontaine l ’Évêque and Anderlues resumed on 8 January after several months of infrastructure work. T-2000BRUXELLES/BRUSSEL. Renewal of tram tracks on line 39 to Ban Eik was to be completed on 28 February, permitting the resumption of normal service.

On 12 December the city approved a project to convert the current road tunnel on Avenue de la Reine near the Gare du Nord station to tram operation. The decision has been taken as the existing Thomas tram tunnel to the north – used by lines 25, 55, 62 and 93 – is at capacity; upon completion of the works lines 62 and 93 will use the new alignment.

Public space around the two tunnels will be improved, with new bicycle lanes in the tunnel de la Reine being added to existing ones that will be renewed in the Thomas tunnel. T-2000, The Brussels Times

BRAZILSÃO PAULO. On 16 December monorail line 15 was extended from Jardim Planalto to São Mateus, taking the line to 13km (eight miles). Services initially ran on weekdays 10.00-15.00, with full operation beginning in January.

A one-station extension from São Mateus to Jardim Colonial is to open next year; a further six-station eastern extension to Cidade Tiradentes is planned for 2022. RGI

CANADATORONTO. At the end of 2019 Bombardier Flexity low-floor trams 4600-03 were outstanding from the latest order, plus 4401 being rebuilt to production standard. The original contract required delivery to be completed in 2017.

Bombardier laid off a further 120 workers at Thunder Bay on 21 December.

An order for 60 more cars is planned, but currently unfunded.

The consortium building the 19km (11.8-mile) Eglinton Crosstown light rail line has told Metrolinx it will be delivered seven months late (May 2022) and CAD330m (EUR227.3m) over budget, although Metrolinx has said the leaked report containing these details is merely “assessing the risks” and “in no way represents the final results.” D. Drum

CHINAMACAU. The automated light metro was inaugurated on 10 December (several years late and over budget by a factor of three), with free travel until the end of the year. The 9.3km (5.8-mile) elevated Taipa line links Oceano a n d T a i p a F e r r y T e r m i n a l via the airport and operates every five minutes at peaks. M i t s u b i s h i h a s s u p p l i e d 55 two-car rubber-tyred trains named Ocean Cruiser. A further 7.7km (4.8 miles) should open

in 2020 to extend the line from Oceano to Barra.

Macau Light Rapid Transit Corporation, a subsidiary of Hong Kong’s MTR, has a ten-year franchise to operate and maintain the system. GCR AsiaYIBIN. A 17.7km (11-mile) optically-guided rubber-tyred bus operation has been introduced, with three three-section articulated cars, partly as a demonstration p r o j e c t f o r m a n u f a c t u r e r CRRC Zhuzhou. DS

CZECH REPUBLICPLZEŇ. The 1.4km (0.9-mile) extension of tramline 4 from Bory to Univerzita carried passengers on 16 December. urbanrail.netPRAHA (PRAGUE). A new t r a m s t o p d e s i g n i s b e i n g evaluated in Palacký Square. The prototype was chosen following a competition launched in 2018 by the Prague Institute of Planning and Development; following six months of testing and passenger feedback, any modifications will be made before a tender is launched for a supplier.

As not all public transport shelters are currently owned by the city, there are many ageing designs and the city has no control over any advertising they carry or the revenue this generates. This new design will remedy that situation.

The initiative to unify city street furniture began in 2017 with

the search for new designs for benches, litter bins and bicycle racks. The winning designs are now installed in Stromovka Park, Petřín, and Strossmayer Square. Radio Prague International

FRANCEBORDEAUX. The first tram on tramline D left Quinconces at 10.00 on 14 December, running over new APS-equipped tracks along Ave de la Libération Charles de Gaulle to Mairie du Bouscat. A further extension is planned for 20 February to Eysines-Cantinolle . In the other direction, line D shares tracks with line C to Gare St-Jean, offering a combined three-minute headway on the common section. lineoz.netGRENOBLE. It is confirmed that the 1km (0.6-mile) extension of tramline T1 to Pont-de-Claix/L’Étoile was opened on 21 December. urbanrail.netMARSEILLE. Metro line 2 was extended from Bougainville to Geze on 16 December. urbanrail.netNICE. At 10.30 on 14 December the final section of tramline T2 was opened through the subway to a new open-air terminus at Port Lympia (Porte de Nice). An order has been placed with Alstom for 13 Citadis 405 trams to increase the capacity of line 1 (operated by Citadis 302 trams at the moment). lineoz.net

Worldwide Review


Estadio station on the new Macau elevated light metro on 16 December. The 9.3km (5.8-mile) Taipa line covers 11 stations and is fully-automated, using rubber-tyred cars supplied by Mitsubishi Heavy Industries. Howard Pulling

PARIS. The branch of SNCF-operated line T4 to Clichy- sous-Bois and Montfermeil was brought into use from 14 December. It includes sections of street running, unlike the main line which was a conversion of a railway.

GERMANYBIELEFELD. Line 3 resumed operation to Stieghorst on 7 December, after eight months of bus replacement. DSB O N N . O n 2 2 D e c e m b e r passengers on a line 66 service had to break into the driver’s cab to stop a runaway tram after the driver suffered a medical emergency.

Just before 01.00, police received calls from passengers onboard the tram heading into the city centre from Siegburg after it passed several stops without slowing – despite pulling the emergency brake. After it became clear that the driver was unresponsive, two men broke the cab door, with operator SWB giving instructions on how to bring the tram to a halt at Adelheidisstraße.

Systems designed to send alerts if a driver loses consciousness appear to have malfunctioned. General AnzeigerBREMEN. Windoff has delivered a new sf50 works tram for rail scrubbing and grinding. GERA. In a political compromise, the number of new trams to be ordered has been reduced from 12 to six. DSHAMBURG. The new U-Bahn station Odenfelde was opened on 9 December, on line U1 between Farmsen and Berne.

On 15 December the new S-Bahn station at Elbbrücken was brought into use. DSKÖLN (Cologne). The Stadtbahn-B m o d e r n i s at io n p r o g r a m m e continues as 2411 (ex-2111) r e - e n t e r e d s e r v i c e b e f o r e Christmas. It was followed by 2415 (ex-2115). DSMANNHEIM-LUDWIGSHAFEN (RNV). To meet a tram shortage pending the arrival of new Škoda cars in 2021, RNV has reactivated three 1963 Düwag tramsets for regular passenger service, former Rhein–Haardt-Bahn 1015+1055, 1017+1057 and 1018+1058; they can normally be seen on line 6.

Services in Ludwigshafen had to be temporarily revised from 22 November when ‘concrete cancer’ was identified in the H o c h s t r a s s e S ü d e l e v a t e d motorway, with the danger of parts falling on the tramway below. SVM Ü N C H E N ( M u n i c h ) . I n readiness for the new timetable from 15 December, the Technical Regulation Board (TAB) for Oberbayern issued approval

for the three-section Siemens Avenio trams (2751-9) to be used across the network. The same organisation has finally approved use of the 21 Siemens C2 U-Bahn sets delivered in 2013. DSPOTSDAM. It is planned to issue tenders for 14 new trams in 2020 (with an option for five more), with delivery required from 2024. DSWÜRZBURG. Eighteen new five-section 36m single-ended low-floor trams with all-axles motored have been ordered from HeiterBlick for EUR65m. Delivery will be in 2022-24. IRJZWICKAU. Due to the poor state of the track, tramway operation between Georgenplatz and the railway station (Bhf) was suspended after operation on 13 December. DS

GREECEATHINA (Athens). Further testing on the new 5.4km (3.4-mile) tram loop through Piraeus took place in November and December. TR

INDIANEW DELHI. Proposals have been released to introduce an optically-guided bus ser v ice using onboard energy storage on two loop routes in the heritage Chandni Chowk area. The plans replace those to introduce trams, deemed to be too expensive and infrastructure-intensive. Both the proposed routes, 7km (4.3 miles) and 5km (three miles), will begin at Rajghat and will serve Jama Masjid, Chawiri Bazar, Red Fort and Old Delhi Railway station.

Work on the Chandni Chowk redevelopment project began in December 2018 and is scheduled for completion in the coming months. The new ‘trackless tram’ service, modelled on those in operation in China, is expected to be introduced after that project is completed to avoid congestion of the area. Hindustan TimesPUNE. The first of 102 aluminium-bodied metro cars (34 three-car trains) being built by Titagarh Firema was delivered at the end of December. Service on lines 1 and 2 is planed for 2021. IRJ

ISLE OF MANGENERAL. Isle of Man Railways has published its 2020 timetables. The (steam) Isle of Man Railway operates 6 March-5 November; the Manx Electric 13 March- 1 November; Snaefell Mountain Railway 24 March-1 November; a n d t h e D o u g l a s H o r s e Tramway provisionally 20 April- 21 September. The latter operates between Derby Castle and Broadway, subject to progress on the Promenade reconstruction – which is currently carrying a delay

of 24 weeks and is not expected to be completed until August 2021.

Details have also been released for various events. For f ull timetables and event information see www.rail.imMANX ELECTRIC RAILWAY. New proposals could see the former Laxey substation become a museum. The building, close to Laxey MER depot, still contains its brass switch gears, marble control panels and two mercury arc rectifier bulbs.

The Laxey Substation Group feels there is a unique opportunity to preserve and display this equipment as an example of the island’s heritage. Recent talks with the Department of Infrastructure have been positive, but funding of around GBP15 000 (EUR17 600) will have to be raised by the volunteers.

ITALYMILANO. Modernised six-axle trams dating from 1960 are 4717/20/4/8/31/2, used on line 2, and sometimes line 19. Funding has been agreed for the extension of metro line 5 by 12.6km (7.8 miles) from Bignami to Monza. The project should be completed in 2027. B. Martin, TR

IVORY COASTABIDJAN. Proposals for a EUR1.4bn elevated metro have been approved, with a 37.5km (23.3-mile) first line to be built and equipped by French interests. Line 1 is to run from Anyama Centre in the north of the capital to the airport in the south, serving 18 stations; it is designed for up to 500 000 passengers/day.

Civil engineering will be undertaken by consortium l e a d e r B o u y g u e s T r a v a u x Publics, with track systems and electrification supplied by Colas Rail. Construction is due to begin later in the year, subject to land acquisition and permits.Alstom is to provide 20 five-

car Metropolis trainsets, along with the CBTC, signalling and telecommunications and depot equipment.

Operations and maintenance will undertaken by Keolis. RGI

MAURITIUSPORT LOUIS – CUREPIPE. After another inauguration on 22 December, free passenger s e r v i c e w a s o f f e r e d f r o m Port Louis to Rose Hill on 27 December, marking another stage in the gradual inauguration of the first 12.4km (7.7-mile) phase of the new light rail line. The full 26km (16.2-mile) route to Curepipe is planned to open by September 2021. O. Doyle

NETHERLANDSDEN HAAG. Yellow preserved PCC 1321 will join the tourist tram operation in 2020, repainted in traditional cream with a green stripe (a livery it never carried in service). digitaletram.nlINDUSTRY. De Lijn is switching to contactless-only payments on bus and tram services from July. Tickets will still be available at vending machines and shops for those who wish to buy them in advance. The Flemish transport operator is in the process of i n s t a l l i n g n e w c o n t a c t l e s s terminals across its vehicles, with travel passes also available via the De Lijn mobile app. The price will be standardised at EUR2.50 per trip, regardless of the payment method.

PHILIPPINESMANILA. The ground-breaking ceremony for the country’s first underground metro took place at the depot site in Barangay Ugong on 21 December; this is also the location of the line’s future East Valenzuela Station.

It is hoped to open the first phase in 2021 serving Ninoy Aquino International Airport; ridership is projected at 370 000/day for the


The opening of Geneva’s cross-border tramway to Annemasse in France took place on 14 December. TPG

15-station line. Finance is coming from Japanese sources. IRJ

POLANDGORZÓW. The suspended tramway operation is now expected to start carrying passengers again at the end of March. DSGRUDZIĄDZ. Modertrans was the only company to submit a bid to supply four single-ended low-floor trams, with a price of PLN25.3m (EUR5.96m). infotram.plKRAKÓW. The first of 50 new Stadler Polska-built 33.4m three-section Lajkinik trams was delivered on 13 December. The unit price is PLN7.27m (EUR1.7m). The first two units from the order will be equipped with battery systems to allow catenary-free operation up to 3km (1.9 miles); the others will have the capability of being retrofitted at a later date.

A tender for a further 60 trams attracted just one bid, from Stadler Polska, though a contract has still to be signed. The 70 high-floor Konstal 105N and 70 ex-Wien E1 trams should all be gone by the end of 2022. infotram.plŁÓ DŹ . M P K h a s aw a r d e d Modertrans a contract for 30 five-section Moderus Gamma trams for PLN268.5m (EUR63.3m). Delivery will be in 2022. infotram.plP O Z N AŃ . D e l i v e r y o f 5 0 Modertrans Moderus Gamma low-floor trams (30 single-ended and 20 double-ended) was completed on 18 December. infotram.plTORUŃ. Tenders have been i s s u e d f o r f i v e l o w - f l o o r five-section single-ended trams for delivery in 2022. infotram.plSZCZECIN. It is planned to order a small series of double-ended low-f loor trams to permit services to be maintained during track work. infotram.pl

RUSSIAKONOTOP. Six Tatra T3 trams have been delivered from Riga in Latvia. transphoto.ru

KRASNODAR. The first of four new three-section 71-631-03 trams from Ust-Katav (202) was delivered on 15 December. transphoto.ruMAGNITOGORSK. Delivery started in late December of ten new tram bodies built by NPP Gorizont that will be fitted with bogies and electrical equipment from KTM-5 trams to produce a 71-605 model. The include a new matt finish livery.

Service on the new tramway in Ulitsa Zeleny Log started on 31 December, with 71-623 3176 used as the the first tram. transphoto.ruMOSKVA. Four new metro depots are to be built in the next five years, with the first two at Stolbovo and Yuzhnoye.

T h e 2 0 k m ( 1 2 . 4 - m i l e ) alignment of the first phase of the Biryulyovsaya metro line from ZIL to Biryulevo Zapadnoe has been approved w i t h c o m p l e t i o n e x p e c t e d in 2025. TRN O V O C H E R K A S S K . M o r e ex-Moskva KTM-19 trams to be delivered are 4314/44/64, 30811 (ex-4345) and 30248 (ex-2130) of 2007- 08, which arrived on 5 December. transphoto.ruTOMSK. Five KTM-19 trams have been transferred from Moskva and were delivered on 9 December. transphoto.ruULAN UDE. Delivery of 15 71-911 Lionet low-floor bogie trams (01-12/4-6) from PK T r a n s p o r t n y e S i s t e m y w a s completed on 25 November. transphoto.ruVLADIVOSTOK. Ex-Moskva KT-19 trams 5019/21/30/4/49/65 and 5337/8 dating from 2001-02 have arrived. transphoto.ru

SERBIABEOGRAD. The southern end of line 3 has been cut back to Topcider, with replacement buses running to Knezevac, as the road is being rebuilt as a dual

carriageway with trams in the central reservation. R. Holliday

SOUTH KOREASEOUL. Metro l ine 6 was extended by 1.3km (0.8 miles) from Bonghwasan to Sinnae on 21 December.

An order for 448 metro cars has been placed with Hyundai Rotem under a contract worth USD550.4m. They will be used on lines 1, 3, 4 (ten-car sets) and the Bundang line (six-car sets). Delivery should be completed by 2023. IRJ

SPAINBARCELONA. On 23 November the seventh station on metro line 10S, Ciutat de Justicia, opened, proving surface interchange with FGC line 8 (whose own station, Ildefons Cerda, has been renamed to match). The next station to open on line 10S will be Zona Franca in the first quarter of 2020.

Further to last month’s news, the 42 new metro trains will be built locally by Alstom at a cost of EUR268m for delivery in late 2 0 2 0 - 2 2 . T h e y w i l l h a v e aluminium bodies and be 91% recyclable. R. FelskiVITORÍA-GASTEIZ. The first of seven seven-section 44.2m 100% low-floor double-ended CAF Urbos 600 trams was delivered on 10 December, with test i ng beginning on the evening of 17 December.

Three trams were initially ordered by Euskotren for the 7.8km (4 . 8 - m i le), two-l ine metre-gauge network in late December 2017, including a provision to lengthen the existing vehicles from five to seven sections to increase their capacity from 270 to 400 passengers. In May 2019, this contract was modified to include a further f o u r s e v e n - s e c t i o n t r a m s . The new vehicles have eight pairs of doors, 58 fixed and six tip-up seats, and additional space for prams and wheelchairs.

Platforms across the network have been lengthened in readiness for the arrival of the new fleet. RGI

SWITZERLANDG E N È V E . T h e C H F 1 . 8 b n (EUR1.66bn) Léman Express commuter rai l service was launched on 12 December at a ceremony involving CFF and S N C F ; s e r v i c e s s t a r t e d o n 15 December. Six lines serve 45 stations, with six trains/hour on the core section.

The network is operated by Lémanis, a joint venture of the two national rail operators, using 40 Stadler FLIRT EMUs and 17 Alstom Coradia Polyvalent. IRJZERMATT – MUSTÉR (MGB). The new MGB station at Fiesch, offering direct interchange with the Fiescheralp cable car, was opened on 7 December, 400m north of the previous station. TR

THAILANDBANGKOK. On 4 December the elevated Sukhumvit metro line was extended by 3.3km (two miles) from Ha Yaek Lat Phrao to Kasetsart University. The system marked its 20th anniversary on 5 December. urbanrail.net

UNITED KINGDOMBLACKPOOL. The three Fylde local authorities are expected to apply for funding under the Future High Street Fund for a feasibility study into extending the current tramway. Envisaged is expansion at each end to take in the Preston to Blackpool South railway line as far as Kirkham & Wesham, and the currently closed railway from Fleetwood to Thornton and Poulton. This would take into account local initiatives to revamp these lines as light rail, as put forward by local groups over several years. The proposal needs to be ratified by the Blackpool, Fylde and Wyre Economic Prosperity Board in January and is likely to cost GBP2m (EUR2.4m).

Worldwide Review


The last days of operation of Bochum-Gelsenkirchen line 310 through the woods to Witten with the soon-to-be-withdrawn Duewag Stadtbahn-M tram. GU

Greater Manchester Mayor Andy Burnham at the controls of Metrolink 3105 on one of the first test trips along the full length of the new Trafford Park line. Chris Bull / TfGM

The Wilko store at Blackpool North station will close in March with demolition expected shortly after. This will allow completion of the Talbot Road tramway extension to a temporary terminus, probably by early 2021. Progress on construction of the hotel which is to occupy part of the Wilko site w i l l p r o v i d e a p e r m a n e n t terminus for the tramway closer to Blackpool North station, probably in 2022. The extension has yet to be equipped with overhead line.EDINBURGH. Construction work on the tram extension to Newhaven paused between 20 December and 6 January, with footpaths reinstated to enable the free flow of pedestrians along the route of the new line over the Christmas and New Year holidays.

Edinburgh Trams has achieved ServiceMark accreditation, the first UK light rail operator to do so. ServiceMark is awarded by the Institute of Customer Service based on customer satisfaction feedback and an assessment of employee engagement with an organisation’s customer service strategy. In the customer survey, Edinburgh Trams scored 87.1%, 15 points higher than the UK transport average.

Members of the Scottish P a r l i a m e n t h a v e a d o p t e d legislation that allows councils to impose Workplace Parking Levies, as used in Nottingham to help fund that city’s tramway a n d o t h e r l o c a l t r a n s p o r t enhancements. Edinburgh and Glasgow have said they plan to introduce levies.GREATER MANCHESTER. The first tram to operate over the entire length of the new Trafford Park line was 3018 on the night of 8-9 December. Whole line testing has now begun with a view to public service starting in early April. This is seven months earlier than originally expected.

The 5.5km (3.4-mile) extension runs from a junction with the Eccles line at Pomona and serves the Trafford Centre plus stops at Wharfside, Imperial War Museum North, Village, Parkway and EventCity. It is expected that a new service will run from Crumpsall through the city centre to Trafford Park but this will be dependent on the delivery of the current order of 27 trams.

The Trafford Park Line is the final project to be delivered under Transport for Greater Manchester’s GBP2bn (EUR2.3bn) ten-year expansion programme, which has extended the network to 97.5km (60.6 miles) to serve East Didsbury, Ashton-under-Lyne, Rochdale via Oldham, and Manchester Airport.

From 1 February, concessionary bus pass holders will be required to pay an additional GBP10 (EUR11.75)/year for unlimited off-peak travel on trams and trains across the region for free. Currently, the passes allow free off-peak travel for buses across England and for trams and trains across Greater Manchester. The additional fee will not apply to concessionary passes for those with disabilities.LIVERPOOL. Merseytravel is to commission a feasibility study into improving connections from the city centre and John Lennon Airport, with the authority assessing all options, including revisit ing elements of the Merseytram proposals that were formally cancelled in 2013.

The closest rail link to the airport is currently Liverpool South Parkway station; opened in 2006, this is located some 5km (three miles) from the airport and still requires a shuttle bus transfer.NOTTINGHAM. The city’s Workplace Parking Levy (WPL) is to be increased from GBP415 (EUR487) to GBP424 (EUR498) per car parking space from 31 March. The levy, introduced in 2012, is a form of congestion charge where employers with more than ten parking spaces are charged per space; motorcycle parking is excluded.

The WPL has so far contributed around GBP61m (EUR71.7m) towards the expansion of the city’s tramway, redevelopment of the railway station and supporting the Link bus network. Currently, more than 40% of journeys into the city centre from the suburbs are made by public transport, while car usage since the tramway opened has fallen by 7%.

Fares were to be revised from 6 January with zoned GBP1 ‘short hop’ tickets becoming available across the entire network instead of only in the central area. The adult single purchased from a platform machine will increase by GBP0.10 (EUR0.12) to GBP2.40 (EUR2.82) and the tram Day Ticket by GBP0.20 (EUR0.24) to GBP4.20 (EUR4.94).SOUTH YORKSHIRE. Temporary withdrawal of the Stadler Citylink fleet for work on a hydraulic fault between the evening of 13 December and afternoon o f 1 7 D e c e m b e r l e d t o s u s p e n s i o n o f t r a m - t r a i n services; they initially resumed at two trams per hour (tph).

The service had already been reduced to 2tph while other rectification work was carried out by Stadler, but it had been announced as returning to 3tph from 15 December.

WEST MIDLANDS. The UK’s first tramway built to operate with battery-powered trams opened on 11 December, three days later than expected. Trams on West Midland Metro’s 840m Centenary Square extension use battery power from Grand Central to the new stops at Town Hall and Library.

A six-minute headway is provided in the peaks, with an eight-minute headway at other busy times and a ten-minute service at evenings and on Sundays. Construction on to Five Ways is continuing, with opening expected next year. When the two-phase extension is complete it will grow the network by 2km (1.2 miles) to Hagley Road in Edgbaston.

Work started in 2017 on the first section of the Westside extension, which is being delivered by Midland Metro Alliance (MMA). At the time of opening only two trams (26/27) were not equipped with batteries, but this work was expected to be completed early in 2020.

USAB E T H E S D A – N E W C A R R O L L T O N , M D . T h e M a r y l a n d D e p a r t m e n t o f Transportation Maryland Transit Ad m i n i st r at ion ( M TA) h a s confirmed that the first section of the 26.1km (16.2-mile) Purple line to open will be from the eastern terminus at New Carrollton to College Park by late 2022.

A second phase of the USD5.6bn project will take the line to Montgomery County in 2023.

The first CAF Urbos LRV is currently undergoing dynamic testing in Elmira, NY, and is due to b e de l ive re d i n late 2 02 0. Measuring 43.2m, the five-section LRV will be the longest delivered to any system in the country, capable of carrying 431 passengers, 80 seated.BOSTON, MA. MBTA will close t h e G r e e n l i n e s t a t i o n a t Lechmere for about a year from

April to permit work to start on the northern extension.

The new Orange line CRRC-built subway cars had to be withdrawn from service in December due to premature wear on a bogie component. They returned to service in early January. R. BarrowsL O S A N G E L E S , C A . T h e LACMTA (Metro) is exploring funding models to help deliver its ambitious programme of rail projects in time for the city’s hosting of the Olympic and Paralympic Games in 2028.

T h e d e c i s i o n c o m e s a s construction bids for a number of the planned schemes have c o m e i n a b o v e e s t i m a t e , including the extension of the Gold line east of Azusa. Bids for this project were 38% higher than expected, forecasting a total project cost of USD2.1bn. To stay within budget, the LRT line has been reduced by 4.8km (three miles) and will now terminate at Pomona, although this has brought forward the opening by two years, to 2025. If additional funding – estimated at USD465m – can be found this year, the original terminus at Montclair and an additional stop at Clairmont, will be reinstated.

Metro has scheduled at least five new project openings in the next decade, including the 14km (nine-mile) Westside subway extension between Wilshire/Western and Westwood; twin 3 .1 k m (1 . 9 - m i l e ) t u n n e l s forming the downtown Regional C o n n e c t o r a n d a 14 . 8 k m (9.2-mile) LRT line along Van Nuys Boulevard to the San Fernando Valley. All of these schemes face budget shortfalls.

Other projects Los Angeles Mayor Eric Garcetti is pushing for completion before 2028 include a rail line to Artesia, an Eastside extension of the Gold line and prolongation of the Green line to Torrance. To meet the deadline, all of these need to be under construction by 2023, Metro says.


The Noorderlaan extension in Antwerpen started carrying the trams of new line 1 on 8 December. digitaletram.nl

The agency borrowed heavily in the bond market in the 1980s and 1990s to build its first LRT lines and by the end of the century, debt service was its single largest expense – consuming more than 30% of the operating budget.

By the end of 2019 the 13.6km (8.5-mile), USD2.058bn, Crenshaw line (Expo – LAX) was 93% complete, with passenger service planned for June 2020, about six months later than originally forecast. LA Times, StreetsblogLA

PORTLAND, OR. The first SD660 LRV to have completed the ‘mid-life overhaul’ being carried out by Siemens Mobility under a seven-year contract encompassing all 79 such cars in TriMet's fleet, Type 3 car 315, returned from Sacramento on 22 December. It is the first MAX car to wear the new livery of all over-blue with semi-vertical orange stripes.

For the Type 2 cars, 215 was chosen as the prototype for the work. It left Portland in late

September but is not expected to return until autumn 2020. The overhaul of the Type 2 cars will include replacement of the HVAC system, whereas in the Type 3 cars that equipment is only being refurbished, so TriMet specified two separate prototype overhauls. The plans to carry out the remaining 77 overhauls in the Portland area (at the former United Streetcar facilities) have been dropped, and the entire overhaul programme will be now be carried out at Siemens’ McClellan Park facility in Sacramento that opened in 2016.

Meanwhile, the 26 new S700 LRVs for TriMet (Type 6) are being built at Siemens’ older Sacramento site, on French Road. S. J. MorganST LOUIS, MO. The Loop Trolley heritage tramway was shut down after operation on 29 December as the non-profit operator ran out of money. The Bi-State D e v e l o p m e n t A g e n c y i s considering taking over the USD51m operation, otherwise federal funding will have to be returned.

Farebox revenue was predicted at USD 394 433/year but fell below USD 2000/month. The third tram (003, ex-Melbourne 512 via Seattle) never entered service, so the planned expansion to daily/all-day service never occured.

A new livery has been launched for MetroLink and MetroBus services, replacing the red, white and blue with a single light blue colourscheme. Three of the system’s Siemens LRVs feature the new colours and fonts, but it will only be applied to new LRVs and buses as they replace older vehicles. S. J. MorganSAN FRANCISCO, CA (Muni). Line E and F trams have been cut back to Pier 39 on the Embarcadero since 21 October t o p e r m i t t h e J e f f e r s o n S t r e e t s c a p e I m p r o v e m e n t Project phase II to go ahead. A shuttle bus runs to Fisherman’s Wharf for about a year.S A N J O S E , C A . F r o m 28 December the Almaden s h u t t l e w a s d i s c o n t i n u e d , the first abandonment of any second-generation light rail trackage (it was opened in 1987) in the USA. The Blue line was cut back to Baypointe station and the Green line to Old Ironsides. A new Orange line was introduced between Mountain View and Alum Rock, replacing portions of the Blue and Green lines, but offering interchange at their new northern termini.

Free rides were offered on all VTA buses and light services between 28 December and the ear ly hours of 1 January.

The promotion was offered as part of new service plans related to the reorganisation of services.SAN RAFAEL – SONOMA, CA. The SMART diesel light rail service was extended to Larkspur and Novato from 14 December after a ceremony the previous day. A new timetable with increased service is offered. Larkspur offers interchange with the Golden Gate ferry service to San Francisco. R. Callwell

VIETNAMHANOI. Construction and equipment of the 13km (8.1-mile) metro line 2 (the first metro in Vietnam) was completed in late December, with trial running expected to lead to public service early in 2020. Work on the elevated line started in 2011, with opening dates repeatedly delayed due to financial and construction difficulties. IRJ

MUSEUM NEWSBALLASALLA (IM)/DUBLIN (IRL). Former Lisbon tram 350 is to move from the Isle of Man to Dublin to join ex-Lisbon 305 as a tram cafe. The tram was used as a shelter at Derby Castle (Manx Electric Railway) before being sold to a resident of Ballasalla who converted it into a bar in his garden. The property is now affected by a road improvement scheme. A site for the tram cafe is currently under negotiation with Dublin City Council. The project is likely to cost the new owner EUR150 000.

CONTRIBUTORSWorldwide news items for inclusion should be sent to Michael Taplin at Flat 8, Roxan Villa, 33 Landguard Manor Rd, Shanklin, Isle of Wight PO37 6EA, UK. Fax: +44 (0)1983 862810 or e-mail [email protected]

UK and Ireland items are w e l c o m e d b y t h e H o m e News Editor, John Symons, 17 Whitmore Avenue, Werrington, Stoke-on-Trent, ST9 0LW, UK. E-mail [email protected].

Acknowledgements are due to Brussels Times, digitaletram.nl, Drehscheibe (DS), Edinburgh Evening News, Eisenbahn (EB), GCR Asia, General Anzeiger, Hindustan Times, infotram.pl, International Railway Journal (IRJ), Irish Independent, la.streetsblog.org, lineoz.net, Liverpool Echo, Los Angeles Times, Manchester Evening News, Milenio, Nottingham Evening Post, Progressive Railroading, Radio Prague International, Railway Age, Railway Digest, Railway Gazette International (RGI), Stadtverkehr (SV), Today’s Railways (TR), Tram-2000 (T-2000), transphoto.ru, urbanrail.net, and Wolverhampton Express & Star.

Worldwide Review


ANNIVERSARY

The Russian city of Krasnodar has taken delivery of four 71-631-03 trams from Ust-Katav. This is 202 shortly after unloading. N. Nishchenko

http://www.rail.im

http://www.rail.im


Following Vic Simons comprehensive article on the transit situation in Ottawa (TAUT 984), it was most disheartening to read in the following edition that the new Confederation line has performed so disappointingly since opening in September.

I note that further problems delayed services on New Year’s Eve – what should have been a chance to restore faith in the new LRT system by offering free travel turned into a PR disaster. ‘Dirt and grime build-up’ caused traction power issues and a loss of power to the LRVs – hardly unforeseeable issues!

Mr Simons’ article set out the teething issues with the new technology, but the outlook the city has for basing its future growth around rail-borne transportation is impressive. With other projects underway, the Confederation line should have been the foundation stone. Sadly, it has turned into a major PR issue that will knock confidence in delivery – this is where the finger-pointing and blame game begins.

As a former transport manager, it is beyond me how many of these issues weren’t spotted during testing. There are a few potential scenarios one can deduce from your coverage and that given in the past few weeks by local media:

1. The systems weren’t tested as extensively with worst-case scenarios before the opening as would have been desirable

2. The operator wasn’t as involved in the testing phase as it perhaps could have been

3. Given the well-publicised delays to the project, the opening was perhaps rushed for political motives.

We are all subject to outside factors that affect us and impose deadlines that may be sooner than we would wish – I have seen many over the years. But with such a flagship and widely-touted project it would surely have been better to hold the opening back to ensure a robust programme was in place to cater for the worst before removing the existing bus services.

Parallel running is common in any business introducing a major change in systems or processes. While expensive and intensive in terms of both equipment and manpower, if there were any doubts in the new LRT technology, the advantages of having a ‘fall back’ cannot be underestimated. When issues did occur there would be an obvious ‘Plan B’ for travellers and confidence in the transport system as a whole would be maintained with far less reputational damage.

It will now take far longer to achieve acceptance of the new service and there will be a stain on the new light rail that will take months to remove.Name and address supplied

Questioning where it has all gone wrong in Ottawa

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Trams offer true freedomTaking up the points of previous correspondents (There’s still a lot of fight in the ‘demon’ car industry – TAUT 984, and Deep pockets buy a lot of influence – TAUT 985), I feel the 2020s will see a genuine shift away from private travel. I would go so far as to argue that the car industry is all too cognisant of this.

While car (and motorcycle) ownership have shown dramatic increases in Asia and Africa, there seems to be a genuine shift in perception in today’s teenagers in the ‘developed’ world. Whereas car ownership used to represent freedom, it now represents a significant financial burden. Whether your vehicle of choice is powered by a combustion-engine or a battery, the cost of motoring is only increasing. There are many more options for the modern youngster, and our connected world means that more and more people I speak to are losing their belief in these old-fashioned concepts.

Tram, bus and train travel represents a continuation of their social space – whether this is for interacting with friends via social media, reading, working or simply enjoying their time without the shackles of having to worry about congestion, parking, fuel prices etc. More and more people are realising this. Most urban

dwellers now have a genuine 24-hour choice, and this choice is increasingly not the motor car.

This therefore is another trend that needs to be a focus of those campaigning for improved public transport. The concept of ‘lost time’ associated with travel is diminishing and is arguably never more prevalent than when behind the wheel of a car – whether your own, or borrowed.

So while the car industry may have deep pockets, I would argue that it is now under threat like never before. A. Bernard, by e-mail

Santiago metro damageLike others I have been appalled at the effects of the mass unrest in Chile (Santiago repairs to cost EUR339m – TAUT 985), not only in terms of the human cost, but also how the country’s infrastructure has been so devastated. It is ironic that the destruction of large parts of the capital’s metro was sparked by a rise in fares!

I would describe such actions as little short of terrorism. Vital links have been cut, removing travel options for millions, and expansion of the metro network has had to be delayed – by years in some cases. The effects on the economy will ultimately be significant.M. Rolson, Adelaide (Australia)

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Gotha is one of those small-town tramways in the former DDR (East Germany) that has somehow managed to survive against difficult odds. Before 1989 several

little towns had retained small tramway networks, kept going by a combination of fares revenue from decent volumes of passengers and local and national subsidies. After the political earthquake of November 1989 and subsequent German reunification in October 1990, their continued operation seemed to be under threat. After all, in what became the post-1945 Federal Republic (West Germany), virtually all tramways of similar size and scope had been swept away in the nationwide closures of the 1950s and 1960s.

It is therefore remarkable that these small tramways in the former DDR survive, having reinvented themselves for changing economic circumstances. The last complete closure was of the Dresden metre-gauge line in December 1977, well before 1989’s ‘Wende’. Even the little tramway at Halberstadt, under threat of closure for many years, prevails. One has only to look at today’s slender passenger loadings to wonder how such a transformation can have been achieved and Gotha is a shining example. The increased importance attached to environmental concerns has certainly played a big part in Germany.

It was with pride in September 2019 that the Gotha tramway celebrated a double anniversary: the 125th of the opening of the urban tramways in 1894, and the 90th birthday of the long rural line known as the Thüringerwaldbahn (TWB), extending south-west to the surrounding villages and foothills.

The tramway has a well-organised, keen and enterprising band of supporters in Gothaer Straßenbahnfreunde e.V. The group operates successful special tours and events, and is an active supporter of the tramway company’s moves to remind the people of Gotha of the benefits they enjoy in possessing a tramway.

Four-wheel visitorThe last major anniversary fell in 2014, when several visiting metre-gauge museum cars came to operate special journeys to mark the 120th anniversary of the opening of the urban tramway (TAUT 925). The events of 2019 were no mere re-run, and whilst it is difficult on a small system to vary the proceedings, the organisers disguised their limitations well.

On this occasion there was just one visiting tramcar, but a newcomer to Gotha. This was Nordhausen 23, a four-wheel car built in 1934 by Wismar that has been in the Nordhausen heritage fleet since 1986. Now carrying a dark green livery, it was a full participant in the

events supported by Gotha’s own heritage fleet.Both days were bathed in glorious early

autumn sunshine and this brought out an encouraging number of visitors. Saturday included a depot open-day, plus celebratory journeys over both town routes. These are line 1, from the Hauptbahnhof to Waltershäuser Strasse, Sundhausen and the Kreiskrankenhaus (regional hospital). The latter is reached via an extension opened in March 2002 over a short section previously served only by the Thüringerwaldbahn, but with a new terminal loop slightly remote from the TWB tracks to serve the hospital. Line 2 is the subsidiary line, at weekends with only one tramcar in operation, linking Hauptbahnhof with Ostbahnhof by way of a steep street-running single-track section in Nelkenberg, on which recently-enhanced traffic management measures have now effectively given the trams an element of priority and quasi-reserved track. There is nominally a third urban line (3), used only by those few depot journeys between Ostbahnhof and the depot on Waltershäuser Strasse or vice versa. Those wishing to see the short sections of freehold track in use need to consult timetables carefully.

Saturday’s events began with a cavalcade of historic cars between the depot and railway station, featuring Nordhausen 23; Gotha 39, a bi-directional ET55 model built at the local factory (in the historic fleet since 1997); 215, built in 1967 and one of a series of 16 single-ended two-room-and-a-bath G4-61 cars, seven of which were specifically fitted for service on the TWB; and 43 and 93, a coupled pair of Gotha T57/B57 motor and trailer cars built as double-ended prototypes in 1956 for the ensuing production series and in 1974 converted to single-ended form. The historic cars then took up operation as relief cars, mostly to provide duplication to the advertised service on line 1 and the TWB between the railway station and the depot. A small number of trips were also operated to and from the Ostbahnhof. The depot open-day was of customary German style, with non-operating cars on display, an opportunity to inspect former Basel low-floor trams due to be introduced in 2020, and food and drink. Also in evidence was Partytram 111, a Tatra KT4D acquired from Gera in 2012 that originated in Berlin in 1985 as 9366.

Celebrating line 4The Thüringerwaldbahn was the focus on Sunday. Today it runs as line 4 between Gotha and Tabarz, with a connecting shuttle (6) from a junction at the appropriately-named Gleisdreieck (track triangle) to the village of Waltershausen. This latter line features a high

percentage of centre-road single-track street-running and affords connectional facilities at the terminus with local railway services.

The enthusiast body had advertised an all-day excursion over the line using several cars; at EUR40 it was not cheap, but well subscribed. A feature was intensive operation along the Waltershausen shuttle during the middle period of the day, allowing the many photographers to obtain coverage of the various cars operating in a street section that in part retains the character of the DDR era. A preserved Trabant car enhanced the historical perspective. These special journeys had to be carefully timetabled so as not to impede the scheduled service, requiring the use of double-ended rolling stock (there are turning or reversing facilities at each end but these are no longer regularly used). The timetabled service is operated by one of two ex-Erfurt Tatra KT4 cars (316/317) converted in 2010 and 2012 to double-ended layout in the company’s own workshops.

The TWB’s length results in relatively infrequent operation, the days of extensive duplication to cater for hordes of hikers having largely disappeared, so the enthusiast group produced a special timetable available online to assist those who wished to take lineside images. It was all over by 17.00, and shortly afterwards the depot premises resumed their customary weekend somnolent pose.

An excellent atmosphere and warm welcome was evident throughout the event. Those who care for these small German tramways should keep an eye on the website for details of future special events here – lesser in scale, but no doubt equally well organised. See www.thueringer-waldbahn.de

For now at least, the uncertainty hanging over the Gotha tramway seems dispelled. In 2017 there was an attempt by Steinbrück, a commercial bus operator, to obtain the concession for operation of the TWB by motor bus, which would have resulted in closure of the line. However, this was defeated and the local authorities of Gotha, Waltershausen, Friedrichroda and Tabarz came out in support of the tramway, so tram operation is now guaranteed until 2024. The operator is now a full partner in the VMT Mittelthüringen, with extensive fares integration with other regional tramways, bus operators and local railway services, whilst retaining its own lower fares for local journeys. With delivery of six second-hand, eight-axle Schindler low-floor cars from Basel (BLT) to augment the existing three vehicles acquired from Mannheim in 2011, a more optimistic feel can be discerned. Let us hope these encouraging signals are not misplaced.

gotha’s double anniversary

Special events on the Gotha tramway in Thüringen (Thuringia) enjoy a reputation for excellence. So it was with great expectations

that Mike Russell attended a dual anniversary celebration.

1

Classic Trams


3

2

4

1. During one of the small number of extra journeys operated to and from Ostbahnhof on line 2, ET55 car 39 of 1955 begins the ascent of Nelkenberg. This line is now protected on both sides by low-level barriers, creating a tram reservation zone.

2. Nordhausen 23, visiting Gotha for the anniversary, passes through the reverse curves in Waltershausen alongside a nicely-restored Trabant automobile.

3. Several of Gotha’s former fleet of 16 two-rooms-and-a-bath G4-61 articulated cars survive as examples of this model of the DDR years, but only 215 remains on its home system. Here it is taking part in Saturday’s inaugural parade at the crest of the hill between Friedrichstrasse and Bahnhofstrasse.

4. Service on line 6, the Waltershausen shuttle, is now customarily provided by one of two Tatra KT4D models that retain single-sided layout but were converted to bi-directional configuration in Gotha. This is 316 in Goethestrasse, Waltershausen.

5. No.47 was the last two-axle motor vehicle delivered to Gotha. This double-ended T57 dating from 1963 was retained as a shunter until 2016, then restored for the heritage fleet, and was displayed on the depot track-fan during the open-day.

6. The intermediate passing-loop at Reinhardsbrunn on the TWB is the location for this view spanning the decades, with G4-61 articulated car 215 from the Gotha heritage fleet heading back to town on the Sunday excursion, whilst ex-Erfurt KT4 315 pauses on its way to Tabarz terminus.

7. Rolling stock variety on the Gotha depot stabling tracks: on the right is Nordhausen 23, the visiting 1934 Wismar two-axle car, with one of the three serviceable ex-Mannheim GT8N low-floor articulated cars behind. To the left is ex-Basel (BLT) 204, one of six Schindler low-floor articulated cars destined for future TWB service after renovation.

8. The twin set of Gotha ET57 cars numbered 43 and 93 were the 1956 prototypes of the following year’s production series, examples of which found their way to many DDR tramways. Here they are seen at the crest of the hill between Friedrichstrasse and Bahnhofstrasse during Saturday’s opening procession.

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NEWS FROM THE LIGHT RAIL TRANSIT ASSOCIATION

For more information on the Association and its activities visit www.lrta.org

January 2020

Saturday 18. Taunton 14.00. AGM plus David Edwards: Algeria. (TLRS)

Saturday 18. Northampton 14.00. Call 01865 370634 for details. (TLRS Oxford & Chilterns)

Tuesday 21. London 19.00. Graham Dolan: Ripples in time – Greenwich Power Station and Royal Observatory.

Friday 24. Leicester 19.30. John Lessells: 60 years of Crich. (TMS)

Saturday 25. Beeston 14.00. AGM and photo competition, followed by Keith Ballinger: ION – A new light

rail system in south-west Ontario, Canada. (TLRS)

Saturday 25. Garstang 14.00. Richard Hargreaves: Trams and light rail on film, with rare footage. (TLRS)

Thursday 30. Manchester 19.00. Paul Abell: Steam trams – Pioneers of mechanical traction on the roads.

Friday 31. Edinburgh. 19.15. TBA.

February 2020

Saturday 1. Birmingham 14.00. Mike Ballinger: Algeria 2019. (LRTA/TLRS/ERS-TMS invited)

Tuesday 4. Southampton 19.30. Stephen Bigley: Tram depots in Britain. (LRTA/SEG)

Monday 10. Thames Valley 19.30. Eddie Dawes: ‘All change please’, London’s tram termini. (TLRS)

Wednesday 12. Brighton 19.45. AGM plus Terry Russell films. (TLRS)

Friday 14. Glasgow 19.30. Donald Stirling: The transport world – yesterday and today. (STTS)

Saturday 15. Taunton 14.00. Members’ slides/videos. (TLRS)

Tuesday 18. London 19.00. John Laker and Keith Spillett: HD video

– Sheffield Tram-train, Karlsruhe, Mannheim and Belgian Kusttram.

Thursday 27. Manchester 19.00. Mike Crabtree: Algeria.

Friday 28. Edinburgh. 19.15. Cllr. Lesley MacInnes: Edinburgh’s transformation.

Friday 28. Leicester 19.30. David Witt: European contrasts – Romania, Italy, Alsace and Poland. (TMS)

Saturday 29. Beeston 14.00. Modelling – Bring your project. (TLRS)

Saturday 29. Garstang 14.00. Workshop on modelling trams in various scales. (TLRS)

MEETINGS & EVENTS Compiled by the LRTA. For a full list of the year’s events and meeting places please visit www.lrta.org

With a comfortable UK Government majority in Parliament that will deliver Brexit, the Queen’s Speech

before Christmas set out an ambitious domestic programme. Three measures mentioned provide significant opportunities for transport, including light rail:

• Prioritising investment in infrastructure• Giving communities more control over

how investment is spent• Enshrining legally-binding

environmental targets in law, including those on air quality

Last month The Times reported that Treasury rules on value for money on infrastructure schemes were to be loosened, benefiting smaller towns countryside areas outside London and the south-east. This is excellent news for those promoting light rail, as it is those same rules that have been used to scupper schemes in Leeds and Southampton.

The second priority is a clear nod to those Conservative MPs newly-elected in Labour’s former ‘red wall’ and gives renewed hope to a host of towns like Bath and Blackpool (where campaigners, including the LRTA, are

planning conferences later this year) where light rail could make a real difference.

The Environment Bill will be interesting – will the Government tackle the problem of PM2.5? These are the micro-particulates produced by tyre and road surface wear and brakes, shown to be the most damaging. They are especially prevalent from buses and lorries. I expect the bus and road transport lobby will have a lot to say on this issue.

Rest assured, the LRTA will be lobbying hard, together with other campaigners, for those targets to include action on PM2.5.

So 2020 is a year of opportunities; can the light rail sector take advantage? We shall see.

A year of opportunity for light rail?

The death occurred on 2 November 2019 of Andrew Steel, a leading contributor to the development and maintenance of rail systems and tramways throughout the world. He died unexpectedly of a heart attack at his Midlands (UK) home, aged 73.

Always known as Andy, Mr Steel was born in Govan, Glasgow, on 8 October 1946, the son of a tax inspector. Within 18 months he moved with his family to the West Midlands and, at the age of 11, relocated again to Manchester. There he attended the William Hulme School, later gaining a BSc in Mechanical Engineering from Glasgow University in 1968 and an MSc

in Railway Systems Engineering from Sheffield University in 1999.

On leaving university, he gained a place on a training scheme with British Transport Engineering Ltd (BREL) and later became a Member of the Institution of Mechanical Engineers and a Chartered Member of the Institute of Transport and Logistics. He also attended the General Management course at the British Transport Staff College in 1982.

With these qualifications, Andy was to hold numerous positions in the transport industry. Overseas, these included appointments in Taiwan, Hong Kong, Korea, Thailand, Kenya,

Malawi and Portugal, and at home he contributed to the development and maintenance of the Docklands Light Railway, Manchester Metrolink, Dublin Luas, London Trams (including Croydon Tramlink) and the Tyne & Wear Metro. From 2000-04 he was General Manager of Midland Metro, seeing the initial line through a critical phase in its development. He later moved on to work on the design and delivery of the Edinburgh tramway.

On retirement, he worked as a volunteer at the National Tramway Museum at Crich, and on the Black Country Museum’s transport systems. He was also an enthusiastic tramcar modeller. Andy enjoyed sport, played

rugby and hockey and was also a keen walker. He met his wife, Jill, at a local rugby club and they were married in 1973, spending their lives, depending on Andy’s work, in locations including Essex, Crewe, Derby, York and Glasgow. They had two children, Alex and Kirsty; the latter unfortunately died in 2003. He had two grandchildren.

Andy was a man of firm views, yet diffident and softly spoken – while retaining a mild Scottish accent – who carried his expertise lightly.

He will be long remembered for his enormous contribution to so many transport enterprises, his good humour and for his capacity to form numerous firm friendships. GBC

Obituary: Andrew Steel (1946 – 2019)

Paul Rowen is optimistic for the future after the General Election

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

Bookshop

PCCs of Western Europe 1950–2010The tram that Belgium made

Describes the development of the PCC car in post-war Western Europe right through to its demise in recent years. The main subject is the Belgian-built cars which were used extensively in Belgium itself, in Den Haag and on a few other European systems.

> A4 softback; 84 pages; 140 mainly colour pictures.Was £14.50 now reduced to £7.50 (UK

addresses); £8.50 (outside UK); £11.00 (Airmail beyond Europe)

Innsbruck’s Alpine Tramways

A comprehensive review of this fascinating system, where city trams link directly with surrounding upland villages – including the Stubaitalbahn to Fulpmes – and a significant expansion programme is underway. With details of cars present and past, descriptions of routes, depot information and much more.

> A4 softback; 160 pages; 300+ mainly colour pictures; seven maps.Was £17.50 now reduced to £9.50 (UK


Order direct from the publisher as shown

County Donegal by Rail in Colour

A book of colour photos taken by John Langford during the summer of 1959 when the railway was about to close, giving a unique flavour of the line’s last year with steam and diesel trains, passenger and goods, stations and countryside.

> A4 hardback; 70+ colour pictures.EUR29.00 www.donegalrailway.com

Straßenbahnen im SaarlandAuf Schienen unterwegs in Saarbrücken, Saarlouis,

Neunkirchen und Völklingen

Evocative memories of trams in one of Germany’s smallest regions, brought together with a review of the tram-train ‘Saarbahn’ system. German text.

> B5 hardback; 160 pages; 160+ colour and black & white pictures. EUR24.99 www.verlagshaus24.de (also www.amazon.co.uk and www.bookdepository.com)

Tramways in RochdaleSteam, Electric and Metrolink

Expert local author tells the story of this Lancashire town’s connection with trams over more than a century, including the eventual return of the mode in the shape of a Manchester Metrolink line along a former heavy rail route.

> A4 hardback; 208 pages; 200+ mainly black & white pictures; 13 pages of maps.Was £29.50 now reduced to £14.50 (UK


Tramways of Metropolitan Middlesex and North London

The author brings together his personal memories of riding on north London trams before the late-1930s trolleybus conversions with a comprehensive history of the Metropolitan Electric Tramways and its predecessors. Includes the iconic ‘Feltham’ cars.

> A4 softback; 196 pages; fully illustrated in black & white and colour; several maps.

Was £28.50 now reduced to £15.50 (UK addresses); £17.50 (outside UK); £20.00 (Airmail beyond Europe)

NEW YEAR

BARGAINS!

Tram-Tour Rhein

Superb review of the many tramway undertakings that served cities and towns along the Rhine between Krefeld and Bonn. German text.

> A4 hardback, landscape format; 160 pages, 300+ colour and black & white pictures.

EUR39.90 www.ekshop.de (also www.amazon.co.uk and www.bookdepository.com)

Les tramways de Valencienneset les lignes des Chemins de Fer Économiques du Nord

History of Valenciennes’ trams, from 1881 until their re-emergence at the start of the present century. French text.

> A4 softback; 144 pages, 300+ colour and black & white pictures, several maps.EUR29.90 www.trains.lrpresse.com (also www.amazon.fr)

Join urban transport operators, local and national authorities, manufacturers and suppliers from across the industry at the 2020 UK Light Rail Conference.

Now in its 15th year, this invaluable two-day congress and exhibition is well-known as THE place to do business and build long-lasting relationships in our fast-moving and vibrant sector.

With over 50 speakers and eight hours of dedicated networking time, there is no better place to gain an insight into the workings of the sector and help shape its future.

WOLVERHAMPTON19-20 May 2020

Discover the latest innovative financing and urban planning models.

Learn from case studies on succesful projects from the around the world.

Understand the importance of integrated transport and land usage policies.

Explore the latest innovations in our exhibition area of key suppliers.

Forge relationships with industry partners and innovators.

Workshop with peers on the creation of safe, secure passenger environments.

See first-hand how the West Midlands is trebling the size of its light rail network in the coming decade.

“Thanks for another great conference, providing deep insight into the British light rail industry.”Tobias Koch – Director of Sales – Siemens Mobility, Rolling Stock

To join us, visit www.mainspring.co.uk or call +44 (0)1733 367600

february 2020 no . 986 2020 vision...systems and an operations control centre and a depot. four of...

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